A Licensed Pilot! - 4/19/2012

Well, I am proud to announce, after 9 months of hard work and lots of studying I'm now a licensed pilot!

The date of the test: April 19, 2012 @ 1300

Where: Andrews-Murphy Airport

The test started at 1PM on the 19^th, so my instructor and I decided to meet up at 10AM, and leave by 11AM. Unfortunately, the weather conditions at KRYY was not favorable for VFR flight, we would have to file a flight plan and IFR. Clouds were at around 2,000 feet and completely overcast at KRYY and mostly clear at KRHP. So, I prepped the plane, as my instructor got our flight clearances. It was decided that since I do plan on getting my IFR rating, that I should at least fly until cursing altitude. So, we got clearance to take off from KRYY and head into the dark gray clouds.

It was amazing! At first you can see the ground, and in front of you is this wall of gray clouds and then we enter the gray. No more looking out the window for me, it became all gray, and then it started to get all white. We were in the white part of the cloud, and then we broke through at 5,000feet. It was beautiful. I have included the photos below. After we leveled off, the flight instructor took over and I was able to take these photos. The sky above completely blue and the ground below looking like snow.

                                                                                         

 

 

  

  

 

We went to our cursing altitude of 7,000 feet. It was 49 degrees outside.

As we got closer to the North Carolina mountains, the clouds started lifting and breaking. We went though one cumulus cloud when all of the sudden my stomach felt queasy. I thought it was nerves, but the flight instructor said, “You know what that was?” I was curious what he was meaning... We actually hit an updraft which took us up an additional 240 feet. With clouds being completely around, it was actually hard to notice that we gained that much altitude.

We had a successful landing at KRHP, where we met my examiner. He was an extremely nice guy, very professional, and very relaxing actually. We started our test with the oral portion. I've heard that some examiners are very strict, and it's only question and answer. That's it. But my examiner was completely different, it was like having a good conversation with a friend. We talked about my weight-and-balance problem he gave me, plus other possible solutions. We then moved to the cross-country portion of the trip that he had me plan out (from KRHP to KBHM. In the meantime, we also talked about airspaces, aerodynamics, emergency procedures, CRM, night flying, procedure about drinking and drugs. After about two hours, it was decided that we should go for a flight.

We packed our bags, and headed out to 653KB. I pre-flighted the plane while explaining everything I was doing. I certified that the plane was airworthy, and ready to take off. We first did a soft field take off, followed by a soft field landing. We stopped on the runway and next was a short-field take off. Followed by a short-field landing. The short-field landing was right on the dime per the Practical Test Standards. He was actually quite impressed. After that, we did a normal take off. The next landing was suppose to be a normal landing, but 500 feet from the runway he said, “Abort! Abort! Abort!” Which means I had to preform a go-around with 30 degrees of flaps. Very smooth transition. He told me to get into the landing pattern again for runway 26. When I got to the needed altitude, he told me the next scenario: I'm going to lose my engine, and electrical source. I must land the aircraft with no flaps and at a high altitude. So, I had to time my turn into final for runway 26 perfectly, and then slip the aircraft to several hundred feet above the ground to kill both airspeed and altitude. At that time, level off the aircraft, and center on the line. All of this with no power. After that, using ground effect to bleed off my airspeed. I nailed it with 2,000 feet of runway left. Only problem... I kind of left my feet on the breaks too long and they started to burn. Smelt really bad, but no damage was done.

Next we taxied to the beginning of the runway again for a normal take off, to start our cross-country portion of the test. We made it to my first two checkpoints, and then he decided to divert me over to Blairsville. After finishing all my calculations to make sure we could get there, it was time to start procedures. We first did steep turns to the left, then right. Slow flight with flaps, Stall with Flaps. Next was slow flight without flaps, and next take off stalls. I had to follow the Harris VOR for a bit. After that, we went to about 1000 feet above the ground to do ground reference maneuvers. First was S-Turns next was Turns-Around-A-Point, both left and right. After that, the examiner told me to head back to KRHP. After a successful normal landing, I became a licensed pilot!

Going back to KRYY the weather had cleared up so we were able to fly VFR back.

On the 26^th, I was told there was a slight issue with my paperwork, and I needed to return to KRHP to get it taken care of. On the 27^th, my instructor and I headed back up there. I decided to take my instructor as there were storms in the area, and cloud cover was not VFR friendly. We got up there, and finished all the needed paperwork again. Since we were up there, I was treated to a free burger at a local restaurant in Andrews, NC. I decided to have a Coke and BLT. I love my BLTs.

We flew back that afternoon, under IFR, but I did land back at KRYY as the conditions were favorable for that.

So, now my license says I got it on 4/27/2012. Doesn't really matter in my opinion, the main thing is: I'm now a licensed pilot!

