Absence Makes The Heart Grow Fonder

It had been 8 weeks since the last time I was up in 34Q, which is far, far too long.  During that time, she had some new goodies installed - Mainly, a Garmin 430 along with a new GPS-enabled Course Direction Indicator (CDI).  However, the scheduled engine change and interior refurbishing have yet to occur.  More on those later.

I hate cold weather.  When it comes to being out in it, I hate it even more.  But, you make sacrifices for the ones you love, especially when they have two wings, three wheels, and a prop.  Preflight felt like a day hadn't gone by, and I actually didn't notice the cold wind that much.  It was a fairly steady wind coming out of the northwest, so the tie-down chains were in place.

It was no time at all the two of us would shed these shackles and be free of this earth, even if only for a brief time.  I asked Randy if the new engine was in, he said no, not yet, but the new parts for the interior were in the hangar and we'd take a look at them later.

Didn't miss a beat when it came to the preflight passenger briefing, even added a little extra personal touch as always.  Startup was a little rough.  You see, 34Q and I, we're both the same age.  We're getting older, and neither one of us are a big fan of this 'Winter' business.  But, after 4 tries, the engine fired, and on with the checklist.  Randy showed me the ins and outs of working the radio now with the 430 (I was familiar with the GPS side of things since that portion of the Garmin units has been in Microsoft's Flight Simulators for years).  Dialed in the AWOS and picked up that we had a 3,000 ceiling (that's in AGL - above ground level for those that don't know), and we'd have a 7 kt crosswind, right front quartering for runway two-seven, but the sock was nearly straight across at times.

I taxied to runway two-seven, did my runup, then made my takeoff call.  We departed to the Southwest, with the intent of climbing to 3,000 MSL, which is about 2,500 AGL, the required 500 ft below the clouds.  But the clouds were much lower than AWOS reported, so we leveled off at 2,500 MSL.  Slow flight and steep turns were the short menu tonight, just to get me used to flying again.  Slow flight felt easy for me, seemed to come naturally.  Steep turns took a bit of getting used to again, but I was nailing them after a few.  Comfortable I was back in the groove, we headed back to practice landings.  I ended up getting 6 total landings in.  Over the course of those the crosswind gradually increased to 8, then 9 by the time we parked.  Number 2 was by far the best landing, but even though the others weren't as good, I still felt good about them overall, and Randy did as well.

As we're locking the hangar doors, Randy complimented me on how well I flew tonight in spite of not having flown for two months.  I told him I owe a lot of that to my flight sim setup, and additionally the C172 Trainer from A2A Simulations.  I briefly mentioned that its flight profile is almost spot-on with 34Q and that the approach speeds are amazingly realistic, which makes practicing landings actually beneficial and applicable in the real world.  The only real difference I can see is that the A2A is a C172R and is fuel-injected, so no carb heat.  Other than that, it 'feels' like I'm flying the real thing.

On the way back to the office after putting 34Q in the hangar, Randy showed me the new parts that were going in.  We're not talking just some new leather and new seat covers.  Oh no.  The old girl is getting the entire interior replaced.  ALL the paneling - side posts, ceiling, instrument panel, carpet - the works.    They're doing a full restoration, nose-to-tail, new paint job included.  They plan to do it sometime in February, when the weather's less favorable for flying and it's less of an inconvenience for her to be down for a few weeks again.  I can't wait to see what she looks like when they're done.

Back in the office, we debriefed the flight, where he again complimented me on very little loss of skill over the two months I'd been out of the cockpit.  I later pulled up a picture on my phone of my current flight sim hardware/setup, and he said it explained a lot.  He didn't want to say anything while I was flying, but he could tell I'd been doing 'something' during those two months.

It felt good to know that the painstaking hours I've spent getting everything setup to where it feels 'right' and realistic have been absolutely worth it.  Perhaps I'll post a pic or two in the coming days to show exactly what I've been using so others can benefit, or even offer pointers or suggestions for improvement.

