June 22, 2011
I'm always looking for a challenge, and today I got one. The winds were mostly out of the west and peaked at 26 knots, gusting to 30kts. The airport was empty since all other students canceled, so Matt and I had it to ourselves. I asked him what we were going to work on today and he said it was too windy to get much out of doing maneuvers or instrument stuff. Instead, he said it would be a good day to do some crosswind landings.
Instead of taking off from the preferred runway 27, we used runway 18. After leaving the runway, we had to crab into the wind significantly to remain flying straight. As you're on the downwind, base and final legs of the pattern, you have certain speeds to keep and today made that much more difficult. Coming into land was a challenge. We're already crabbing into the wind to remain straight, but then on short final we had to add full left rudder (or just enough to line up with the centerline) and turn the ailerons into the wind (in this case, to the right). With the winds being so strong, this felt very uncomfortable. With the help from Matt, the landing was pretty decent.
We did a couple more landings, then Matt decided to change it up a little bit. He asked me to make a crosswind landing without using flaps. I've done this once for a normal landing in a different airplane, so I kind of knew what to expect. It sounds a bit complicated because normally you add 10 degrees of flaps on downwind, then 20 on base and full flaps on final if needed, but doing a no flap landing really teaches you how to use pitch and power to get the speed and altitude you want. The landing went well.
We then went back to runway 18, and after takeoff he had me do a right pattern to come in for runway 9. He wanted me to see what an extreme tailwind landing would be like. It was a mess. I was too high, too fast and we were coming in over power lines and onto a short runway. It called for a go around, so we never actually touched down. Matt had me fly straight until I got to pattern altitude, then we made a 180 degree turn and made a straight in landing for runway 27. It was still a challenge, but at least we were landing on the preferred runway based on the wind direction.
We did another takeoff and landing from runway 18, then I asked Matt if he would show me a crosswind takeoff and landing so that I could see what it should really look like. Of course he made it look perfect; like there was no wind at all. I hope to get to that level someday.
After an hour and eight landings later, I called it a day. I'm really glad we flew today, I got a lot out of it.
Flight Log to Date
Hours flown: 66.0
Wednesday, June 22, 2011
Sunday, June 19, 2011
Lost in Missouri
June 19, 2011
Today was my second solo cross country. I planned on flying to Mexico, MO then to Hannibal, MO. I woke up at 6:00am to finish my flight planning, then met Matt at 8:30 so that he could review it and sign off for me to take the trip. I got to the airport around 9:45am and planned on departing at 10:15am. As I was getting ready to taxi out to the runway, one of the instructors who was out flying, recommended that I wait a half an hour because some low flying clouds had moved in. I finally took off at 10:45am.
Once airborne, I turned onto a heading of 220 and climbed to 2500ft. I then contacted the Flight Service Station (FSS) to open my flight plan so they could keep tabs on me. They said they didn't have any plans on file even though I filed one earlier. I just assumed I waited to long and it expired, so I filed and new one over the radio and had them open it. Meanwhile, I made sure I stayed on a heading of 220 but wasn't entirely paying attention to what cities were under me. After about 20 minutes of flying, I realized that I looked at the wrong number on my written flight plan. I was supposed to be flying a heading of 275 and now I had no idea where I was.
I immediately turned onto a heading of 275. After reviewing my charts, I knew that I was following the Missouri river. Several other factors indicated that I was at Washington, MO., yet at the same time some other smaller things weren't adding up. I decided to fly around the town a little bit to look for the airport, and finally located a runway. As I flew to it at 1700ft, I realized that there was more than one runway, and there was a control tower. Alright, so now I'm a little freaked because I'm in airspace that I didn't get a clearance for, plus I really had no idea where I was. I spent ten minutes circling the airport while I went back and forth with my charts and the Airport Facility Directory to figure out which airport I was actually at. I finally convinced myself that I was at Jefferson City.
