$100 Hamburger – 5/1/2012

On May 1^st, a buddy of mine and I went for my very first $100 Hamburger at KLZU (Gwinnett County Airport.) We ate at the restaurant on the field, The Flying Machine. I thought it was pretty good. Instead of the standard Pilot Burger, I went for the BLT. I'm a big fan of BLT's.

For those who don't know what a $100 Hamburger is: It is aviation slang for a general aviation pilot needing an excuse to fly. A $100 Hamburger typically involves flying a short distance (less than 2-hours,) eating at an airport restaurant and flying home. The term “$100” originally referred to the approximate cost of renting or operating a light general aviation aircraft.

This was my maiden short-flight with a passenger. The other time I had a passenger was with the instructor. Both landings (at KLZU and KRYY) was flawless. It was bumpy going over at 3500feet. When we were eating, I was checking the weather reports and the ceiling had dropped to 4500 which disappointed me. I was hoping to fly back at 4500. By the time we were done eating the ceiling had risen to 5500 and higher so going back at my planned 4500 was no problem. It was turbulent going over, a little more than I expected, but coming back at a higher altitude fixed that issue.

Last night was my 3^rd night of IFR Ground School. Next Monday we start to get into the niddy-griddy of it all. Right now it's just reviewing everything from Private Pilot Ground school. I'm working on getting funding for my IFR training and that should be completely by the end of the month. I really hope to accelerate my training to have my IFR by the end of November.

Also, I have planned out my maiden cross-country flight. It will be next week, from KRYY to KMYR (Myrtle Beach, SC.) It will be a short weekend trip, but I'm so much looking forward to it. I'm a bit concern about the weather right now, if it gets rained out, I'm going to push it to the following week until I can actually get it in.

Happy Flying!

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!

Long Solo Cross Country – 3/1/2012

Well, after many delays due to weather, I was finally able to finish my solo cross country work. Thursday was a fun flying day. The weather started off kind of nasty, didn't think I was able to go up, but was able to.

If you've ever seen the movie “Airplane,” and know the line “I picked the wrong day to quit smoking.” Well, today would have been “I picked the wrong day not to take Dramamine.” I should note, that I don't take Dramamine before I fly. If you had a weak stomach Thursday, wasn't the day for you to go up.

Thursday I took 707PD up for a spin for my long solo cross country, which had to be at least 150 miles, with at least three stops, one had to be at an airport with a control tower. Took off from runway 28 at KRYY, had to extend my upwind for about 3 miles but was able to bank right and head on my course and go to my cruising altitude of 5,500. When I called the Flight Service, and when I opened my flight plan with the Macon Flight Service Station, I was warn of moderate turbulence below 8,500 feet. They weren't stretching the truth!

As I passed over Allatonna Lake, the plane was bouncing around lightly, nothing too major. As I got closer to my cruising altitude it got rougher and rougher. As I passed “Alert Area A-585” near Sugar Hill, I started to experience Moderate to at some points Severe Turbulence. At one I actually left off my seat a bit before the seatbelt locked, my feet came off the rudder pedals, and I felt my bum lift off the seat. It was rough. A good challenge though. It's weird that in a way, I enjoy turbulence, but I respect it. When I start IFR training I will have to see how much I like it then with my “Foggles” on. When I passed West of Blairsville Airport (KDZJ) the turbulence let up. Had a successful and quite smooth landing at KRHP (Western Carolina/Andrews, NC Airport.) Since taxiway Alpha 1 is still closed, I had to make the announcement on the radio that I was taking to the active runway, and will do a 180.

Took off from KRHP for a cruising altitude of 6.500 heading to Pickens County (KJZP.) Never been to KJZP before, so it was a nice change and something different too. Flying there wasn't as bumpy as going from KRYY to KRHP, but there were times that it go bumpy. Had a bit of a tricky landing on runway 34, as the crosswind was very close to the maximum demonstrated for my Cessna. I had lined up for the center line on the runway, but due to the strong crosswind, I was a little off by the time I landed. Nevertheless, all three wheels touched the ground safely, and taxied back to the start of runway 34 to head back to KRYY.

