Flying from the Right Seat

We pull the plane out from its parking spot and then stand and look at each other. I realized he's waiting for me to get into the plane. I smile, gesture to the open door and hand him the plane's keys.

"You have to get in first," I say.
"Oh yeah," he says. "This happens a lot when I train CFIs."

He climbs in the plane and I'm in the unusual position of waiting for my CFI to strap into the left seat of the Arrow before I climb into the right seat. This is a position I'll be getting much more accustomed to as I do my training to become a CFI myself.

My CFI suggested we go ahead and get me flying from the right seat a bit earlier than he would normally. Mostly, he said, because I do so much flying in general that I may as well use that flight time to get extra practice flying from the right seat on my own as we continue to work on ground lessons. That works for me, I love flying from any seat and having some purpose to practice makes it even better.

When he first suggested this idea I figured I would take to it rather quickly because I have right seat time flying with my husband and flying as safety pilot for various people. Not to mention my first three flights where I had the controls were all from the right seat. I knew the view of the instruments would be different so I decided to do as much of the flying relying on outside queues as possible. I knew the centerline would be in a different place, my CFI and I discussed this extensively. What I failed to take into consideration was the strangeness of using my right hand on the control yoke, left hand on the throttle, prop, mixture, gear, flaps, trim, etc. and coordinating my right hand with my feet on the rudders.

We got in the plane and I looked at my CFI, "Aren't you going to start it?" "Nope, I'm just here to keep you from killing yourself. More important, keep you from killing me." He was serious about me doing all of the flying. I went through the startup checklists, feeling weird as my left had did the job my right normally does. I did my radio calls. My left hand had to be involved in that too as the PTT was on the left "thumb" of the right yoke. As I taxied out we worked on me learning the correct placement of the centerline from the right seat. It is very different than the left.

I had my CFI do the takeoff so I could just observe the correct sight picture from the right seat. He handed me the controls and I had to get used to coordinated flight without being able to use the "ball" in the turn coordinator. I hadn't realized how much I relied on that little ball to keep myself coordinated. It was good to not have the ball, I had to fine tune my feel of the plane. We got out of RHV airspace and did some steep turns. Turns to the right I kept altitude nailed but my bank angle was between 30 and 60 degrees. Going left I climbed like crazy. It took a bit of work to get that going well.

Next up, power on and power off stalls. Once again, my crutches, the ASI and turn coordinator were out of reach so I had to keep coordinated by feel, keep wings level by looking outside and just pitch up until I could feel the stall on the edge of a break. We did power on first, then power off. No problem. Strange thing was, I didn't feel nervous or anxious at all doing them. Maybe I was too busy to be nervous? I don't know but it was a nice thing to not have that anxiousness. We did an emergency descent to get down to pattern altitude at South County. Time to do some landings!

I had him demonstrate a landing first, he did OK ;) then I did a take off, weaving all over the runway it seemed as I tried to coordinate my feet trying to line up the centerline with the left seat occupant instead of myself. I finally took off and we both laughed about how I was on the centerline at least once, maybe twice, on that take off roll. I struggled with the radio calls as I was thinking so hard about what my left hand needed to do. Finally before turning base I asked my CFI to take over on the radio so I could concentrate on landing the plane.

The plane was flailing left to right and back again as my right hand over controlled and my feet didn't quite match my hand's movements. In spite of that I landed safely and directionally aligned if not on the centerline. He suggested next time don't try to line him up on the centerline, just line things up visually like I would normally. That way I could focus a bit more on flying and less on the abnormal centerline view. That worked better for me and each additional time around the pattern I got better in all phases. My second time around I was even able to do all of the radio work.

We did 5 landings in South County and he asked me after the fifth how I felt. The familiar question ... Did I think I would kill myself flying from the right seat. I said No. I was struggling with putting the plane exactly where I wanted it but I was able to do everything else I needed to do in spite of the strangeness. I suggested we do one more flight together and then I'd be comfortable practicing this on my own.

The flight back to RHV was uneventful. I did a not a great landing but not too bad considering. The debrief was very positive. He said all things considered I did rather well. He didn't have to take the controls once, or even say a word so I could fly and land safely from the right seat. That was nice to hear.  Next flight I will work on airplane control first. Getting my right hand and feet working as one just like my left hand and feet do.  Once I get precise control of the plane (again!) I will work on getting used to lining up the plane on the centerline differently.

In the mean time I'm starting to study for the first of the three written tests and keep working on my lesson plans and syllabi. I am targeting passing the written tests by the end of the year. That will keep me plenty busy! :)

500 Hours

The 500th Hour

Me at 500 hours

My 500th hour of flight turned out to be three different flights.

The first portion of my 500th hour was flying to Reid-Hillview on a return from a 12 person fly-in at San Luis Obispo airport for lunch. A friend of mine joined me for the flight to and from San Luis Obispo and we had a great time. The ramp there was packed with planes and we had great company and good food.

The second portion of my 500th hour was the following Monday morning where I took my husband in the plane with me to demonstrate two Power Off 180s. Flying with my husband can stress me out and I have tended to do poorly with him in the plane. Especially landings. Though recently that hasn't been the case as much. In any event, I wanted him to ride with me and to be as annoying to me as only a loved one can be so he could be a "stress test" for my Power Off 180 abilities. Could I nail two Power Off 180s with him in the plane? If I could that would be a positive sign.

We taxied out with calm winds on the ATIS and I requested my now standard "two short approaches" from the tower. The first landing I did was a bit longer than the standard my CFI has me flying to, but well within the PTS spec. The second one was about 10' short of my intended mark but 30' beyond the threshold, which was my 0' mark. Also well within spec. With that I parked the plane with 0.3 on the hobbs. Stress test completed and passed.

My plan for the 3rd portion of my 500th hour was to fly with my CFI that afternoon and do 4 more short approaches, 2 on the left and 2 on the right. If those four went well, all within spec, then I would feel confident to be signed off again for a re-test of that one maneuver.

That flight didn't go as planned. The winds were at 17 knots with some major up and down drafts. My CFI saw we were getting 1700 fpm climb rate out of a plane that does a best climb of 900 fpm typically. To complicate things further it seemed everyone wanted to do pattern work at the same time. We saw two planed struggle greatly to complete safe landings in those conditions. To top it off, 31R was closed because they were mowing the grass near 31R and the mower ran out of gas.

We tried anyway and got in one go around, one successful short approach (I was sent right traffic for 31L and managed to stick a power off approach anyway), one complete circuit of the pattern at pattern altitude and then got sent almost out of RHV airspace on downwind because of all of the traffic in the pattern. We decided it was not to be and brought the plane back in.

That was the end of my 500th hour of flight. I was stressed because I didn't have the flight I wanted to reconfirm to myself that I could do these power off 180s successfully all the time. My CFI was ready to sign me off, but I wasn't ready. True, I have, for some time now, been able to land a power off 180's not only within the PTS spec but within his spec. His spec was landing +/- 25 feet of a spot. But every once in a rare while I would do a go around because I would give up on an approach rather than make it happen. He told me to think about it and went up with another student. When he got back I told him I wanted to have 10 power off 180s all within PTS spec, straight, in my logbook before I would let him sign me off. Not counting the flight in the gusty winds I did that day. I looked back in my logbook and realized that meant I only needed two more landings to make it 10 straight.

