Back in the Saddle

It's been a while since I posted anything, mainly because it's been a while since I've done any flying.  Ironically, I'm writing this post on the one year anniversary of my first post to this blog.  The things I didn't know then...but I digress.

This past Tuesday, it had been 71 days since I had last been in the cockpit of an airplane.  That's by far the longest stretch since I started flying.  In that time, 34Q had been gone for 4 weeks to Mena, Arkansas for a repaint.  I joked with a friend the week I knew she was back that "knowing my luck, she'll get back and it'll be just about time for her 100-hr inspection."  I reeeally need to learn to keep my mouth shut on such things, because that's exactly what happened.

After waiting for the 100-hr to complete, I finally had a lesson scheduled for this past Tuesday.  There was just one thing that might have stood in the way.  Yep.  The weather.   Forecast called for thunderstorms the first three days this week.  Cynical doesn't begin to describe my attitude going into work on Tuesday.  But as the day progressed, I could see potential light at the end of the tunnel.  Most of the weather was to the east, tracking NNE.  Winds were pretty significant, 15G21 straight across, and the ceiling was sufficient that I could at least get some crosswind landings in.  No way I'm going to shy away from wind.  I want need to know how to handle it.  CFI called me on the way to the airport, asked if we were still on.  I said yes, it's a little cloudy and gusty, but at the least we can get some crosswind landings in.  He agreed.

I walked out onto the ramp to see Randy fueling the old girl up.  And her new paint job is very, very sharp.

I'll get a better pic of it next flight and post it - I was so excited to get started on my preflight I completely forgot about getting a shot of the new livery.

I completed my walkaround, Randy and I added a quart of oil (was just over 6 on the stick when I checked).

We climbed in, I did my pre-flight passenger briefing, then proceeded with the checklist items.  We both heard the unmistakable sound of dual turboprops approaching the airport just as I was starting the engine.  The King Air was coming in.  I love turboprops, by the way.  Fired up the G430, listened to AWOS, then pulled forward, tested my brakes, made my taxi call, and waited for the KingAir to taxi past before I  headed out, amid his lingering prop wash, to 27 to do my run-up.

Takeoff was good.  It felt so, so great to be back in the air.  After a midfield departure to the north, Randy asked me how it felt to be back up here.  I answered honestly.  It felt like coming home after being away for a few years.  It was like I was supposed to be there.  I can't explain it, but the whole flight felt like that.

Slow flight was good, although I thought I was a little sloppy in my turns.  We then did 5 power-off stalls.  I had trouble with the first three, and honestly didn't get too down on myself because realistically it had been months since I was up, so I'm going to be a little rusty.  After the last stall, it was back to the field to work on landings.

I hit the freq swap button on the 430 to get AWOS again.  Winds were 210 at 17, peak gust 26.  Nice.  This is going to be a challenge to say the least.  It actually calmed down a bit by the time we got back, which took longer because we had gone a bit east during maneuvers to avoid the towns (and an RV that took off from KHNB that was flying over to KDCY), so I was flying against an almost direct headwind of 17 kts, knocking my ground speed down to 79.

I was surprised and satisfied with my first approach.  I rounded out a little high, but with verbal cues from Randy corrected and set it down gently for a touch-and-go.  The second landing went much better, with him cueing when 'not' to start the round-out.  After the third landing, he commented, "Wow.  That was really good, well done.  You fly like this the next time we fly, I'm going to solo you."  After the fourth, during which the RV had entered the pattern midfield crosswind, he continued the encouragement, saying, "Man.  If it wasn't for this wind, I'd dang near solo you tonight. I mean, for not flying for 71 days, you're going great....I mean...damn, excuse my French."

I never know how to respond, so I simply said "Thanks.  I felt really good about that landing."  I called touch and go for 27 to let the RV know we were off the runway, then back into the pattern one last time for the evening.  Landing #5 was just like the other 4.  The wind had died down a bit, but was gusting again as I got to the runway.  I held it off and let the upwind wheel down first, the best I've ever done in a crosswind, then let the right main down followed by the nose.  Then, for some reason....I checked out somewhere.  I started veering left.  Randy was like, "What are you doing?  Where you going?  Let's get it back over to the center."  I still don't know what I was thinking, maybe was taking in the way that landing went and forgot to keep controlling the plane, I really don't know.

Taxied back to the hangar, shut down, and we started talking about the flight as we were getting 34Q ready to be put away.

The RV pilot came up on a golf cart, apparently his receipt from the fuel farm had blown away earlier, and he'd come over to let Randy know, only to find it blowing around.  Randy introduced us, and he told me he was part of a group that meets every Saturday morning and goes flying to get breakfast, and invited me to join them once I get my PPL.

