May 25, 2012
After my great experience of my day cross country, Jerry thought it time for me to get some night cross country experience. I planned a flight from KEXX to KSOP (Southern Pines). Without daylight, I realized that check points would be hard to find. I picked KHBI (Ashboro) and 43A.
One thing that I learned was that I really didn't want an engine failure at night. There just are not a lot of options when it is dark. Perhaps a road or two, but that's about it. It is true what they say about an emergency landing - "Turn on the landing light; if you don't like what you see, turn it off!"
I tracked the Sandhills VOR, and then I made the turn for KSOP. Entered the downwind for 5, turned on the lights, and made a good landing. The runway at night tends to come up quickly, so I know I have to be prepared for that.
After a very brief time on the ground, with the wind calm, I taxied to Runway 23 and took off. Now it was time to try some simulated instrument time. I put on Jerry's "foggles" and began a GPS direct course back to KEXX. I finally truly experienced spatial disorientation. I kept feeling like the plane was turning left, even though the AI said I was level. Very weird. You definitely have to trust the instruments.It does take a lot of concentration to keep the plane level and flying in the direction you want to go. Jerry directed me through a turn or two and set me up on a final for Runway 24. At about 500 agl, he had me remove the foggles, and I did a visual approach and landing. When we landed, I was covered in sweat!
One thing I have noticed about night flying...traffic is a lot easier to spot. Flashing beacons and bright nav lights allow you to see the traffic that is almost invisible on hazy days.
A great night....I got into bed about 11:30 p.m.!
Can't wait to fly again!
Friday, May 25, 2012
Friday, May 18, 2012
A Day of Cross Country Flying - Dual Received
May 18, 2012 (Late to posting this.)
Since my second solo, I had put in another 1.3 hours flying from KEXX to KRUQ gaining confidence actually flying somewhere. Jerry thought it was time for a cross country, and so I planned a cross country to KRCZ (Richmond County) about a 60nm flight. We had scheduled to fly this on Friday (5/18) in the afternoon.
Jerry called me the night before and offered a great opportunity to get in almost 3 hours of cross country to two other destinations. Jerry often flies skydive planes for Skydive Carolina, and their King Air 90 was at KJNX for repair. Jerry needed to pick up the plane, fly to Chester (KDCM) and then fly drop sorties. He obviously needed help ferrying the plane, and so a great opportunity presented itself.
I would plan and fly a trip to KJNX with Jerry and another pilot (Mark). Then Jerry would take the King Air to Chester. Mark would follow in the 172. Following a day at Skydive Carolina, I would fly back to KEXX. This sounded like it would be a great day. It was
Thursday night, I stayed up late planning the 95nm trip to KJNX. Using what I learned from Jerry at my previous planning session, I picked checkpoints, estimated ground speed, got a flight briefing, and wrote all this down on a flight plan. (I found this great form for flight planning that I would highly recommend. It was put together by a pilot who did a great job of organizing all the information you need for VFR. VFR Flight Plan Form).
We took off about 11:10 a.m. (local) and headed to KJNX. I hit my check points, cross checked my position with the VOR's and 1.4 hours later landed. This was a quick turn around. I joined Jerry in the King Air, and Mark took 69R on a leisurely flight to KDCM. One Jerry and I arrived at KDCM, I set about studying for my written as he flew many sorties of skydivers in the KingAir.
When 6 p.m. rolled around, we packed things up; (Mark had arrived around 2 p.m.); and we began the trip from KDCM to KEXX. I had to negotiate the charlotte Class B...staying below the shelf. We stayed about 3000 msl all the way to Lexington. Again, I hit all my check points and had a very informative flight.
All in all, I got 2.7 hours of cross country time on someone elses dime! A good deal.
Sure love that I am flying!