So, what's next? Well, I've flown below the clouds, in the clouds, and above the clouds. I've decided that it's time for me to get licensed to fly in and above them without the instructor. I will start IFR Ground School on 4/30/2012, with flight training starting in a couple of weeks. I'm wanting to look for funding for my IFR license, but it shouldn't be as expensive as my private pilot's license. I am planning my first maiden flight for mid-May to Myrtle Beach. I'm extremely excited about it, but the days I'm looking at going, it appears the weather might not be favorable, per the long term weather models. I really do hope it stays nice.

Well, that's it.... for now... See you below the clouds, and soon in and above them!

As the Pilot-In-Command... - 4/18/2012

As the Pilot-In-Command, it was my decision today to cancel the Oral and Checkride today. The weather was too nasty. The cold front moving through the area stalled out causing us to have a very low ceiling and heavy rain. The rain did move out by 1PM, but the ceilings were still too low.

It was my decision if we still wanted to try it, and I didn't want to risk it. So the flight instructor and I called the examiner, and he agree that it was a good decision not too.

The test has been rescheduled for tomorrow 4/19/2012.

Also, as expected, I was really overthinking the approach into runway 8 yesterday. It was nerves.

The Final Countdown – 4/17/2012

As of this posting, we are little under 24-hours from when I'll be at the flight school pre-flighting 653KB to fly up to KRHP, God willing and after many prayers (and so far a lot of anxiety attacks) I'll be coming back as a licensed pilot.

Yesterday, I went up with another flight instructor (as mine was sick.) We were going to do a complete mock-checkride but weather decided to have it's own say in it. When I was preflighting the plane, I was looking to the SW towards Paulding and it was very dark, plus I was losing visibility also. I went to talk to the instructor about it, and he told me to get a standard weather briefing. By the time I was done it was drizzling and when I got back into the flight school it started to pour. So we waited it out for about 30 minutes when the rain moved out, but there was another system with low clouds behind. We decided to do some pattern work. Winds were at about 280 @ 3. We did a short field takeoff, with no issues. Short field landing, landed right before the numbers! Right on mark, but didn't do the normal breaking due to wet runway. Did a rolling 10 degree flaps take off. Next was a short field landing and took Bravo 3 off. When we were taxi'ing to the runway we got an advisory from ATC: winds shifted from 270 to 090 and is now gusting to 15 with sustained at 8. Well, that came out of nowhere.

To add to the shift of the winds, the clouds started to collapse on us. We couldn't even get to our breakaway altitude before we were in the clouds, so we did a right turn instead of left (as it would of taken us into the clouds) and had them chase us back to the runway. Another soft field landing with a crosswind nailed! I pray to God that I can nail those landings like that tomorrow, they were right one the dime! I was impressed with myself actually.

The one thing I still need work on is my ground reference maneuvers. I'm very concerned about those and think that will be what gets me busted.

Right now, weather is a bit of a concern. It looks like we will have IFR conditions for a portion of the day. If need-be, the flight instructor will fly up there, and hopefully by the time the Oral portion is completed the weather would have been broken.

Right now, the forecast is this:

KRYY – Showers before 11AM. High 68. Winds Northeast @ 5.

KRHP – Showers before Noon, otherwise cloudy. Highs 67. Winds East @ 5-10.

Oral doesn't start until 1PM.

In my earlier blog I mentioned how I wanted the winds. Well, winds out of the east means using runway 8. I've never done an approach on 8 before, but I'm trying to figure out how to enter it as it's a right traffic pattern, but it's in a valley. Do we overfly the airport's runway, and then enter at the 45? I'll talk to the instructor about this tomorrow.

Below is a map of the area. Red is the approach onto Runway 26. Blue is one route you can do to land on Runway 8. Yellow is the other route. After looking at it, it looks like Blue route may be the best, but that's a lot dropping of altitude and sharp turns to enter at the 45 angle. Will still talk to the instructor about it tomorrow. I really think I'm over thinking this.

Well, I have actually finished reading the Oral Prep book for the 4^th time, so I'm done with it. Going to look over my cross-country and weight-and-balance, make sure that is done, pack my flight bag, and have a restful evening. No studying after 530PM. I need rest, both physical and mental.

Will report on what happens when I get back. In the mean time... Happy Flying!

Final Countdown Playlist

Well, like playing a sport; before the big game you want to pump yourself up. Many people do it by listening to their favorite song(s) or artist. So, here is my playlist for tomorrow in order of pumping-up-ness (1 getting you ready - 7 getting the blood pumping hard) :

1. Exodus – Apollo 100
2. Come On Eileen – Dixie's Midnight Runners
3. Classical Wind – Apollo 100
4. Our House - Madness
5. Beetoven9 – Apollo 100
6. Maniac – Michael Sembello
7. Rhapsody In Rock – Apollo 100

Rhapsody In Rock; I listen a lot usually before flying, but I think tomorrow I'll need an extra boost. By the way, if you know who Apollo 100 is, you get 20 Extra Cool Points. Also, I should note: I don't like the song "The Final Countdown," but do like the 80s film "Final Countdown" though.

