May 27, 2010
Matt and I crammed in a lot of things into today's lesson. We met early and went out to the Cessna. I had a million questions about airplane systems and aerodynamics. The more training I get, the more I realize how a pilot needs to be a mechanic, a meteorologist, and in a way a physicist combined. There's so many factors to take into consideration when flying, and sometimes it can definitely get overwhelming.
We departed from our airport and flew out to Alton, which is a Class D airport. I needed to gain some confidence working with ATC, so Matt and I did two landings together. He let me do all the of radio communications so that I could learn from my mistakes. At ten miles out, I contacted the tower and informed them of my location and that I was inbound to land. I received the clearance and made our first landing. Our second time around, Matt contacted the tower and asked if they would allow him to get out of the plane after landing, so that I could do my three solo full-stop landings that are required. They gave him the ok, and after touchdown I took him to the ramp where he got out and sent me on my way.
After receiving the clearance to taxi, then to takeoff, I was up at pattern altitude before I knew it. I was quickly on final for runway 11. The landing was surprisingly beautiful! I came to a full stop, configured the plane for takeoff, applied full power and began my climb. The second landing I fell into my bad habit of flaring the plane too soon, causing a semi hard (but safe) landing. The third time around, ATC told me that I needed to extend my downwind leg an extra half mile to allow time for the departing aircraft. I repeated the instructions back to ATC and did as I was told. The landing went no better than the second and I think it was in part because the runway width is greater than the runways at my airport, causing me to judge my distance slightly wrong. Afterward, I taxied back and picked up Matt.
Once back to our airport, Matt wanted me to make a crosswind landing onto runway 18. Instead of entering the pattern, we did a straight-in landing. Needless to say, I did horribly and I'm rather embarrassed about it. My altitude was way too high and didn't add full flaps until I was on short final. My airspeed was still too fast and I was continuously dealing with the crosswinds. I considered doing a slip, but I got mixed up on which direction to slip the plane, so I decided against it. I also had the nose down and was descending rapidly, causing the airspeed to increase. That was one of the last things I wanted to happen because it'll make for a rough landing or I may run right off the runway. Right before touching down, Matt had me do a go-around. When Matt tells me to do a go-around, I know I did something wrong, and this time I was aware of it.
He explained the problems and told me that this time I needed to keep the power at roughly 2200rpm instead of decreasing it to 1500 and to maintain pattern altitude. He would let me know when to decrease power and was setting me up for another really high final approach. Once we were on the final leg, he walked me through the process of adding flaps, airspeed management, helping me out with a slip, more attention to speed, correcting for the crosswind, and getting me onto the correct glide path. The landing went well but I was definitely flustered. We taxied back to the ramp and called it a day.
I have mixed emotions about today's lesson. I feel good about the tower work, but still completely ashamed of my bad decision making at the end. Don't get me wrong though, I know that landing provided a new situation that I had not dealt with yet, but I still know better as to when to call a go-around.
My next time in the air will be all solo work. I'm looking forward to it :)
Flight Log to Date
Hours flown: 56.2
Friday, May 27, 2011
Tuesday, May 24, 2011
Flying Solo
May 24, 2011
Matt and I got lucky today. The severe weather held off and we were able to get a lesson in. The winds were light and it was warm and sunny.
The Cessna 152 that I have been training in was unavailable, so we went up in the other 152. I have not flown that one, but it didn't take long to get used to it. We stayed in the pattern all day and worked on landings. The first three went pretty good. Then the fourth time around we did a simulated engine failure.
After landing, we agreed that I was ready to do my first solo in the Cessna. We parked the plane back at the ramp and Matt went inside to get a handheld radio so that we could communicate if needed. He rode a golf cart out to the runway, while I taxied the plane to runway 18. I went through my run-up and was set to go. I lined up on the centerline of the runway, applied full power, and began climbing out. After flying the pattern around, I was ready for my first solo landing. I was a bit too high and almost decided to do a go-around, but I realized that I could still add more flaps, had plenty of runway, and could still do a slip if I needed. Needless to say, I made it down and was quite proud of the landing.
