Flying The L-16

Happy Friday, folks! Here's hoping that your weekend brings great joy, pleasure, and success (no matter what you do with it!) I started my weekend off the right way, this morning. I completed my annual "checkout" in our museum's Aeronca L-16A "Grasshopper." Ever so generously flying with me was Naomi Wadsworth, a good friend of mine. Though cloudy, the ceilings were actually up to 6,500' with 10 miles visibility, perfect conditions.

The L-16 requires that you "hand-prop" to get her started. This is a task that (I personally feel) every pilot should experience/learn at least once. Between myself and Naomi, after a couple turns, we were able to get the bird started with medium effort. 

Hand-Prop Safety/How-To

From here, I did one pattern & full-stop landing @ D52 (Geneseo.) Then, we ventured to Perry-Warsaw Airport (01G) for some concrete-runway landing practice. The L-16 is a "tail-dragger," which brings with it the unique quirk of wanting to ground-loop. When landing on a grass-strip, such as Geneseo, one must be conscious to avoid ground-looping. However, on concrete runways, the risk is much greater. Everything on concrete happens faster, and the key is staying not 1, but 2 steps ahead of the airplane. Prior to today, I had not flown into many concrete-runway'd airports int he L-16. This is why I wanted the practice. 

L-16 Re-Current Flight - 4/29/16

At 01G, I made 3 full-stop landings on the concrete runway, and was very pleased with the results. I was diligent with the controls, and kept everything smooth and slow. Once we were done @ 01G, we took off and headed back home to D52. One more full-stop landing here, and we were done. What a fun time! It's great to be back flying the L-16, building experience to those fine WWII fighters.

Back in the Saddle

Thanks again, to all the great volunteers of the National Warplane Museum. Without you all, I would not be where I am today. Also, thanks to Naomi for serving as a safety pilot, once again. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

FAA Instrument Rating Checkride = TBA

4/29 Flight Time Logged = 1.0

Total Flight Time = 210.2 Hrs

Total Flight Time to Commercial License = 39.8 Hrs

Just Plane Flying

Hey friends, family, and all other guests. What a beautiful weekend we have been gifted with here, in WNY anyways. Allow me to start off with an update re: My IFR Checkride. I was scheduled to do the ride on Thursday, but we had to discontinue that due to incoming rain and clouds. So, I will remain patient until next week (TBA.) I hate to keep "promising" a date, only to have them fall through, so it may just be a surprise for y'all! 

Regardless of the delays, this weekend still allowed me to fly, and also get ramped-up once again for flying the NWM L-16. On Saturday, the National Warplane Museum hosted our annual Ground School, for pilot and crew proficiency. As you have read previously, I have the honor and privilege of flying the Museum's Aeronca L-16A "Grasshopper" as a PIC. This little "warbug" served as a Liaison Aircraft during the Korean War, and serves as a great platform for me to train towards flying other warbird fighters. Thanks to the great crew of volunteers at NWM, the L-16, C-45, C-47, et al are ready for another season of awesome, safe, fun! We are all very excited for what is to come, this season.

She's ready!

Today, I took my little brother/co-pilot David up once again. We flew in N552RA, the Cessna 150L. I practiced, yet again, some IFR test procedures, while flying VFR, just to keep "in the groove." Everything went quite well, and David flew us back from the GEE VOR to KROC! What a fun time...

Flight Summary - 4/24/16

1.) Depart KROC for GEE VOR

2.) VOR-A Approach into Leroy 5G0

3.) Missed Approach Procedure @ GEE VOR from 5G0

4.) DME Arc

5.) David flies us home!

Leroy 5G0 VOR-A Approach - 4/24/16

1.) Arrive @ GEE VOR, execute procedure turn (parallel hold entry)

2.) Fly final approach course to approach minimums

3.) Minimums not met, execute missed approach procedure

4.) Return to GEE VOR for missed approach procedure

5.) Missed approach procedure holding pattern.

1.) Missed approach procedure holding pattern, with parellel entry and 1 race-track pattern

2.) DME-Arc flown @ 3NM.

Overall, the weekend has been a very good success! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

FAA Instrument Rating Checkride = TBA
4/24 Flight Time Logged = 1.2
Total Flight Time = 209.2 Hrs

Total Flight Time to Commercial License = 40.8 Hrs

Paying "It" Back

Happy new week, everyone! Here's hoping that your dreams and goals see progress this week. All it takes is a single step, remember that.