It was time for me to head back to KRYY, so took off from runway 34, and went to a cruising altitude of 4,500 feet. Again, not much turbulence, but there was some. When I took off from KRYY earlier in the day, the METAR for KRYY at 1646 Zulu was winds 280 @ 6knots. By the time I was flying back, winds were coming straight down the runway at 290 but at 12 knots with gust up to 23. Now, the good news of it all was that it was pretty much down the runway so I didn't have to deal with crosswinds, but the (potential) problem was the gust. At one point during the landing portion, I felt the plane losing altitude too fast, and was able to give it some power before a problem were to occur. Well, I used the winds to my advantage to kill some of my speed and aerodynamic breaking on the runway, so I was actually able to exit off Alpha 4 instead of the usual Alpha 3. Nevertheless, landed safely and that ended my trip for the day. 

So, since all my cross-country solo work is done, and I've finished the 10 hours of solo flying needed; it's now time for me to get ready for my check-ride with the FAA Examiner and the Oral portion of the test. On Tuesday (weather permitting) I'm going to do some solo work, and on Wednesday my instructor and I are going to go up and will be doing the maneuvers that I will have to do for the Examiner.

Below is the route that I took for my Long Solo Cross Country (KRYY-KRHP-KJZP-KRYY.) Map provided by Skyvector (Click on link for bigger picture, and to take a look at the site!)

Here are two Pilot reports (translated for Non-Pilots) that were reported by other pilots in the area I was flying in on Thursday:

PIREP – 3/1/12 – Flight Level 7,500, Type BE36 (Beechcraft Bonanza 36,) Turbulence Moderate to Severe

PIREP – 3/1/12 – Flight Level 7,000. Type C25B (Cessna 525B Jet... interesting note, I actually saw this guy when I was flying to KJZP,) Turbulence Continuous Moderate to Severe Chop

Interesting note about today's (Friday 3/2/2012) weather. The Storm Prediction Center has placed us under a Tornado Watch until 12AM Saturday. Yesterday (Thursday 3/1/2012) I turned on my AC for the first time this year, and today it's still on. As of this writing (6PM on 3/2/2012) it's 76 with a heat index of 78. Today's high was 76, and yesterday it was 77.

The two maps below are from the National Weather Service in Peachtree City for the severe weather tonight (Firday 3/2/2012)

The map below is from the National Weather Service Website. Yellow is current Tornado Watches, and Red is current Tornado Warnings.

Below are the prediction maps from the Storm Prediction Center

Keep ya seat belts on, it will be a bumpy right tonight in the sky and on the ground!

Final Night Flight – 2/2/2012

Well, after some delays due to weather, I got my final 8 landings completed and finished my required 3-hours of night flight. Pretty uneventful. 707PD and 653KB were both unavailable, so I used the 1980 172 Cessna N53361. I hadn't flown her before, so it was a new experience in a way. I really love the Garmin GPS in her. I really wish it was that GPS in PD & KB, but I'm not going to look a gift horse in the mouth.

Originally was schedule to do my night flight yesterday (2/1/2012,) but it got canned due to weather. We had a system move through the area, and the rain was pretty much gone by 6PM (our planned take off time) but conditions went to IFR and even LIFR passed it, so we just moved it to today.