Since the time has changed, and it's now dark an hour before my normal lesson time, we're now scheduling my lessons tentatively on Tuesday afternoons provided the weather cooperates.  I have some vacation days left, so I'm going to use most of them for flying since I don't have any real travel plans the rest of the year.  It actually works out very well.  Next Tuesday is looking good.  Mid 40'sF and mostly sunny.  I need some back-to-back weeks of flying.  Here's hoping I get them.

Two Victor Uniform, clear of the active.

ASEL: 19.4
68 Landings
Landings - Touch-and-Go: 51
Simulated Instrument: 1.1
Dual:  19.4  Total: 19.4

If you love something, set it free.

If it comes back to you, it was meant to be.

It's been 5 weeks since I saw her, but 34Q and I have a date Tuesday evening.  My instructor texted me last night letting me know they had the plane back, wondering if I'd want to fly Tuesday evening. That's like asking me if I want pizza. The answer will always be yes. 

There's just this one small problem called the weather...

Really hoping the rain is gone by 5:30.  Guess we'll see. 

Two Victor Uniform, clear of the active.

The Waiting Is The Hardest Part

Thank you, Tom Petty.  Truer words were never spoken, especially when it's been over 3 weeks between flights.

34Q is still at the avionics shop in Henderson, getting all fancied up with a G430 & some other goodies (I know a new engine was expected at some point, possibly a new interior, but the most I've heard confirmed during this downtime is the Garmin gear so far).  IF I get to fly next Tuesday, it will have been 4 weeks since I've been in the cockpit.  That ties the longest stretch between flights since I started lessons back in May.

I've been spending lots of time in FSX, doing lots of pattern work in the Carenado C172N and the A2A Accusim C172R Trainer just to keep up on the basics, but there's just no comparison to the real thing.  I think I've said it before, but I'll repeat, flying the real plane is so much easier.

I keep reminding myself it could be worse, and that it will all come together.  Patience is something I've learned a lot about in recent years.  But now, I have that same feeling I get when I'm going somewhere with someone, we're on a tight schedule, and I'm waiting on them because they're running behind, and we're running out of time.

2VU clear of the active

The Old Shall Be Made New

Er, replaced with new that is.

A few weeks back I learned that when 34Q was down for her next 100-hour, she'd be getting a new engine and new avionics.  That time has come - my instructor texted me this morning with the 'unfortunate' news.  Unfortunate, because this means I won't be flying next week.  At all.  And, although I'm discouraged about the fact that this will mean another three week stretch between flying, I'm excited to see her with the new hardware and hear the roar of the new engine.

Honestly, the weather early next week isn't looking that great anyway.  Mid-70s during the day and 40s and 50s for the lows.  This is setting up the perfect conditions for an unstable atmosphere, and the forecast shows it.  Rain and storms for the next five days, with an 80% chance of T-storms Monday (when I was scheduled to fly),  I'm a firm believer that everything happens for a reason, and I've found a surprising patience in all of the delays and lesson cancellations throughout the summer.  Timing is everything, and it does seem everything is setting up to fall into place at the perfect time.  Until then, I'll continue with ground school studies and practicing with FSX and X-Plane.

Two Victor Uniform, clear of the active.

I wasn't SAFE

Yep.  It's true.  This time I cancelled my lesson based on my own self-check.  I'd been fighting a stomach bug all day, and it wasn't getting better.  Two hours before my lesson, I texted my instructor and cancelled.  I hated to do it, but at the same time, if I had gone ahead, I really don't think it would have been a productive flight.

Beside my illness, at the time I cancelled, there was about a 13 kt left front quartering crosswind down runway 27.  I've flown in those conditions once before, and I really wasn't up to doing it again this evening.  13 kts is toward the upper limit of the Skyhawk's abilities, and the upper limits of my nerves.  On a good day.

I started to beat myself up today for cancelling, but quickly reigned that thinking in and snapped back at myself that I'd made the right choice, and besides, that was yesterday and can't be changed.  This is today.