Matt said that from his view on the ground, the second landing was the best. I was a little surprised because I thought I ballooned slightly. It was still a good landing though, I agreed. The third landing was pretty uneventful. I then taxied back to the ramp and parked the plane.
Soloing today was definitely not the same as that "first solo" but it still felt pretty good. Our next lesson will be spent working with a nearby towered airport. I'm really looking forward to it.
Matt and I got lucky today. The severe weather held off and we were able to get a lesson in. The winds were light and it was warm and sunny.
The Cessna 152 that I have been training in was unavailable, so we went up in the other 152. I have not flown that one, but it didn't take long to get used to it. We stayed in the pattern all day and worked on landings. The first three went pretty good. Then the fourth time around we did a simulated engine failure.
After landing, we agreed that I was ready to do my first solo in the Cessna. We parked the plane back at the ramp and Matt went inside to get a handheld radio so that we could communicate if needed. He rode a golf cart out to the runway, while I taxied the plane to runway 18. I went through my run-up and was set to go. I lined up on the centerline of the runway, applied full power, and began climbing out. After flying the pattern around, I was ready for my first solo landing. I was a bit too high and almost decided to do a go-around, but I realized that I could still add more flaps, had plenty of runway, and could still do a slip if I needed. Needless to say, I made it down and was quite proud of the landing.
Matt said that from his view on the ground, the second landing was the best. I was a little surprised because I thought I ballooned slightly. It was still a good landing though, I agreed. The third landing was pretty uneventful. I then taxied back to the ramp and parked the plane.
Soloing today was definitely not the same as that "first solo" but it still felt pretty good. Our next lesson will be spent working with a nearby towered airport. I'm really looking forward to it.
Sunday, May 22, 2011
Pattern Work
May 22, 2011
Today Matt and I had originally planned on going to Alton to get more practice with the tower, but we both agreed that it was too windy. Instead we stayed at our airport and focused on landings. What made this day so fun and challenging was the wind. The weather report indicated the winds were from the south gusting at 20-25 knots. I think the most I have ever flown in was 18 knots of gusts in the light sport airplane.
The first few landings were alright. Matt was still talking me through them. Then around the fifth landing, he helped me out with the controls and something clicked. I'm not sure why, but now everything made sense. We did about four more landings and they were all better than the first group. The winds definitely kept it interesting, but I didn't let it bother me. One thing I focused on too much was my airspeed on short final. I kept getting concerned that I was going to let my airspeed get too slow, when in reality I was just fine and should've been watching the runway to judge my landing. To help me out, Matt covered the airspeed indicator to force me to look at the runway. That made quite the difference and I'm glad he did that.
As we were taxiing back to the ramp, we came up on Runway 9. Shortly after crossing the hold short line, Matt asked me if I wanted to do a crosswind takeoff and landing. I jumped at the opportunity, especially since I've never done crosswind practice with winds that strong. The takeoff went pretty well. Once airborne, you could really see the wind trying to push us. After turning onto final, I had to crab into the wind pretty drastically in order to remain flying straight. Matt talked me through it but let me do most of the landing. It felt like a pretty decent landing, I was happy with it.
Matt and I plan on flying again a couple times this week. Our goal is to have me solo, then maybe have me fly to Alton myself to do my three solo landings at a towered airport. Hopefully the weather will cooperate!
Today Matt and I had originally planned on going to Alton to get more practice with the tower, but we both agreed that it was too windy. Instead we stayed at our airport and focused on landings. What made this day so fun and challenging was the wind. The weather report indicated the winds were from the south gusting at 20-25 knots. I think the most I have ever flown in was 18 knots of gusts in the light sport airplane.
