A Weather Check

I started the week with a full flight schedule. One flight would be a student's solo cross-country flight, the others were early familiarization flights leading up to landing pattern work. The first was cancelled for early morning thunderstorms. An unusual pattern for west central Florida, a high-pressure system in the Gulf was pushing warm moist air east forming cumulous clouds as the air mass crossed the beach. As the sun warmed the humid air the early morning clouds grew into thunder monsters that no pilot would want to play with.

The solo flight was cancelled. I decided to check to see if I could get the other students in before the monsters came ashore. The preflight went well, although it took a bit longer to "burp" Sally since she had been sitting in her hangar for a week. Oil was just shy of the full mark. The sumps were clean. Coolant was good.  I could see the bottoms of both tanks so I added 5 gallons of Mogas from Wawa to the pilot's side. She rolled easily out of the hangar.

Winds were light out of the south. The airport preferred runway was 23, but that was a long hot taxi from the south hangar. I decided to use runway 18 which was a short taxi to the run-up area. I actually had to wait for the oil temp to rise to 122F. Sally was running fine, all systems normal. It was 9:30am when we took off. The clouds to the west were already building.

We headed east to get out away from the airport environment.  The air was stable, no turbulence at 1500ft. Visibility was better than 10 miles with no clouds over the middle of the state. We turned north keeping the line of puffy white clouds to our left. I practiced some steep turns (turns out I needed the practice) as I watched the weather. The clouds were turning gray.

We headed back to the airport for landing practice. It was about 10:30am and I did two turns on RWY23 (each was very good) before changing over to RWY18 for my final landing of the day. The clouds were now dark and I could see showers nearby. I put Sally in the hangar. Kathy sent me a text reporting heavy showers at home.

This was definitely NOT student pilot weather. Maybe next week would be better.

Video Notes: Alone

Heavy Rain

We sat in the restaurant at Sebring. I had a really good BLT and he had the special of the day, a hamburger. As we finished we both started paying more attention to the weather. The puffy clouds were getting darker. He called for the weather brief and put it on the speaker. Typical afternoon Florida weather, "VFR was not advised."

We had lots of options. Most of the heavy stuff was north of KVDF moving south. Plant City and Lakeland were not options.  A few broken lines of cells were building to the south-west but I was sure we could get around them and if we needed to could get back into Venice.  Along the shoreline of Tampa Bay it was still clear and out along the gulf coast it was good. So Clearwater, Albert Whitted, and Peter O. Kight were all in play. (Sarasota was my "Ace in the Hole".)

The chart said it would take less than an hour of flight time to cover the 63 miles from SEF to VDF. Slight headwinds meant it might take a bit longer. We leveled off at 2000' and pushed the autopilot button to let Sally do the work while we discussed options. There was a dark wall of storms to the north clearly visible outside which matched the depiction on the Nexrad weather display. We would not go there. To the west, we could see thin isolated showers and the horizon through them. The south looked good and back to the east was still clear. We proceded on a west-north-westerly heading. It got darker.

There was a gap in the clouds slightly south of our track and we decided to take it. Clear blue skies were visible over the bay extending all the way to the gulf. But the track took us right over my "Nightmare Towers." He asked me for their height and I immediately responded "1650". We were at 2000' and saw the lights flashing on the towers as we passed north of them, Sally yelling "Obstacle" the whole time. It was still dark.

We started to turn the corner after passing I75. Rain to the right, sun to the left, we headed north to see if VDF was possible. AWOS told us that winds were from the south at 9G14 so I planned to go north of the field to set up for a long straight-in to RWY23. But once we had the field in sight we knew that plan wouldn't work. The storm was moving south and engulfed the northern edges of the airport. But RWY18 was still good. I announced an extended right base and made a no-flap landing as the rain started. It was a good landing.

We taxied to the hangar and waited for a moment before opening the canopy. When it let up we popped the canopy went into the hangar and waited for a while to allow the storm to pass. It was a good lesson.

BTW, wing lockers are not waterproof.

Section 5

The POH for Sally doesn't have a lot of information on performance. It provides data "that has been computed from actual flight tests in good conditions using average piloting techniques."

For Sally, the book says the takeoff run is 463' for concrete, 702' for grass. Landing distance is 1188' for concrete, 1109' for grass. The rate of climb (Vy) is 825fpm. But what if conditions are different than "good"?

Since aircraft engines combine air and fuel in their pursuit of power, air with lower density leads to less power. Airfoils also use air pressure for lift, so wings and propellers don’t work as well with air that is less dense. The result is that as temperature and altitude increase, performance decreases—sometimes at an alarming rate. Density altitude accounts for these factors and establishes a theoretical altitude at which the airplane performs. A Rule of Thumb is to increase takeoff distance 100' for every 1000' of density altitude. (It might be a good idea to listen to the ENTIRE ATIS/AWOS report.)  Have you heard of a Koch Chart?