I contacted Approach and told them that I was lost, but I thought I was at Jefferson City and I needed to land. They had me squawk a certain code on my transponder so they could find me on radar. They then informed me that I was indeed at Jefferson City, and made sure that I could see the airport and runways ok. After confirming that I could, they passed me over to the Jefferson City tower and I received the clearance to land and park at the ramp. I remained calm the entire time I was lost, but after turning off the airplane, I began to lose it. I called my instructor, Matt, half in tears and freaking out that I was in serious trouble. He did a great job calming me down and I managed to regain composure enough to go inside. I used the restroom, then had them add some gas to the plane just to make me feel more secure for my trip back. The employee then offered the phone number to the control tower. I called them and explained the situation and gave a deep apology. He assured me that it was ok and that I did exactly what I was supposed to do. I was not in any trouble which was a huge relief.
I decided not to continue onto my other (original) destinations, as I just wanted to go home. After departing, I flew north to Hensley airport, then found Highway 70 and began flying east. I contacted the FSS again to open a new flight plan and to get a new weather briefing, then tuned the VOR to the St. Louis station and followed it home. I will never forget how relieved I was to hear an instructors voice over the radio.
In all, I racked up 2.9 hours of flying, but was actually gone from 10:45am to about 2:30pm. I can't believe how such a small mistake could have such a huge effect. I feel pretty ridiculous about flying the wrong heading, however I have a whole new outlook on flying cross countries. I now know that it's not the end of the world if you get lost, I gained some more experience working with ATC, I learned how remaining calm can make the world of difference, and how to work with FSS even when things don't go as planned. I also proved to myself that I can use a VOR for navigation, as it played a big part in getting me home. This will be a day that I will never forget.
Today was my second solo cross country. I planned on flying to Mexico, MO then to Hannibal, MO. I woke up at 6:00am to finish my flight planning, then met Matt at 8:30 so that he could review it and sign off for me to take the trip. I got to the airport around 9:45am and planned on departing at 10:15am. As I was getting ready to taxi out to the runway, one of the instructors who was out flying, recommended that I wait a half an hour because some low flying clouds had moved in. I finally took off at 10:45am.
Once airborne, I turned onto a heading of 220 and climbed to 2500ft. I then contacted the Flight Service Station (FSS) to open my flight plan so they could keep tabs on me. They said they didn't have any plans on file even though I filed one earlier. I just assumed I waited to long and it expired, so I filed and new one over the radio and had them open it. Meanwhile, I made sure I stayed on a heading of 220 but wasn't entirely paying attention to what cities were under me. After about 20 minutes of flying, I realized that I looked at the wrong number on my written flight plan. I was supposed to be flying a heading of 275 and now I had no idea where I was.
I immediately turned onto a heading of 275. After reviewing my charts, I knew that I was following the Missouri river. Several other factors indicated that I was at Washington, MO., yet at the same time some other smaller things weren't adding up. I decided to fly around the town a little bit to look for the airport, and finally located a runway. As I flew to it at 1700ft, I realized that there was more than one runway, and there was a control tower. Alright, so now I'm a little freaked because I'm in airspace that I didn't get a clearance for, plus I really had no idea where I was. I spent ten minutes circling the airport while I went back and forth with my charts and the Airport Facility Directory to figure out which airport I was actually at. I finally convinced myself that I was at Jefferson City.
I contacted Approach and told them that I was lost, but I thought I was at Jefferson City and I needed to land. They had me squawk a certain code on my transponder so they could find me on radar. They then informed me that I was indeed at Jefferson City, and made sure that I could see the airport and runways ok. After confirming that I could, they passed me over to the Jefferson City tower and I received the clearance to land and park at the ramp. I remained calm the entire time I was lost, but after turning off the airplane, I began to lose it. I called my instructor, Matt, half in tears and freaking out that I was in serious trouble. He did a great job calming me down and I managed to regain composure enough to go inside. I used the restroom, then had them add some gas to the plane just to make me feel more secure for my trip back. The employee then offered the phone number to the control tower. I called them and explained the situation and gave a deep apology. He assured me that it was ok and that I did exactly what I was supposed to do. I was not in any trouble which was a huge relief.
