October 30, 2011
We lucked out. The winds weren't too horrible yet for Bob and I to fly. It was our first lesson together.
When we taxiied out to the runway, the winds were gusting to 18knots from the south. I've gone with an instructor with 30 knot gusts, but I wouldn't do more than 20 knots if I were flying solo. I was slightly concerned about the wind, but only because I would be flying with the foggles. I didn't want to get sick from the turbulence, which only bothers me to a small degree when I can't see outside the airplane.
Take take off from runway 18 then turn north. I put the foggles on and climb to 4000ft. We were definitely getting knocked around, especially at lower altitudes. We'll see how this goes. Bob has never worked on instrument stuff with me outside of my private pilot checkride, so to begin the lesson we just do some back turns, climbs and descents. Then he takes the controls and has me close my eyes. We do some unusual attitudes. There were no issues so we move on to VOR navigation. Bob tunes the radio in to the St. Louis VOR and WE work on intercepting the radial that will get us to our pretend destination.
I look up briefly and peak outside. The clouds were just overhead and we were actually in some light rain. Cool! We continued using the VOR, then decided it was time to follow it back home. The winds were coming from the south, but we had to fly south (into the wind) to get to the airport. At one point, we looked over and the airspeed indicator said we were traveling at 100 knots. The GPS however, showed us flying with a ground speed (the speed we'd be driving if we were in a car) of 54 knots! The wind was so strong at altitude that we were just crawling along.
We did a straight in landing for runway 18, taxied back and parked the plane. Our next lesson will be more VOR intercepting and tracking. Bob will also introduce NDB orientation and homing, NDB bearing interception and tracking and NDB time, speed and distance. "A non-directional (radio) beacon (NDB) is a radio transmitter at a known location, used as an aviation or marine navigational aid." -Wikipedia. It is similar to a VOR but has clear differences. We will also try to fit in intercepting and tracking DME (Distance measuring equipment) arcs. I basically know nothing about this yet. It should be a full lesson, and as always, I look forward to it.
Oh and... HAPPY HALLOWEEN!!!
Monday, October 31, 2011
Sunday, October 30, 2011
Pumpkin Drop
October 29, 2011
I arrive at the airport around 11:00am to find a lot of vehicles parked, many people walking about, and a giant pile of pumpkins. It was our 3rd Annual Pumpkin Drop Competition and Open House. We had flight simulators, a bouncy house for kids, music, and Women With Wings set up a booth in the hanger. On the other side of the airport, the Commemorative Air Force (CAF) had a Corvette car show, a couple military airplanes on display and food. It was quiet the event and many people came out to enjoy it.
I register early for the competition. My boyfriend Dion was to be my bombardier. He has a college background of physics so this gave him the opportunity to use his skills in a fun way. He made some pre-calculations then planned on using the math to determine when and where to drop the pumpkins. He arrives about 12:30 and I show him around, then his family came out to visit. We walk around a bit, I show them the planes I fly, then it's time to get ready. Dion and I were in the first group to compete. The winds are directly from the west, however they request the pilots to use the north runway because the target is next to that runway. This meant we'd have a crosswind. Dion hasn't flown with me in at least six months, and never in this airplane. We're both pretty excited to go.
The first plane takes off. We wait to allow for spacing, then away we go. After climbing to pattern altitude of 1200ft, we follow the pattern around. Once onto final approach, we descend to 800ft that they required, line up with the target, he opens the window, holds out the first pumpkin, and lets go. Five seconds later, splat! We miss. The target is a circle with a 100ft diameter. You get three drops then scoring is based on the distance from the center of the scoring area in feet. Example: 25' = 25 points. If the pumpkin lands outside of the scoring area, you get 50 points. The winner will have the lowest cumulative total from all three bombing runs. Since we completely missed, we're at 50 points and have two more attempts.
We come back around, Dion guides me where he needs me to fly, then drops the pumpkin. A few seconds later, we hear from the ground crew that we hit! That was only 23ft from the center, giving us a total of 73 points. I fly us back around, then away he drops our final pumpkin. Unfortunately, we have no idea where this one went. There were many other competitors left to go, so it would be hours before we got the final results. We come back to land and as we're taxiing to the ramp, we see his family waving at us. I park the plane and we get out. Wow that was fun!
