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.

I'm Getting Very Nervous – 3/30/2012

Well, it's been awhile since I've posted on the blog. The reasoning is that I haven't flown since March 16. Due to my work schedule, and due to going on vacation for a half of a week, so I wasn't able to fly.

So, on the 16^th, I had my Check-ride Stage-check with one of the head flight instructors of the flight school. We found the weak spots and those are what got worked on today (the 30^th.)

So it was my first time back into the cockpit since the 16^th. It's almost like riding a bicycle, you remember everything you need to do. It felt wonderful being back in there. The problem was that we were having a system move through our area. Weather was warm and moist outside. I was watching the radar while prepping the plane and as you can see from the photo below, a storm was brewing. By the time I go into the flight school to let my instructor know that I was ready, it started to drizzle. We just got into the cockpit of the plane when the bottom let out. It started to pour down rain.

Well, we had two issues in the cockpit that we needed to take care of, so we sit there (engines off) for about 5 minutes until the rain passed. We were still in VFR conditions but barely. When the rain let up, and I moved the ailerons, it was like a water fall coming off the wings. We were going to go to the Northwest, but the storm had stalled just north of Cartersville so we decided to head West. We were done with our run-ups, but at that time, everyone decided it was time to come into the KRYY airspace, so we had a delay of about 10 minutes on the ground before we could take off.

After the storm had passed, it really wasn't that turbulent up there until the sun came out. That's when everything started to evaporate, and it got a tad bumpy... nothing that wasn't controllable. I've been through worst turbulence before.

My instructor wanted to give me experience and recovery with an accelerated stall. An accelerated stall is a stall that happens when the aircraft is experiencing a load factor higher than 1 (1g), like when turning or pulling up from a dive. So, we did some “cleanup maneuvers,” the maneuvers that really needed some work done on them. They were mainly the stalls in fact. As the guy who did my check-ride stated, he could tell I hate stalls, and don't like stalling out the plane. Which is true, I don't like stalling out a plane. But, I have to do it for my test, and yesterday remained in the PTS.

The storm had passed Cartersville, winds were at 040 @ 6kts, which means the favorable runway was 1. Well, I was at about 3,000 feet, and the Cartersville airport's elevation is about 800 feet. I was 1 mile from the airport and needed to land there... why? Engine failure! (Simulated of course.) So I needed to loose 2200 feet in about 1 mile. Well, I had no engine, and to land there, I would pretty much needed to do a nose dive and use the whole runway to land without a guarantee of actually making it. To make it easier and to make sure I made the runway, I had to do a 360 (with no engine) to get to pattern level and land. It's amazing at how much altitude you can loose in 360 because when I got back to the starting point of the 360 I was at the needed altitude and landed successful, perfect landing. There was one problem, but it wasn't my fault. There was another plane lined up to take off, and one of the downwind to land... on runway 19. We were landing on runway 1. So, the plane about to take off, and the one about to land were landing with tailwinds (which isn't recommended.) Why were they taking off with a tailwind? Not really sure. Well, we let those guys do what they needed to do, and we worked on some landing procedures.

Here is a lesson for all you want-to-be pilots out there (and licensed pilots) always, and I mean ALWAYS look down the runway before to start to take off. Today was the perfect reason why. I started to taxi onto the active runway, and do the proper turn to take off (so my nose is now facing down the runway,) when I see a guy start to cross the runway. He wasn't wearing any reflective gear, or anything bright. The only way that he caught my eye was by movement on the runway. This bastard actually started to walk across the runway with an active plane on it. He wasn't running or jogging off either, he was walking! It's lucky a plane wasn't landing or I had started my takeoff roll. So remember kids, keep your eyes outside the window whenever possible. That would have been worst than a bird strike!

Took off to KRYY where we did a slip-to-land. That really needs to be worked on in my opinion. I could of used more rudder, and cleaning up from it could have been better. When I put down the flaps, I had put down too much of them and ballooned up. Landing was a bit rough. I was thinking about doing a go-around, but instructor said I still had enough runway and time (which I did.) If I was there alone, I would of gone around.

So, it was a very successful day in the cockpit and in the air.

After we tied down the plane, we had our usual post-flight meeting. So, the title of this blog is, “I'm getting very nervous.” here is why... the big test will probably be in about two weeks. I would love it to be on April 14 or 15. If I didn't have to work a “special” week at work this week coming up, it would probably be even sooner! I decided that we will probably use the Examiner that is based out of Andrews, NC. So we, the flight instructor and I, will need to fly up there for the exam. I'm already getting very nervous and excited. The big day is around the corner. The day that all student pilot's stride for. There is no room (or money) for failure. I need to pass this exam on the first try. So, this coming weekend, I'm hoping to setup a time with Hutch, so we can do the Oral Practice Exam.

I'm hoping to fly again today, Saturday March 31, but weather really doesn't look the best in the world due to more storms moving into the area. Also have another session with the instructor on Sunday April 1^st.

I just can't wait to get the license, as I'm going to take a vacation to the beach! Fly to the beach!

Happy Travels!

Test Prep Flights – 3/7/2012 & 3/10/2012

Haven't really posted anything in awhile as I've been a bit busy lately and only flew twice since the 1^st of the month.

Update on the Paulding tornado, the airport opened back up on March 9^th. Flew over the area and actually did some landings yesterday at KPUJ and the destruction was amazing. I was very surprised. The tornado signatures in the forestry areas around the airport is amazing. I recommend flying over it (at a safe altitude) just to get a feel of the destruction. I wish the people at KPUJ the best of luck in rebuilding. You are in my prayers.