As he started lowering the hangar door, he again said that he actually would solo me tonight, if the wind had calmed down just a little more.  "You're ready."

That's when I remembered I wanted to take a picture of the new paint.  I'll get a better one next week.

So, we went into the office and debriefed, which was surprisingly short.  Next lesson is scheduled for Tuesday.  In a nutshell, the next time we fly, as long as the weather is good, and I'm "on" like I was this flight, I'll be doing my first solo.  So far the weather is looking good.  Here's hoping it stays that way.

Two Victor Uniform, clear of the active.

A Pilot Looks at 40

There are times in life when you set a goal, and you set out to reach said goal in a certain timeframe, with nothing in your way.  Before long you reach that goal with a major sense of accomplishment and pride.

Then there are times when you set out to reach a goal, with nothing in your way, and circumstances beyond your control suddenly force you to delay reaching the finish line.

I'm down this morning, and I just have to write it down.  That's the whole point of a blog, right?  To share what's on your mind or what you experience?

I got a text from Randy this morning.  A text I was pretty much expecting, but the contents were more than I anticipated.

34Q will be unavailable for TWO weeks, not just one, for the new paint job, flying to Mena, AR for the work to be done.  That means my earliest opportunity to fly again will be April 6.  11 months to the day since my discovery flight.

My silent goal in getting my PPL has been to get there before I turn 40.  When I set out on this journey, I had 11 1/2 months to get there, and only expected it to take 6 of those.

With this latest delay, it pretty much blows any chance I have of completing my requirements and taking my checkride before my birthday (4/30).

I realize this is trivial in the grand scheme of things, but I was still pushing, even though time was already short, and I had confidence I could still accomplish this part of the goal, even if it is secondary.  I'm not stopping, by any means.  But I'm disappointed that I won't make it before the big 4-0.  Even more so because the reasons I won't were all out of my control.  Every single delay was something that couldn't be overcome, bypassed, or worked around.

It'll be worth it in the end.  I'll get my PPL this summer.  I may not make OshKosh, partly due to financial reasons since I now won't have time to save for the trip after I finish my PPL.  But there's always next year.  

Two Victor Uniform, clear of the active.

That Ol' Wind

No, I'm not referring to the Garth Brooks song.  I'm talking about the 14G17 (read: 14 knots, gusting 17 knots) crosswind at KHNB during my lesson last week.

Due to said wind, there was no question I wasn't going to solo that night, just work on landings, which proved to be quite a challenge.

I've faced winds like this before.  Once.  Like the previous lesson, the wind was out of the south-southwest, which meant the approach was going to be dicey due to the grove of trees just south of the threshold.  Joy.

The first couple of landings were a bit rough.  The third was so dicey we made it a full stop then pulled back to two-seven and took off again, this time Randy assisting with the landing.  We decided to land longer for the remaining landings to avoid the turbulence rolling off the trees.  This made for a much more stable approach.  The landings were better, but the rollout on the last one of the evening was far from good.  I wasn't rattled, I was just not doing it as well as I have in the past.

The highlight of the evening was actually the pre-solo written test.  We reviewed some items prior to the test that I was unlikely to know on my own or via my training, then I was given the test and left to complete it.  It was open-book, but some of the items related to the field at KHNB and would have been my responsibility to know.  Which I did.

When I completed the test, we reviewed each answer.  There were a couple answers that were wrong on the key, one being total oil capacity.  The inside cover of the C72M POH lists oil capacity as 8 quarts.  The page listing fuel and engine capacities reads "Sump: 8 quarts.  Total: 9 quarts" for the oil.   The question specifically asked for the total oil capacity, so I put 9.  They were looking for 8.  I showed Randy this second listing in the POH which he seemed to be unaware of.  My answer was counted right, though I understand the reasoning behind the 8 quart answer.  We discussed it, possibly the 9th quart is deemed unusable.  But it is still part of the total capacity, just like the 4 gallons of unusable fuel in the fuel system.

When all was said and done, I aced it.  100%.  Next week, weather permitting, we'll consider doing my first solo.  3 laps around the pattern dual, full stops on each, then come in, shut down, and discuss if we both agree we're comfortable with me flying solo.  If so, Randy will get out, I'll fire 34Q back up, and do 3 more laps with full stops after each.

To say I'm excited would be a huge understatement.  To say I'm nervous would be an even bigger one.  I believe I'm ready, Randy thinks I'm ready, the plane is ready.  If we could just get the weather on board with our plan...

Two Victor Uniform, clear of the active.

A Waltz in 34Q Time

After five weeks out of the cockpit (hopefully the last such multi-week delay of the season) I finally got some time in last night.  It was good to see 34Q.  I'd actually missed the plane.  I think I may have a problem.....but I digress.  