Now it was time to pay it forward and take up a student. When I did the bomb drop competition earlier this year, I didn't have my private pilot certificate yet which meant I couldn't participate unless a pilot took me up. It meant so much to me then, that I decided I would do the same for someone else. I taxi us out to the runway, then explain the rules. We're now ready to go. After all three drops, we come back completely clueless as to how well we did. It's now 2:30pm and I have to clock in to work dispatch. Unfortunately I didn't have the chance to visit much with family, see the airplanes on display, or even grab a lunch. It was still fun nonetheless.
Shortly thereafter, I hear the announcement on the radio that the B-25 is getting ready to drop its large amount of pumpkins. I'm inside so I can't watch, but I hear it fly overhead. It's like music to my ears; that's the way a plane should sound.
The event wraps up and most people have left. They finally announce the winner. Dion and I placed 4th out of nearly 50 competitors! For our first time, we were very pleased. But next time, we're definitely going for the win.
I arrive at the airport around 11:00am to find a lot of vehicles parked, many people walking about, and a giant pile of pumpkins. It was our 3rd Annual Pumpkin Drop Competition and Open House. We had flight simulators, a bouncy house for kids, music, and Women With Wings set up a booth in the hanger. On the other side of the airport, the Commemorative Air Force (CAF) had a Corvette car show, a couple military airplanes on display and food. It was quiet the event and many people came out to enjoy it.
I register early for the competition. My boyfriend Dion was to be my bombardier. He has a college background of physics so this gave him the opportunity to use his skills in a fun way. He made some pre-calculations then planned on using the math to determine when and where to drop the pumpkins. He arrives about 12:30 and I show him around, then his family came out to visit. We walk around a bit, I show them the planes I fly, then it's time to get ready. Dion and I were in the first group to compete. The winds are directly from the west, however they request the pilots to use the north runway because the target is next to that runway. This meant we'd have a crosswind. Dion hasn't flown with me in at least six months, and never in this airplane. We're both pretty excited to go.
The first plane takes off. We wait to allow for spacing, then away we go. After climbing to pattern altitude of 1200ft, we follow the pattern around. Once onto final approach, we descend to 800ft that they required, line up with the target, he opens the window, holds out the first pumpkin, and lets go. Five seconds later, splat! We miss. The target is a circle with a 100ft diameter. You get three drops then scoring is based on the distance from the center of the scoring area in feet. Example: 25' = 25 points. If the pumpkin lands outside of the scoring area, you get 50 points. The winner will have the lowest cumulative total from all three bombing runs. Since we completely missed, we're at 50 points and have two more attempts.
We come back around, Dion guides me where he needs me to fly, then drops the pumpkin. A few seconds later, we hear from the ground crew that we hit! That was only 23ft from the center, giving us a total of 73 points. I fly us back around, then away he drops our final pumpkin. Unfortunately, we have no idea where this one went. There were many other competitors left to go, so it would be hours before we got the final results. We come back to land and as we're taxiing to the ramp, we see his family waving at us. I park the plane and we get out. Wow that was fun!
Now it was time to pay it forward and take up a student. When I did the bomb drop competition earlier this year, I didn't have my private pilot certificate yet which meant I couldn't participate unless a pilot took me up. It meant so much to me then, that I decided I would do the same for someone else. I taxi us out to the runway, then explain the rules. We're now ready to go. After all three drops, we come back completely clueless as to how well we did. It's now 2:30pm and I have to clock in to work dispatch. Unfortunately I didn't have the chance to visit much with family, see the airplanes on display, or even grab a lunch. It was still fun nonetheless.
Shortly thereafter, I hear the announcement on the radio that the B-25 is getting ready to drop its large amount of pumpkins. I'm inside so I can't watch, but I hear it fly overhead. It's like music to my ears; that's the way a plane should sound.
The event wraps up and most people have left. They finally announce the winner. Dion and I placed 4th out of nearly 50 competitors! For our first time, we were very pleased. But next time, we're definitely going for the win.
Thursday, October 27, 2011
Day of Firsts
October 23, 2011
"That would be great, see you then."