I decided not to continue onto my other (original) destinations, as I just wanted to go home. After departing, I flew north to Hensley airport, then found Highway 70 and began flying east. I contacted the FSS again to open a new flight plan and to get a new weather briefing, then tuned the VOR to the St. Louis station and followed it home. I will never forget how relieved I was to hear an instructors voice over the radio.
In all, I racked up 2.9 hours of flying, but was actually gone from 10:45am to about 2:30pm. I can't believe how such a small mistake could have such a huge effect. I feel pretty ridiculous about flying the wrong heading, however I have a whole new outlook on flying cross countries. I now know that it's not the end of the world if you get lost, I gained some more experience working with ATC, I learned how remaining calm can make the world of difference, and how to work with FSS even when things don't go as planned. I also proved to myself that I can use a VOR for navigation, as it played a big part in getting me home. This will be a day that I will never forget.
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| Missouri State Capitol Building |
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| Sharing the airport with the big guys |
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| Quite happy. Just visually found my home airport on the horizon. |
Airport Day 2011
June 18, 2011
Today was the airport's annual open house, bomb drop and landing competition day. The morning started off with tornado sirens, but the afternoon turned out to be pleasant. I wasn't scheduled to work, so I came out to volunteer and try my hand at the bomb drop competition with Matt. There was a decent crowd, and my family even decided to come hang out for a while.
We offered BBQ and music for everyone to enjoy, and even had a B-25 Mitchell come out to fly. There wasn't enough pilots signed up for the landing competition so they cancelled that event, however the bomb drop was a success.
Matt and I were the last to go. We made three passes where I flew the pattern, then he took the controls once onto final so that I could drop the "bomb" (bags of sand) out of the airplane. I missed the target each time but it didn't matter; I was just having fun. After the last drop, Matt asked me if I was up for something fun, but said he wasn't going to tell me what it was. Of course I said yes, so he took the controls and flew the pattern around then announced on the radio his intentions. No-one on the ground knew what we were up to, so Matt sneaked up on everyone by flying a really low approach only 100-200ft above the hangers. Then once we were past the buildings, he made an incredibly steep climb and turn to the left. It was apparently quite the show; but being inside the airplane was even better. Most spectators thought it was cool, but there were a couple people that weren't too happy about us pulling that stunt. My opinion? Who cares! They'll get over it. I always have a good time during lessons, but today was really nice because we flew solely for fun.
Today was the airport's annual open house, bomb drop and landing competition day. The morning started off with tornado sirens, but the afternoon turned out to be pleasant. I wasn't scheduled to work, so I came out to volunteer and try my hand at the bomb drop competition with Matt. There was a decent crowd, and my family even decided to come hang out for a while.
We offered BBQ and music for everyone to enjoy, and even had a B-25 Mitchell come out to fly. There wasn't enough pilots signed up for the landing competition so they cancelled that event, however the bomb drop was a success.
Matt and I were the last to go. We made three passes where I flew the pattern, then he took the controls once onto final so that I could drop the "bomb" (bags of sand) out of the airplane. I missed the target each time but it didn't matter; I was just having fun. After the last drop, Matt asked me if I was up for something fun, but said he wasn't going to tell me what it was. Of course I said yes, so he took the controls and flew the pattern around then announced on the radio his intentions. No-one on the ground knew what we were up to, so Matt sneaked up on everyone by flying a really low approach only 100-200ft above the hangers. Then once we were past the buildings, he made an incredibly steep climb and turn to the left. It was apparently quite the show; but being inside the airplane was even better. Most spectators thought it was cool, but there were a couple people that weren't too happy about us pulling that stunt. My opinion? Who cares! They'll get over it. I always have a good time during lessons, but today was really nice because we flew solely for fun.
