After the Solo, Now what?

With a couple of solo flights completed in the landing pattern, it is time to move on to more advanced topics. I prefer to have the written test completed by now so that the student can apply all of the topics learned in ground school. The curriculum changes it's focus to cross-country flying. My lesson plan looks like this:


 Xctry - 1: INTRODUCTION TO CROSS COUNTRY FLIGHT

NEW LESSON ITEMS: Obtaining a weather briefing; planning a cross-country flight; preparing a flight log; airspace review; pilotage; ded reckoning; emergency procedures to include loss of oil, electrical failure, vacuum failure, engine failure at altitude; lost procedures; communication procedures.  

COMPLETION STANDARDS: The lesson will have been successfully completed when the student: demonstrates understanding of the procedures to use in obtaining a weather briefing; is able to prepare a flight log with instructor assistance; is able to fly the planned flight making off-course corrections with instructor assistance as necessary; demonstrates understanding of the need to divert, if necessary; demonstrates understanding of the possible emergency situations that might arise during a cross-country flight; demonstrates an understanding of appropriate lost procedures; demonstrates an understanding of proper communication techniques. 

What did we actually cover?

1. Complete preflight. Burp the engine.
2. Starting the engine with the choke.
3. Ground procedures including passenger brief and radio calls.
4. Run up.
5. Aborted take off.
6. Normal take-off/departure and use of checklists.
7. Clearing turns.
8. Power on stall/recovery.
9. Simulated fluctuating oil pressure. Determine the nearest airport.
10. Use of GPS navigation including setup, split scan, direct to, and use of CDI.
11. Divert to another airport.
12. Entry procedures, use of checklists, calling out traffic and landing pattern procedures.
13. Demonstrate the use of a slip. Compare the rates of descent with/without slip. Discuss skid.
14. Entry procedures, use of checklists, calling out traffic and landing pattern procedures at home airport.
15. Power loss in the pattern. Use of slip for landing.
16. Ground procedures including radio calls.
17. Engine shutdown using fuel cutoff valve. Discussion of engine fire procedures.
18. Put airplane in the hangar, complete post-flight.

Homework assignment: What are the Sport Pilot and Private Pilot cross-country requirements? Plan a cross-country flight and be prepared to discuss why the route was chosen.

It was a beautiful day to fly. Wispy clouds wrapped the earth in a woven sweater. Beautiful.

Back in the Saddle

The lyrics of "Beautiful Boy (Darling Boy)" contain the famous Lennon quote "Life is what happens to you while you are busy making other plans."  That is especially true during the pursuit of a pilot's certificate. Priorities change. Many times its financial, but changes in work schedule, moving to a new home, an additional child or personal medical problems can all force a change in priorities.
(A good summation is here.)
But all of those reasons do not necessarily force a change in GOALS. So, take a break. Settle your situation and get back in the saddle.

Video Notes: Back in the Saddle

Cruiser Aircraft Open House

A review of the ADS air traffic control (ATC) recording revealed that at 1642 the pilot called ATC for a departure clearance while holding short of runway 15. At 1643 ATC instructed the pilot to line up and wait on runway 15. At 1644 ATC cleared the airplane for takeoff. At 1646 the pilot stated to ATC "we're having vapor lock, we need to come back and land." There were no further communications from the pilot.  ~ National Transportation Safety Board Aviation Accident Preliminary Report

 It was a PiperSport. One of Sally's older sisters. Same configuration, same engine, and while the final conclusion isn't yet available, the early indicators point to a fuel malfunction. Using MOGAS instead of 100LL may have been a contributing factor. I have learned that refineries change the "blend" of gas from summer to winter to make it easier to start cold engines. In the spring, the blend changes back, but if you are still using winter blend on a hot spring day it could cause some of the liquid fuel to turn into a vapor. To solve that problem, the engineers have added a vapor return line (on new models) that relieves the vapor pressure. Sally has that line installed but it is still unclear if her older sister did. Florida doesn't use winter blended fuels, so my risk is low.  On Friday I had the FBO add 10 gallons of AVGAS just in case. (10 gals of 100LL for $52.10. 10 gals of Mogas for $28.80.)

The Open House was scheduled from 10:00 to 2:00EDT. Saturday morning Kathy and I stopped at Chic-Fil-A for a quick breakfast and then headed out to the airport. My normal route was blocked by construction as the county worked with the railroad to improve a number of deteriorating crossings. Fortunately, traffic was still light and we arrived at the hangar by 9:30. I pushed the heavy doors open and got the cockpit ready as Kathy worked on preflighting the engine including the required "burp"(20 pulls).

The weather forecast was perfect for the 100nm trip. I planned to cross the peninsula at 3500' and get there in just under an hour. NOTAMs said one of the runways at X26 was closed due to construction, and an airport (KMLB) just north had a TFR for an airshow. We took off on RWY5 into light northerly winds and smooth air. Tampa ATC was busy, very busy, but we checked in and got Flight Following. When we were handed over to Miami Center we learned what "busy" really means. It seemed that everyone in Florida wanted to take advantage of this beautiful spring weather. It was an easy flight over and we really enjoyed seeing the Atlantic Ocean as we made our turn to land. Parachutes were busy in the area so we had some extra traffic that required attention.