It's 7:30am Sunday morning and I look outside; it's cloudy. I check the weather and it appears that there are a few pockets of light rain around the region. I'm really hoping that it clears up soon because I have plans to fly a friend from work along with her husband. Tammy has shown continued interest and support throughout my flight training. Her husband Terry took a few lessons back in the day and was so excited to have the opportunity to revisit the skies. Tammy however has a fear of heights and is uncomfortable in airplanes. Terry managed to talk her to into going today.
It's now 8:30am and the clouds seem to be clearing. I can see the sun peaking through and the rain has moved on. We're in luck. I meet Tammy and Terry, grab the clipboard, and walk us out to the airplane. Terry expresses great interest in the preflight inspection, so I decide that I would explain what I'm checking and why. This is pretty cool, I feel like a CFI. Today we're taking a Cessna 172. I've never flown the C-172 without another pilot before; this will be a first. I've also never carried more than one passenger; today I have two. I can feel the adrenaline rushing through my body.
I turn the key and the engine erupts with life. I can sense everyone's anticipation as I run through additional sections of the preflight checklist. I listen to the weather and it tells me exactly what I want to hear; the clouds have raised and the winds are calm. I taxi us out to the runway, stop at the hold short line, and perform the runup. I then look over to make sure that everyone is buckled, the windows closed, and the doors locked shut. The traffic is clear. I announce our departure over the radio and line up on the runway. After applying full power, we begin rolling down the runway, gaining speed. At 50 knots the plane is ready to fly. I pull back on the yoke to start my climb when suddenly the lock on my door unlatches. I immediately pull the power to idle and roll us down the runway until we can pull off. I've never had to abort a takeoff before. Once on the taxiway, I stop, secure my door and prepare for takeoff. At 50 knots the wheels begin to raise off the runway. "Oh wow Sara, this is amazing!" Terry exclaimed.
We depart the area and follow the Mississippi River to the east. The trees are showing their peak Fall colors, the sun is shining and the clouds are reflecting off the calm water below. I look back to see Tammy with a huge smile, snapping pictures of everything. We fly by Alton, IL, then over the confluence of the Mississippi and Missouri Rivers, and above the old Chain of Rocks Bridge. I tune in to the St. Louis Downtown airport's frequency, then make my radio call. "St. Louis Downtown, Skyhawk 4-8-8-2-Golf, about 10 miles to the north, requesting an Arch flyby." "4-8-8-2-Golf, standby" they respond. I wait as they attend to other aircraft. I'm clear to enter their airspace since they stated my airplane's call sign, so I continue flying closer. I'm almost to the Arch, the radio is now quiet, and they haven't gotten back to me. "St. Louis Downtown, 4-8-8-2-Golf requesting that Arch flyby," I repeat. The controller immediately answers and approves my transition through their airspace, allowing me to circle the Arch before heading back north. Terry tells me again how incredible this is, and Tammy is taking video. This was the first time that I've taken passengers to tour the Arch by myself. I'm feeling amazing, confident, and proud. I did it!
We head back north, find the Missouri River, and follow it west. I fly over my home airport, then continue west to the Mississippi River again. I wanted to take them up the river to see more of the gorgeous trees. Tammy's headset had nowhere to plug in so we couldn't communicate, however Terry was in the front passenger seat so we could talk during the entire flight. He often expressed his enjoyment and asked frequent questions. It felt good to "teach." I offered the controls to him, but he said I was doing great as it was and that he was content just sitting there. I take us up the river for about 15 minutes before heading home. I had been a bit nervous about landing the C-172 because previous landings have been a little more rough than I like. I just haven't gotten used to this plane yet. I focused hard and managed to have my smoothest C-172 landing to date.
We had an amazing time. Tammy took fantastic pictures and Terry couldn't stop smiling. Moments like today just reinforce why I fly. It feels great, and to share it with other people is a dream come true.
You can see a couple photos on my "Photos" page, and the link to the videos are under my "Videos" page.
Flight Log to Date
Hours flown: 86.5
Monday, October 24, 2011
1 Year Anniversary
October 22, 2011
Sorry for the delay in writing! My last three lessons have been canceled, therefore its been two weeks since I last flew. On the bright side of things, yesterday was my 1 year anniversary of my first flight lesson! My, how time flies (no pun intended).
So, how did I celebrate? How else... FLYING!