The Toothache Flight – 4/9/2012

Well, we are about a week and two days out from my Pilot's exam. I'm getting very nervous, anxious, and excited. Yesterday, I went up with the instructor and did turns-around-a-point, soft & short field landings, and emergency landing with no flaps but with a slip to land.

Turns-around-a-point seems to be a major weak spot for me. I find it fascinating that in some ways, you don't want a windy day to do these procedures, as it makes it a bit harder, but the landing procedures you want some kind of wind as it makes landing distances shorter. On the day of the test, I would prefer to have winds at 260 between 3-7knts. No gust!

Last night, I was woken up by a very sharp pain in my lower sinus cavity. It felt swollen, so I thought it was a sinus issue. I had a teeth cleaning today, and told the dentist about it, it turns out to be an infection that I will need a root canal done on. That will be this Thursday. He gave me some medicines to take in the mean time. I drop those off at the pharmacy and took off for the airport. (No pun intended.)

The tooth wasn't hurting that much, so I decided to go ahead with my planned flight to KRHP today. While getting ready and prep'ing the plane, winds were calm at KRYY and about 3knts at KRHP. Winds aloft were brisk, but not too bad.

I filed my flight plan, and off I went. Since KRHP and KRYY are on two different sides of the aviation maps we use, I decided that I would use KCNI as a good checkpoint as it was easy to find on both sides. Went to an altitude of 5,500 feet for my flight up there. Past KCNI it started to get bumpy and gusty. At times it was hard holding my altitude. Started to descend into KRHP with winds around 12 knots. I first did a “normal” landing, which was decent. Next was a soft field take off, followed by a short field landing, followed by a short field take off. Next was a normal landing and I decided to take a quick break at their FBO. I grabbed some water, and played with the Andrews-Murphy FBO's TSA Cat. Have no idea what it's name is, but the folks there allowed me to pet her. She was so soft, fuzzy and friendly.

Decided to do a short field take-off again. One thing that is drilled into your head about short field take offs, is when you bring the flaps up from 10º to 0º, you make sure you have plenty of altitude and you have a positive rate of climb. When I bought mine up, my plane took a pretty good dip. Probably due to the wind/gust picking up. On my way out, I thanked Andrews-Murphy for their hospitality, and was welcomed with a “Come back and see us again!” which was very nice. Another Cessna was coming into the area, so we were communicating with each other trying to figure out where he was, and where I was. He was descending, and I was ascending. We kept giving position reports to make sure we weren't going to collide with each other. I never saw him, and he never saw me, but there was no issue. Flying back to KRYY, the chop was getting worst, and that's when the pain started. It's advised that you don't fly when you have a toothache, or sinus problem. Well, the pressure at 6,500 started to affect my tooth. It didn't get too bad, but there was pressure there.

The flight back to KRYY became more turbulent also. I decided that I needed to file a PIREP, and wrote down all the information that I needed. Landed back at KRYY with a normal landing and closed out my flight plan plus filed my first Pilot Report! (Screen shot of it below!)

Overall, it was a good flying day. I have part 2 of my mock-oral tomorrow with Hutch. Saturday went really well, hopefully tomorrow will too (about to study again.) Have my root canal on Thursday, flying with the instructor on Friday and Sunday.

Happy travels!

 A beautiful Cirrus. The photo doesn't do it justice. Love the shiny silver on her.

653KB at KRHP

 

A Tomato Flames & Flaps – 4/4/2012

Well, today I filed the paperwork for FAA Oral Exam and Checkride. I've also schedule my checkride which will take place on 4/18/2012 at 1PM. I was hoping for the 12-15 of next week, but it was recommended that I give more time for more studying and test prep. I agree though, I rather take my time and pass the exam than rush into it and blow it. I have to do a flight plan from KRHP (Andrews-Murphy, NC) to Birmingham, AL. Also have to do a weight and balance problem.

So, what's next? I have a flight schedule for 4/6 – it's going to a solo flight in the practice area to go over maneuvers. On 4/7, I have a ground lesson with our ground instructor. This will be a mock-oral test. On 4/8, I'm going up with the instructor to do more maneuvers. On 4/10, I'm going to do a solo cross-country to KRHP, and do maneuvers in that area so I can get use to it.

While at the flight school, I got a picture of Tyler Perry's private jet: 378MB.

What is “A Tomato Flames & Flaps”?

It's an acronym and it means:

A - Altimeter

T - Tachometer

O – Oil Pressure Gauge
M – Magnetic Compass

A – Airspeed Indicator

T – Temperature Gauge

O – Oil Temperature

F – Fuel Gauge

L – Landing Gear Position Indication
A – Anti-Collision Lights

M – Manifold Pressure Gauge

E - ELT

S - Seat Belts

& - &

F - Fuses

L – Landing Lights
A – Anti-Collision Lights

P – Position Lights

S – Source of Power

A Tomato Flames are the required items you need on an airplane for VFR Day flight, and Flaps are the required items you need on an airplane for VFR Night flight.