Izzy had some inventory out on the ramp in front of the Cruiser Aircraft hangar, so it took us a bit of searching to find a parking spot. There were many different types of planes other than LSA, and we ended up parking next to a Cirrus. (Sally looked pretty good there.)

Part of the fun of going to an event like this is to meet, in person, those folks that you have only corresponded with online. Another is meeting some "celebrities".

LAKELAND, Fla., Sun 'n Fun, April 13, 2010 — Piper Aircraft President and CEO Kevin J. Gould handed over the keys to the very first PiperSport, light-sport aircraft to three veteran pilots here today.

"The PiperSport is an amazing entry-level aircraft that will bring new customers to Piper," Gould said. "It fits perfectly into our overall mission of delivering the very best airplanes. It will lead the way for customers to step up into more sophisticated and higher performance aircraft within our line over time." 

The three co-owners -- all from Miami, Fla. -- are Charlie Carlon (ATP/CFI/CFII), 62, a 20,000+ hour, former Delta Airlines Pilot who works for Airbus North America teaching pilots how to fly the Airbus via simulation; Brian Garhammer (ATP/CFI/CFII), 52, a 16,000+ hour, former ATA pilot, who also works for Airbus North America teaching pilots how to fly the Airbus via simulation; and Dr. Mike Morduant, 62, a veterinarian and a pilot for 42 years.

We met Charlie and Mike who are still flying PiperSport #1. Pretty cool. Charlie and I may have been in the same Navy training squadron (VT27) at the same time! We also had a chance to talk with Steve, a fellow member of the SCFlier Forum and chatted briefly with Lukas, Josh, and Izzy our hosts. While we ate a great barbeque lunch we chatted with some local folks, non-pilots, that were aviation enthusiasts that just wanted to enjoy a beautiful Saturday afternoon with some airplanes. Finally, we talked with Kirk about what I might be able to do to upgrade my legacy Dynon system for ADSB-out. There are some new possibilities to consider.

The winds were picking up, it was time to go.

Video Notes: Open House

Stalls & Lazy 8's

 I stopped at the local Wawa for gas. Premium was just under $3/gal, what's up with the fluctuating gas prices. It seems every week brings a 10 - 20¢ change.

The air was a bit cool for Tampa, starting in the mid 40˚s it would be 81˚ by the afternoon. Skies were clear and winds were light. A beautiful day to fly.

My objective was to do some high work, including some power off (landing) stalls and a few Lazy 8's.

• Objective: Stall the airplane, without power, in the landing configuration, then recover with a minimum loss of altitude. 

The important part of this exercise is to recognize the symptoms of the stall. As the speed decreases, the controls get mushy. The sound changes, it gets quieter and you can hear the wind noise. No stall warning claxon, Sally usually gives a final warning with a flutter in the stick just before the nose falls straight away. She stalls at right about 34Kts. Recovery is almost instantaneous by releasing back pressure and adding power.

• Objective: With constant change in control pressure due to changing combinations of climbing and descending turns at varying speeds, experience the full performance range of the airplane while flying a lazy eight pattern. 

The importance of this maneuver is Smooth Coordination. The idea is to draw a Ꝏ in the air with the nose of the airplane. It's recommended that you slow to maneuvering speed (Va) which for Sally is 88Kts. Arrive at a maximum bank angle of 30˚ at a 90˚ reference point constantly changing pitch and bank angle to arrive at the 180˚ reference point momentarily level at the same altitude as when you started. Come back the other way to finish the 8.  Piece of cake, go try it.

Video notes: Stalls and Lazy 8s

*This video was really helpful to use as a debriefing tool for myself. We all get rusty if we neglect to practice.

*Got a nice compliment from the Commander at the end of the video.

Peter O. Knight Airport

Peter O. Knight served as mayor of Fort Myers and in the state Legislature before moving to Tampa, where he worked as county solicitor and state attorney. He donated the land on Davis Islands where Peter O. Knight Airport was built. The airport is located five minutes from downtown Tampa, museums, The Florida Aquarium, the Amalie Arena, the Tampa Convention Center and Port of Tampa cruise ship terminals. Icon uses this airport as a base for one of its Customer Centers.

It is also located under the lower shelf of the Tampa class B, close to the core of the Tampa Internation Airport and nestled just outside the class D airspace controlled by MacDill AFB. In addition, there are a number of cell/radio towers just to the east of the airport that go up to 650'. I had never visited that airport. It was about time.

Sally and I were on the taxiway before 9:00am. I had Tampa Exec to myself this morning, light winds out of the north. We took off on RWY5 and made the southerly departure from the downwind leg. One plane entering overhead had me in sight (I never saw him) and a Police Helicopter was on a straight in for RWY36 about two miles to the south. I had him in sight. I stayed at 1000' for the ten-minute flight.