Ryan, who is a friend of mine from the airport went with me. He's a commercial pilot working towards his CFI rating. It worked out well for both us because I could get free advice, and he could get practice working with a student. He left the flight completely open to whatever I wanted to do. I decided we would land at a couple towered airports and then do some scenic flying in between. This would be the first time that I've flown with another pilot who wasn't an instructor. Very exciting!
I did the preflight inspection on the Cessna 172. All looks good and safe to fly. Ryan ask me where we're flying today. I tell him that I want to head out south, find Hwy 40 and follow it out to the Arch. Then I thought we could do a landing at the Alton, IL airport. He then suggests that since we're going to be in the area, we could fly into Spirit Airport, then head out to the Arch. "Sounds like a great idea! I've never flown into Spirit before, so this should be fun," I reply. We depart, and begin flying south. Ryan takes out his iPad, (which is loaded with flight planning software) and pulls up the frequencies and airport information for Spirit. Alright, that's pretty cool. I want one; and currently taking money donations if you'd like to give to my "fund", hehe :)
I can't tell you how many times I've driven by the airport, and still had a somewhat difficult time finding it from the air. We're now in contact with the tower. Looks like we're cleared to do a straight in landing for Runway 26L. Now 100ft, 50ft, 10ft, and touchdown. Unfortunately it was an embarrassingly hard landing. Those big runways are deceiving to the eyes! Oh well, we were safe and Ryan explained what I did wrong. We taxied back to the runway and waited. "4882G, holding short of 26L, ready for takeoff," I said. The tower asks where we are headed, and after a brief moment we were cleared to takeoff with a left turn departure. We were now headed to the Arch.
As we're flying, Ryan asks if I want to land at Lambert International Airport after the Arch flyby. I think about it for a minute, then say sure. We tuned in to Lambert's frequency to see if it sounded busy. If it was, then they probably wouldn't have time to deal with us "little guys." To our benefit, it sounded dead. For it being a Saturday afternoon, we were shocked.
We're approaching the Arch, so I called up the airport nearby and requested clearance to transition through their airspace so we could fly by the Arch. It was gorgeous; the sun shining off the sides, just gleaming beautifully to anyone looking. We then depart the downtown area and head slightly north. We tune the radio to Lambert's ATIS frequency to get the weather and airport information. This was very amusing because the automated voice threw in a, "GO CARDS!" to the message (our STL Cardinals team is in the World Series right now) . Ryan asks if I want to do the talking or if I would rather him do it. I was quick to reply, "no no, you do it!" Yeah I chickened out, but what newbie wouldn't? He asks the tower if they have time to squeeze us in for a touch-and-go. We're in luck! They assign us to Runway 30R. I grab my camera and ask Ryan if he could take video of the landing; he was happy to do it (Check my YouTube page soon for the video upload- the link is on my video page). The wheels touched the giant runway. It was a much better landing. We quickly raise the flaps and configure the plane for takeoff. I add full power and at about 50 knots, I begin to climb. Ryan's still taking video as we gain altitude. After a couple of minutes, the tower tells us we're clear of their airspace and to have a good day. We're now headed back to our home airport.
We enter the pattern for Runway 18 and run through our pre-landing checklist. The landing was beautiful. We had a really good time. Ryan was very helpful and I learned just as much as I would've from a certified instructor. We'll be flying again for sure.
Sorry for the delay in writing! My last three lessons have been canceled, therefore its been two weeks since I last flew. On the bright side of things, yesterday was my 1 year anniversary of my first flight lesson! My, how time flies (no pun intended).
So, how did I celebrate? How else... FLYING!
Ryan, who is a friend of mine from the airport went with me. He's a commercial pilot working towards his CFI rating. It worked out well for both us because I could get free advice, and he could get practice working with a student. He left the flight completely open to whatever I wanted to do. I decided we would land at a couple towered airports and then do some scenic flying in between. This would be the first time that I've flown with another pilot who wasn't an instructor. Very exciting!
