A Brotherly Bond (Part 2)

Yet again, Winter 2016 gave us a gift! Today, it got up to ~60F, with higher-clouds and moderate winds. This provided the excellent opportunity for an "unscheduled" flight. I had no planned on flying today, but the sudden showing of nice-weather prompted me to book a plane for the afternoon. I elected to take the Cessna 150L N552RA. I also elected to take along my young brother, David, once again. It was a surprise for him! He had no idea what my "evil" plan was for our outing today, until we pulled into the airport. His face instantly lit up when he knew "what was up."

For today's flight, I decided to keep it somewhat simple. I flew VFR, but practiced a VOR-A approach into Canandaigua (D38), just to keep sharp on my procedures and instrument scans (with the added visual scan, as well.) The VOR-A approach into D38 requires over-flying the Geneseo VOR (GEE) 1st, then proceeding inbound from there. I was tracking inbound on the 018 Degree Radial of the GEE VOR, so I did not need to utilize a procedure turn. However, on the missed-approach procedure (detailed later on, here), I would have to.

VOR-A Approach into D38

Our track into D38 for the VOR-A appraoch, and also the missed-approach back to GEE.

As you can see from the tracklogs, after going "missed" on the approach into D38, the procedures call for a return to the GEE VOR, and then a holding pattern there. For our return to GEE on the missed, our orientation to the VOR required us to utilize a "parellel" entry. 

Parallel-entry and hold over Geneseo VOR (GEE)

The winds were a bit "stiff" today, so my wind correction was very much trial-and-error on the holding pattern. Overall, I was happy with the result.

All the while, my little brother David was a huge help, and great co-pilot! He even got to fly us back all the way from GEE to KROC. He is the best co-pilot a guy can ask for. Flying with my brother means more to me than anything else. It is a bond stronger than anything else I know.

No worries, I used a camera mount (not a selfie! LOL)

Today was a great day. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

1/31 Flight Time Logged = 1.3 Hrs

Total Flight Time = 188.7 Hrs

Total Flight Time to Commercial License = 61.3 Hrs

Safety Pilot

What an interesting last 24 hrs it has been! I had been watching, waiting, hoping that the weather would agree enough for me to fly, today. For a majority of yesterday, my hopes were optimistic as the forecasts looked favorable. That is, until last night when an G-AIRMET was offered suggesting icing conditions in the NE. A G-AIRMET, for those curious, "is a concise description of weather phenomena that are occurring or may occur (forecast) along an air route that may affect aircraft safety. Compared to SIGMETs, AIRMETs cover less severe weather: moderate turbulence and icing, sustained surface winds of 30 knots or more, or widespread restricted visibility." (Wiki.)

So, last night I got pretty bummed, but I decided to "wait it out" and see if the forecast improved. This AM, I ventured up to the airport, with the icing forecast still valid. After a couple hours, however, the icing levels lifted from the surface up to 8,000'. However, the winds were beginning to pick up. I have personal minimums that I use for flying, in regards to the weather that I will fly in. Winds were below those minimums, yet, I felt like I didn't want to really risk it. Given the chance of low-level wind shear, and icing above, I did not want to fly alone. Luckily, a need came up for me to serve as a "safety pilot," for a fellow instrument pilot-trainee at the air center. I jumped at the chance!

I flew with Paul, a nice guy and great pilot. While I scanned the skies, looking for traffic, birds, drones, Paul practiced two instrument approaches "under the hood." He did a great job! It felt neat for me to fly from the right-seat, as I have plans of being a flight instructor one day soon. I could get used to it! 

The approaches we "shot" included the VOR-A into KGVQ (Genesee Co.) and an RNAV into KROC (Rochester.) 

The winds were rather bumpy, making accurate approaches somewhat of a chore. Yet, this is great practice. En-Route to KGVQ, as one point, our ground-speed was a mere 50kts! Regardless, the scenery was beautiful...

50 Knots Ground-Speed!

Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up!"

1/30 Flight Time Logged = 1.4 Hrs

Total Flight Time = 187.4 Hrs

Total Flight Time to Commercial License = 62.6 Hrs

Let's Do This

Today is my Birthday, and regardless of what gifts I may receive from friends and family, I already received the best present a pilot-in-training could ask for. That's right, yesterday, I received my endorsement to take my FAA Instrument Rating Check-ride! I am excited beyond belief, so much in fact, that I really kind of am forgetting it's the day of my birth! 

From here, I continue to study and use my Flight-Simulator X program at home. The weather has finally agreed NOT to agree, and is acting more like the typical WNY winter. So, as I await a return call from the Designated Pilot Examiner, to set up a date for my checkride, I continue to hone my skills.