Working on 501

So my plan was to go up today and do two more power off 180s with a target of being within his spec, not just the PTS spec. I did my work and then during lunch drove to the flight club for a quick flight (I have gotten to the point it only takes me 0.3 on the hobbs or 18 minutes, key on to key off to do two circuits of the pattern and two landings.) I told myself if I screwed up either one of these landings I would restart the 10 landings clock. If I did it well. I would let my CFI sign me off. Finally, if the winds remained reasonable I'd do my re-test today.

The winds weren't reasonable but I did my two power off 180s anyway. The first one I landed between the threshold and the letters in spite of a strong downdraft on short final. (Within my 25' of desired spot spec). The tower reported winds at 310@10 for that one. I turned that landing into a touch and go and took off again. The tower told me if I could keep it tight they could clear me for the 2nd short approach in a row. So I turned crosswind quickly and was cleared for a short approach. This one was for all the marbles. The winds were now reported 340@11, a 30 degree direction change in less than 5 minutes. I glided in for a nice cross wind landing within feet of my desired spot. With that I was satisfied.

I pushed the plane back into its parking spot and my CFI popped up and asked me what I decided. I told him he could sign me off but I wouldn't be going up for a re-test today. The winds were just too unpredictable for me to risk my one chance to pass the test. He endorsed my log book for my second re-test later the same day... he added a subscript to his endorsement "(This time I really mean it!)" We both laughed at that.

It's been less than a month since my check ride and I've gone through the crushing heart break of failing a check ride not only once but twice, through a crash course in "how to really fly a plane", to being able to not only do Power Off 180s but to landing Power Off 180s within 25 feet of a given spot. I am even able to laugh about my previous pain.  Oh, trust me, I fear failing again deeply. But I know I am 200% more the pilot now than I used to be. I've learned more about how to fly and handle a plane and what it does and doesn't do and how to use its characteristics to get what I want out of it and even more important, how to do all of that without thinking about it, in the last month than I have in my whole flying career to date. It has not been an easy road but its worth it.

In case you're wondering, no, I don't have my re-test scheduled yet. And no, no one but my CFI, the DPE, my husband and daughter will know when I go up until after I pass. :) But suffice it to say, I want it done as soon as possible!

Playing in the Pattern

Its an evolution... a couple short years ago I chafed at being restricted to solo pattern work before I earned my private pilots license. It drove me crazy to not be able to go somewhere, anywhere, but around and around my home airport or to the local practice area to practice Private Pilot PTS maneuvers.

After I got my license I immediately launched on as many cross country trips as I could dream up. On those cross country trips I would have happily flown to whatever destination it was and not landed. I was just happy to be free to explore Northern California and, to be honest, I didn't like landing at new airports. Eventually I found landing at new airports gave me an opportunity to meet new people, see new sights, interact with other pilots and enjoy more of the freedom of flying. Also, the more often I landed at new airports the better I got at it.

Then I started instrument training - only one landing per flight there. I'd spend up to two hours in the air flying approaches and going missed at the MDA or DA, every approach, every time. Landing became something I would laugh at how bad I got... landing after instrument flying was hard for some reason. My CFI told me everyone has that problem. It was weird.

Instrument training over it was time for high performance and complex endorsements. Learning new planes was a lot of fun and I was doing more flying in the pattern again. This time was different however, pattern work was enjoyable, fun even. Then I went on my very long cross country flight, almost 17 hours of solo flying across the desert southwest. Landing at all kinds of strange airports at strange altitudes in unfamiliar air spaces. I expected to be bored flying alone and instead I really enjoyed the alone-ness in flight.

Now I find myself in a bit of a holding pattern waiting to start training for my commercial license. In the mean time I am flying cross country when I can and enjoying flying in the pattern too. When I fly cross country I enjoy the beauty and fun of cross country flight, but I find myself wishing I got to land more often.  So sometimes I just go up and play in the pattern and enjoy landing and honing my skills there. 

Funny how the cycle turns from student pilot wanting nothing more than to get away from the pattern to pilot finding fun in the same pattern, in play.

If only I could describe how it feels...

Me with the Arrow after earning the complex endorsement.

A whirlwind couple of days... completing the ground and flight training required for a complex endorsement and to meet the insurance requirements for me to fly the Arrow as Pilot in Command.

Monday

Monday after a quick pre-flight briefing we take to the pattern to practice take off and landing procedures and simulated engine failure. Cleared for take off I line the plane up on the center line of the runway. My CFI, Scott, stops me and tells me to burn this image into my brain. This is what I should make every landing look like. If I want to be a commercial pilot I must be able to land on the center line every time.

I take off and launch into the pattern, feeling behind the plane and stumbling through verbalizing the pre-landing checklist. I am too high on final and round out like I'm landing a 182 with the nose way too high for an Arrow, but I get away with it and land gently if not correctly. I land exactly on the center line. The next two times have similar results. Exactly on the center line but a too high pitch and not really rounding out over the runway, more like stalling the plane over the runway rounding out and touching down just at or above stall speed. My CFI tries to get me to focus on the pitch I need to maintain the airspeed I need and the right landing attitude I need to hit for a good and safe landing.  We also verified the landing gear emergency extension lever worked. It did. One time the gear lights failed, I heard the gear come down, felt the kicks of the gear locking in, but the lights didn't come on. I flew downwind not sure what to do, my brain running through what I've learned and drawing a blank. I started to ask for help, then my eye went to the panel light switch. It had mysteriously turned itself on. I turn it off and the gear lights came on.  We do 10 trips around the pattern that day with me starting to understand better what I need to do but not quite executing on it.

Tuesday

Tuesday, I have to complete 8 more take offs and landings and 1.2 hours of flight before endorsement and insurance sign off is possible. Depending on my performance it could take more time. I have another pilot in the back seat as ballast so I can see how different it is to land a heavier loaded Arrow. He is also hoping to learn some more about landings in the process. This time my CFI promises to cause the gear to fail often and I'd have to identify, troubleshoot and resolve it in the pattern. The pre-landing checklist is key. We do normal, short field and soft field take offs and landings. I feel less behind the plane and am stumbling over the pre-landing less. Boost, (carb), Gas, Undercarraige, Mixture, Prop, Safety. I keep forgetting to verbalize the final check of the landing gear on short final. Three green over the fence I should say. I forget. I'm not as perfect with the center line as I was the day before, but I get better. Each time we taxi back he points out what the requirements are for commercial pilot landings, what is required for a normal landing and a short field landing. If I want to be a commercial pilot, no time like the present to start working on that effort. We should be getting off at Delta easily each time he says.

Every time I put down the gear I wonder if it will come down, or how it might fail. Sometimes it works. One time the gear doesn't come down at all. I quickly use the emergency gear extension lever and it locks into place without a hitch. Another time the gear comes down and I'm on an approach that I think is good, I have the right pitch and airspeed. I'm over the fence and my CFI prompts me to check the gear. I glance at the gear lights and see green so I say Three green over the fence. I get told, Go around! Why? I ask. I was set up for a great landing, I thought. Go Around! I execute the go around and see why. The left main gear light is out. I see the bulb is loose. Damn it. I shove the bulb back into place and we have the three greens. I'm going around. I let the tower know. Cram, climb, clean - flaps, gear, flaps and flaps. As we climb away from the runway I have no problem verbalizing. That won't happen again! Now I'm mad. That won't happen again.

