Forgot to mention...
I spent Election Day moving out of the Grand Courtyard apartments and into an apartment at ATP. Since my roomies were all graduating at a record rate, and not much in the way of new blood coming in, the ATP brass closed the apartment and moved me into a studio on the first floor of the school, which I'm sharing with flight partner Dan. Not bad, really... the commute to school's great (one flight of stairs) and there's a flight simulator in the backyard. Free coffee, too.
Just finished day 6 of CFI (certified flight instructor) school. All the horror stories I've heard over the months from my friends and roomies are mostly true... it's an immense load of reading, comprehension, quizzing, correlation, and some flying. The CFI 'initial', the checkride done by the local Flight Standards District Office in Fort Worth, is first up and will involve a rather lengthy oral exam, covering everything I've learned, but this time at from the standpoint of an instructor... not just the 'whats', but also the 'whys' and 'hows'. If I'm gonna be teaching it, I'd better know it, right?
Got re-acquainted with an old friend today... the Cessna C172 Skyhawk. It's a requirement of CFI candidates to be signed off as being proficient in stall awareness and spin recovery, so today's the day that asst. chief pilot Javier and I went up to try our best to crash a plane by going vertical. You may recall that in my early stage of private pilot training, we accidentally put one into a spin during a stall maneuver, which looked something like this (not my video!)...
This time we did it on purpose. And what do you know... it was a hell of a lot of fun! We did three of them before heading over to Mid-Way Airport to meet flight partners Mike and Dan for their turn, and they were just as giddy. Dan even got into a few fully-developed spins, where the plane made several complete rotations before recovery. I can't wait to practice these again on my own someday.
Anyway, that was my day. Final day of ground school is tomorrow, to be followed by as much self-paced study as my little ol' noggin can handle. Still no word on my checkride dates, but that should be coming in the next few days. The end is nigh at hand...
Showing posts with label mid-way airport. Show all posts
Showing posts with label mid-way airport. Show all posts
12/1/08
9/11/08
Thursday, September 11th
Summer appears to be drawing to a close here in Texas... the weather is getting more predictable. Unfortunately it's predictably cloudy, and I gotta fly VFR for the next few weeks. On top of that, we've got Hurricane Ike threatening our livelihoods. Due to hit Houston Friday night with 100mph winds and hit us with 40-50mph winds by Saturday and into Sunday.
Day four of ACPP and I'm already getting a little bored with the simulator. It's fun, and remarkably close to the real thing, but it's just no substitute for actually going wheels-up. Today though, a break in the weather sent everyone scrambling for the ramp, and I got in on it. Troy (our main instructor for this phase) and I head out to 910KT... a 2000 model Seminole.
Preflight, left engine start, right engine start, taxi. It's already feeling very different, being a twin engine with low wings instead of the single engine high-wing Cessna. And remarkably cramped. I had heard this, but with kneeboard and headset attached and the door closed, it really became clear that sharing this space meant getting really familiar with your flight partner. And since the trim controls and fuel selectors are located between the seats... even more so. Excuse me... pardon me... my fault... 'scuse me...
Taxiing in an unfamiliar airplane is a bit awkward, but I get the hang of it quickly. After mistakenly identifying myself as 920TA (one of the Cessnas), I correct and get takeoff clearance. Man, this is what simulator just can't simulate. Full throttle in the Seminole really pushes you into your seat, and takeoff speed (75 knots) comes fast. I gasp at the rotation as we get off the ground.
"Positive rate... gear up."
I had feared forgetting to bring the gear up (a common error), but I didn't. We're off and flying. The terrain passes underneath us far quicker than I'm accustomed, but other than that it's not much different to fly this baby. I demo some maneuvers (stalls, slow flight, steep turns) like I did in the simulator, and did okay. Another few flights and I should be good to go for the checkride. Shot a few landings at Mid-Way, and also did fine. Much different landing the Seminole, since it doesn't float down the runway like the Cessna, but it's similar enough to get the hang of fairly quickly. One more landing at Arlington and we're done.
Excited beyond belief. This bird will be my home for the next 3 months.
Day four of ACPP and I'm already getting a little bored with the simulator. It's fun, and remarkably close to the real thing, but it's just no substitute for actually going wheels-up. Today though, a break in the weather sent everyone scrambling for the ramp, and I got in on it. Troy (our main instructor for this phase) and I head out to 910KT... a 2000 model Seminole.