Stay tuned, my friends, for the latest on my pilot journey! As always, "Keep 'Em Flying," and "Never, Never, Never Give Up."

Total Flight Time (As of 1/28) = 186 Hrs
Total Flight Time to Commercial License = 64 Hrs

At IFR's Doorstep

G'Day, friends! I hope you are all enjoying this on/off winter in the Northeast (if that's where you hail from.) Otherwise, I wish you all the best as well. This "winter of mercy," as I call it, continued to gift me this week, despite a few "hiccup" days. Today, I flew with the senior instructor @ the Rochester Air Center, the legendary John Dougherty. John is the man who trained me for a majority of my Private Pilot's license. He is a very good CFI. My regular CFI, Shawn, had me fly with him today as a final check of my IFR proficiency, before the checkride. 

Things went VERY well. today. We first flew to the Geneseo VOR (GEE) and entered the holding pattern there, which then segued us into the VOR-A instrument approach for Leroy Airport (5G0.) The keys to success on a VOR-A approach are timing, and anticipation. Flying along at ~90 Knots, I had 3:02 from the GEE VOR until I reached 5G0, at which I had to be at the Minimum Descent Altitude (MDA) of 1,380' and 1 Statute Mile Visibility. For our "mock" approach, I did not see the runway, and hence, went for a missed approach. As you can see on the approach plate, that called for a left climb to 4,000' to the GEE VOR.

After arriving back at the GEE VOR, I called up KROC and asked for an ILS approach into Runway 22. An ILS is a precision approach, as opposed to the VOR-A. So, the key here is small-control inputs, and patience...ease. I did just this, all the way down the DH (Decision Height) of 760'. I then had the runway in sight (or, my foggles lifted!) The approach(es) went very well!

Once we landed and secured the plane, which today was my dear Cessna 172M N904RA, JD and I talked about my immediate future in terms of IFR. The prognosis was very good, as John felt I was ready to take my checkride. I will discuss this further with my CFI, Shawn, and we will set the wheels in motion. Just before my flight today, I completed the King Flight Schools online-prep course for the Instrument Checkride as well. I feel confident, calm, and prepared. 

So, there you have it (once again!) Until next time, as always, "Keep 'Em Flying," and "Never, Never, Never Give Up."

1/15 Flight Time Logged = 1.2 Hrs

Total Flight Time = 186 Hrs

Total Flight Time to Commercial License = 64 Hrs

Fine-Tuning

Hello, once again, my friends.

Yesterday, I was able to get up with my flight instructor, and make up for the flight I missed due to the battery issue on Thursday. I am "honing" my skills for my upcoming Instrument Rating Checkride. Our agenda yesterday included...

• Holding Pattern @ Geneseo VOR (GEE) - This went smoothly, and required a teardrop-type entry to hold on the 200 Radial. After making one racetrack circuit over the VOR, we proceeded straight into the VOR-A non-precision instrument approach into Canandaigua Airport (D38.)

• After executing a missed-approach @ D38, we proceeded back inbound to KROC to make an RNAV approach (non-precision, LNAV-only.) From here, we also went "missed."

• Finally, from the missed-approach on the RNAV, we lined-up for an ILS approach to runway 22, a precision-approach, which terminated in a full-stop.

Overall, the "mission" went very well. I felt much more confident this time, as opposed to my last session in the SIM. The multitasking seemed to be better for me, perhaps my visualization practice and GPS simulators are helping? Anyhow, here's a list of items that I plan to address before the next (of not too many more) lesson...

• Consistent Altitude @ Straight & Level Flight- When instrument flying yesterday, I somehow JUST discovered what has been plaguing me ever since my PPL training. It turns out, I always balloon up or down in altitude because I am "chasing" the VSI (Vertical Speed Indicator.) This displays a trend of altitude change, as opposed to the Altimeter which is not as sensitive. Turns out, every time I have been seeing a change on the VSI, I have been over-reacting/controlling. Something to work on for next time!
• I had a brain-lapse yesterday and confused MDA (Minimum Descent Altitude) and DH (Decision Height.) Between precision and non-precision approaches, the two are very different. I need to re-study and focus on these for next time. 

Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up!"

1/8 Flight Time Logged = 1.2 Hrs

Total Flight Time = 184.8 Hrs

Total Flight Time to Commercial License = 65.2Hrs

Mid-Winter Day's Dream

Hello, once again, friends! 

Yesterday, I had a great opportunity to fly. I was not scheduled to work, and the weather (once again) was un-winter-like, allowing me the flexibility to fly all day. I had planned to fly to KIAG (Niagara Fall Int'l) in the late AM/early afternoon, and then fly with my CFI for IFR training after that.