The next time around I verbalize the checklist and when I'm on short final I touch each green bulb quickly. Three green over the fence, I say. My landings are starting to come together better, my reactions are quicker and I feel less behind the plane. Around again, on downwind, gear down, I hear it, feel the gear lock into place, no greens. My hand moves quickly to flip the panel lights off. Three greens. We land and taxi back. Three more times, my CFI says, make them count. The mysterious gear failures stop and my CFI is silent. I am able to concentrate more on my landings. The sight picture I needed for the pitch and airspeed on final was coming together. Then it was over.

We taxi back to the club and my CFI grabs my logbook and goes inside. Our "ballast" and I tie down the plane. We go inside and my CFI is waiting for me to sign in the plane so he can enter the required endorsements into the computer system so I can check the plane out solo. Then he asks for my pilot's license so he can put my pilot certificate number into the complex endorsement. No asking me if I felt confident I wouldn't kill myself this time. No need to waste our breath. He knows and I know, I can do this.

Wednesday

Today, Wednesday, I have the Arrow reserved early. I want to take it up solo quickly to cement what I've learned. I'm not near as nervous for my first solo, or even my first solo in the 182. I am calm. I do the run up and line up for take off. I'm cleared for take off and flip on the boost pump. On the center line of the runway I review the situation, Blues, reds, all greens, no reds, I say. Meaning I've checked the mixture, the prop, gear, oil temp and oil and fuel pressure gauges and there are no red warning lights anywhere. I move the throttle to full smoothly and off I go. Lift off at 68MPH and pitch for 100MPH. Positive rate of climb, no more usable runway, gear up, I say and move the gear lever to up. The gear goes up, Hear it, see it, feel it. Gear transit light is off. Noise abate turn crosswind, at 750 AGL shut off the boost pump, make sure fuel is still flowing, reduce MP to 25", pull prop back to 2500 RPM. Already at pattern altitude, pitch, then power to 17" and 2350 RPM since I'm staying in the pattern, trim.

Turn downwind. Boost on, gas full tank, gear down. Gear comes down, hear it, feel it, see it. Three greens, one, two, three. Mix is full, Prop leave alone. Cleared for landing. 14" MP and 10 degrees of flaps. Slow the plane to 100MPH. Let it start descending, turn base. 25 degrees of flaps. I'm high, 40 degrees of flaps. Boost, gas, undercarriage, mix, prop full, safety. Pre-landing checklist complete, I say.  Turn final. I maintain pitch for 85MPH. Keep the numbers in the same spot on the windscreen. Adjust the power a bit for some sink over the mall. Three greens over the mall, I say, touching each one, just to be sure. Maintain that pitch, aimed at the numbers, round out and reduce power at the same time. I touch down ON the numbers, ON the centerline, lightly. I let the nose gear down, reduce power and turn off on Charlie. This time I let out a whoop! There! Check that out, Scott! I say out loud. Yes! THAT's the way to do it!

I pull clear of the runway and stop the plane to clean up and review the after landing checklist, another habit to get into for commercial flying. I tell myself if I do two more like that, I'll stop early. My next two didn't land ON the numbers, but they were ON center line and perfectly within the commercial spec I was secretly thinking was a long way away from my grasp the day before. I easily taxi clear of the runway at Delta.

What a glorious feeling! I'm adapting to newer and more complex planes quicker. Flying the Arrow doesn't seem as difficult as I thought it should be. I was able to do some my best landings in what feels like forever in a plane I've flown all of 5 hours. I never know when a particular phase of learning and flying will come together with relative ease or difficulty. But when it does come together, be it easily or with difficulty, when it all clicks .... sigh .... I just don't know how to describe it. No matter what, it is wonderful.

Solo in a 182

Today I went up for my first solo flight in a 182. That's the high performance aircraft I was signed off in last week. I have to admit, I was very nervous at first. My first time flying a high performance plane by myself after only four training flights, but I trust my CFI's judgement and know he won't sign someone off unless he is sure they can do it. That includes me.

I got into the plane to start it up and my nerves calmed immediately as I went through the process. There is something soothing about going through those pre-taxi and run-up checklists. They focus me and calm me and I become all about the business at hand. I took off and climbed up to 5500 ft, flew down to Hollister, turned towards the coastline and then started my descent for Watsonville. This plane was definitely much faster than the 172's I'm used to flying.

I managed the manifold pressure and mixture on the descent, remembered to put the prop full on final, did a great pattern and landed beautifully. I was on the centerline, light on the mains, round out and power reduction synchronized perfectly. It would have brought a tear to my CFI's eye. I smiled broadly and taxied off the runway, remembered to open the cowl flaps and taxied back to take off and head back to RHV.

I returned to RHV. Having no problem with the complexities of high performanceness.  I am starting to get a feel for the types of adjustments that can be made to pitch, power and flaps to make the plane do what I want it to do on final. My landing there wasn't quite so great. I landed flat *sigh* ... it is so hard to make myself not do the landing attitude that I know works for a 172 at that airport. I'm confident I will overcome that habit. My CFI told me something very important, a new skill I'll have to learn. He said to I will need to learn to put the sight pictures and flying techniques for different types of planes into separate boxes and bring out the right box depending on the plane. Right now my 172 box is a bit mixed with my 182 box. With practice I'll get there though. Its one of the things I'll have to learn how to do if I want to become a professional pilot.

Friday I'll be going up with a safety pilot to keep my instrument skills sharp in the trusty old 172. I wonder what flying the 182 will do to my 172 flying ? Hopefully I can put the 182 skills into a box and use the 172 skills right.

How to Make Those Tires Chirp

Ahh, yes, the holy grail for every pilot from GA pattern pilot to cross country adventurer to corporate pilot to the pilots who fly the largest iron in the sky. The good landing, the great landing, the greaser. We all measure ourselves by our landings. The good and the bad. We have descriptive names for what happens when the gear hits the runway. The greaser, short field, soft field, bounce, porpoise, wheel barrel and ground loop to name a few. 

To quote a rather experienced pilot that goes by the monicker of Ward Holbrook:

As of this morning, I am at exactly 11,781 landings (thank you Logbook Pro) - if you don't count the bounces. I have finally discovered the secret to making good landings, every time, in any airplane. In the beginning, I figured that it had to do with maintaining a stabilized approach and proper airspeed control; but, alas, that wasn't it. I then worked up a theory that involved planetary alignment and moon phases. I was getting closer. I finally put it all together when I figured out how to hold my mouth - you have hold it just right and the planets have to be in proper alignment and the moon has to be in the proper phase, in addition to flying a nice smooth stabilized approach and exercising proper airspeed control. If you get a greaser other than when you're doing all of that you're just lucky.

Well... I've never figured out how to hold my mouth just right.. but I figure I've only got 477 landings (if you don't count the bounces) in my log book so I have a long way to go. That's OK. I've got time.

But what I wanted to write about is a new realization I had in a IFR training flight last week. True to predictions, my landings suck when I do these IFR training flights. We usually get about 500' AGL before my CFI has me take off the foggles and land. The transition is difficult to say the least.