The first landing of the night was kind of rough, flared to high. We just took it that it had been awhile since I flew at night which is the reason for the high flare. We did one landing with no taxi or landing lights (per approval with KRYY Tower.) Actually landed perfectly on the center line. That was really interesting trying to judge it based off instruments, and the surrounding lights. By the 7^th landing, all was well. The issue became that we still had 40 minutes that I needed to get logged for night flight. So we decided to head over to Cartersville, GA Airport. At first we were debating Cartersville or Paulding, but Cartersville was more favorable due to winds. While flying over there, we noticed that I-75North was completely in gridlock. No cars moving. Apparently there was a nasty accident. We could see the cop cars, but not actually what happened. We got to Cartersville, and entered the pattern. Another company aircraft was there: N966SA, he was doing night procedures also. Landing in Cartersville wasn't too bad, only that the pilot for SA had turned on the landing lights too high which gave us a horrible glare, but we landed safely. While taxing off the runway, we did turn down the runway lights down a notch.

While taking off from Cartersville, at around 1,000 MSL I noticed we started to have a problem with the aircraft. I was loosing airspeed (at one time I was around 60knots,) and the altimeter had stopped moving... it wasn't falling nor was it rising. The control of the aircraft seemed fine, I didn't feel any signs of a stall coming and there was no sound from the Stall Indicator. I just leveled off the aircraft and the airspeed caught up. Not really sure if it was a system issue or a high attitude issue. I wasn't at a nose-high attitude based off instruments, so I'm going with a system issue. Probably a bug or something got into the system. We took off from runway 19 at Cartersville, so it was all dark (trees) in the area, so it was kind of hard getting a visual at how high we were. We returned to KRYY for a safe landing, and completed the required flight hours and night landings per the FAA.

So, what's next? On Saturday, I need to report in for a 2.5 hour ground lesson (will probably be much shorter) but have to plan out my first solo cross-country. My instructor and I will go over density altitude (a refresher) and look over where I'm going for my cross-country. I have decided to go back to Chattanooga. After Saturday's lesson, I have a solo flight planned for Sunday afternoon. Right now that is up in the air... why? Well, guess... of course, the weather. We will see what happens. Early next week, I'm suppose to meet up with Hutch and go over more cross-country planning procedures (it's a stage check.) And hopefully next Wednesday or Thursday I might be able to do my first solo cross-country trip. If not this coming week, it will be more than likely be the following week. I've already started planning out my 150-nm/3 airport landing solo cross-country. I'm thinking about KRYY-KCHA-KRHP-KJZP-KRYY (Cobb, Chattanooga, Western Carolina Regional, Pickens Co, Cobb.) We will see about that as we get closer.

As for the written test, it's going well. I sent my issues with math to a good buddy of mine (John) to see if he can help explain it to me a bit more. He's a good teacher. Otherwise, studying the book, taking practice test. Planning on taking the written at the end of this month. Had a dream the other night, that I failed my FAA Check-ride... what a nightmare! Hopefully that's all it was, a nightmare!

Night Cross Country - Athens' Style! 1/24/2012

Today was my first night cross country to Athen's. Originally, it was suppose to happen tomorrow, but due to the possibility of rain, my flight instructor came in on his weekend so we could go up tonight. Beautiful night! Pretty much cloudless until we were about 25 miles coming to KRYY, and then I just saw some high cirrus clouds. Couldn't figure out which planet it was, but heading west, towards the Southwest was this bright star, it was beautiful! You can see a lot more stars up in the air, than on the ground at night. A lot more easier to see other aircraft too. Atlanta, and northern Atlanta is beautiful at night (wish I could say the same for the day, lol!) Who's ready to join me in a flight at night?

Coming out of KRYY we took off from runway 27, so about 300 feet from pattern altitude, we started to make our right turn to get on course and to get to our altitude of 3,500 feet. At first, it was difficult for me to find Gwinnett County Airport, but I finally spotted it. Overflew that (as planned.) Flew south of the Winder Airport; was able to turn on the runway lights via our radio, which is pretty cool. Made it to Athens with no problem. Landing was kind of fast, but the recovery from it was pretty good. We landed on Runway 9, and took off from runway 27. The air traffic controller sound so sleepy. I felt sorry for her. According to my flight instructor, most of his students have a problem landing for the first time at night, as they are wary of where the ground is (making sure they don't crash into the ground,) and do a high flare. He said besides the fast landing, it was overall impressive. Coming back we were at 4,500. Going and coming, smooth as silk up there, didn't feel a single bump. (I know this might sound weird, but turbulence, within reason, is kind of fun, but there's a limit of course.) Landing on 27 at KRYY was pretty much flawless. Flare was good, and smooth touchdown. Winds were very light.