For my 1st flight, I took the mighty Cessna 150L N552RA. I've flown this bird quite a bit since last summer, as the Rochester Air Center offers a fair rental price on it. It is a good plane for short cross-country flights, flying solo or with one's little brother. I departed for KIAG around Noon. I had to use a little effort to get her started, as it was cold out. This required a few shots of primer, and pumping the throttle a bit during engine cranking. After a couple of attempts, I managaed to get the 150 going strong. The flight itself was AB-FAB, smooth the whole way. However, there was quite a bit of haze, making visibility from 4,000' a bit of a chore. 

En-Route from KROC to KIAG

I arrived @ KIAG about 45 minutes after departing KROC. The ATC crew was very excited, for whatever reason, to "work me in" to KIAG, it must have been a slow traffic day! I always love when ATC guys are in a good mood. I landed @ KIAG, and planned to top-off the fuel. I have a personal rule that I ALWAYS top-off fuel after flying a C-150, and make a stop en-route (even if it's only for 45 minutes.) Why? Well, the 21 gallon tanks are 1/2 that of a Cessna 172. I just like to play it safe. 

@ KIAG, I pulled into the FBO for fuel, and they topped me off, while I sipped on some free FBO coffee. Good times! As a bonus, I got to see a Piaggio P.180 "Avanti." As seen from my Cessna 150L, perhaps one thing leads to another? I'd love to fly one, someday!

With my fuel topped-off, and caffeine needs also satiated, I attempted to re-start the 150 to depart back home to KROC. However, I encountered a problem, the battery was weak. The prop was not cranking nearly enough to create an ignition, to kick-over. This, even after adequate prime and throttle/mixture control. So, there was nothing else to do but jump the battery! A quick call home to the Air Center confirmed my necessary action. 

I had to cancel my flight with my CFI, which will instead take place later this afternoon. Meanwhile, I waited for the FBO A&P mechanic to be found for a "jump." The line-crew did not want to attempt this on their own, and I do not fault them for this one bit. Better safe than sorry! The situation wasn't all bad, as I was entertained by a Marine Sea-Stallion helicopter that "dropped in" for fuel, as well.

It dwarfs a Cessna 150, even @ 200 yards behind it!

The FBO mechanic and crew were most helpful, and I cannot thank them enough. We managed to fully charge the battery, and run the Cessna 150 up to show a good charge in the system. Shortly after, I departed back home to KROC. 

Before arriving @ KROC, I decided to do a practice-holding pattern over the Geneseo VOR, once again. This time, my inbound heading put me into position for a "teardrop" entry procedure. It went well!

I arrived @ KROC safe and sound, thankful for all those helpful people you find in aviation. Once again, as always, "Keep 'Em Flying," and "Never, Never, Never Give Up."

Home, safe and sound.

1/7 Flight Time Logged = 2.1 Hrs
Total Flight Time = 183.6 Hrs
Total Flight Time to Commercial License = 66.4 Hrs

Sick Flow?

Attention to detail, precision, multi-tasking...these are all terms which I thought I understood the full meaning of, before I began training for my Instrument Rating. As it turns out, I hadn't even scratched the surface of these words in action. The process of becoming more precise in the cockpit has not been an easy one, it takes a lot of practice, muscle-memory. However, that being said, it is very doable.

When I refer to precision, I am talking about pushing the right buttons, at the right time, while still focusing on the instruments, approach plates, and flying the airplane. In my case, I am practicing to take my Instrument Checkride in the Cessna 172 N904RA. This is my 2nd favorite plane of the Rochester Air Centre's fleet (1st being N5270H.) 904RA is equipped with a Garmin 530 GPS/NAV/COMM system. This provides the pilot with moving map GPS, navigation, and communications (radio.) The Garmin comes in handy to Instrument pilots especially because within the GPS databases, it stores and can display instrument departures and arrivals, along with routes, etc. 

N904RA

Garmin 530 Simulator

Yesterday, I flew in the Redbird full-motion flight simulator. It's a neat contraption, and I feel that it is fairly close to accurate in terms of flying a real plane. Some aspects are quite different, however, such as inner-ear sensations. I do not feel climbs/descents the same way I do in the air. Perhaps that is just me, though. Anyways, my CFI Shawn was generous enough to take time out of his New Years Day to help hone my skills in the SIM, as we approach my imminent IFR checkride. 

Redbird Full-Motion Flight Sim

The last thing that I need to sharpen-up on before the checkride is my cockpit "flow" on instrument approaches. This is one of the most challenging aspects of flying, and as my CFI said yesterday, "this is when flying sucks." I tend to agree, at least for now! We "shot" numerous approaches into KROC, an ILS, VOR, RNAV, another ILS, another RNAV...I lost count! At first, I was so-so, very inconsistent as I juggled the following...