The first few landings were alright. Matt was still talking me through them. Then around the fifth landing, he helped me out with the controls and something clicked. I'm not sure why, but now everything made sense. We did about four more landings and they were all better than the first group. The winds definitely kept it interesting, but I didn't let it bother me. One thing I focused on too much was my airspeed on short final. I kept getting concerned that I was going to let my airspeed get too slow, when in reality I was just fine and should've been watching the runway to judge my landing. To help me out, Matt covered the airspeed indicator to force me to look at the runway. That made quite the difference and I'm glad he did that.
As we were taxiing back to the ramp, we came up on Runway 9. Shortly after crossing the hold short line, Matt asked me if I wanted to do a crosswind takeoff and landing. I jumped at the opportunity, especially since I've never done crosswind practice with winds that strong. The takeoff went pretty well. Once airborne, you could really see the wind trying to push us. After turning onto final, I had to crab into the wind pretty drastically in order to remain flying straight. Matt talked me through it but let me do most of the landing. It felt like a pretty decent landing, I was happy with it.
Matt and I plan on flying again a couple times this week. Our goal is to have me solo, then maybe have me fly to Alton myself to do my three solo landings at a towered airport. Hopefully the weather will cooperate!
Tuesday, May 17, 2011
Extra Practice
May 16, 2011
Eric and I flew together today. My regular instructor was out of town with work, so he asked me to work on a few different things with Eric to get me closer to checkride standards. The weather for the day was beautiful; sunny and 60 degrees, but the winds were blowing from the north at about 11 knots, and at times gusting to (I think) 17 knots.
One of the things Matt asked us to work on was maneuvers. I've not done any in the Cessna yet, so Eric said it would be a good day to cover ground reference maneuvers (turns around a point and s-turns), stalls, and steep turns. We started with steep turns, which went ok, then we moved on to stalls. I told Eric beforehand that stalls have always made me nervous, but since one particular stall in the Remos, I've gone from just nervous to afraid of them. He assured me that the Cessna is much more gentle, and that a lot of people fear stalls in the Remos. We entered slow flight, then pitched the nose up and waited for the stall. Eric was completely right, we stalled the airplane and I didn't even notice it, which caused us go into a secondary stall. Afterward, I told him that I could totally handle stalls in the Cessna. I was feeling much better. We then did a power on stall, and shortly after I asked a question about spins, which lead into the next thing he showed me...
No we didn't do an actual spin, but he did show me some rotation. He put us in a steep decent and turned to the left to give me an idea of what a spin is like and how the airplane reacts. He showed me the relationship between speed and the tightness of the spiral. Although he had the controls, he told me to keep my feet on the rudders. At one point, I think he let go of the controls and had me apply right rudder only. Sure enough, the airplane fixed itself. Unbelievable! I greatly appreciate Eric showing me the stalls and the rotations. I can now say that I'm over my fear of stalls and I think I'm ready to ask Matt to show me spins. (Dad, if you're reading this, please do not freak out about the spins. I'll be ok, I'm in good hands). The ground reference maneuvers were quick and easy, so I have nothing to report there.
Eric and I then moved onto instrument work. Our main focus this time was unusual attitudes. I was a little ahead of the game because Matt showed this to me during my Sport training. The difference this time was that I was wearing the foggles and couldn't look outside, and I was in a different airplane. Eric took the controls and began flying in a hundred different directions to throw my equilibrium off. I had a pretty good laugh during the first time when he made a fast movement, and my whole body lifted off the seat. I guess I need to tighten my safety belt! I did really good with the recovery of the plane.
The last thing we did was practice a couple landings. It was definitely more challenging because of the gusts. None of the landings were beautiful, but they were safe. It was a good day to practice the landings because we had thermals and the wind gusts. You never knew what was going to happen, until it did.
I'll be flying with Matt again this weekend and really looking forward to it. The airport is also having a Pancake Breakfast and Bomb Drop Competition this weekend as well. Although I'm not participating, I plan on helping out with the activities. It should be fun!