I did the preflight inspection on the Cessna 172. All looks good and safe to fly. Ryan ask me where we're flying today. I tell him that I want to head out south, find Hwy 40 and follow it out to the Arch. Then I thought we could do a landing at the Alton, IL airport. He then suggests that since we're going to be in the area, we could fly into Spirit Airport, then head out to the Arch. "Sounds like a great idea! I've never flown into Spirit before, so this should be fun," I reply. We depart, and begin flying south. Ryan takes out his iPad, (which is loaded with flight planning software) and pulls up the frequencies and airport information for Spirit. Alright, that's pretty cool. I want one; and currently taking money donations if you'd like to give to my "fund", hehe :)
I can't tell you how many times I've driven by the airport, and still had a somewhat difficult time finding it from the air. We're now in contact with the tower. Looks like we're cleared to do a straight in landing for Runway 26L. Now 100ft, 50ft, 10ft, and touchdown. Unfortunately it was an embarrassingly hard landing. Those big runways are deceiving to the eyes! Oh well, we were safe and Ryan explained what I did wrong. We taxied back to the runway and waited. "4882G, holding short of 26L, ready for takeoff," I said. The tower asks where we are headed, and after a brief moment we were cleared to takeoff with a left turn departure. We were now headed to the Arch.
As we're flying, Ryan asks if I want to land at Lambert International Airport after the Arch flyby. I think about it for a minute, then say sure. We tuned in to Lambert's frequency to see if it sounded busy. If it was, then they probably wouldn't have time to deal with us "little guys." To our benefit, it sounded dead. For it being a Saturday afternoon, we were shocked.
We're approaching the Arch, so I called up the airport nearby and requested clearance to transition through their airspace so we could fly by the Arch. It was gorgeous; the sun shining off the sides, just gleaming beautifully to anyone looking. We then depart the downtown area and head slightly north. We tune the radio to Lambert's ATIS frequency to get the weather and airport information. This was very amusing because the automated voice threw in a, "GO CARDS!" to the message (our STL Cardinals team is in the World Series right now) . Ryan asks if I want to do the talking or if I would rather him do it. I was quick to reply, "no no, you do it!" Yeah I chickened out, but what newbie wouldn't? He asks the tower if they have time to squeeze us in for a touch-and-go. We're in luck! They assign us to Runway 30R. I grab my camera and ask Ryan if he could take video of the landing; he was happy to do it (Check my YouTube page soon for the video upload- the link is on my video page). The wheels touched the giant runway. It was a much better landing. We quickly raise the flaps and configure the plane for takeoff. I add full power and at about 50 knots, I begin to climb. Ryan's still taking video as we gain altitude. After a couple of minutes, the tower tells us we're clear of their airspace and to have a good day. We're now headed back to our home airport.
We enter the pattern for Runway 18 and run through our pre-landing checklist. The landing was beautiful. We had a really good time. Ryan was very helpful and I learned just as much as I would've from a certified instructor. We'll be flying again for sure.
Wednesday, October 5, 2011
Instrument Day 7
October 5, 2011
"7-3-7 Whiskey Quebec climb and maintain 2500ft and fly a heading of 3-6-0," Eric states. I repeat back, "2500 and 3-6-0, 7-3-7 Whiskey Quebec." We had just taken off from the airport and now headed north. In the background I hear a women's voice through the radio. It was one of Lambert Airport's controllers directing all IFR (instrument) traffic. Eric began getting me used to hearing the communications.
While wearing the foggles, I keep an eye on my instruments. "Attitude indicator (AI), airspeed, back to the attitude indicator, then altimeter, and AI, then the turn coordinator, and back to the AI, vertical speed indicator, AI again, then the heading indicator." I think to myself. Never let those eyes quit scanning.
Eric starts giving me different sets of instructions. "Climb and maintain 3500 while making a left turn to 2-7-0." "Slow the airplane down to 70 knots and maintain 3500ft with a heading of 0-9-0." I repeat back all instructions and do as asked. He then covers up half my instruments and I fly with a partial panel.
After a half hour of practicing turns, climbs, descents, and maneuvers, we start working on navigation. He tells me to tune into the St. Louis VOR frequency. I start to pull out the chart that I use for regular VFR (visual) flight when he interrupts me and tells me to put it away; It's no good for us now. He takes out his approach plates and finds the one for our airport. "I don't know how to read these," I tell him. He shows me where to find the VOR frequency; I tune in and check to make sure it's operating correctly. It is. The goal here is to track this back to our airport. I keep my eyes scanning the instruments while Eric walks me through the steps. Set up the VOR, choose an intercept angle, intercept the radial, set up the second VOR, track it, when both VORs show us on course, we note our position and start descending to the altitude stated on the chart. We need to descend to 1160ft from the 2300ft that we were at, but we need to do it at 90 knots and maintain at least a 500 feet per minute descent rate. Eric tells me, "do not let us get a foot under 1160ft." I pay close attention and do as he says. We're now set up to land on runway 18.