Notams said that RWY4/22 was closed. I would be using 36 today with a right-hand pattern. Off the nose across the bay was an airport, but it looked big. KMCF. I love my 696. I captured the AWOS and then tuned in CTAF. Direct/Enter/Enter drew a new track off to my right. There it was, closer than I thought. I was in perfect position for a right hand 45 entry. An Icon A5 was in the pattern, just taking off. I called base and then final. I made a low approach before flying over the ships in port and departing to the east. I stayed at 1000' until east of I75, Sally warning me of obstacles along the way.

Next stop was Plant City, Home of the world famous "Strawberry Festival". This is a big deal and draws a lot of folks from all over Florida and beyond.You can't travel any of the local roads around here without seeing the pickers out in the sun doing the spring harvest. After a brief stop, Sally and I departed for home.

All systems are working well.

Video Notes. Peter O.

Strawberry Festival. 

Warm Up

Tampa has been breaking records. Temperatures have been in the mid to high 80's. An early spring. I went out to the airport to give Sally some exercise. The fog lifted about 9:00am and it was still early for the scattered layer to form. I planned to spend an hour in the pattern at home base.

The Rotax was already warm by the time we taxied to the runup area. A good looking Cessna 152 was just starting his taxi to the hold short line. Obviously a student he was learning how to control the nosewheel. My engine runup complete, I waited. Traffic called at 5 miles on final on a practice IFR approach to the opposite runway. They waited. CHT rose to 237. I added a little throttle to help cool her down. It stabilized the temperature. I waited.

Finally, the approaching plane executed his missed and departed to the east. The Trainer took the runway and said his intentions were to depart to the east. I completed my checks and went to the hold short line. The trainer announced "Departure Leg" and I made my announcement to stay in the pattern. As I began my takeoff roll the trainer announce turning crosswind. What? OK, I took interval (gave him some extra space) and followed him on downwind. I gave him some additional space before turning base leg and was glad that I did when he announced full stop. He landed long. After landing I cleared the runway at the first exit and waited for him to taxi in front of me on the parallel taxiway. He went back to FBO. That was a lot of time spent on one circuit.

As we taxied to the approach end there was a Cessna in the runup area, another at the hold short line and a twin waiting on the nearby ramp. A Beechcraft had just turned base. We waited. My CHT was 208, no problem. The Beechcraft landed long, the Cessna announced his departure to the north. I asked if the twin was ready and he went next (I always try to defer to the big gas burners, Sally only burns about 1 gph  at idle.) The Cessna in the runup area didn't move so I went next. I practiced a maximum climb take off (Vx) and reached 700' agl by the end of the runway. 700' is my decision point for the "Impossible Turn". I announced crosswind and a Piper announced he was 5 miles out on a straight in. I left the throttle in as I turned downwind. I didn't see the Piper. I called base and the Piper had me in sight at 2 miles. Now I saw him. I announced I would go around. (3P's) Power, Pitch, Positive rate of climb. The rest of the pattern was normal, but still, it took me a lot of time for that next landing.

For the last one, I had the airport to myself. So I got 3 in, all felt good, and I had a chance to "play nice" with the other kids. It was a good warm-up for my situational awareness.

Decision Making

The Florida State Fair 2018

I made arrangements with the prospective student to do a Go/No Go weather check at 8:00am. I got up early to check the METARS and weather summaries for our proposed 10:00am flight. It was dense fog but forecast to clear to light scattered by the time we took off. I sent him an email that we were "Go". I walked out of the house and could hardly see across the street.  I wasn't sure if I made a good decision.

I arrived at the airport before 9:00am. Still dense fog, but I could hear an airplane engine. Moments later I heard the take off on RWY23 but never saw him. I remembered the tragic crash at the Bartow airport Christmas Eve. Similar conditions, fog so dense you couldn't see more than a few yards in front of you. I wonder if this pilot knew the risk he was taking. He made a very bad decision.

My student arrived on time. I apologized for not canceling but he was happy to be at the airport around planes. We went to the pilot's lounge and talked about goals. And then, we talked about weight. Light Sport is ruled by the 1320# maximum take-off weight limitation. He, Sally and I would be fine for taxi, but not for take-off, and any fuel in the tanks would put us way over the limit. He understood but still wanted to see the airplane. We went out to the hangar where I gave him my best "static display" presentation. I took him back to his car. Too bad, I would have enjoyed flying with him. This was a hard decision.

I always try to fly a "check flight" before flying with a new student. I want to make sure that Sally is seen in the best light, clean with all the systems working. So we took off on RWY23 and flew over the fair. Kathy and I attended last week and really enjoyed it. If you fly into KVDF it's only a few minutes away down Rt 301. Come on down! It would be a good decision.

Cracker Country at the State Fair.

Video Notes: Downtown