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| Matt and I participating in the Bomb Drop Competition |
Sunday, June 12, 2011
Cloudy Day
June 12, 2011
A cold front recently came through the region, leaving the day with plenty of low clouds. When I arrived at the airport, the report stated that there were a few clouds at 2400ft, and overcast at 3500ft. I was working with Eric today since Matt was out of town. I was originally scheduled to fly in the Cessna 152 and we were going to work on instrument stuff. Since it was so cloudy, I asked Eric if he'd be ok with taking me up in the clouds in a Cessna 172 (a bigger, slightly faster airplane with four seats). We needed to fly in the C-172 in order to fly into instrument conditions (e.g. the clouds) because it had the required equipment. He said it was cool with him, which made me quite happy.
We departed to the north and leveled out at 2500ft. Before working on instrument stuff, we practiced slow flight for a bit. It was a little different since it was an airplane that I have never flown before, but in general it went ok.
Eric then contacted Approach and received the clearance to fly into the clouds at 4000ft while staying on an East heading. Since you have no visual reference to the ground, you remain on their radar and follow their so-called "rules". We climbed to 4000ft, and quickly lost all visual references to the ground. It was a weird sensation. Eric emphasized the importance of relying on and trusting your instruments. I've heard the stories of how flying in the clouds throws off the equilibrium, and now I know what they meant. I remember making a couple turns, while the whole time I physically felt like we were flying straight and level. Now I can understand how so many pilots who are inexperienced at instrument flying get themselves into trouble so easily. Eric also pointed out that the thermometer was reading outside air temperature of 50 degrees, a 25 degree difference than the temperature on the ground! It was important to note the temperature because it put us in prime condition for carburetor icing. We turned on the carb heat as a precaution. After a half an hour, Eric requested that Approach direct us back to our airport. We began our descent and slowly made our way out of the clouds. We were no longer under the direction of ATC, however we still flew an instrument approach.
The winds were coming from the north, so instead of landing on the runway that we came in for, we entered the pattern for runway 36. Setting up the C-172 is a little different than the C-152, so I focused on flying and Eric helped me out with the radio calls. The landing went really well, I was pleased.
I'm so happy Eric let me get some actual instrument practice. Matt and I had planned on doing this together, but today just seemed to be the perfect opportunity. It turned out to be a great introductory lesson to IFR flying... there was no turbulence, the clouds were thick and not too bright. I look forward to that chapter of my training.
A cold front recently came through the region, leaving the day with plenty of low clouds. When I arrived at the airport, the report stated that there were a few clouds at 2400ft, and overcast at 3500ft. I was working with Eric today since Matt was out of town. I was originally scheduled to fly in the Cessna 152 and we were going to work on instrument stuff. Since it was so cloudy, I asked Eric if he'd be ok with taking me up in the clouds in a Cessna 172 (a bigger, slightly faster airplane with four seats). We needed to fly in the C-172 in order to fly into instrument conditions (e.g. the clouds) because it had the required equipment. He said it was cool with him, which made me quite happy.
We departed to the north and leveled out at 2500ft. Before working on instrument stuff, we practiced slow flight for a bit. It was a little different since it was an airplane that I have never flown before, but in general it went ok.
Eric then contacted Approach and received the clearance to fly into the clouds at 4000ft while staying on an East heading. Since you have no visual reference to the ground, you remain on their radar and follow their so-called "rules". We climbed to 4000ft, and quickly lost all visual references to the ground. It was a weird sensation. Eric emphasized the importance of relying on and trusting your instruments. I've heard the stories of how flying in the clouds throws off the equilibrium, and now I know what they meant. I remember making a couple turns, while the whole time I physically felt like we were flying straight and level. Now I can understand how so many pilots who are inexperienced at instrument flying get themselves into trouble so easily. Eric also pointed out that the thermometer was reading outside air temperature of 50 degrees, a 25 degree difference than the temperature on the ground! It was important to note the temperature because it put us in prime condition for carburetor icing. We turned on the carb heat as a precaution. After a half an hour, Eric requested that Approach direct us back to our airport. We began our descent and slowly made our way out of the clouds. We were no longer under the direction of ATC, however we still flew an instrument approach.