I've bounced two out of three of them. (I haven't bounced that hard since before my check ride.) Each time my CFI said I wasn't looking at the end of the runway. This is not a new tip, from my first unassisted landing, looking at the end of the runway has always been emphasized. I have to admit. I haven't been looking at the end of the runway much at all. And I've been getting away with it, until now anyway.

My last IFR training flight, I'm coming in for landing. I round out with the ground whizzing by and my hands are active trying to keep the plane at the right attitude and land. He says, "You aren't looking at the end of the runway". I immediately transitioned my gaze to the end of the runway and everything slowed down. Suddenly I wasn't fighting to keep the plane at the proper attitude. My corrections were smaller and more accurate, the landing was ... smoother ... not a greaser, but a heck of a lot better than the last two. I was amazed at the immediate difference between looking at the end of the plane and looking at the end of the runway. I resolved on my next flight I would make absolutely sure to transition to looking at the end of the runway.

My next flight was Sunday with a friend of mine, four take offs and landings planned so I'd get to test out this look at the end of the runway thing some more. So, on each landing I did the round out as the ground started to whiz by and then.. immediately.. transitioned my gaze to the end of the runway. I was floating just over the runway light as can be, making small adjustments, not landing, until the plane touched down on its own with a light chirp of the tires.  This is what landings were supposed to be like. I remembered the way this feels. This feels right! Ah ha! Over and over I transitioned my gaze and over and over the landing was a joy. If you've never flown a plane I don't know how to describe how good it feels to touch down like that, but trust me. It feels good!

My friend caught this video of our landing at King City... the approach wasn't perfect, I wasn't on centerline, but the tire chirp was so cool!

I'm four for four now. We'll see how well I do on my next IFR training flight. I won't be upset if the landing is still rough, but it shouldn't be because I forgot to look at the end of the runway anymore. :)

Another day in the pattern

[Apologies to my IR's. This post isn't terribly exciting, adventurous or ground breaking, sometimes flight training isn't exciting, but it can be fun... and in the end, I was flying, what more could I ask than that?]

I flew with my CFI in the pattern today because I wanted to set in my mind the right way to do soft and short field landing again. I had the short field landings pretty well nailed back in the beginning of July, but hadn't practiced them in forever. I had a great feel for the soft field ones right before going out of town, but had lost it. So today I wanted a bit of a reset, to remind myself what its like to do it right. My other goal today was to have fun... not to think of these maneuvers as a procedure I must master, but to think of it as a game.. how close to perfect can I get? I'm tired of banging my head on the wall. Time to have fun flying again, even in the pattern.

I got to the airport early because my other half was going to do his BFR and I offered to help out by being moral support and, if needed, a contributor to "all available information" if he was asked a question he didn't know the answer to. The FARs are fresh in my mind because I've been studying and studying for my PPL check ride. He's 2 years away from his check ride. So I could help maybe :) In the end he didn't need any help of course, he got his BFR sign off. I got to have a fun morning chatting with the owner of the flight club.

Then it was my turn. Back out to the pattern to practice short and soft field takeoffs and landings. Not too much to say about it. My short and soft field takeoffs are great. Short field landings were good, soft field landings I still need to work on, but my CFI says I am very close, very very close to nailing it. I have to work on keeping the nose gear up on the soft field landings. I know can do it. Most important, I had fun!

Tomorrow I will go back and do it some more.. hopefully I'll be able to get in another practice run during the week. I need to tighten up my steep turns and get more slow flight/stalls practice in too. Tomorrow's focus, have fun. Practice keeping (or getting if I have to) that nose up on the soft field landings. Have fun. Yup, that's the plan.

RHV Goes Both Ways :)

Today [Monday, 2/21] the winds were from the south, this is unusual for the Bay Area.. it usually only happens before storms or in the winter. In this case its winter and a storm just went by, and another one is coming. Why is this important? Because you always take off and land "into" the wind. So, if the winds are from the south you take off and land towards the south as much as possible. So what? you ask. Well, my dear IR, I have never, in over 160 take offs and landings, had to take off or land towards the south at RHV. I've done so at South County (another airport slightly to the south) but not at Reid-Hillview.

Today, I had two focuses for my solo flight. 1. To be very careful to control airspeed on final, and, 2. "just fly the plane". "Just fly the plane" simply means there is no particular formula or procedure, you just have to take things as they come and fly the plane. Because the runway I was using today was the opposite of what I've been practicing on over and over, I wouldn't have a previous formula to rely on, I'd just have to fly the plane. Maintain Vy on take off, turn crosswind at 500' AGL, turn downwind approx 1/2 mile from the runway, level off at pattern altitude, start the slowdown process abeam the numbers, turn base when the numbers are approx 45 degrees behind the plane, 10 degrees of flaps and trim for 65kts, turn final and line up with the runway, stare a the numbers, maintain 65, add flaps as needed, round out and focus on the end of the runway and don't stop flying the plane until it lands.

The real "just fly the plane" part was the fact that Class C airspace is right next to RHV. Not a big deal normally, going the normal direction. However, flying the pattern on 13R (that's one three right) there is limited room to maneuver without flying into San Jose's Class C (that's Class Charlie to us aviators) airspace. That's important because you are not allowed to enter Class C airspace without getting clearance from the controllers in that airspace. I was flying in Class D (Delta) airspace, under control of the controllers in the RHV tower. They don't control Class C airspace.

This picture shows RHV and the pattern you fly.. the areas in Yellow on the top and right of the picture depict Class C airspace.

Well.. the story of what happened is only interesting if you happen to be a pilot or an aspiring pilot who knows the area...so I won't go into it. Let it suffice to say, I did good :) and I got to fly the same old airport in a totally new way and that was good too.

FISH! Fly On!

How many times do I have to repeat a lesson before I learn it? No, I'm not really talking about learning how to fly a pattern. I know how to fly a fucking pattern. Not perfect. But I know how. I've flown 163 take offs and landings now. Lets say the first 30 or 40 were all assisted. That's still over 100 take offs and landings. Not perfect like I said, but I know it.

So, what lesson am I learning over and over? well, there are many, but the one I'm talking about right now is the lesson of futility that comes from holding myself to impossible standards. It took until the first half of January for me to finally figure out (learn? listen to my CFI?) flying the patten wasn't about being perfect. It was about fixing what's wrong. The most important part was knowing that I didn't have to be perfect. It was OK to make a mistake. Hell, what 40 year old student pilot can expect to be perfect? None. So what made me think that, after one solo, I would be perfect? That dang habit I have of holding myself to impossible standards.

Saturday was supposed to be three circuits of the pattern with my CFI. Then he gets out and I fly a number on my own, how ever many I want. It didn't quite turn out like that. Saturday was a great weather day and every pilot in the Bay Area knew it would be our last good weather day for a while with rain starting up Monday and running for a week or more on or off. In Scott's words.. the place was jamming. We delayed a bit, talking about running shoes of all things, then a couple questions I had about my prior lesson. Then we headed out.