Preflight was straightforward.  The new leading edges on the horizontal stabilizer look great, even if they are green and un-painted (she's still scheduled for a new paint job this month).  It wasn't until I was sitting in the park after my lesson, enjoying my footlong steak and cheese sub - my reward to myself for a good lesson, that I realized I had failed to visually check the fuel quantity in the left wing.  Now, I know it was full because not only did the gauge say it was, but Randy had just finished fueling the plane - it had just returned from a cross-country with another instructor and student.  This is inexcusable for me.  You still check the fuel, regardless who tells you they just filled it.  I've even been pop-quizzed on this in the past.  I've never forgotten to check the fuel.  Can't let it happen again.

Once in the plane, went over the usual checklist items, passenger briefing, etc.  Randy says "Ah, man, there's bugs on the windshield."  My reply was apparently what he was hoping for.  "That'll be good for practicing steep turns..."  Which we did.  

Slow flight, steep turns, and stalls.  Power off AND power on.  This was the first time doing power-on stalls since the time I lost my groove for them.  I got it back apparently.  We only did two and I recovered well from both, though I've regressed into the nasty habit of applying aileron during recovery.  Have, have, HAVE to break that habit.  

Back to the airport to work on landings.  I bounced on the first one, and Randy let me.  Didn't touch the controls at all.  Made mental notes of what I did wrong and did the next two without repeating those mistakes.  

Just after turning downwind on what was to be a full-stop for the evening, Randy pulled the power.  "You've just lost your engine."  This time, I momentarily froze.  I knew I needed to land as soon as possible, but I'm downwind, headed for the threshold in a hurry.  Randy took the plane and proceeded to demonstrate how to handle the situation, bringing us down with an aggressive slip for a landing on runway niner.  It was a great learning, and I was glad for the change of pace.  It's been a little while since I learned something new while in the cockpit.  

We landed very, very long, past midfield, and although had it been a real emergency we could have burned up the brakes getting it stopped , at his call I added full power and proceeded with a touch and go.  Climbed to 1500 (per his instruction) then teardropped back to land on Two-Seven.  We were way, way high.  With a little help from Randy getting it back down, made a decent landing but then fish-tailed, enough to squall the tires.  I'm still beating myself up for over-correcting so much, but overall pleased with the rest of the landing.  We taxied back, shut the plane down, I stepped out of the plane and unloaded my flight bag, headset, and cushion.  "There's nothing wrong with YOUR depth perception" Randy remarked as he walked toward the hangar.  I casually replied, "You know, I've been saying that for years..."  

During debrief Randy again commended me on not seeming to miss a beat despite having been out of the plane for five weeks.  I owe that completely to Prepar3d and X-Plane.  First order of discussion was actually the pre-solo written test.  After talking through the requirements and what is expected, we've scheduled it for next Monday at 6 pm, rain or shine.  Randy said more than likely, if he's still as pleased with my flying the next time I go up, I'll likely solo that same evening.  The word excited doesn't even begin to cover it.  

We briefly talked about how quickly things will progress following my solo.  Also talked about how I've been practicing in the simulator.  He remarked, "And your radio work...it sounds so professional."  I told him about the Pilot Edge online ATC service, to which I've been subscribing since last October.  He was unaware of the service and said it sounds like it would be a great asset to pilots.  Then he again mentioned how blown away he was at how well this flight went.  "This just doesn't normally happen.  You flew that plane like you've been flying your whole life."  I didn't really have a response for that remark.  I feel like it's coming naturally to me.  All I can say is, in my soul, at least one thing I know is that God put me on this Earth to fly airplanes.  Whether I do it professionally, well, we'll see where the journey goes, one flight at a time.  

Now, if you'll excuse me, I'm going to go bury my head in the C172 POH and the airport directory, making sure I'm up on the info I'll need for next week's test.  It's open-book, but I'd rather know the information going in.

Two Victor Uniform, clear of the active.  

ASEL: 88 Landings	24.4
Landings - Touch and Go:	67
Simulated Instrument:	1.3
Dual:	24.4
Total Time:	24.4

Plan C....As In Continue

Had a phone call this last hour from Randy, who had just spoken with Wayne (FAA Ops), who I also spoke with later.  Their recommendation, and I agree 100%, is for me to call CAMI and get an extension on my medical flight test authorization, then continue my PPL training. 

As it stands now, I can train right up until the moment I am ready to take my PPL checkride.  This means I can fly solo, train for cross-country, do my solo cross-country flights, and prepare for the checkride.  At the point I am ready for my checkride, I also have the option to take both tests in combination (I think I may have mentioned that option being offered to me in one of my early blog posts last fall), with Wayne being the one administering the test.  

