Instrument phase! The meat of the whole program... learning how to fly a plane with no outside visual references while following ATC orders to the letter. It's tough to get the hang of!
I mentioned in earlier posts about getting some exposure to instrument flying during the time-building phase of the Cessna program, but now it's getting pretty intense, because I'm expected to act as pilot-in-command. Trial by fire.
Last night I took my first flight since my instrument checkride on Tuesday. At 1700 Troy and I went wheels-up in Seminole 6865A for Tulsa (Jones Airport again) flying VFR under a IFR flight plan. We get instructions for 4,000 feet as we crossed to the west of Dallas/Fort Worth airspace, and I suddenly get a taste of what it's like sharing the air with big planes as two commercial jets passed across our nose. Frontier Airlines Airbus at 11 o'clock, eastbound, 2,000 feet above us. American Eagle RJ, 10 o'clock, eastbound, 1,000 feet above us. Very exciting to be so close. Camera will be nearer to me for future flights.
Nearing Jones at twlight, we get vectored to the north to position for runway 19 right, behind three T-6 Texans that were flying in for what turned out to be a charity party in the hangar of the FBO we were heading for.
A quick bite to eat in the town of Jenks and we're heading home. This time Troy asks for and receives clearance for a cruise altitude of 10,000 feet... a new record for me. In an unpressurized cabin like this one, this means we gotta watch each other for signs of hypoxia, although neither of us is very worried... it's only a two hour flight. The Seminole got to 8,000 feet in no time... the remaining 2,000 feet seemed to take an eternity.
I've said it before... night flying is absolutely amazing. Cool stable air, less traffic (and friendlier controllers... a nice by-product) and not much to do except enjoy the scenery, above and below. The precision approach path lights are out at runway 16 at Arlington, so I'm on my own for establishing my glideslope back home. I nailed it. Not that tough, actually.
This phase requires a lot of book-learnin'... tons of ground school, studying, and training in the simulator to learn about approach plates, holds, fixes, and a bevy of other rather important details to make me a safe pilot. Stay tuned... after the instrument checkride in a few weeks comes the dual cross-country trips, when I'm paired with another student instead of an instructor. This should be fun...
Oh, and the primary lesson learned from Saturday's flight. The worst Italian food in the world is not found at Olive Garden. It's at Mazzio's of Jenks, Oklahoma. Please take heed when rolling though, my friends.
Showing posts with label arlington. Show all posts
Showing posts with label arlington. Show all posts
9/21/08
9/8/08
Monday, September 8th (first day of ACPP)
After being off since August 20th, barely knowing what to do with myself except study in-between watching the Olympics and election coverage, it's time to get back to work, learning the Piper PA-44 Seminole for ATP's Airline Career Pilot Program.
I had four days last week to visit my sister and brother-in-law in New Jersey, and also had a night to spend with friends in Manhattan (see Jersey Boys at full price... the drummer's got a little one on the way!). Had to get the hell out of Texas and not think about flying for a few days. I think it did the trick. Got back Saturday, barely missing the remnants of Hurricane Hanna as it threatened NYC.
Today went much like the first day of the private program... lots of paperwork, a visit from the chief pilot, test results and logbook review. This time, however, I'm paired with one guy (old reliable Daniel) instead of being lumped into a class of six. The instruction already seems far more personable and easier to absorb. Good thing, too... because this is going to be a serious challenge. Flying a twin-engine requires more advanced knowledge of aerodynamic principles, and well... there's twice as much to go wrong with another engine!
Used a long break in the day to go out and sit in a Seminole for a while, to get formally acquainted. Feels like a blind date. "I've read about you and heard so much about you... I can't believe we finally get to meet!" She didn't return the compliment. Not yet, anyway.