So, what's next? Next Wednesday (weather permitting) is another night flight. This time, we are staying local. Per FAA regulations, you must get at least 10 night landings completed, well, I've gotten 2 down, and my night cross country completed. So, I have to do 8 more. The plan is for us to do 4 at Cartersville, and 4 at KRYY. After that, I have to do a cross country stage check with Hutch (who is our ground instructor,) to make sure I know how to do a flight plan (all students have to do this.) After that, will be my first solo cross country, which I think will probably be to Chattanooga.

Bookwork is coming along. I'm still having problems with the mathematics of it all. I will have to take my time, and go step-by-step/equation-by-equation to get it. Still planning for late-March or April to get my license. First trip: Myrtle Beach, SC. Anyone wanna join me?

Jet outside the gate to get into the airfield. N227LA - 1976 Gulfstream Stream II... has 22 seats, weight is over 20,000lbs. Two Rolls-Royce engines, horsepower: 1140 (Turbo-jet.)

Notice the military helicopter in the distance, he took off while we were preflighting our plane at 6:45PM.

To Athens and Back - 1/19/2012

We went to Athens, GA yesterday in good ol' 707PD, but I marked a first yesterday, as it was the first time I had a passenger (besides the instructor) with me... my buddy Adam. God bless his soul, he is a nervous flier, but he got up the nerves and flew with me to Athens. Going there, we were cruising at around 3,500 feet (non-autopilot.) It was a bit choppy, but not the worst chop I've been through. The Flight Service Station was having major issues yesterday, and apparently they were going old school when we called to get our Weather Briefing, and took one hell of a long time to get them on the radio to open up our flight plan. We flew out of KRYY on Runway 9, headed East, south of Roswell, just north of KPDK, right over Gwinnett's airport, south of Barrow County airport, and landed on Runway 27 in Athens. We decided to take a quick break at the Athen's FBO, Athen's Flight Center. The lineman was very nice, and so was the young lady at the front desk. Usually on cross-countries we don't make a stop at the FBO, but I'm glad we did this time. For some reason, my back was getting very tense, so I need to get out anyways. My instructor informed me, that this was the busiest that he's ever seen Athens. A bit later we took off from Athens Runway 27 and went to a cruise altitude of 4,500. Much smoother ride at that altitude, and I decided to engage the autopilot for a bit. We did some autopilot work all the way till we got about a mile from runway 27. Atlanta Center was one of the busiest that I've heard it in awhile, no issues though, but we had to pay extra close attention while listening for our call sign. We had a nice crosswind landing, and a smooth touchdown. Pretty nice in my opinion.

We saw a Mitsubishi MU-2 at KRYY, that thing is so freaking cute! It was on the South Ramp.

Looks like some nasty weather will be moving in the next several days. Rain moving in this afternoon, and a chance of rain all the way up until Monday night. A chance of storms tonight, and a better chance of severe thunderstorms tomorrow. I have some solo work on Sunday (707PD, I believe) but with the rain chances, I might just can it, and do some extra studying. The written test is getting much closer, but even though I've been studying and using practice test, I'm still not happy yet with my score. Right now, we do seem to be on track for taking the test in March or April (I'm hoping March.) I'd love to start the second phase of everything before June.

There is a concern that I'm having though... I'm wanting to go commercial with my pilot's license. The thing is, you need to build up hours. I've been reading post, that people say the best way to do this is via CFI. Well, I don't think I would be a good teacher, so this brings up a concern on what would be the best way to get my hours built up. I'm wouldn't say no to doing "regional" cargo flights, to build up the hours at first.