The winds were coming from the north, so instead of landing on the runway that we came in for, we entered the pattern for runway 36. Setting up the C-172 is a little different than the C-152, so I focused on flying and Eric helped me out with the radio calls. The landing went really well, I was pleased.
I'm so happy Eric let me get some actual instrument practice. Matt and I had planned on doing this together, but today just seemed to be the perfect opportunity. It turned out to be a great introductory lesson to IFR flying... there was no turbulence, the clouds were thick and not too bright. I look forward to that chapter of my training.
Wednesday, June 8, 2011
My 60th Hour
June 8, 2011
Today I hit my 60th hour of flight training. Some days I feel like I should have more hours, and other days I feel like 60 is a lot. Either way, it has been the best 60 hours of education that I have ever received!
Matt and I worked together today. It was quite windy, which posed some extra challenges. We spent a half an hour on simulated instrument stuff, along with more VOR navigation. He also seemed to hold me to those checkride standards more than usual. I got close to busting some of them at times, but in all I did alright.
I then took off the foggles and we practiced slow flight. I setup the maneuver correctly, but I was slow at the steps, which caused me to lose altitude and/or speed. So we tried it again... better that time, but I should probably practice it again so I get more efficient.
After getting back near the airport, Matt pulled the power to idle to simulate an engine failure. I wasn't actually aware that we were at the airport yet, so when I looked for somewhere to land, I chose a big field. He told me to keep looking, and sure enough, it was almost right under us. He asked me which runway I wanted to go for. I knew that using runway 9 or 18 were out of the question. I also didn't think I'd have time to make it back to runway 27, so I chose 36 even though I knew we were going to have a strong tailwind. The landing was kind-of crazy but we made it down safely. I'm not sure if I've ever made a tailwind landing before and especially not when the winds are gusting to 20kts. It was a worthwhile experience.
We then took off from runway 18, flew the pattern around, and made a short field landing. Matt had asked me to land in a small, specific area of the runway, which I managed to do. It could've been a better landing though... I should have corrected for the crosswind more than I did. I told Matt that I wanted to give it another shot. He talked me through the steps, from the pattern work to the landing. It turned out much better than the last landing.
Other news:
* To my Readers: You are welcome to join all of us at SCFS for Airport Day 2011. It will be held on June 18th from 10am-4pm. It is our annual Open House and includes a delicious BBQ. We will also have Spot Landing and Bomb Drop Competitions that are always fun to watch. Bring your kids, friends and family for a day full of fun! Please contact me for more information.
* Recently I received an email from my local Women With Wings chapter, encouraging us to become a Young Eagles Pilot. As stated on their website, "This program was launched in 1992 to give interested young people, ages 8-17, an opportunity to go flying in a general aviation airplane. These flights are offered free of charge and are made possible through the generosity of EAA member volunteers." After looking further into the program and the requirements of being a volunteer pilot, I have decided that after I become a private pilot, I too will offer these kids the opportunity to go experience the joys of flying. I would love to give back to the community all the things that it has given me, and I hope that it will be something that these young people will always remember.
* Lastly, I wanted to make a shout-out to my boyfriend, Dion. We hit our 5 year anniversary this week. Achieving my dream of becoming a pilot would not have been possible if it weren't for you. Thank you babe for all your support, I love you :)
Today I hit my 60th hour of flight training. Some days I feel like I should have more hours, and other days I feel like 60 is a lot. Either way, it has been the best 60 hours of education that I have ever received!
Matt and I worked together today. It was quite windy, which posed some extra challenges. We spent a half an hour on simulated instrument stuff, along with more VOR navigation. He also seemed to hold me to those checkride standards more than usual. I got close to busting some of them at times, but in all I did alright.
I then took off the foggles and we practiced slow flight. I setup the maneuver correctly, but I was slow at the steps, which caused me to lose altitude and/or speed. So we tried it again... better that time, but I should probably practice it again so I get more efficient.