I get asked frequently what I'll be doing next. Today's activity made this clearer. This week I'll be learning the Seminole from top to bottom, first on the ground, then in the simulator, then the first actual flight should be Wednesday if the weather holds up (it's raining now). By next Wednesday, I'll have my private multi-engine checkride. Scary to think... my checkride is scheduled but I haven't even flown this thing yet. Haven't even been in the sim yet! I trust that my school knows what they're doing. The next 30 days will be training for my instrument rating, which is a major headache. I've seen adult male tears shed over that one, so I hope I can keep up. The reward for passing the instrument checkride is that I'll graduate to the most fun part of this whole experience... dual cross-countries. I'll be paired with another student and will get to fly ACTUAL cross-countries, to California, Florida... and everywhere in between. Commercial ratings (single and multi-engine) come next, followed by Flight Instructor school. If all goes to plan, by mid-December I'll be done and holding enough certifications to land a job, probably as a CFI at first.
I had a nice surprise on the ramp when I was greeted by this.
The Arizona Commemorative Air Force is visiting Arlington and giving rides in this beautiful B-17 for the next few days. Since it's parked right next to ATP's ramp, Daniel and I moseyed over and got a closer look. I asked the man shown here, who was watching over things, where he was from. In a thick accent, he smiled and answered, "Germany. It is first time here."
I complimented him on the aircraft and lamented that I wouldn't be taking a ride today, then walked away puzzled, wondering if there any Japanese tour guides at Pearl Harbor.
First simulator flight at 0730 tomorrow.
Tomorrow's episode... "Simulated Inverted Flat Spins And The Students Who Love Them"
I had four days last week to visit my sister and brother-in-law in New Jersey, and also had a night to spend with friends in Manhattan (see Jersey Boys at full price... the drummer's got a little one on the way!). Had to get the hell out of Texas and not think about flying for a few days. I think it did the trick. Got back Saturday, barely missing the remnants of Hurricane Hanna as it threatened NYC.
Today went much like the first day of the private program... lots of paperwork, a visit from the chief pilot, test results and logbook review. This time, however, I'm paired with one guy (old reliable Daniel) instead of being lumped into a class of six. The instruction already seems far more personable and easier to absorb. Good thing, too... because this is going to be a serious challenge. Flying a twin-engine requires more advanced knowledge of aerodynamic principles, and well... there's twice as much to go wrong with another engine!
Used a long break in the day to go out and sit in a Seminole for a while, to get formally acquainted. Feels like a blind date. "I've read about you and heard so much about you... I can't believe we finally get to meet!" She didn't return the compliment. Not yet, anyway.
I get asked frequently what I'll be doing next. Today's activity made this clearer. This week I'll be learning the Seminole from top to bottom, first on the ground, then in the simulator, then the first actual flight should be Wednesday if the weather holds up (it's raining now). By next Wednesday, I'll have my private multi-engine checkride. Scary to think... my checkride is scheduled but I haven't even flown this thing yet. Haven't even been in the sim yet! I trust that my school knows what they're doing. The next 30 days will be training for my instrument rating, which is a major headache. I've seen adult male tears shed over that one, so I hope I can keep up. The reward for passing the instrument checkride is that I'll graduate to the most fun part of this whole experience... dual cross-countries. I'll be paired with another student and will get to fly ACTUAL cross-countries, to California, Florida... and everywhere in between. Commercial ratings (single and multi-engine) come next, followed by Flight Instructor school. If all goes to plan, by mid-December I'll be done and holding enough certifications to land a job, probably as a CFI at first.
I had a nice surprise on the ramp when I was greeted by this.
The Arizona Commemorative Air Force is visiting Arlington and giving rides in this beautiful B-17 for the next few days. Since it's parked right next to ATP's ramp, Daniel and I moseyed over and got a closer look. I asked the man shown here, who was watching over things, where he was from. In a thick accent, he smiled and answered, "Germany. It is first time here."
I complimented him on the aircraft and lamented that I wouldn't be taking a ride today, then walked away puzzled, wondering if there any Japanese tour guides at Pearl Harbor.
First simulator flight at 0730 tomorrow.
Tomorrow's episode... "Simulated Inverted Flat Spins And The Students Who Love Them"
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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