This past weekend ended on a very high note for me, and my grandfather Fred Parker as well. For the 1st time since earning my Private Pilot's license, the "stars aligned" and allowed us to fly together. This was a very special and meaningful occasion for me (& for him too!) You see, my Grandpa and Grandma Parker have always been highly supportive of my pilot journey dreams and goals. As a little toddler, up until I was old enough to drive myself, they would take me on countless trips to the National Warplane Museum, for visits or to drop me off as a volunteer. Furthermore, their support and contributions towards my flight training itself have been essential to my success. The least I could do was to get some "Pay-back."

Flight Summary KROC>>>KITH - 4/17/16

1.) Depart KROC

2.) Arrive KITH

For our flight, I planned to take Grandpa down to Ithaca-Tompkins Regional Airport for a cup of coffee. Taughannock Aviation, the FBO @ KITH, has fabulous java-juice. Both my G'Pa and I are coffee connoisseurs, so I figured this was a must. For a little more background, Ithaca holds a special place in my Grandfather's heart. He attended his 1st 2 years of college @ Cornell, and also taught there some time later. He has strong "Big Red" pride. 

That "Parker" Smile...

On our way to and from KITH, we overflew the old Seneca Army Depot, a subject of both our fascinations. We even saw a few of the albino deer, ambling about. On the way back to KROC, we also overflew Grandpa and Grandma's house in Geneseo, where we waved to G'Ma as we circled above. Grandpa had a marvelous flight, and was glowing the whole time! Grandma was thrilled as well (she's next on the "to-fly" list.)

Flight Summary KITH>>>KROC - 4/17/16

1.) Depart KITH

2.) Overfly Seneca Army Depot

3.) Circle Over Grandparent's House in Geneseo

2.) Arrive KROC & Land

As if flying my Grandfather for the 1st time wasn't a highlight enough, on the way back home to KROC from Geneseo, something truly amazing happened to me. I was cruising along at about 2,500', when all of a sudden a flash of brown and white caught the corner of my eye. I look off my left wingtip, and what do I see? Well, none other than my favorite animal, the Bald Eagle. Right there he was, cruising alongside me, trying to keep up. I'm not sure what this symbol/omen means for me, but I feel that it is something special. I will continue to pursue my goals and dreams, keeping this experience in mind.

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

FAA Instrument Rating Checkride = Thursday 4/21

4/17 Flight Time Logged = 2.2 Hrs

Total Flight Time = 208 Hrs

Total Flight Time to Commercial License = 42 Hrs

Lots Going On!

Happy Weekend! All I can say is, finally, it looks like spring is here to stay in WNY. This past Wednesday, I made more progress towards both my Instrument Rating Flight Test, and Commercial Pilot License. It was a beautiful day, and the weather has stayed that way since. Today was much the same, and I just flew twice!

Wednesday, I was fortunate to have a day off of work. I took advantage of this by flying the Air Center's Cessna 150L (N552RA.) I've flown this plane quite a bit since last summer, while I build time towards my Commercial license. I flew VFR, but practiced another no-gyro VOR-A instrument approach into D38. Basically, flying this approach VFR is like IFR, only you add the outside picture into your scan. :-)

Flight Summary (N552RA) - 4/13/16

1.) Depart KROC and fly to Geneseo VOR (GEE) to initiate VOR approach into D38

2.) VOR-A approach into D38 & missed approach procedure

3.) DME Arc and flyover of D52 (Geneseo Airport)

4.) Flyover home and circle

5.) Return to KROC & land

No-Gyro VOR-A Approach - D38

1.) Arrive @ GEE VOR & overfly (no procedure turn required), turn to final approach course

2.) Maintain final approach course, fly to minimums

3.) Initiate missed approach procedure/climbing turn, return to GEE VOR

4.) Return to GEE VOR, enter prescribed holding pattern

5.) Flew an DME "for fun," maintaining 3 miles from GEE VOR

The more I practice these no-gyro VOR approaches, the more I have become comfortable with the procedure. Whether it be in the flight sim, VFR, or flying "under the hood," I really feel confident in my ability to execute one, now. Overall, I was very happy with the flight.

Fast-forward to today. I had a unique opportunity to "trade-up" this AM. I was initially scheduled to fly a Cessna 172 for a bit more solo IFR practice and CPL time-building. However, once I arrived at the Air Center, I was informed that John D. had an opening, and the Cessna 182 was "free" as well. I jumped at the chance, and before I knew it, I was pre-flighting the C182! As I mentioned in an earlier post, the C182 requires a CFI "check-out" because it is high-powered (over 200HP.) Also, it has a constant-speed prop, which requires additional training as well. The significance of earning a high-power/complex endorsement, for me, is that it is yet another "foray" into flying WWII Fighters.

C182 Flight Summary (N922RA) - 4/16/16

1.) Touch & Goes

2.) That's It!