The past two flights I've done have been test-prep flights with the instructor. March 7th's flight we worked on slow flight, stalls, steep turns, simulated engine out, turns around a point, and soft field takeoffs and landings. Soft field takeoff from KRYY was decent, but I need to stay in the ground effect longer. The problem is that 653KB (and 707PD) are both 180HP, so they want to get off the ground much faster (and they do.) I just need to stay in ground effect a little longer so the DPE knows that I know what I'm doing. We went to a cruising altitude of 4500 feet to work on slow flight. The major issue that came with slow flight was that during transitions I was gaining a lot of altitude (enough that would make me blow my exam.) Stalls went okay, there were times that the instructor said the didn't feel the break, but I thought I did. Nevertheless, we didn't spin, so it was a good day. Next came steep turns. I hate steep turns, and even told the instructor that, in which he replied in a stern voice, “Tough, you are going to do them anyways.” Wow! Okay! I was making a small joke, but okay. Actually, they turned out okay! Was kind of slow turning into the steep turn to the left, and kind of was slow turning out of the steep turn to the right. Otherwise, not bad. Next we did a simulated engine out, which went flawlessly. My instructor said he had absolutely nothing negative to say about it. Engine Failure! Glide 68... Best landing spot... Mental Checklist – Fuel on both, Mixture Full In, Throttle Full In, Fuel Pump On, Check Mags. … Physical Checklist... Declare Emergency. In my opinion, that procedure should be flawless as it's one of the most important. So, we did Engine Failure/68Kts all the way down to 1800feet where we started ground reference maneuvers. We did turns around a point. It went okay, but kept banking over 30 degrees, and steep banks when it should be shallow. I was also getting a bit motion sick too for some reason. The reason you don't want to go over 30 degrees of bank when you are so close to the ground, is because you are closer to your stalling speed, and being close to the ground will give you less time to recover if something goes wrong. Coming back in for a landing at KRYY was a nice little challenge, as we had a pretty good crosswind. I would say it was almost at the limits of the airplane. I was full right rudder when I was coming in but she wasn't responding. We landed, but wasn't the smoothest I've ever done. All-in-all, it was a good flying day.

March 10^th, was my second day of test-prep flight. It was a bit of a windy day below 4,000, so at times it was kind of hard to keep her under control. We stayed around 3500 while doing maneuvers (wish we were higher.) We reviewed slow flight which was better than the last time. We did a simulated engine out again to 1800, which went flawlessly again. Ground reference maneuvers were turns around a point, which were better than the 7th's flight (and no motion sickness,) s-turns which were okay, the first part of the “S” was kind of messed up, but the second part was good. We decided to go over to KPUJ as KVPC was crowded, and we also wanted to see the damage done by the tornado. I wish I had taken photos, but oh well. We did a short field landing and take off which was right on the dime. Had the plane stopped before the 1,000 mark on the runway. Short field takeoffs were on the mark also. Soft field landings need a bit of work (and so do the takeoffs.) We headed back to KRYY, and did a soft field landing there also, not too bad still needs work.

So, the next plan lesson is on Wednesday. We will review slow flight, s-turns, slips to land, go arounds, soft field, and any other maneuvers if time permits. If all goes well, a stage check will be schedule with Joe or Bob (hopefully Bob, as I like Bob, he was on my stage check before my solo.) Then we will schedule a time with Hutch to go over the oral portion of the test. I was really hoping to have my exam done by the end of this month, but since I'm going away for a bit in the coming week, and then I have a bit of a schedule change at work for two weeks, it does look like April will be when I go for the exam. I'm already nervous and excited.

I have ordered and received several videos from King Flight school, and so far, I am impressed by them. I will probably consider them for when I go for my IFR training.

Happy flying!

Paulding Airport (KPUJ) Closed

Per the AJC:


"12:44 a.m.: The Paulding Northwest Atlanta Airport west of Dallas is closed until further notice. Airport manager Blake Swafford told the AJC that 80 percent of the 23 aircraft at the airport were destroyed. "Basically, everything is damaged," he said."


"3:16 a.m.: The Paulding Northwest Atlanta Airport is closed indefinitely after Friday night's powerful storm flipped airplanes over and destroyed the hangar, damaging at least 20 aircraft.

"Basically, everything is damaged," Blake Swafford, the airport's director, told the AJC early Saturday.


Rain continued to fall as Swafford described the extensive damage to the airport, located near Dallas, 30 miles northwest of Atlanta. The overturned planes caused hundreds of gallons of fuel to leak, and firefighters were expected to remain on the scene overnight to apply foam to the area, MaryAnn Phipps with the Paulding County Fire Department said.


Debris was strewn along the main airport road late Friday night, with some metal hanging from trees. The entrance into the airport was blocked due to the potential safety hazards.
In addition to the fuel spill, electrical wiring was left exposed after the storm, also posing a safety risk, Swafford said. The airport will be closed until further notice, but the runway is open in the event an emergency landing is needed, he said.


Out of the 23 airplanes parked at the airfield, Swafford said at least 20 were damaged.


"If we're able to save three or four airplanes, we'll be fortunate," Swafford said.


The airport, the first to open in Georgia in more than 30 years, opened in November 2008 and was still a work in progress. Massive rebuilding will likely be required, Swafford said.


The storm damage comes just nine days after a hangar under construction at the airport collapsed. Christopher Mathis, 30, of Valdosta, died Monday from injuries sustained in the hangar collapse, Paulding County deputy coroner Karen Robinson told the AJC earlier this week.


Officials planned to assess the damage at the airport Saturday morning in the daylight."



When I called the AWOS Hotline for Paulding early this morning, there was no answer from the automated weather station. DUAT is reporting KPUJ Aerodrome is closed. No reports of damage from KRYY. There was a possible tornado (per indications from Radar) about 1 mile north of me in Marietta. No damage here at my place, but I can tell you, that when the possible tornado was in my area, it got very quiet outside, kind of spooky.

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!