It was very busy and the controller in the tower was not the best. He could focus on one thing at a time... he could manage the planes in the pattern... OR ... the planes in run up ... OR ... the planes on approach. So he would focus on one group for a bit and leave the rest to rot for a while, then switch and switch. He also tried to alleviate the pressures on his workload by calling turns for the planes in the pattern (in my mind this only increased the guy's workload as he tried to "fly the pattern" for the pilots). As a result, I didn't get to fly a "normal" pattern at all, but I didn't do bad. Scott didn't have to say anything aside from explaining some of the weirder requests the tower made. But I did make mistakes, and, being a good CFI, Scott pointed them out when we taxied back, but he also pointed out I did the right corrections.

We did three in the pattern, with weird situations of extended down winds and bases called by the tower, etc. I made mistakes and fixed them. After the third time Scott asked if he should get out.. and I told him I wanted to do one more for some reason.

We did one more, landed, he asked why I put in flaps that time. I said, because I was high. Yes I was high, but I was on a perfect glide slope. I had no idea how I was supposed to know the glide slope was perfect when I was high. I told him so. Look at the numbers! If the numbers are going up - descent rate is too high ... if they are going down - descent rate is too slow. I had totally forgotten to look at the numbers (or my desired touchdown point). I hadn't consciously looked at the numbers in a long time, I honestly don't remember the last time before yesterday. That got me flustered...

We did two more circuits. I watched the numbers and managed my descent rate extremely well. Even handled the bad controller and the "extended upwind" that practically put me in Fremont! The number of planes in the airspace wasn't going down. I was getting tired. We brought the plane in and parked. I also learned that, when ground says you can take the inside ramp to taxi to your parking spot "at your digression" that means basically, if someone runs into you, its not Ground Control's fault.

The other thing that was supposed to happen is after my second supervised solo I would be flying on my own this Thursday if weather permitted. So, I finish tying down the plane and Scott goes in to finish up paperwork and we talk ... he says the original plan was I would fly alone Thursday... now he wasn't sure. But he had already scheduled a check ride on top of my usual slot, and it is likely to be raining. So he didn't know what would happen. We'll check in on Wednesday.

I can't stand not having a plan for things I care about. All of the sudden, the plan, such that it was, was in question and it was because of what? my performance Saturday? my decisions? I don't know. I don't think it was my performance. He didn't have to take the controls once, didn't have to tell me what to do to get safely on the ground. My decision? well, when I didn't kick him out of the plane that certainly threw off his normal "plan". But does this mean I shouldn't fly alone? I don't think that's what it means.. he wouldn't have signed me off for solo if he didn't think I can fly alone - safely. I think it means he's not sure I will want to fly alone and since he's got a check ride on schedule.... ... ... what? ...

I left the lesson almost shattered. I was embarrassed, ashamed even. I didn't want to see or talk to anyone. Time to drive up to the race track for the race event... I cried on the way to the track. I felt like a complete and utter failure. I didn't do my second supervised solo. I didn't know what would happen the next time I was scheduled to fly. I made mistakes and forgot a key thing about flying the pattern. I didn't know if my CFI had lost confidence in me or if he didn't know if I lost confidence in myself. I dreaded seeing my friends at the track, many many of them knew I soloed. I new they would want to congratulate me and I felt like such a failure for not soloing again that I didn't want to face them. I got to the track and hid. But I tried to call my brother who I hadn't talked to in forever. He wasn't home, but he called me back.

I talked to him and he could tell I was extremely upset. I talked to him about flying.. about how great and easy it was to solo. The complex and ever changing dance of flying. About how its like performing a complex dance with a different partner, on a different surface, to different music with a different style every time around. How wonderful and beautiful and dynamic it is. Then I talked about how I struggled so much with it until I realized I was trying to be perfect and holding myself to an impossible standard when all I had to do was be able to fix things.

My brother, trained psychologist that he is, stopped me there. "You mean like you are doing right now?" he said. That stopped me cold. "You are acting like a marathoner who just ran a PR and is upset that you didn't run another PR a week later. You just soloed. That's a PR. You know better than to expect a PR every day, that's why they are PRs!!" I laughed... a huge weight lifted from my shoulders. "Damn you're good!" I said. He chuckled and said, "That's why they pay me to do this stuff."

We talked a bit more about flying.. then about running, then shopping for cars, children and life. It was awesome. As we talked I was pacing around the paddock, my friends spotted me and they would come up and give me a big hug and congratulations. And I didn't feel bad. My friends didn't care if I soloed again that day.. they were just very very happy for me to have soloed at all. They knew how big that accomplishment was, even if I had already forgotten. I am so grateful to have my brother and my friends. We had a great evening.

So, what did I learn from Saturday's flight lesson and life lesson?

1. Look at the desired touch down point on final to gauge glide slope.
   
2. I have no right or reason to expect to be perfect
   
3. It is OK not to be perfect
   
4. I should not hold myself to impossible standards, because I'll never succeed that way. It has never worked for me in life, and it won't work for me in flying.
   

What do I do about my next "lesson" or scheduled flight time or whatever? Well, assuming the weather is good enough for me to fly. If I am given the option I will fly solo. I'm not going to get any better flying with my CFI over and over and beating myself up for not being perfect. (It is very easy to do that with my CFI, he will always offer constructive criticism along with the compliments on jobs well done, being me, I tend to filter the compliments *sigh*) It is time to stretch my wings and learn on my own a bit. If I'm not given the option, then I'm not. But the next time I am, I will take that option. I should have done that Saturday, that was my biggest mistake. But life goes on.

You may be wondering about the title of this blog entry by now... my friend in race control told me today about this sticker she saw on the dash of a professional race car one day... the dashboard sticker read: "FISH DRIVE ON". That was strange... so she found the driver and asked him what that means. "FISH", he said, "means Fuck It Shit Happens". Thus FISH DRIVE ON. A funny story, and so apropos to my situation. So my note to self.. and to be on a sticky note on the panel next time I fly... FISH! Fly On!

First Solo!

Preflight complete, an extra long and careful preflight because this time the plane would be taking me up in the air alone. No Scott (CFI) Security Blanket after three takeoffs and landings. The weather was going to be perfect. No wind, cool but not cold, "CAVU to the Moon" as my dad would say. I'd done over 30 take offs and landings since I started "listening to my CFI" on my birthday, so I knew I know how to do it. All I had to do was do it.

Here's the plan. We go out and do three takeoffs and landings. I do all of the radio work and flying. Scott stays quiet and observes. If all goes well, after the third time, he gets out and I do three on my own. If not, we just keep practicing the pattern.

KRHV 101747Z 00000KT 10SM SKC 11/00 A3023

First time around, too high on base again, turned too early. Then on final didn't put in the flaps when I thought I did "ghost flaps" he calls it. Land, backtaxi on 31L, get the flaps lecture. Damn flaps, ok, next time...actually put the flaps IN. Next time, too high again! Another flaps lecture, hand stays on the throttle, don't THINK about flaps with hand on flaps. Put in flaps, hand back on throttle, verify flaps. Third time to high again! Need to square off my base and final turns. But I did better with the flaps. Need to wait just a bit longer before turning base, that will help keep from being too high. "Ready to do this alone?" "Let's do one more." Last time, better.. still turning just a bit too early onto base, but better.

We get permission to taxi to the Instructor Bench, where he gets out of the plane. I do a radio call I will do only once in my life (OK, twice because ground asked me to repeat it).

RHV Ground, Cessna five zero niner three kilo, Student Pilot, at the Instructor Bench. Ready to taxi for first student solo.