John and I stayed "in the pattern" @ KROC, doing touch and goes. This allowed me to get a feel for the plane's characteristics. In addition to having an additional few knobs and levers to remember to manipulate (cowl flaps, prop speed), the C182 is very nose-heavy. So, unlike the C172, when you pull the power back, the C182 wants to sink and not float. We did a few different types of approach-to-landings, and I was able to handle them all. We will fly once more, doing some basic maneuvers (steep turns, etc.), and then I will have earned my high-power endorsement.

After we landed, I took a bit of a breather/coffee pause, and then headed back out to fly the C150 once again. And, like on Wednesday, yet again I flew a VFR no-gyro approach. This time, I opted to fly the VOR-A into KGVQ (Batavia.) I cannot stress enough how much flying these, even when under VFR, helps me out. I do everything exactly the same as when IFR (timed-turns, etc.) only I add the outside picture into my scan. In a funny way, it's actually a bit more complicated than just flying IFR (I suppose.) 

No-Gyro VOR-A Approach - KGVQ

1.) Arrive @ GEE VOR & enter procedure turn (parallel hold entry), intercept final approach course

2.) Maintain final approach course, fly to minimums

3.) Initiate missed approach procedure/climbing turn, return to LENER

4.) Parallel entry & holding pattern @ LENER

Again, I was pleased with the results. And now, I get to fly again tomorrow with my good museum friend Naomi. She will serve as my "safety pilot," while I fly "under the hood" one last time, before my IFR checkride on Thursday! As always, "Keep 'Em Flying," and "Never, Never, Never Give Up."

FAA Instrument Rating Checkride = 4/21-4/22

4/13 & 4/16 Flight Time Logged = 4 Hrs

Total Flight Time = 205.8 Hrs

Total Flight Time to Commercial License = 44.2 Hrs

Flight Summary - 4/10/16

Hey, friends of mine! Hope y'all have had a great week and weekend. The WNY weather has sure been unkind to us lately, in terms of spring-like behavior. Snow, cold, and wind has been the tale of this past week. Anywho, as you can probably imagine, these conditions led to me scrubbing yet another possible Instrument Checkride appointment. Friday, the day of my proposed test, was met with low clouds, snow flurries, and winds. So, it was a "no-go." 

Patiently I wait, as now the earliest I can take the IFR test is April 21/22. The examiner is out of town until then. Luckily, the weather is showing signs of becoming more spring-like. So much, in fact, that I was actually able to fly today, with my buddy Robert! He served as my safety pilot, once again. I cannot thank him enough for his willingness to do this for me, time and time again.

I planned to do a "mock" Instrument Checkride for today, and was able to do just that. Everything from the PTS (Practical Test Standards) was on my list. I was able to accomplish most of the items, so I would call it a success. Here's what we did...

4/10/16 Mock Instrument Checkride

1/2.) No-Gyro VOR-A Instrument Approach into 5G0 (Leroy) from GEE VOR

3.) No-Gyro Missed Approach Procedure from 5G0 to GEE VOR

4.) Steep-Turns by Instrument Reference Only

5.) RNAV Instrument Approach for RWY 28 into KROC, Circle to Land RWY 25.

You'll note that line "1" is a tad "squiggly," as a result of my no-gyro flying. This requires using the magnetic compass and turn coordinator, in place of the heading/attitude indicators. So, a bit a "zig-zag" is common. Overall, I thought I was pretty close.

5G0 VOR-A Approach (No-Gyro)

1.) Procedure turn of GEE VOR to initiate approach (parallel hold entry)

2.) Intercept and fly final approach course of 323 Degrees

3.) If no visual of runway environment, go "missed"

4.) Missed approach procedure followed, return to GEE VOR.

With the no-gyro procedures out of the way, I had Robert spot traffic for me while I executed a couple of steep-turns (more than 30 Degrees of bank.) The trick with steep turns is maintaining bank angle and altitude, all at the same time. It's a perfect balance, and difficult to achieve as with a high angle of bank, the airplane loses it's horizontal lift component, and wants to sink. Keep the right amount of control input/yoke back-pressure, and trim is crucial. When flying VFR, these turns are tricky, however when IFR, they prove even more difficult without reference to the outside horizon. However, they are totally doable, and I did them today! I was very happy with the outcome.

After the steep turns, we returned to KROC to shoot an RNAV Approach for RWY 28, with a "Circle-to-Land" for RWY 25. This type of procedure allows a pilot to land on an alternate runway from the one depicted on the approach plate, if conditions are favorable and the pilot is able to land safely. It is a required operation on the Instrument Checkride.