After getting back near the airport, Matt pulled the power to idle to simulate an engine failure. I wasn't actually aware that we were at the airport yet, so when I looked for somewhere to land, I chose a big field. He told me to keep looking, and sure enough, it was almost right under us. He asked me which runway I wanted to go for. I knew that using runway 9 or 18 were out of the question. I also didn't think I'd have time to make it back to runway 27, so I chose 36 even though I knew we were going to have a strong tailwind. The landing was kind-of crazy but we made it down safely. I'm not sure if I've ever made a tailwind landing before and especially not when the winds are gusting to 20kts. It was a worthwhile experience.
We then took off from runway 18, flew the pattern around, and made a short field landing. Matt had asked me to land in a small, specific area of the runway, which I managed to do. It could've been a better landing though... I should have corrected for the crosswind more than I did. I told Matt that I wanted to give it another shot. He talked me through the steps, from the pattern work to the landing. It turned out much better than the last landing.
Other news:
* To my Readers: You are welcome to join all of us at SCFS for Airport Day 2011. It will be held on June 18th from 10am-4pm. It is our annual Open House and includes a delicious BBQ. We will also have Spot Landing and Bomb Drop Competitions that are always fun to watch. Bring your kids, friends and family for a day full of fun! Please contact me for more information.
* Recently I received an email from my local Women With Wings chapter, encouraging us to become a Young Eagles Pilot. As stated on their website, "This program was launched in 1992 to give interested young people, ages 8-17, an opportunity to go flying in a general aviation airplane. These flights are offered free of charge and are made possible through the generosity of EAA member volunteers." After looking further into the program and the requirements of being a volunteer pilot, I have decided that after I become a private pilot, I too will offer these kids the opportunity to go experience the joys of flying. I would love to give back to the community all the things that it has given me, and I hope that it will be something that these young people will always remember.
* Lastly, I wanted to make a shout-out to my boyfriend, Dion. We hit our 5 year anniversary this week. Achieving my dream of becoming a pilot would not have been possible if it weren't for you. Thank you babe for all your support, I love you :)
Saturday, June 4, 2011
The Unexpected
June 3, 2011
Had a pretty exhilarating lesson with Matt tonight. We didn't start flying until 7:30 in the evening. It was still nearly 90 degrees, humid and hazy with light winds from the south. After doing a soft field takeoff, I flew the pattern around then let Matt take the controls. He wanted to show me how to do a slip in the Cessna. As always, I learn so much from watching him. By observing his effortless ways, I get so inspired to be the best that I can be. He lands the plane with perfection.
We do a short field takeoff and depart the pattern to the north. Matt hands me the foggles and gives me my first set of instructions to practice instrument flying. I seem to be doing alright, so he throws in VOR navigation. I'm getting better, but it still hasn't "clicked". After a half hour he takes back the foggles; I can now see outside of the airplane again.
I asked him if we could practice stalls. We gained some altitude and then I set up for a power-on stall. That went well. Now onto a power-off stall. I definitely prefer stalls in the Cessna more than in the Sport airplanes! I think I'm ready to practice them solo.
Afterward, he asked me if there was anything else that I wanted to work on. I paused for a moment while looking out the side window, then replied with, "I'm debating on whether or not I want you to show me a spin." The next thing I hear was Matt saying, "You don't have a choice." What?!! He takes the controls and climbs to 3000ft. I tell him not to do anything crazy, like multiple rotations. Baby steps. He sets up for a power-on stall. You must stall the plane and be uncoordinated to spin. He intentionally avoids adding right rudder, and instead adds left rudder to intensify the stall and help force the spin. The nose of the plane sinks to the left and you immediately find yourself spiraling towards the ground. He quickly stops the spin after a half rotation and we start climbing. The G-forces were crazy, especially to someone who has never enjoyed them. We lost 500ft during the spin, which only lasted seconds. My reaction to everything involved many smiles :)
By now you'd think that was enough excitement for one day, but there was one more thing Matt challenged me with. It was my turn to do a slip... a drastic slip. The sun had already set and the haze was thick. There was no easy way to visually find the airport, so I used the compass and my TAF (an aeronautical navigation chart). After getting onto the correct heading, we got close enough to see the bright lights that indicated the beginning of our chosen runway. We came in for a straight-in landing for Runway 18. He kept me flying at 2,500ft until we reached the river. Usually once you're onto your final approach, you're at approximately 900ft. I was much higher and would've never imagined that it would be possible to make a safe landing at that point. I pulled the power to idle, added full flaps and applied full left rudder, then turned the ailerons to the right in order to line us up for the runway's centerline. I kept the nose of the plane aimed down to keep my airspeed at 60 knots. The plane is now flying sideways, creating the much needed drag to get us down to the runway. The VASI lights are now indicating that I'm on the correct glide path. I can now add a touch of power just enough to carry us to the runway. The wheels kissed the surface; it was a great feeling.