Eric and I flew together today. My regular instructor was out of town with work, so he asked me to work on a few different things with Eric to get me closer to checkride standards. The weather for the day was beautiful; sunny and 60 degrees, but the winds were blowing from the north at about 11 knots, and at times gusting to (I think) 17 knots.
One of the things Matt asked us to work on was maneuvers. I've not done any in the Cessna yet, so Eric said it would be a good day to cover ground reference maneuvers (turns around a point and s-turns), stalls, and steep turns. We started with steep turns, which went ok, then we moved on to stalls. I told Eric beforehand that stalls have always made me nervous, but since one particular stall in the Remos, I've gone from just nervous to afraid of them. He assured me that the Cessna is much more gentle, and that a lot of people fear stalls in the Remos. We entered slow flight, then pitched the nose up and waited for the stall. Eric was completely right, we stalled the airplane and I didn't even notice it, which caused us go into a secondary stall. Afterward, I told him that I could totally handle stalls in the Cessna. I was feeling much better. We then did a power on stall, and shortly after I asked a question about spins, which lead into the next thing he showed me...
No we didn't do an actual spin, but he did show me some rotation. He put us in a steep decent and turned to the left to give me an idea of what a spin is like and how the airplane reacts. He showed me the relationship between speed and the tightness of the spiral. Although he had the controls, he told me to keep my feet on the rudders. At one point, I think he let go of the controls and had me apply right rudder only. Sure enough, the airplane fixed itself. Unbelievable! I greatly appreciate Eric showing me the stalls and the rotations. I can now say that I'm over my fear of stalls and I think I'm ready to ask Matt to show me spins. (Dad, if you're reading this, please do not freak out about the spins. I'll be ok, I'm in good hands). The ground reference maneuvers were quick and easy, so I have nothing to report there.
Eric and I then moved onto instrument work. Our main focus this time was unusual attitudes. I was a little ahead of the game because Matt showed this to me during my Sport training. The difference this time was that I was wearing the foggles and couldn't look outside, and I was in a different airplane. Eric took the controls and began flying in a hundred different directions to throw my equilibrium off. I had a pretty good laugh during the first time when he made a fast movement, and my whole body lifted off the seat. I guess I need to tighten my safety belt! I did really good with the recovery of the plane.
The last thing we did was practice a couple landings. It was definitely more challenging because of the gusts. None of the landings were beautiful, but they were safe. It was a good day to practice the landings because we had thermals and the wind gusts. You never knew what was going to happen, until it did.
I'll be flying with Matt again this weekend and really looking forward to it. The airport is also having a Pancake Breakfast and Bomb Drop Competition this weekend as well. Although I'm not participating, I plan on helping out with the activities. It should be fun!
Sunday, May 8, 2011
Night Cross Country
May 7, 2011
Tonight was incredible. I have been looking forward to this cross country for a few weeks now and it was better than I could have imagined. The sky was mostly clear and the moon phase was waxing crescent, making it pretty dark. You could see the lights from small cities from miles away. It was simply gorgeous.
Matt and I departed the airport around 8:30pm and got on course for Springfield, IL. Once we were about 30 miles out, we tuned into the weather and airport information frequency. At 20 miles out I made my initial call, "Springfield, Cessna 757SW about 20 miles to the southwest, inbound, with information alpha." The tower then told me to enter left base for Runway 31. After landing, we parked the plane at one of the FBOs and went inside for a restroom break and to grab a quick drink of water. Once back in the plane, I contacted them and told them that I was ready to taxi to the runway and what course heading and altitude I wanted. They gave me the clearance to taxi to the runway, and after arriving, I stopped and made another call, "Cessna 757SW, holding short of 31, ready for takeoff." Shortly thereafter, I received my clearance and we were on our way.