Next lesson is scheduled for Monday of next week, which is a deviation from my usual Tuesday.  My daughter loves The Veggietales, and they're coming to town Tuesday evening, so I'm taking her.  Seeing her laugh and smile as she enjoys the music is about the only thing on Earth that trumps flying for me.  Flying is in my soul, but she has my heart, hands down.

Two Victor Uniform, clear of the active

I Wear My Sunglasses at Night...

So I can...so I can...not see the gauges.

More on that in a few.

Tonight was a good flight all the way around (well, there was one hiccup), and it actually started with my lunch break at work.  Let me set this up:  As I noted last week, I'd purchased a used headset with ANR (Active Noise Reduction) on eBay last Friday.  I had gone home for lunch today, about 30 minutes later than usual, to fire up FSX and/or X-Plane (ended up being FSX) to practice landings.  In the middle of my first pattern, the doorbell rings.  I open it, and there's Dan Dan the FedEx man (long story, have known him for years) with a package for me.  Cool.  It's my headset.  Unboxed it and plugged it in to charge.  On with landing practice, then back to work.

Came home from work, practiced a few more landings, then gathered my headset up and put it in my flight bag.  Off to KHNB!

Side note - I was curious whether I'd even get to fly tonight, as the POTUS is going to be in Chicago tomorrrow, and two counties west of KHNB on Friday.  TFR is already in place for Chicago (just what ATC needs up there right now!), one expected for this area soon.  It just so happened one of the 'Marine' helicopters landed at KHNB this afternoon (I'm told it's only Marine 'One' when POTUS is on board).

Thankfully, it didn't stick around and was long gone by the time I arrived for my lesson.  No TFR necessary apparently.  

I arrived at the airport, and my instructor told me to go ahead and preflight, he'd be out in a moment, 34Q is already out, still chocked.  

I walk out, and a Skylane is fueling nearby.  Cool.  Waved to the other pilots, then proceeded to install my 'equalizer' (read: foam padded substitute for a phone book) as well as connect my new headset.  

Now, I should mention, this time of year, the sun is getting pretty low in the sky this time of the evening (around 2230Z), and as a result, it's right in my face during preflight.  So, to mitigate this, I have a pair of clip-on sunglasses.  I debated, then decided to go ahead and equip them.  I debated because when I'm flying into the sun at all, I can barely see the instruments with them on.  Usually better to leave them off and deal with the sun glare.  This time I didn't.  Again, more on that in a bit. 

Going through startup checklist, avionics on, tried out my headset first thing.  No joy.  No sound from the intercom, he couldn't hear me either.  I was disappointed considering I did still spend a significant amount on them.  I began to unhook them and ask Randy to hand me the flight school's set I'd placed in the back seat, when I realized the 5-pin connector on my cable had come loose.  So I quickly re-attached it & plugged both cables back into the intercom.  LOUD and clear on both ends, had to turn down the inline volume knobs right away.  Activated the ANR - very, very nice!  On with taxiing to the runway...

I won't go into all the details, just let me say, two planes taxied ahead of us (the Skylane being one), both using runway 27.  AWOS clearly saying wind is 030 at 6, and the sock is confirming.  Runway niner should have been the active.  But we followed the Skylane.  He took off, then just as we're finishing runup, hear a jet coming in, on downwind for, you guessed it, runway niner.  Perfect.  We're in his way.  But, because we advised him where we were while he was in the pattern, he did something Randy said he'd never seen.  After he landed on niner, he turned it around in the middle of the runway and back-taxied so we wouldn't have to go back to the other end of the runway.  That's class, and mutual respect.