The Start of the Journey

Departing Tampa Executive to the East

I sat in the FBO waiting for my next student to arrive. Sally was out on the ramp as a King Air taxied in and parked right next to her. After the passengers deplaned the pilots came out to do a walk around, each taking their own side. After checking the port outboard wing, the pilot looked over at Sally and did a walk around her. Ramp appeal.

They come from different backgrounds and experiences. Usually, they have some aviation knowledge. I have to guard myself against boring them with too much basic information. For some, this is the first time in a small General Aviation airplane. "Small" was considered to be the twin-engine commuter they took on one leg of a long commercial flight. They have never flown RC models as kids or watched "Twelve O'clock High" on TV. I have to guard against throwing too many acronyms or make assumptions when using common terminology.

The Discovery Flight is the start of the journey to getting a pilot's license. I brief each client that it is their opportunity to see if they like it. If they like Sally, if they like me and if they can see themselves doing this. It is also their opportunity to walk away. So far, no one has walked away.

Last month I got a call from Ira. He is on a mission to fly as many different aircraft types as possible and wanted to know if I could help him. I said sure and asked if he had a C R U Z in his logbook. He said no, so I boasted that it would go to the top of his list. He paused for just an instant and explained that he had flown a P51. OK. So I explained that we would call it a Discovery Flight and it would cost $50. "...and how much to rent the plane?" he asked. I said no charge, that it was my way to entice people to get into General Aviation. "Should I charge more?" I asked. "Not until after you've flown with me," he said.

He was a "snowbird" and the wet weather continued until it was time for him to travel back north. Maybe next season.

Video Notes: Sonja
Leo

Unusual Florida Weather

Alberto: a subtropical system that spawned in the Gulf of Mexico and traveled north staying about 100 miles off the Tampa coast. Winds reached about 65 mph. Not much of an event except for one thing: RAIN. The eastern side of this system sucked warm moist air from the gulf and deposited rain all across the Florida peninsula. It must have triggered a weather pattern. We were grounded for 3 solid weeks. Lakeland reported the wettest month of May in history.

While waiting I decided to have some maintenance done on my LightSpeed Zulu headset. I like this headset but after 7 years it was starting to show age. I learned that for a very reasonable fee the company would refurbish the unit. If I had a Zulu 2 they would upgrade to a Zulu 3, but mine was older than that so I just got it reconditioned. GREAT! customer service, I would advise anyone to get this done.

I got a call from a prospective client about starting his training for his Sport Pilot Certificate. We waited for the weather to change. When I checked the maps yesterday it was marginal. Foggy mist in the early morning followed by a 60% chance of strong convective rain and thunderstorms in the afternoon. But there was a gap, a small possibility of mid-morning fair weather that might work. I asked him to meet me at the FBO at 9:00am EDT.

I did a thorough preflight on Sally the day before, noting that she could use a good cleaning. Mechanically she was sound, cosmetically she had killed a lot of lovebugs on the previous flight and needed the remains to be cleaned off the leading surfaces. She would go "as is". I burped her again for this flight and sumped the fuel. Next, I pulled her out of the hangar and attached the cameras. I enjoyed the brief taxi over to the FBO. Bruce was waiting for me.

We discussed what a Discovery Flight is, what he should expect and some basic instructions for the flight. I told him just a bit about Sally as we walked to the airplane, then instructed him how to get in and adjust the straps. I adjusted the rudder pedals and made sure he was comfortable before I got in. I suggested his polarized sunglasses might now work with the LCD displays. After a basic brief, we taxied out to RWY23 for takeoff.

The flight went well. We had to avoid some scud and a few scattered clouds at 1,000ft but the air was smooth. We accomplished what we needed and returned home. We are both ready for the next flight, weather permitting.

June 1st is the start of Hurricane season.

Video Notes: Discovery Flight

Prepare for Emergencies

We have been enjoying great weather in Florida. Unusually low humidity with temperatures starting in the mid-60s before reaching 90 in the hot part of the afternoon. Wonderful flying weather (except for the "Lovebugs").

After the preflight, I asked Bruce to program the GPS with a short round robin to include KPCM - KZPH then back to KVDF. He asked to substitute X39 for Zephyrhills due to the traffic we've encountered there. I told him not to worry as we would never get there.