Next stop, Lambert International Airport in St. Louis, MO. I never imagined that someday I'd have the opportunity to fly into Lambert, as a pilot. It was very similar to Springfield, but with more traffic, and a bit more radio communication between me and the tower. Thankfully I had Matt to help me out. I informed the controller that I wanted to do three touch-and-go's before heading home. He assigned me to Runway 29 and cleared me for the option. I basically had the area to myself and could do as I please. One thing that surprised me was how difficult it was to see the runway until you were basically on top of it. My first landing was pretty good. The runways were huge! After touchdown, I quickly prepared the plane for takeoff and applied full power and began my climb. The tower then contacted me that I was clear to land on 29 again and also cleared for the option. I repeated the instructions back and followed the pattern around. By this point, I could hear ATC directing commercial planes. It was pretty exciting to be flying with "the big guys." Our second landing was also successful, as was the third. I then notified the tower that I was finished and was ready to head back to St. Charles. I received the clearance, then headed on our route.
The hardest part for me with everything was just remembering what they told me to do, then knowing what repeat back to them. There was a lot more conversation between me and them than I mentioned here. I just have to remember that they're human too, and we all have to start somewhere. It will come with practice, and I feel confident that I can handle it.
The landing back at my airport was beautiful. I have been waiting for a landing that nice. We then parked the plane, tied it down and went inside.
The whole trip took 2 1/2 hours, so we didn't get back until 11pm. I'm usually in bed by 9pm because of work, so I was getting tired, but the rush of everything kept me wide awake. I laid in bed for two hours before falling asleep, then woke up 5 1/2 hours later because I apparently still had a racing mind. Now that it's the morning after the flight, I'm feeling accomplished, confident, and even more excited for what my future training will bring.
Flight Log to Date
Hours flown: 51.2
Tonight was incredible. I have been looking forward to this cross country for a few weeks now and it was better than I could have imagined. The sky was mostly clear and the moon phase was waxing crescent, making it pretty dark. You could see the lights from small cities from miles away. It was simply gorgeous.
Matt and I departed the airport around 8:30pm and got on course for Springfield, IL. Once we were about 30 miles out, we tuned into the weather and airport information frequency. At 20 miles out I made my initial call, "Springfield, Cessna 757SW about 20 miles to the southwest, inbound, with information alpha." The tower then told me to enter left base for Runway 31. After landing, we parked the plane at one of the FBOs and went inside for a restroom break and to grab a quick drink of water. Once back in the plane, I contacted them and told them that I was ready to taxi to the runway and what course heading and altitude I wanted. They gave me the clearance to taxi to the runway, and after arriving, I stopped and made another call, "Cessna 757SW, holding short of 31, ready for takeoff." Shortly thereafter, I received my clearance and we were on our way.
Next stop, Lambert International Airport in St. Louis, MO. I never imagined that someday I'd have the opportunity to fly into Lambert, as a pilot. It was very similar to Springfield, but with more traffic, and a bit more radio communication between me and the tower. Thankfully I had Matt to help me out. I informed the controller that I wanted to do three touch-and-go's before heading home. He assigned me to Runway 29 and cleared me for the option. I basically had the area to myself and could do as I please. One thing that surprised me was how difficult it was to see the runway until you were basically on top of it. My first landing was pretty good. The runways were huge! After touchdown, I quickly prepared the plane for takeoff and applied full power and began my climb. The tower then contacted me that I was clear to land on 29 again and also cleared for the option. I repeated the instructions back and followed the pattern around. By this point, I could hear ATC directing commercial planes. It was pretty exciting to be flying with "the big guys." Our second landing was also successful, as was the third. I then notified the tower that I was finished and was ready to head back to St. Charles. I received the clearance, then headed on our route.
The hardest part for me with everything was just remembering what they told me to do, then knowing what repeat back to them. There was a lot more conversation between me and them than I mentioned here. I just have to remember that they're human too, and we all have to start somewhere. It will come with practice, and I feel confident that I can handle it.
The landing back at my airport was beautiful. I have been waiting for a landing that nice. We then parked the plane, tied it down and went inside.
The whole trip took 2 1/2 hours, so we didn't get back until 11pm. I'm usually in bed by 9pm because of work, so I was getting tired, but the rush of everything kept me wide awake. I laid in bed for two hours before falling asleep, then woke up 5 1/2 hours later because I apparently still had a racing mind. Now that it's the morning after the flight, I'm feeling accomplished, confident, and even more excited for what my future training will bring.