Since my second solo, I had put in another 1.3 hours flying from KEXX to KRUQ gaining confidence actually flying somewhere. Jerry thought it was time for a cross country, and so I planned a cross country to KRCZ (Richmond County) about a 60nm flight. We had scheduled to fly this on Friday (5/18) in the afternoon.
Jerry called me the night before and offered a great opportunity to get in almost 3 hours of cross country to two other destinations. Jerry often flies skydive planes for Skydive Carolina, and their King Air 90 was at KJNX for repair. Jerry needed to pick up the plane, fly to Chester (KDCM) and then fly drop sorties. He obviously needed help ferrying the plane, and so a great opportunity presented itself.
I would plan and fly a trip to KJNX with Jerry and another pilot (Mark). Then Jerry would take the King Air to Chester. Mark would follow in the 172. Following a day at Skydive Carolina, I would fly back to KEXX. This sounded like it would be a great day. It was
Thursday night, I stayed up late planning the 95nm trip to KJNX. Using what I learned from Jerry at my previous planning session, I picked checkpoints, estimated ground speed, got a flight briefing, and wrote all this down on a flight plan. (I found this great form for flight planning that I would highly recommend. It was put together by a pilot who did a great job of organizing all the information you need for VFR. VFR Flight Plan Form).
We took off about 11:10 a.m. (local) and headed to KJNX. I hit my check points, cross checked my position with the VOR's and 1.4 hours later landed. This was a quick turn around. I joined Jerry in the King Air, and Mark took 69R on a leisurely flight to KDCM. One Jerry and I arrived at KDCM, I set about studying for my written as he flew many sorties of skydivers in the KingAir.
When 6 p.m. rolled around, we packed things up; (Mark had arrived around 2 p.m.); and we began the trip from KDCM to KEXX. I had to negotiate the charlotte Class B...staying below the shelf. We stayed about 3000 msl all the way to Lexington. Again, I hit all my check points and had a very informative flight.
All in all, I got 2.7 hours of cross country time on someone elses dime! A good deal.
Sure love that I am flying!
Wednesday, May 2, 2012
Second Solo
On Sunday, following my solo on Friday, I met Jerry at KEXX and we flew over to Rowan County KRUQ. He wanted to show me the way so that he could sign off on my flying over there and back to give a little variety to my training. When we got back to KEXX, he hopped out and took off in a J-3 cub to fly back to his house. I was going to do a couple of laps around the circuit, but the wind picked up above my maximum for crosswind. This continued for a number of days.Today, Wednesday, the wind finally cooperated, and I headed out to do some pattern work. Wind was variable from 170-200 at 3kts. I preflighted 69R climbed in and started it up. Oh, I need to mention that it was 87* today, and the density altitude at the airport was 2500 when I started. By the time I had finished it had gone up to 2750.
I noticed a number of things. First, it took a lot more runway to get up to rotation speed. Secondly, I had to keep the nose lower in order to accelerate to Vy. On final, I also noticed that my speed over the ground was higher than normal and the extra speed tended to make the airplane float.
Because of this, I mostly taxied back and took off rather than do stop and gos. I wasn't comfortable with how long it was taking to get to rotation speed, and I just wasn't getting stopped early enough on the runway to be happy about the runway left.
Of my 6 landings, two were really good. Two I floated a long way. One I flared too soon, but was able to compensate with some throttle. One I bounced, but a little throttle and patience got me down. I continue to struggle with keeping the airplane on the center line. This is something I am going to have to work hard on. I want to be a lot more precise in my flying - especially on establishing an approach.
I forgot to mention there was a twin ahead of me doing pattern work, and it would fly extended down winds which I felt compelled to follow. I didn't want to turn in front of it. As a result, I wasn't able to dial in my normal pattern. But I have begun to realize that "normal" is really unusual.
Today gave me some more confidence that I can actually do this. I did everything alone: pre-flighted, taxied, took-off, landed, buttoned the plane up. I needed today to make sure in my mind that last Friday was not a fluke.
A good day.
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