1. IMC: After take-off, I asked him to climb to 2,500' and engage the autopilot. I simulated Tampa Departure for him to get Flight Following. At Plant City, Sally turned to a track of 007 to go to KZPH. I told him that we would simulate inadvertent flight into IMC and asked him to put on the "Foggles". He then pressed and held the autopilot button to have Sally execute a 180 to escape the clouds. Next, we disconnected the autopilot so that he could perform basic airwork maneuvers "under the hood".
2. PPEL: After removing the "Foggles" we resumed our trip to KZPH. At 2500' I simulated fluctuating oil pressure and told him I felt engine vibration. He maneuvered the airplane to hit "High Key" over RWY10 at Plant City. "Low Key" was a little tight in and he carried too much energy onto final but we agreed we could have made the landing.
3. Fire: We departed KPCM to the north climbing back up to 2,500' en route to KZPH. Once settled in I said I smelled simulated smoke and then complained about simulate heat on my legs. As he started the procedures I said I saw simulated flames and that we had a simulated engine fire. Aviate, Navigate, Communicate, Checklist. We would have made that field.
4. Diversion: Back up to 2,500' again going to KZPH. I told him there was a simulated emergency at our destination and we had to divert. He used the 696 to pick the airport (X39) and set up the autopilot to go direct.
5. Loss of power in the pattern: Once comfortable, I said let's go home. As we approached abeam the numbers I told him we had a simulated engine failure. (Sally was having a simulated bad day.) We would have made the landing but I had him execute a "go around".
6. Normal Landing: I told him I was done "simulating" and that this would be a normal landing.  We were number 2 behind a Cessna but didn't spot him. The other plane called base, still no joy. Finally, way out in front, we saw him. Good headwork and corrections for a very long final. I guess there is just no such thing as a normal landing.

Turf - Airport Manatee

Xctry - 2: PRACTICE CROSS COUNTRY FLIGHT

•REVIEW LESSON ITEMS: Obtaining a weather briefing; planning a cross-country flight; preparing a flight log; airspace review; pilotage; dead reckoning; emergency procedures; lost procedures; communication procedures.
•NEW LESSON ITEMS: GPS/Radio Navigation; Diversions; Short/Soft field takeoffs and landings; FSS/Flight Watch; Flight Following.
•COMPLETION STANDARDS: The lesson will have been successfully completed when the student: can successfully plan and fly a cross country flight using pilotage, ded reckoning, and GPS/Radio Navigation; recognizes the need for, and makes timely course corrections; recognizes deteriorating weather, and/or weather forecasts not holding true; demonstrates awareness of the need for timely diversions if necessary; demonstrates awareness of proper emergency procedures, to include a landing after a simulated engine failure; demonstrates proper lost procedures; demonstrates short and soft field take off and landings; demonstrates knowledge of how to contact FSS/Flight Watch; demonstrates how to obtain flight following; uses appropriate radio communication techniques.

What did we Accomplish?

1. Review sectional chart. Review soft field/short field takeoff procedures.
2. Discuss cross-country planning.
3. Preflight airplane.
4. Ground procedures, taxi, run-up, discuss CHT and cooling options, takeoff and departure procedures.
5. Use of checklists.
6. Ground reference navigation.
7. GPS setup and Direct To procedures. Using the GPS as a database for airport information. Tuning radio while flying airplane in light turbulence.
8. Entry procedures.
9. Set up at an airport without customary ground reference markings.
10. Landing on grass.
11. Soft field takeoff technique.
12. Discuss stabilized approach and use of "Go Around".
13. Departure, checklists, and navigation.
14. Demonstration and use of the autopilot. Discussion of modes, use of heading bug. Use of altitude bug. Annunciations.
15. Entry options at home field.
16. Short field takeoff technique.
17. No flap landing.
18. Return to hangar, postflight, debrief.

It was a beautiful day to fly. We took off before the summer heat started to rise and the afternoon cumulous clouds had formed. But the air was bumpy. We wanted to stay low, below the 1200' shelf of the Tampa Class B, so we put up with the ground convection of the rising warm air. It gave Bruce a challenge tuning the radios. Sally was busy squawking "Obstacle" as we flew past the dozen cell phone towers along the route.

I love landing on grass. 48x sits on the southeastern edge of Tampa Bay and I enjoyed looking at the Sunshine Skyway bridge as we made our turns in the pattern. We took our time and enjoyed the day.

When you're lined up with the runway, you want to smoothly add full power, as well as back pressure on the yoke (many airplanes suggest full back pressure initially, but again, it depends on your plane). This does two things: 1) it reduces the weight on your nosewheel, and the stress it receives from the soft/rough field, and 2) it allows you to lift off as soon as possible. 

During the takeoff roll, your nose wheel will lift of first. As it comes off the ground, you want to start reducing back pressure slightly on the yoke to prevent your plane from lifting off too aggressively. As you slowly reduce back-pressure, you want to try to maintain the same nose-high attitude throughout the takeoff roll, and let the airplane fly itself off the runway.

 As you lift off the runway, you need to keep in mind one very important thing:

Ground Effect.

The trip home was uneventful.

Video Notes: Softy