Flight Log to Date
Hours flown: 51.2
Wednesday, May 4, 2011
1st Towered Airport!
May 4, 2011
Flying today was pretty exciting. I went with Eric because Matt had a last minute schedule change. I told Eric my goal today was to land the Cessna without any assistance. I also wanted to work on some instrument stuff, and I wanted us to simulate going into a controlled airport so that I was better prepared for this weekends cross country. When I mentioned it, he said instead of just simulating it, we could go do it for real. Of course I was all for that idea!
We departed Runway 18 and headed north. We practiced instrument stuff for about 20-25 minutes. He also showed me the compass errors before turning on course for the controlled airport we were going to. After taking off the foggles that I use for instrument training, we tuned into the the airport's ATIS (Automated Terminal Information System) frequency to get the weather and any pertinent pilot information. Once were were 10 miles out, I made my first radio call, "St. Louis Regional, Cessna 757SW (SierraWhiskey), 10 miles to the west inbound to land with Information Delta." Shortly following, the tower contacted me and gave me my set of instructions. I was to make a straight in landing for Runway 11, and I was clear to land. I repeated my instructions and continued on my course. The landing went well. The Runways there are much wider than what I'm used to, so it made it feel like we were lower than we really were. Once we came to a stop, we got instructions from the tower to taxi onto a specific taxiway, cross a specific runway, and continue taxiing to Runway 11 and hold short. I prepared the plane for takeoff, then contacted the tower, "Cessna 757SW, holding short of 11, ready for departure." At that point they gave me the clearance to takeoff and turn onto my desired course. Once were five miles out, ATC contacted us again to notify us of another airplane seven miles straight ahead and that we could now switch to our choice of radio frequency. That was our last contact with the tower.
We arrived back at our airport and made a landing on Runway 9. We had a little bit of time left so we went again. That landing wasn't near as nice. I misjudged the flair, and when I finally touched down I applied the brakes too soon. That caused it to land on one tire, instead of both, and I almost wheelbarrowed. I was a bit disappointed, but Eric said it was ok.
After turning the airplane off, Eric gave me some tips to help make my landings better. I told him that I was beginning to feel like I was behind. I keep comparing my performance to how I did when I got checked out in the Remos. He said that was like comparing apples and oranges. They are two completely different airplanes, and told me I was actually doing pretty good. He stated that if I were his student, he would've signed off today for me to solo the plane. That definitely made me feel better, but I still think I could be doing better. Nonetheless, today was fantastic and I learned a lot.
Flying today was pretty exciting. I went with Eric because Matt had a last minute schedule change. I told Eric my goal today was to land the Cessna without any assistance. I also wanted to work on some instrument stuff, and I wanted us to simulate going into a controlled airport so that I was better prepared for this weekends cross country. When I mentioned it, he said instead of just simulating it, we could go do it for real. Of course I was all for that idea!
We departed Runway 18 and headed north. We practiced instrument stuff for about 20-25 minutes. He also showed me the compass errors before turning on course for the controlled airport we were going to. After taking off the foggles that I use for instrument training, we tuned into the the airport's ATIS (Automated Terminal Information System) frequency to get the weather and any pertinent pilot information. Once were were 10 miles out, I made my first radio call, "St. Louis Regional, Cessna 757SW (SierraWhiskey), 10 miles to the west inbound to land with Information Delta." Shortly following, the tower contacted me and gave me my set of instructions. I was to make a straight in landing for Runway 11, and I was clear to land. I repeated my instructions and continued on my course. The landing went well. The Runways there are much wider than what I'm used to, so it made it feel like we were lower than we really were. Once we came to a stop, we got instructions from the tower to taxi onto a specific taxiway, cross a specific runway, and continue taxiing to Runway 11 and hold short. I prepared the plane for takeoff, then contacted the tower, "Cessna 757SW, holding short of 11, ready for departure." At that point they gave me the clearance to takeoff and turn onto my desired course. Once were five miles out, ATC contacted us again to notify us of another airplane seven miles straight ahead and that we could now switch to our choice of radio frequency. That was our last contact with the tower.