Preflight, left engine start, right engine start, taxi. It's already feeling very different, being a twin engine with low wings instead of the single engine high-wing Cessna. And remarkably cramped. I had heard this, but with kneeboard and headset attached and the door closed, it really became clear that sharing this space meant getting really familiar with your flight partner. And since the trim controls and fuel selectors are located between the seats... even more so. Excuse me... pardon me... my fault... 'scuse me...
Taxiing in an unfamiliar airplane is a bit awkward, but I get the hang of it quickly. After mistakenly identifying myself as 920TA (one of the Cessnas), I correct and get takeoff clearance. Man, this is what simulator just can't simulate. Full throttle in the Seminole really pushes you into your seat, and takeoff speed (75 knots) comes fast. I gasp at the rotation as we get off the ground.
"Positive rate... gear up."
I had feared forgetting to bring the gear up (a common error), but I didn't. We're off and flying. The terrain passes underneath us far quicker than I'm accustomed, but other than that it's not much different to fly this baby. I demo some maneuvers (stalls, slow flight, steep turns) like I did in the simulator, and did okay. Another few flights and I should be good to go for the checkride. Shot a few landings at Mid-Way, and also did fine. Much different landing the Seminole, since it doesn't float down the runway like the Cessna, but it's similar enough to get the hang of fairly quickly. One more landing at Arlington and we're done.
Excited beyond belief. This bird will be my home for the next 3 months.
8/9/08
August 08, 2008 (private pilot checkride)
The final prep flight on Thursday didn't go well, as I was staying a step behind the procedures, seemingly always preoccupied with one thing or another, rather than looking ahead to the next item on my checklist or getting set for the next arrival. My landings also took a step backward, all of which concerned me since, as Ben reminded me ad-nauseum, my final exam was tomorrow. I spent the evening preparing the necessary navigation log for a flight from Arlington to Hillsboro to Lubbock, and getting quizzed for the oral exam by my roommate Joe, who went through this only a month ago and was a huge help. I still didn't sleep well that night.
0545 - I report to school to check on the weather and complete the endless array of paperwork needed to complete the upcoming tasks. At 0630 I'm greeted by K.B., a friendly 60-ish man who's one of ATP's two designated checkride examiners. Behind a closed office door, we sit down and he tells me what to expect about today's events. After the oral exam, we'll take a flight where I will be, in effect, carrying my first passenger and he'll expect a nice ride.
"Tell me about your aircraft."
"Tell me about the engine in your aircraft."
"Describe the electrical system in your aircraft."
"What are the required inspections needed for your aircraft and how often do they need it?"
"Tell me the V-speeds for this aircraft."
"Define density altitude."
"What's advection fog?"
"What's hypoxia? How can you tell if someone has it and what do you do about it?"
"Carbon monoxide poisoning... same questions."
"Describe wind shear."
"What's P-factor?"
"Define adverse yaw."
"Show me on the map where a Mode C transponder is required."
"What's the minimum visibility requirements for VFR flight in class G airspace at night?"
And on... for two hours.
When I was twelve, I competed in the San Diego County Spelling Bee. I couldn't tell you what words I spelled correctly, but I'll never forget the word I tanked*. Similarly, I'll always remember the one question that I completely missed on this day.
"Is participation in separation services mandatory in a Terminal Radar Service Area?"
Turns out that it's not. I still passed.
I drew a lucky card in getting 441CA, the bird that got me through my first set of good landings and my first solo. A call to weather services confirmed what I was a little worried about... the nearby front had shifted the winds and instead of taking off from the usual runway 1-6, I had to depart from 3-4, which I hadn't done before. No big deal, really... but I'm starting to wonder if there were any more curveballs coming my way.
Good takeoff and smooth air heading south toward Hillsboro. About halfway there, K.B. asks me to divert to Lancaster. Christ... Pennsylvania? California? I hadn't even heard of the Texas one. I whipped out my sectional chart and found it... just beyond good ol' Mid-Way Airport, where I'd been a hundred times, and was within sight at my 8-o'clock. I turned and headed that way, which put us on a perfect course for Lancaster. After I convinced him that I knew what I was doing navigationally, he had me demonstrate some maneuvers. Steep turns, check. Slow flight, check. Power-on stall, check. Power-off stall, check. Emergency landing, check.
"Never mind Lancaster. Take me to Mid-Way and show me some landings."