1.) Dial-up approach into the Garmin 530

2.) Brief the approach plate

3.) Turn to vectors from GPS for approach

4.) Maintain altitude

5.) Maintain heading

6.) FLY THE **** AIRPLANE

^^^All the above being done WHILE scanning the instruments,

When I am in the actual airplane, I feel it goes a lot smoother. However, in the sim, I felt disoriented. This is good, though, as it helps me hone my situational awareness. As we progressed, I began to "calm down" a bit, my cockpit "flow" got better, and my controls more accurate and precise. Despite a few "hiccups," I am satisfied with my progress. The most challenging part of yesterday's "flight" was the instrument-out approaches. I flew 2-3 approaches without an attitude indicator...

Attitude Indicator Failure (aka, "Well, dang!")

As I mentioned earlier, my CFI said that this is where flying becomes slightly less fun (still more fun than anything else, tho!) The first time my CFI killed the attitude indictor, I failed to realize it, and "augured in." On a precision ILS approach, with low-altitude, there is no room for error (as I learned.) After this experience, I began to remember my instrument-out training. I kept and eye on the altimeter, heading indicator, and VSI (vertical-speed indicator) trend. This kept me from making the same mistake again.

Overall, the main takeaway from yesterday's "flight" is that I need to continue to perfect my cockpit flow, as well as GPS utilization. Furthermore, studying up on my instrument-out procedures would be a smart move, as well. So, "nothing to it but to do it!" I will continue to use my Garmin GPS simulator on my laptop, as to avoid confusion and pushing wrong buttons. I will use the emerging-in-popularity method of "visualization" to sharpen my cockpit flow. Lastly, I will memorize instrument-out procedures and try to apply them in hypothetical situations.

So, there you have it! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

New Year, Same Plan (Never Give Up!)

2015 is done. As I grow into my 20s, I find that the years pass so fast that they are merely figures of our imagination. Time is just that, to me, a word. I measure time by accomplishments, not seconds, minutes, hours, days, weeks...etc. Why? Well, I don't like to tie myself to a calendar, to a universal standard. This may sound "weird," but then again, I've never been one to be "normal" (most pilot's aren't!)

Despite my lack of willingness to label a block/period of time as a "year," I feel that 2015 has been a very special one for me. ***Side note: I do not like to brag, so please don't think that is my intention in this (or any) post(s.) I am merely doing all of this to keep family, friends, and any other interested parties "in the loop" about my journey to becoming a professional and warbird pilot.***

2015 brought me great opportunities, which I am honoured to have been able to take advantage of. Here's a quick summary!

- First, I graduated college in May of '15! I earned my Bachelors' of Science in Marketing, with a Certificate in Museum Studies, from St. John Fisher College. I elected not to attend the graduation ceremony, as I had the opportunity to instead attend the "Arsenal of Democracy" Fly-Over, in Washington, D.C. This commemorated the 70th Anniversary of V-E Day. I represented our local MIA Tuskegee Airman Leland H. Pennington, on behalf of the Pennington family. The highlight of the weekend for me was meeting a hero of mine, WWII P-51 Ace Mr. "Bud" Anderson. I got to talk with him about flying the Mustang, and told him about my plans to fly one someday soon. He was very excited, as was I! In my opinion, this beat attending a graduation ceremony by far.

- Shortly after graduating, I dove back into my flight training. I began working towards my Instrument Rating, and am nearing my Checkride shortly! In June, I received word that I won the ADMA (Aviation Distributors & Manufacturers Association) flight training scholarship, which I had applied for over the previous winter. I am so honored to have received the award, and continue to put it to good use.

- The Summer of '15 became aptly known as the summer of the "Champ." I got checked-out in our Museum's Aeronca L-16A "Champ," a plane the was used in the Korean War for Liaison work. Not only did I earn the privilege to fly this beauty for our museum, I also got the opportunity to fly in my 1st airshow! Where else but in Geneseo, of course? Austin Wadsworth and I flew the show, what an initiation. I am forever grateful for this chance, and I will continue to fly for the museum keeping this memory in my heart.

Now I find myself in 2016, and the same plans apply. I am focused on achieving the following by the end of this "calendar year."

- Instrument Rating Completed

- Commercial Pilot's Certificate

- Certified Flight Instructor License

- Acquire L-Bird Airplane & Begin Flight Instructing

- Continue to Plan for Yak-3 Acquisition

- Re-Energize the P-51B "Lucy Gal" Project

So, once again, there you have it! I hope that your 2015 was special in every way, as well. Also, I wish you all the best for 2016. As always, "Keep 'Em Flying," and "Never, Never, Never Give Up."