We arrived back at our airport and made a landing on Runway 9. We had a little bit of time left so we went again. That landing wasn't near as nice. I misjudged the flair, and when I finally touched down I applied the brakes too soon. That caused it to land on one tire, instead of both, and I almost wheelbarrowed. I was a bit disappointed, but Eric said it was ok.
After turning the airplane off, Eric gave me some tips to help make my landings better. I told him that I was beginning to feel like I was behind. I keep comparing my performance to how I did when I got checked out in the Remos. He said that was like comparing apples and oranges. They are two completely different airplanes, and told me I was actually doing pretty good. He stated that if I were his student, he would've signed off today for me to solo the plane. That definitely made me feel better, but I still think I could be doing better. Nonetheless, today was fantastic and I learned a lot.
Monday, May 2, 2011
Night Flying
May 1, 2011
Tonight was a night of several firsts. Matt and I met at 7pm. It was raining lightly so I decided to do the preflight inspection before the rain picked up. We then discussed night flying for an hour or so. Afterward, we headed out to the plane and taxied out to Runway 36. I've never really been around an airport at night before, and have never been in an airplane at night. Right before takeoff I start getting really excited. We lift off and head out north to the practice area. Because of the rain, we ran into some low clouds and thick haze. I have never flown through or above clouds, or in rain as a pilot either. That certainly made it even more exciting. I wish I could have had a better opportunity to actually see the towns all lit up, but the weather made it a bit difficult. We could see the bigger towns, but the smaller ones weren't as visible. Nonetheless, it was still pretty neat and it gave me some extra real life instrument flying practice, even though we were still technically flying VFR.
After heading back to the airport, we set up to land. I've been told landing at night is a lot different than landing in daylight. The first landing went pretty well, considering I forgot to turn the landing light on... The next four landings were also pretty decent. I think only one of the total five landings, I misjudged my distance and almost (or maybe I did) stalled the airplane during the flare. Matt and I quickly worked through it and safely put the airplane down.
After taxing back to the ramp, Matt parked the plane then taught me how to tie down the plane. The rope knots are easier to tie than I was expecting.
Everything at night is different. It was a wonderful experience and I'm definitely looking forward to our night cross country coming up. Hopefully it's not raining this time.
Tonight was a night of several firsts. Matt and I met at 7pm. It was raining lightly so I decided to do the preflight inspection before the rain picked up. We then discussed night flying for an hour or so. Afterward, we headed out to the plane and taxied out to Runway 36. I've never really been around an airport at night before, and have never been in an airplane at night. Right before takeoff I start getting really excited. We lift off and head out north to the practice area. Because of the rain, we ran into some low clouds and thick haze. I have never flown through or above clouds, or in rain as a pilot either. That certainly made it even more exciting. I wish I could have had a better opportunity to actually see the towns all lit up, but the weather made it a bit difficult. We could see the bigger towns, but the smaller ones weren't as visible. Nonetheless, it was still pretty neat and it gave me some extra real life instrument flying practice, even though we were still technically flying VFR.
After heading back to the airport, we set up to land. I've been told landing at night is a lot different than landing in daylight. The first landing went pretty well, considering I forgot to turn the landing light on... The next four landings were also pretty decent. I think only one of the total five landings, I misjudged my distance and almost (or maybe I did) stalled the airplane during the flare. Matt and I quickly worked through it and safely put the airplane down.
After taxing back to the ramp, Matt parked the plane then taught me how to tie down the plane. The rope knots are easier to tie than I was expecting.
Everything at night is different. It was a wonderful experience and I'm definitely looking forward to our night cross country coming up. Hopefully it's not raining this time.
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