KROC RNAV Approach RWY 28, Circle-To-Land RWY 25

1.) Receive vectors from KROC ATC to intercept FAF (Final Approach Fix) SUUSA

2.) Intercept FAF @ SUUSA, heading 280 Degrees

3.) Maintain final course and glide-slope for RWY 28, RWY 25 now in sight

4.) Land RWY 25 ("Circle-To-Land.")

You'll note the change in heading between marks "3" and "4," from 280 Degrees (for RWY 28) to 250 Degrees (for RWY 25.) It's a nifty little procedure, for sure.

Once we landed, Robert felt that I did a good job. Overall, I felt happy about the flight as well. I am as ready as can be for this IFR flight test. Now, to just continue being patient! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."

FAA Instrument Rating Checkride = 4/21-4/22
4/10 Flight Time Logged = 1.2 Hrs
Total Flight Time = 201.8 Hrs

Total Flight Time to Commercial License = 48.2 Hrs

TGIF(?)

Happy "Hump" Day, to you all! Just wanted to share a quick update on the status of my Instrument Rating Checkride, and Professional Pilot Journey as a whole. I have had to "scrub" the flight portion of my checkride 3 times, now, due to in-climate weather. All in all, I can't complain. This winter in WNY has been great for flying in general, with un-seasonable like conditions for winter. This allowed me to fly countless times from November through February. March (and so far, April) has been "difficult," but given the gift I got for most of winter, I'll take it!

As I've waited for my checkride flight portion, I've been continuing to stay sharp and proficient in both the knowledge and maneuver segments of the practical test standards. As I discussed earlier, non-gyro (vacuum failure) approaches were becoming a focus of mine in the flight SIM. I have been continuing that study, the other day I flew the complete departure from KROC to GEE to 5G0 to the "Missed Approach Procedure" and back to 5G0 to land...

I flew using all instruments available to me, minus the attitude indicator, heading indicator, and GPS. I am pleased with my results (even if they're in the digital world!)

As of today, after having spoken with my examiner this evening, the proposed date of my IFR checkride flight is this Friday (4/8) @ 1PM. The DPE may have to take another flight that day, and the weather if 50/50, but there is still a chance it could happen. So, stay tuned! Until next time, "Keep 'Em Flying," and "Never Never, Never Give Up."

No Fooling(?)

Hello friends! What an "interesting" past few days these have been, at least for us here in Western NY. Last Sunday, we got a beautiful Easter gift of 70 degree weather with sun. The warmth stayed with us, despite some strong winds here and there. Well, today it seems that Mother Nature was only playing a cruel April Fools' day prank. The temps have dipped back into the 30s, wind stayed around, and we have been all-but-promised 3-6" of snow by Tuesday AM. Ain't it grand?

In terms of my Instrument Rating Checkride, as you can imagine, this weather complicates things exponentially. As you know, I was supposed to take my test this past Thursday. However, clouds proved to be too low, along with rain. So, no flying on that day. As a plus, I did get a sweet root-canal that day! Don't you just love alternate plans? At least my dentist loves to talk airplanes and flying, so it always goes by fast.

That face that says "I should be in a cockpit, right now..."

All in all, I won't complain! This constant being "on-guard" for my flight test has done just that, kept me ready to take the ride at any time. So, even when I'm sitting in the dentist's chair, I am thinking about situations that could arise during the flight, visualization. The same is true for when I am at work, or driving, or well...doing whatever! In the back of my mind, I am always thinking about flying. 

Today, I was scheduled to begin flying the Cessna 182 (C182) with one of my CFIs, John. The weather, as noted, was not conducive to flying today, so we at least talked about flying the "Skylane." The C182 is much like the C172, except heavier, faster, and has a longer range. A "High-Power" endorsement is required from a CFI to be able to fly the 182, because it has over 200hp. I am excited about flying the Skylane, because not only is it a step into higher-powered airplane flying, but also possesses a few complex aircraft toys as well. Cowl flaps, variable-pitch (constant-speed) propeller, both features seen in the warbirds that I covet flying such as the Yak-3UA, P-51, C-47, B-17, C-45, etc. In a small way, it is kind of exciting for me!

At least I got the checklist, today!

The RAC's C182 N922RA, which I plan to fly

Cessna 172 vs. Cessna 182: http://www.golfhotelwhiskey.com/the-cessna-182-vs-the-cessna-172/

Cowl Flaps Info: http://aviation.stackexchange.com/questions/3523/what-are-cowl-flaps

Constant-Speed Prop Info: https://en.wikipedia.org/wiki/Constant-speed_propeller

Though Thursday and today were a "wash" (literally), I remain optimistic and excited about not only the checkride, but also all of the other great flying ops upcoming. Flying the C182, building time towards the Commercial License, and flying the L-16 for the NWM all top my list. Let's do this!

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