Along the way, K.B. hands me a things-that-can-go-wrong list. "What would you do if you experienced each of these?"
Short-field and soft-field takeoffs and landings at Mid-Way (also on the runway opposite the one I'm used to) go well. Keep in mind... a pilot on a checkride is waiting to hear the words "take me back to our airport". The earlier it's said, the worse the news. It's about this time that I hear it from K.B., and I'm only mostly sure that it's good news. A well-executed short-field landing and a taxi back to our ramp later, K.B. breathes.
"Congratulations. You've passed this test." I'm a pilot.
More paperwork and some congratulations from my mates back at the classrooms, and I'm off for the rest of the day. Celebration dinner and beers at Dave & Brittany's, where I'm asleep before midnight. I've got tomorrow off to let it all sink in.
* Jacamar. Not J-A-C-K-A-M-A-R.
0545 - I report to school to check on the weather and complete the endless array of paperwork needed to complete the upcoming tasks. At 0630 I'm greeted by K.B., a friendly 60-ish man who's one of ATP's two designated checkride examiners. Behind a closed office door, we sit down and he tells me what to expect about today's events. After the oral exam, we'll take a flight where I will be, in effect, carrying my first passenger and he'll expect a nice ride.
"Tell me about your aircraft."
"Tell me about the engine in your aircraft."
"Describe the electrical system in your aircraft."
"What are the required inspections needed for your aircraft and how often do they need it?"
"Tell me the V-speeds for this aircraft."
"Define density altitude."
"What's advection fog?"
"What's hypoxia? How can you tell if someone has it and what do you do about it?"
"Carbon monoxide poisoning... same questions."
"Describe wind shear."
"What's P-factor?"
"Define adverse yaw."
"Show me on the map where a Mode C transponder is required."
"What's the minimum visibility requirements for VFR flight in class G airspace at night?"
And on... for two hours.
When I was twelve, I competed in the San Diego County Spelling Bee. I couldn't tell you what words I spelled correctly, but I'll never forget the word I tanked*. Similarly, I'll always remember the one question that I completely missed on this day.
"Is participation in separation services mandatory in a Terminal Radar Service Area?"
Turns out that it's not. I still passed.
I drew a lucky card in getting 441CA, the bird that got me through my first set of good landings and my first solo. A call to weather services confirmed what I was a little worried about... the nearby front had shifted the winds and instead of taking off from the usual runway 1-6, I had to depart from 3-4, which I hadn't done before. No big deal, really... but I'm starting to wonder if there were any more curveballs coming my way.
Good takeoff and smooth air heading south toward Hillsboro. About halfway there, K.B. asks me to divert to Lancaster. Christ... Pennsylvania? California? I hadn't even heard of the Texas one. I whipped out my sectional chart and found it... just beyond good ol' Mid-Way Airport, where I'd been a hundred times, and was within sight at my 8-o'clock. I turned and headed that way, which put us on a perfect course for Lancaster. After I convinced him that I knew what I was doing navigationally, he had me demonstrate some maneuvers. Steep turns, check. Slow flight, check. Power-on stall, check. Power-off stall, check. Emergency landing, check.
"Never mind Lancaster. Take me to Mid-Way and show me some landings."
Along the way, K.B. hands me a things-that-can-go-wrong list. "What would you do if you experienced each of these?"
- partial or complete power loss
- engine roughness or overheat
- carb icing or induction icing
- loss of oil pressure
- fuel starvation
- electrical malfunction
- vacuum/pressure and associated instrument malfunction
- pitot/static malfunction
- landing gear or flap malfunction
- inoperative trim
- inadvertent door or window opening
- structural icing
- smoke/fire/engine compartment fire
Short-field and soft-field takeoffs and landings at Mid-Way (also on the runway opposite the one I'm used to) go well. Keep in mind... a pilot on a checkride is waiting to hear the words "take me back to our airport". The earlier it's said, the worse the news. It's about this time that I hear it from K.B., and I'm only mostly sure that it's good news. A well-executed short-field landing and a taxi back to our ramp later, K.B. breathes.
"Congratulations. You've passed this test." I'm a pilot.
More paperwork and some congratulations from my mates back at the classrooms, and I'm off for the rest of the day. Celebration dinner and beers at Dave & Brittany's, where I'm asleep before midnight. I've got tomorrow off to let it all sink in.
* Jacamar. Not J-A-C-K-A-M-A-R.
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