This seems to make the most sense to me.  By that time I will be more confident and comfortable in the plane, and the medical portion will be a second thought to me.  In a nutshell, by passing the checkride I will automatically satisfy the conditions of the medical flight test, thereby eliminating the need to take both tests separately.  

Wayne was apologetic for things not panning out this time around, but honestly, I'm over it.  As long as we have a plan, and I can continue flying toward my PPL requirements, I'm good to go.  

Next lesson is scheduled for Wednesday night at 18:30 local.  That is, of course, if the weather permits.  Another winter weather system is expected to hit Wednesday, so we'll see.  

Two Victor Uniform, clear of the active

It's Go Time

Weather permitting, my medical flight test will occur on Tuesday, March 3rd, beginning at 10:30 AM EDT at KJVY in Jeffersonville, IN.

I spoke yesterday with the CFI/Ops Inspector that will be doing my test.  Here's what's on the agenda/expected of me during the flight:

• I will be PIC, with no control input from the inspector.  (Upon hearing that I had not soloed yet, his response was, "Well, congratulations, your first solo is with me.")  
• Once we complete preflight/taxi/takeoff from KJVY, we'll fly north.  
• I'll be asked to pick out 1 or 2 fields as potential emergency landing locations
• He will have me simulate 1, likely 2, engine-out forced landings over my chosen emergency landing field.
• He will pick out various landmarks while in the air, at varying distances from the aircraft and ask me:
1.  Can you see it?
2.  How far away is it?
• He will have me looking at charts, the instruments, etc, inside the plane, then back outside the plane, judging my ability to switch between near and far vision quickly.  
• We'll fly back to the airport and I will do at least one touch and go.
• After the touch and go, I will perform a full-stop landing, taxi back to the ramp, then taxi back to the active runway, take off, fly around the pattern once, then perform a full stop landing, taxiing back to the FBO and shutting down.  

The previous assumptions from my original AME and several CFIs I've talked to or whose posts I've read online, suggesting all I'll have to do is taxi, were incorrect at best.  I attribute this to the uniqueness of my visual deficiency in that I do have two eyes, so I do in fact have some depth perception, but it's the matter of my corrected far-sightedness and how capable I am of compensating for the limited depth perception that I need to demonstrate.  

What was once slight concern has now turned into me being, rather pointlessly, a nervous wreck at times.  I've got this.  I can do all of the above.  I know it.  Now I just have to prove it.  

Game on.

Two Victor Uniform clear of the active.   

The Last Big Hurdle (Medically Speaking)

Ok, the bad news first (not really bad, just disappointing).  For starters, I didn't get to fly this week.  34Q had new leading edges installed on the elevators.  Second, I received a call from CFI Randy this afternoon, which was to bring good news.  However, as a secondary piece of information during the call, he let me know he would be out of town next week for work, so no flying next week either.  This means that the following week it will have been 3 weeks between flights.  Again.

Normally, I'd roll with the punches and say, "Oh well, better to be on the ground wishing you were in the air, etc,", but you see, there's a reason I'm edgy for having been grounded for that long - the reason for Randy's call.  FSDO Louisville will be calling me next week to set up my medical flight test the week of 2/23.  Randy and I will fly over, I'll go up (or at least taxi around) with the AME/CFI (they have 2 on staff that are a 'combo' if you will), then I'll be approved for a 3rd-class medical with a waiver for my visual deficit, and we will fly home.

Once this is complete, I will have no medical restrictions, and I will be fully cleared to fly solo.  This is the last hurdle I have to cross before I will fully, 100% commit to seeing this through financially.  I have held off taking my FAA written knowledge test until I had this behind me.  Maybe that was a good idea, maybe not, but I couldn't see spending the money to sit the test if I wasn't going to get beyond the medical part.  So I'm in full-on study mode for the written test as of right now.  As soon as I'm medically cleared, I'm going to sit the test and get it out of the way.

According to Randy, after I solo and begin training for cross-country, the hours will rack up quickly, and I will begin completing my flight requirements at a much faster pace.  I don't want to get in a situation where I'm ready to take my oral exam & checkride but have to wait until I take my written.

I've got a lot riding on this.  For me, it basically feels like a 'mini checkride' in a sense.  If I don't demonstrate that I can taxi and fly the plane without hitting something (or, God forbid, someone) in spite of my visual deficit, it's game over for my PPL.

I know I can do this, especially after my last lesson.  I just need to get past my nerves and stop worrying that I'll do something stupid or forget something important because I'm nervous during the flight test.

Two Victor Uniform, clear of the active.