Cessna five zero niner three kilo, taxi runway three one right via zulu

Three one right via zulu, five zero niner three kilo.

Here I go... I feel strangely calm. Just taxi up, not too fast. Line up when cleared and take off. On take off the plane definitely moved quicker and had a stronger left turn tendency. UP! we go, just me and 93K. Upwind, noise abate, 500ft AGL turn crosswind, airspeed and track, turn downwind, already at pattern altitude, flatten out turn (no more climb needed), fly downwind leg, about 1/2 mile away from runway, abeam the numbers I'm cleared to land. Reduce power and airspeed, 85knots, first notch of flaps, trim, 65 knots, turn base (too early), airspeed and track, turn final. Know I'm too high... 20 degrees flaps, seems like engine isn't idling.. it is, 30 degrees of flaps. Keep airspeed at 65... round out... stare at end of runway, keep on flying skrch landed! niner three kilo, runway three one right, taxi via yankee each time in the pattern I repeat back the clearance and exit the runway at Delta.

Taxi back to 31R. Wave at Scott and Jeff as I go by the instructor bench. Do it again... Had to extend the downwind a bit. Too high again, but not as high. Full flaps landing... "greased it". Even got off the runway at Charlie! Cleared to taxi via Yankee back to 31R.

Do it again, this time a ground squirrel and two geese cross the runway before I get started. Take off! This time I was at pattern altitude a lot quicker than usual. Extended upwind a bit to account for the other Cessna in the pattern with me. The tower was busy talking to the big airport lawn mower that wanted to close 31R to do some mowing. Tower asked if he minded if they landed two planes before closing the runway... no problem. We both got cleared to land and informed to expect 31L the next time. "No problem" I think. "I'm terminating." but I'm not telling him that until after I land! Extended downwind a bit, but not far enough.. base too early and too high again. Another full flaps landing and I flared too early (?) floated a bit and bounced a bit on landing. Got off on Delta. Niner three kilo terminating

Taxi out of the way, go to ground. Finish after landing checklist. Get clearance to taxi back to Squadron 2. Taxi back... go through the flight in my mind and smile and smile and smile. I did it! I stop the plane, do the securing checklist. Shutdown the plane. Pause to enjoy the moment. OK, time to see if I can push a Cessna 172 into its parking spot on my own. I can :)

Scott comes up after I finish parking the plane and we share a hug... "Did you see that second landing!?!" That was great!! stop for pictures and finish with tie down.

This doesn't really describe how it felt... but maybe this picture does.

Yes, that's me. I did it!

Strong Winds Create Opportunities - and closer still

My husband was sure I should solo today. Scott (our CFI) wouldn't suggest I was ready unless he was sure I was ready. I do 100% believe that... but this isn't about if Scott thinks I can. This is about if I think I can.

Anyway... I get there half an hour early but Scott was running late... so I preflighted 93K (flaps working today), get the fuel topped off and then go out to the "instructor bench" with a hand held radio so I could observe students in the pattern and listen to the interchange between the tower and pilots during the process. I got to witness a guy do his first solo take off and landing. He taxis up to 31R and does his call. "Reid-Hillview Tower, this is Cessna ?????, student pilot, first solo, please watch me carefully." It was cute. I watched his first two circuits of the pattern and then I had to go.

I went back to the club and waited in the sun and did weight and balance calculations. Surprised myself a bit on that... I thought that using all but the 30 minute day VFR reserve would move the CG back a bit on a loaded high wing plane like the C172s I fly. Actually it does the opposite. It moves the CG forward a bit. That's because the arm of the fuel is actually further back than I thought it was. Cool to know.

Ok... about the flight portion of the day. By the time he was done with his prior student the winds had picked up significantly. He said he was glad I had decided not to solo today because today wouldn't be a good solo day. They were out in a Bonanza before and were kicked about pretty much the whole 2.5 hours of flight... So we agreed to go out and just see how it goes. Good practice to fly in strong winds and cross winds. I've had very good (light) winds for the last couple lessons so practicing in winds would be a good test of my learnings.

In the end we only did three circuits of the pattern in 0.9 hours Hobbs. RHV has two parallel runways, on a normal day the amount of traffic would have been handled easy by the two runways. However, for some reason the airport managers decided it was a good idea to mow the grass near the left runway on a beautiful weather Saturday in February. Not a good move. So while there wasn't a very large amount of traffic for RHV, all of it was coming in on one runway. The wait in the run up was abnormally long.

When we finally got in the air, not only did we have strong winds, we had to REALLY extend downwind because there was so much traffic coming in for the one runway. This time I was able to maintain my track better. I got to experience strong winds on base and watch them push the plane away from the runway and adjust for those winds. I got to be reminded about cross wind takeoffs and landings, I did those pretty good in spite of the strong winds. Got to experience the effect of strong winds on Vy pitch (its different). Etc, etc... a really good learning experience.

The main thing I learned (or relearned) is when you have strong winds, you won't know if you are in a gust or a regular wind.. and if it is gusty you should carry some additional airspeed on approach so if a gust suddenly goes away the plane doesn't stall! Its not good to be slow in high winds. Also, a good reminder, when you have strong winds, your airspeed may be 65, but your ground speed is NOT, while your descent rate is the same. So if you just do a typical power off approach in strong winds you won't get to the runway, you have to adjust for the winds, keep power longer, stay higher longer, etc. Some adjustment(s) must be made.

As I said, just three takeoffs and landings. But it was a good learning experience. He said I did well. I felt like I did well. This time I agreed, next lesson I could solo! Next lesson, we'll go up together for three circuits and, if I'm having a good day, he'll get out and I'll do my first solo.

In the mean time, solo or not, I keep wanting to go back up and do it again.. just like a little kid who loves that one amusement park ride and just wants to go ride the ride again and again.

Technical Notes
How much extra speed? 1/2 of the difference between the steady wind speed and the gusting wind speed. E.g. winds of 10 knots, gusting to 20 knots, good idea to do your approach at 70 knots instead of 65. With the strong wind its easy to stop when you get over the runway.

Crosswind component. I think the rule of thumb is when the cross wind is at 30 degrees the cross wind component is half of the wind speed. E.g. if the winds are 30 degrees off the runway and 20 knots, the crosswind component would be 10 knots. I think... will have to check on this one.

Feb 4 - very very close

Went to preflight 93K and turned on the master and the flaps wouldn't go down when I flipped the switch. So I flipped it back up and back down and nothing. Then up and back down again and nothing. So, buttoned up the plane, went back inside... squawked the problem and checked out 31E. Finished preflight on 31E and saw the mechanic working on 93K. I asked him how it was and he said the flaps worked first time. I reached in, flipped on the Master, flap switch, and down come the flaps. *sigh* I decided to look at it as an opportunity to practice in a plane I don't fly very often.

The flying went very well, in spite of the strange handling of 31E. Not that it was bad, it was just different. Either way I did good. Key note: when I use flaps must verify the flaps are actually at the setting I think it is at. The one go-around I did it was because I was too high on base and didn't deploy enough flaps to get down. Every time I thought I was putting down the flaps I wasn't putting them down fully. So the next time around my CFI had me turn base early and start deploying flaps, and *verifying* the flaps each time. Ended up doing a full flaps landing practically on the numbers from the same high altitude I had to go around from immediately before. I now have a new triple word to add to my list FlapsAndVerify. This goes along with PlacardedAndDisabled (for inoperative but non-required instruments) and TuneAndIdentify (for using VORs).