Uneventful takeoff, out to the practice area.  Plan was to do slow flight, steep turns, then come back and work on landings.  But once we got to 3,000 feet, it was clear steep turns were out.  It was so hazy, we couldn't see the horizon.  So, slow flight, then 5 power-off stalls.  First two were kind of rough.  Somewhere, somehow, I've picked up a fear of spinning the plane.  I put that out of my mind and just started executing them step-by-step, nothing else, and pulled off 3 top-notch power-off stalls.  Then, headed back to the airport.  4 landings with a 6 kt direct crosswind, all greasers, with the first and third preceded by go-arounds.  The first go-around was initiated by Randy, the second go-around was my call.  He couldn't have been happier with the landings (and my decision-making on the second go-around), and neither could I.  The last two were by far the best, and they felt awesome.  However, by the time we were on downwind for landing #3, it was getting dark.  So dark in the cockpit in fact, I couldn't see the instruments.  "We have panel lights in this thing," I asked.  He fiddles with them, turns them up, & says, "That's about all we've got."  I soldiered on, doing my best even though I could barely see the instruments.  I'd also been barely able to see traffic entering the pattern on the other side of the runway when I was on the previous downwind.  

Made landing #4 a full stop, cleared the active, on with the checklist (which I could also BARELY see), then taxied to parking just in front of the hangar, turned her around so we could push her in.  Shutdown, quick 'preliminary' debrief.  

It wasn't until he hopped out and headed to open the hangar door, and I finished removing my equalizer, bagged up my headset, and stepped toward the hangar that I realized.  "You idiot."  I still had my clip-on sunglasses attached.  "Moron," I muttered to myself.  Told Randy about it, we had a pretty good laugh, then he says "THAT explains why you could hardly see that traffic!"  Yep.  Real genius here.  

As we're putting 34Q in the hangar, he tells me, by far, this was absolutely the best flight I've had since we started flying.  Said he could tell right away I was in control of the aircraft, that I just had a confidence and a comfort level & that he could tell I was in command of the plane.  Not that I hadn't been before, but I had a boldness and a confidence that wasn't there before.  "This is my reward," he said.  "When I see a pilot get here, when it all comes together at once, when this happens, I get so excited, I won't be able to sleep tonight."  

We went in, debriefed the flight, mentioned soloing sometime soon, and also discussed status and questions regarding my third-class medical and eventual medical flight test to get my S.O.D.A. waiver for my vision deficit.  He's going to call FSDO tomorrow and clarify a couple things.  In the meantime, lesson scheduled for next Tuesday.  Probably work on landings at the very least, with some steep turns practice if it's not too hazy again.  

I probably won't sleep much tonight either.  I'm still riding the emotional high of how good those last two landings felt.  

Two Victor Uniform, clear of the active.  

ASEL:  18.2

62 Landings

Landings - Touch and Go:  46

Simulated Instrument:  1.1

Dual:  18.2    Total Time:  18.2

I'm sensing a pattern here...

A traffic pattern that is. 

This one was pretty straightforward, mostly touch and gos all evening, but lots of traffic in the pattern. At one point, including me, there were two C172s and a C182 (the 182 had been doing maneuvers to the north earlier) in the pattern, with an Air Tractor taking off. It was during this time, after a few circuits with most of the traffic, that we went a few miles east, did a couple quick steep turns while the traffic cleared out, then headed back. 

I'm still working on getting back into the groove with landings. Still not back to where I was a couple months ago when I did 9 solid landings, but I'm getting there. Still struggling with determining, without being prodded, that I'm too high on base leg and begin correcting then rather than on final. 

All in all a good flight. We didn't discuss solo plans, so I'm assuming based on his comments he wants to practice landings some more before we make those plans.

Back in the air next Tuesday, more landings on the agenda.

Additionally, I felt it worth mentioning here that I've been bugged for the last year by a semi-constant ringing in my right ear. After an examination 2 weeks ago by my ENT (also a pilot) and some blood tests to rule out auto-immune causes, he scheduled me for a hearing test. I passed the test with flying colors, displaying only a marginal difference in the right, in a frequency considered outside the 'normal' range. He did advise me to purchase my own headset with active noise reduction to protect my hearing as I fly more, and even suggested the model, which he owns himself. Found the exact model used on Ebay for about $100 less than what he paid. Should be here the day before my next lesson.  Will give a quick review of their performance in my next post. 
 
Two Victor Uniform, clear of the active.