I know that I've mentioned this before, but I feel so fortunate to have an instructor who knows when to push me. I gain so much confidence and knowledge each time we work together and I truly feel like he wants me to be a great pilot. I'm ready for whatever challenges lie ahead.
Had a pretty exhilarating lesson with Matt tonight. We didn't start flying until 7:30 in the evening. It was still nearly 90 degrees, humid and hazy with light winds from the south. After doing a soft field takeoff, I flew the pattern around then let Matt take the controls. He wanted to show me how to do a slip in the Cessna. As always, I learn so much from watching him. By observing his effortless ways, I get so inspired to be the best that I can be. He lands the plane with perfection.
We do a short field takeoff and depart the pattern to the north. Matt hands me the foggles and gives me my first set of instructions to practice instrument flying. I seem to be doing alright, so he throws in VOR navigation. I'm getting better, but it still hasn't "clicked". After a half hour he takes back the foggles; I can now see outside of the airplane again.
I asked him if we could practice stalls. We gained some altitude and then I set up for a power-on stall. That went well. Now onto a power-off stall. I definitely prefer stalls in the Cessna more than in the Sport airplanes! I think I'm ready to practice them solo.
Afterward, he asked me if there was anything else that I wanted to work on. I paused for a moment while looking out the side window, then replied with, "I'm debating on whether or not I want you to show me a spin." The next thing I hear was Matt saying, "You don't have a choice." What?!! He takes the controls and climbs to 3000ft. I tell him not to do anything crazy, like multiple rotations. Baby steps. He sets up for a power-on stall. You must stall the plane and be uncoordinated to spin. He intentionally avoids adding right rudder, and instead adds left rudder to intensify the stall and help force the spin. The nose of the plane sinks to the left and you immediately find yourself spiraling towards the ground. He quickly stops the spin after a half rotation and we start climbing. The G-forces were crazy, especially to someone who has never enjoyed them. We lost 500ft during the spin, which only lasted seconds. My reaction to everything involved many smiles :)
By now you'd think that was enough excitement for one day, but there was one more thing Matt challenged me with. It was my turn to do a slip... a drastic slip. The sun had already set and the haze was thick. There was no easy way to visually find the airport, so I used the compass and my TAF (an aeronautical navigation chart). After getting onto the correct heading, we got close enough to see the bright lights that indicated the beginning of our chosen runway. We came in for a straight-in landing for Runway 18. He kept me flying at 2,500ft until we reached the river. Usually once you're onto your final approach, you're at approximately 900ft. I was much higher and would've never imagined that it would be possible to make a safe landing at that point. I pulled the power to idle, added full flaps and applied full left rudder, then turned the ailerons to the right in order to line us up for the runway's centerline. I kept the nose of the plane aimed down to keep my airspeed at 60 knots. The plane is now flying sideways, creating the much needed drag to get us down to the runway. The VASI lights are now indicating that I'm on the correct glide path. I can now add a touch of power just enough to carry us to the runway. The wheels kissed the surface; it was a great feeling.
I know that I've mentioned this before, but I feel so fortunate to have an instructor who knows when to push me. I gain so much confidence and knowledge each time we work together and I truly feel like he wants me to be a great pilot. I'm ready for whatever challenges lie ahead.
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