The landings weren't as great as they have been. Not bad, but just not great... I wasn't looking at the end of the runway right. I need to look at the end of the runway like my eyes are laser beams and never stop flying the plane. (Yeah, I know it sounds weird but it makes sense when you do it.)

At the end of the flight this was the discussion:

"Are you confident you can fly the plane and not kill yourself?"

"Yes."

"Are you confident you won't damage the plane?"

"Yes."

"Ready to solo tomorrow"?

"Nope."


I had had too many good lessons followed by bad lessons to think I could just go solo the next day...not to mention my Saturday bug-a-boo. So I told him we'll have to see after Saturday's flight.

Debrief - 29 Jan 2011

Lessons learned / reminders as a result of YATPL (yet another traffic pattern lesson). Main issue this lesson, base.. everything about it.

• Maintain straight track after numbers, for some reason I was drifting left after the numbers
  
• For my typical timing to work need approximate 2300 rpm on downwind, much slower will be much lower than usual and will have to fix that
  
• No need for steep turns to base or final w/o high winds - unless, on extended downwind and doing the turns at higher power settings because too far from runway to do power off landing - in other words, bank angle of turns onto base and final must take winds and airspeed into account
  
• Square off base and final turns - Keeps timing right if on standard power off approach (otherwise you'll be too high), also helps with ATC timing
  
• Need to apply correct level of power to address too low situation (How do you get too low? Too slow on downwind, allowing too much descent after pulling power, diving turn to base or final.)
  
• Remember to use flaps or forward slip to correct for too high (how do you get too high? Turn base or final too early. Not managing base/final glide angle right.)
  
• If on power on approach add flaps first, then reduce power
  

Contributing Factors

• aircraft: 93K - no issues
  
• weather: winds calm, overcast at 3500-4500ft, cool
  
• airport: Rwys 31L and 31R, moderately busy, 4 planes in pattern sharing two runways
  
• pilot: I - 0, M - 0, S - 2, A - 0, F - 7, E - 4 (10 is worst, 0 is best) Fatigue - heavy period night before and ran 10 miles that morning, was more tired than normal, Emotion - had expectations for very good flying because of last lesson
  

Adjustments for Next Time If the weather is promising for next Saturday I will try not getting up early (before 6AM) and running long before the lesson. Instead I will sleep in, run 6 miles near home, then go to the valley to fly. I seem to have worse lessons on Saturdays than week days, the commonalities between these Saturdays have been long runs (resulting in increased fatigue) and higher expectations because of good lessons during the week.

"More of That"

Today's debrief... "more of that" :) Finally, today, I put together a 100% whole solid very good pattern. I danced the edge all the way around. Kept my airspeed constant during the climbing turns and finally (yet again) listened to what he meant when he kept saying to check the extended runway center line against the instrument panel to know if I'm high or low on base. The last two pieces finally came together. He even said the word "perfect" today about my climb out and turn and leveling off on downwind. I never thought I'd hear him utter that word.

Oh, not to say I didn't screw up too... first time around the pattern my climb pitch was wrong.. the warmer weather required a different pitch and I refused to believe the instruments, then I was WAY too low on base because of an extended downwind and didn't fix that quick enough. Second time too low again... Third time around the climb out and through downwind was perfect, but I screwed up final, came in way too high and did a go-around (which was almost done right... cram, CLIMB, clean!). Fourth time blew past pattern altitude by 100ft, but fixed it.

My landings weren't as incredibly awesome as they had been.. bounced twice on the first landing, flat on the second, third.. go around.. fourth, actually landed and exited on Delta for a change. Fifth I could have made Delta, but, my CFI was so happy about how good that pattern was he decided to end on a high note.

But it was so cool... I finally danced the whole pattern. That same feeling that got my landings good... those many many little adjustments throughout the process that made it very good. Made it good enough the debrief was simply "more of that" and we both smiled.

I'm smiling still.

Evolution of Understanding

It's been a while since I last posted... I'm sure my IR's are distraught wondering what is going on in my flight training!

I've had three flight lessons since my last post. Two were really good. The last one I was "pitchy" but I know why :) Proof, my CFI says, that no one can improve at the same rate EVERY day. Yeah, yeah, he's right. But lets talk about the really good lessons. Why were they really good? my understanding of what my CFI's been telling me has evolved to the point where I am beginning to understand what he means!

Sorta funny how it happened really... one lesson, 5 flights ago, I had a very frustrating time trying to get this "flying the pattern" thing right. I just couldn't do it right.. things kept being wrong and I kept getting upset about it. I don't remember the debrief that day... I think it was something about if he could make it any simpler he would, but he can't... or something like that. I felt stuck, like I'd never progress. So I went home and wrote down everything I knew about flying the pattern. Then the next morning I made a whole document with everything I knew about flying the pattern, what to look for, what the plane will do, etc. etc. Everything. Two days later I was done. I sent it to my CFI for his review. I figured I must be missing something and if I wrote everything I knew down, he could review it and tell me what I was missing.

Next lesson, in our before flight briefing... he asks if I have any questions... I say, just tell me what I'm missing in this document. And he says he looked it over briefly but he isn't going to review it in depth because he knows I know everything he's taught me about flying the pattern. He'd seen me demonstrate every skill required. He said I knew how to do it, I knew what it looked like when it was wrong, what I needed to do was work on fixing it when its wrong. He also pointed out he wouldn't be able to fly a perfect pattern either 999,999 times out of 1,000,000.

That lesson was frustrating yet again, just couldn't get "it" right. Post flight briefing... I am to focus on the fixing of when its wrong, think about that he says. He also gave me a brief lecture on what "stare at the end of the runway" means. Driving home I was pissed. "What do you mean I know everything I need to know? If I do, why can't I do it right?! WTF?" For the first time I actually wanted to cancel my next flight. I didn't.. but the weather canceled for me. But I think the extra time "off" gave me time to finally internalize what he was trying to tell me that day.

After fuming for a day, I went obediently about my task... think about how to fix it when its wrong. I made little flash cards with each way I've messed up in the pattern (so many ways) and for each wrote down on the other side, how to fix it. Sometimes there is just one option, sometimes there were several. I made notes of the situations I wasn't sure what the fix was for my round of questions for my next flight lesson.

Later I was thinking about landing and staying on the center line and how to fix it. The thought crossed my mind, its like dancing on the edge. A process of constant small adjustments to manage what the winds and the plane are doing and where you put the plane. That reminded me of the song "Dancing on the Edge" by Concrete Blonde. I found the song and put it on and listened to it a lot that day.

Later I was thinking about how I finally figured out "trim for takeoff" didn't mean put the trim wheel at the "takeoff" mark that Cessna put near the trim wheel. It meant putting the trim wheel where it needed to be for a Vy climb with the current weight in the plane. Which meant it was NOT at the mark Cessna put there. It took me months to figure that out. I wondered what else I wasn't getting. Like "stare at the end of the runway". I resolved to really STARE at the end of the runway, the way my CFI described it. What does "if it ain't right fix it" really mean? Maybe it doesn't mean don't let it be wrong. Maybe it really means, recognize and fix it quick, and be calm and don't be unhappy about being wrong. "Close isn't good enough" doesn't mean its not OK to not be perfect. It means if there's something wrong don't just leave it wrong, fix it. I resolved... next lesson I would listen VERY carefully to what my CFI said and instead of worrying about being right focus on fixing it.