He momentarily takes the controls as I take off the foggles, simulating that I've just come out of the clouds. I now have the controls back and we're over the river, on final approach for the runway at 1160ft. Eric says, "ok, now land the plane." Deep breath... I think to myself, "alright, I'm really high so pull the power out to idle and drop the flaps. Maintain 70 knots, and correct for the wind." I'm looking really good, so all I have to do is maintain it. Touchdown. I did it, by myself! Landing the Cessna 172 has been a bit tricky in the past. Trying to learn the correct sight picture and learning how it needs to be set up to land has been a little difficult.
Today was a really good lesson. I finally feel like multiple things are starting to 'click'.
*NEWS: My last day working with Eric is Friday 10/7/11. I was originally scheduled to work with Dave after Eric leaves, however it has now been switched. I will now have the honor of working with Bob. He was actually my FAA Examiner for both my Sport and Private Pilot checkrides. It was a pleasure to work with him then, and I certainly look forward to working with him now.
"7-3-7 Whiskey Quebec climb and maintain 2500ft and fly a heading of 3-6-0," Eric states. I repeat back, "2500 and 3-6-0, 7-3-7 Whiskey Quebec." We had just taken off from the airport and now headed north. In the background I hear a women's voice through the radio. It was one of Lambert Airport's controllers directing all IFR (instrument) traffic. Eric began getting me used to hearing the communications.
While wearing the foggles, I keep an eye on my instruments. "Attitude indicator (AI), airspeed, back to the attitude indicator, then altimeter, and AI, then the turn coordinator, and back to the AI, vertical speed indicator, AI again, then the heading indicator." I think to myself. Never let those eyes quit scanning.
Eric starts giving me different sets of instructions. "Climb and maintain 3500 while making a left turn to 2-7-0." "Slow the airplane down to 70 knots and maintain 3500ft with a heading of 0-9-0." I repeat back all instructions and do as asked. He then covers up half my instruments and I fly with a partial panel.
After a half hour of practicing turns, climbs, descents, and maneuvers, we start working on navigation. He tells me to tune into the St. Louis VOR frequency. I start to pull out the chart that I use for regular VFR (visual) flight when he interrupts me and tells me to put it away; It's no good for us now. He takes out his approach plates and finds the one for our airport. "I don't know how to read these," I tell him. He shows me where to find the VOR frequency; I tune in and check to make sure it's operating correctly. It is. The goal here is to track this back to our airport. I keep my eyes scanning the instruments while Eric walks me through the steps. Set up the VOR, choose an intercept angle, intercept the radial, set up the second VOR, track it, when both VORs show us on course, we note our position and start descending to the altitude stated on the chart. We need to descend to 1160ft from the 2300ft that we were at, but we need to do it at 90 knots and maintain at least a 500 feet per minute descent rate. Eric tells me, "do not let us get a foot under 1160ft." I pay close attention and do as he says. We're now set up to land on runway 18.
He momentarily takes the controls as I take off the foggles, simulating that I've just come out of the clouds. I now have the controls back and we're over the river, on final approach for the runway at 1160ft. Eric says, "ok, now land the plane." Deep breath... I think to myself, "alright, I'm really high so pull the power out to idle and drop the flaps. Maintain 70 knots, and correct for the wind." I'm looking really good, so all I have to do is maintain it. Touchdown. I did it, by myself! Landing the Cessna 172 has been a bit tricky in the past. Trying to learn the correct sight picture and learning how it needs to be set up to land has been a little difficult.
Today was a really good lesson. I finally feel like multiple things are starting to 'click'.
*NEWS: My last day working with Eric is Friday 10/7/11. I was originally scheduled to work with Dave after Eric leaves, however it has now been switched. I will now have the honor of working with Bob. He was actually my FAA Examiner for both my Sport and Private Pilot checkrides. It was a pleasure to work with him then, and I certainly look forward to working with him now.
Subscribe to:
Posts (Atom)