My next lesson was my birthday. I hoped REALLY hoped that I would have a good flight. I went out and had my best flight yet.... not that I got everything right, not at all, but instead I recognized when it was wrong relatively quickly and fixed it. I flew my best patterns ever. Recognizing and fixing quickly was key, that kept the errors from getting too big. And the landings! That I was doing right... I was looking at the end of the runway, and danced on that edge. What a difference a new understanding made.

My next lesson was emergency procedures... I didn't get everything right. I certainly hope I don't have an engine failure, but if I do, I know what to do now. And, in the practice I didn't obsess over what I did wrong. The lesson after that, my most recent lesson, not so good (aside from my landings when I wasn't too high) ... I wasn't maintaining Vy pitch on takeoff and I got fixated on the air speed indicator I chased it like I hadn't chased it in months... just couldn't get it right. *sigh* He covered the damn thing with a sticky note and my last time around the pattern was very good. Another thing to add to my little stack of flash cards about fixes.... if I can't seem to control air speed no matter what I do the fix is, stop chasing the airspeed indicator and use pitch. I also need to recognize more quickly when I'm too low.

I'm getting there, it is so much less pressure to simply recognize when its not right and fix it rather than holding myself to being perfect all the time. I'm listening more closely to what I'm being told now too. And yes, I do know everything I need to know, now the pieces just need to come together consistently.

The Pattern - Hopefully to be Repeated

[ taken from my running blog... looks like its time to make a flying blog :) ]

What follows is an imperfect description of an imperfect traffic pattern lesson. I'm on the ground, so its OK. I'll be perfect as soon as possible!

Preflight (initial, interior, exterior)... Move seat forward so I can press the rudders fully and reach the controls. Seat belt, harness, strap on knee board, headset plugged in. Close door, leave window open, its HOT. Start Avionics On, radio check, ATIS, altimeter set. Taxi, Pre-Taxi

Reid-Hillview Ground, Cessna five two four niner two at Squadron2 with Pappa. Ready to taxi for closed traffic.

Cessna five two four niner two, taxi to runway three one right via Zulu.

Three one right via Zulu, five two four niner two.

... stay on the center line. No faster than an old white guy can run. An airport old white guy, not a marathoner old white guy. Stay on center line, adjust throttle to 1000 RPM, go around the waiting Cessna, turn and face the tower, straighten the nose gear. Close window. Run-Up, Pre-Takeoff, Takeoff Abort plan ready! Taxi up to hold line.

Reid-Hillview Tower, Cessna five two four niner two ready on the right.

Cessna five two four niner two, cleared for takeoff runway three one right.

Cleared for takeoff runway three one right, five two four niner two.

That part only happened once the rest is repeated for each time through the pattern. We did a couple times on three one right, then the tower told us to go to three one left and make left traffic. The description below is the sequence for the best and last time through the pattern, left traffic for three one left. I won't mention some of the other ones. *smile*

... taxi onto runway, line up with center line, feet off breaks, onto rudder, power on full, stay on center line, right rudder, more right rudder, stay on center line, 55 mph, pull back slightly, plane off the ground, more right rudder, fly just off the ground, let airspeed build, pitch up to Vy... slowly. Left hand on yolk, right on throttle. Keep Vy pitch, trim if needed. Wings level, fly straight, Vy pitch, right rudder, Vy pitch. 500 ft AGL. Upwind leg done.

Time to do crosswind leg - look left, pick target point, look straight, no right rudder and turn left. Vy pitch, Vy, Vy. Wings level when aimed at target. Check airspeed (Vy) and track.

Time for downwind leg - Look left under wing, pick target point, look straight, no right rudder and turn left. Vy pitch, Vy, Vy. Wings level when aimed at target. Check airspeed and track. Check altitude... 1,100 ft time to level out, pitch for straight and level, pull power slightly, trim. ... he will do radio calls ... I fly ... aviate, navigate, communicate. Stable in level flight, check distance from runway. Runway approx half way up strut is approx 1/2 mile away. We are now free to move about the cabin (ha!) about 30 seconds. Abeam the numbers, time to reduce power, carb heat on, reduce power all the way, engine on idle. Do not let the plane lose altitude. Need some left rudder. Speed below 85kts, 10 degrees flaps, do not let nose rise, need some right rudder. Speed down to 70 knots, nose down a bit to pitch for 65. Trim 1-2-3-4-5-6. Look over left shoulder, runway about 45 degrees behind.

Time for base - look left under wing, pick target point, look straight, left rudder, left aileron, keep pitch for 65, do not stare at air speed gauge. Wings level, check airspeed and track. Glance at runway... draw center line out from the airport, should run through the middle of the instrument pack. Airspeed and track. (PS, if you turn too early for base, you end up too high on final, keep that in mind next time).

Time for final - look left under wing, pick target point (runway center line). Look straight, left rudder, left aileron, keep pitch for 65, do not stare at air speed gauge. Turn. Roll out of turn, right rudder, right aileron... line up with extended center line. Keep pitch for 65. Correct line up makes it look like we're too far right... but don't go too far right. If it ain't right, fix it. Check VASI, can't do power off approach *on* glide slope. White over white is OK. 10 degrees more flaps. Keep pitch for 65. Keep eyes on runway, getting closer... wait and wait. OK, now start round out slowly. Very slowly, eyes move to the end of the runway... stare at the end of the runway. Plane does a bit of a sink, keep the nose up, fly just above the runway, pull back a bit more. scrch! gear on runway, keep nose up and up and up... slowly let nose down. Slide feet up to brakes. Slowly slow the plane, get off runway, turn onto Yankee.

He says that I did it an unassisted landing he didn't touch the controls once. It doesn't hit me right away.

Cessna five two four niner two, terminating.

Five two four niner two cross three one right to parking, continue monitoring this frequency.

Time for after landing checklist. Flaps up, carb heat off, power back to 1000 rpm. He has flight controls, I clean up. I have controls, stay on centerline, debrief on the way. Taxi to parking spot, avionics off, mixture full lean, mags, master. securing checklist Headset off, window open, door open. Out and park the plane, tie down and finish securing plane.

In the end we did 5 takeoffs and landings in an hour, two of them I did unassisted (physically anyway). The last one was best... almost just like I visualized it when "couch flying" for the last two weeks.

Pitch for airspeed. Look straight. Stay on center line, if it ain't right, fix it! Close isn't good enough and I sure was reminded what happens when it isn't right... Absolute heaven! I have spent the last 10 years with people telling me to accept less than perfect, its OK. Now I'm being pushed to strive for perfect. I love it...

and... for those few brief seconds in the pattern I realize... I'm flying the airplane and turning and going up and down and not scared to death. I'm an awkward bird, but getting a bit more graceful all the time. I'm not going to be able to fly much over the next few months, with travel and weather planning to interfere. So I know I'll be doing a lot more pattern work, and each time will fall back a bit then go forward a bit, just like today. Today was a pattern I hope to see repeat.