A few times on this blog, in posts past, I have reflected on the "little things" that got me where I am today. For me, growing up, this big things that guided me were the Naitonal Warplane Museum, airplane toys, and books. I have shared with you a few stories about each of these things, so I will continue to do just that! For this "reflection," I want to focus on a book that really "grabbed" me, as a toddler. The Concise Illustrated Book of: Fighters of World War II, by D. Avery.
I believe this book was purchased from Vick's Department Store, back when it used to exist, in Henrietta, NY. My earliest memories of taking-in this "story" are from living in the apartment in Hunter Hall, probably around age 3-4. I would "curl up" with mom in the ultra-cozy papasan chair, sipping on milk from my aquarium cup. We'd go over each WWII fighter-plane, page-by-page. Some nights, it'd be dad on reading-duty. In addition to serenading me with "Nothing Else Matters," by Metallica as my bedtime song, he'd give me the faq's of each of these fine birds. Such good memories.
Picture, proof-positive, my mum and I...
Mine was kinda like this!
Best bedtime song ever, when preceded by my fav book...
In time, I would learn to read for myself, and I then read Fighters of World War II to my parents (and anyone else who would listen!) It was the first book I read cover-to-cover by myself, after Go Dog Go!
Wonder why I plan on owning/operating one of my own, one day soon? Not a coincidence, rather fate...
Same here
The Warplane Museum was home to a P-40E when I was a lad, so another fav
So, there you have it (once again.) Thanks to awesome, loving parents (and extended family) who took the time to read to me, I am well established on my pro-pilot journey. Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."
G'Day, friends and family. How are you all doing? I hope the answer is at least "well!" Despite the crummy weather here in NY, this past week, I have continued to do "the little things" that make all the difference for pilot performance.
The 1st thing I have done is to "customize" my PA28-200R Arrow checklist. As I have talked about in previous postings, the more complex-aircraft require the use of "cockpit flows" to make the checklists more relatable to muscle-memory. The standard "flow" for a complex airplane is "GUMPS..."
GAS (Fuel Tank Selection, Fuel Pump)
UNDERCARRIAGE (Landing Gear)
MIXTURE (Fuel/Air)
PROPELLER (Set Pitch)
SEATS (Belts, Climate, Lights/Strobes As Req'd)
I added an appendix to my standard Arrow checklist for this, and also added in a gentle reminder about prop/throttle controls...
That should help!
2nd, while waiting for weather, I opted to start practicing the commercial pilot maneuvers within Flight Simulator X (FSX) on my PC. I've been fancying the Chandelle maneuver, as of late. Wikipedia provides a good summary of this maneuver..."The chandelle (which is the French word for candle) is a precision aircraft control maneuver, and not so show the pilot'strictly speaking an aerobatic, dogfighting, or aerial combat maneuver. It is rather a maneuver designed t proficiency in controlling the aircraft while performing a minimum radius climbing turn at a constant rate of turn (expressed usually in degrees per second) through a 180° change of heading, arriving at the new reciprocal heading at an airspeed in the "slow-flight" regime, very near the aerodynamic stall. "
How a chandelle 'ought to look
Doing the chandelle in FSX is a tad different, as I only have a joystick which twists for rudder control. The twist for rudder is very sensitive, so I've been playing with it to find the right setting. I used both the Arrow and C172 to practice, and am learning it bit-by-bit...
Exciting enough, for ya?
The 3rd, and last, thing that I have done this past week to improve my student-commercial pilot skills is to practice my Arrow cockpit flows and visualization. I have done this both in my car (pretending it's a cockpit), and in the Arrow itself. I really feel that it makes a difference, especially when "crunch time" comes...
Hopefully, the weather will improve slightly this week (so far, it looks like it may.) I plan on flying the Arrow and doing CPL maneuvers later in the week. So, stay tuned! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."
Hello folks! Happy weekend to y'all. Hard to believe that we're already well into October already. I had a good flight lesson, yesterday, focusing on commercial pilot maneuvers for the 1st time. Flying the Piper PA28-200R Arrow, I was introduced to some "new to me" methods of airmanship... Commercial Pilot Flight Lesson Summary: 10/14 1.) Slow-Flight: This is a principle taught form the beginning of a pilot's training, as it is critical to understanding how to "stay ahead of the airplane." You really get a feel for the airplane in slow-flight configuration. Here's some more info about the maneuver, in general (http://www.firstflight.com/private-pilot-course/slow-flight-stalls-and-steep-turns/). Flying the Arrow, for commercial training purposes, requires slow-flight to be demonstrated on the checkride. The Arrow is a nose-heavy airplane, and the complex equipment makes slow-flight a bit different. To get in the slow-flight configuration, I had to 1st slow the Arrow down to landing-gear extension speed, amd extend the gear. From there, I incrementally added in flaps, to increase lift and maintain altitude. From here, I adjust trim and power to maintain my altitude. I was surprised at, despite how heavy the Arrow is, how responsive and controllable it was in the slow-flight configuration. 2.) Steep(er) Turns: Another "holdover" from private pilot training, these turns are made at a bank angle of 50* on the CPL checkride, as opposed to the 45* on the PPL. See the above link for more details on steep-turns, but the trick is to maintain altitude despite increasing bank angle. You see, when an airplane's bank is increased, the horizontal component of lift increased, but the vertical component decreases, leading to a decrease in altitude (if corrective actions are not made by the pilot.) Here's some GoPro vid of my attempt at CPL steep turns, yesterday!
3.) Stalls: Yet again, power-off and power-on stalls are taught in both PPL and CPL training. The standards are the same, but with the Arrow being a complex-aircraft, the setup and recovery for stalls is a tad different. To setup for a power-off stall, I put the Arrow again into the slow-flight configuration. From here, I applied back pressure on the yoke until reaching stall-stall. Once the stall is induced, recovery is nose-down and power-full to build airspeed. Next, attain positive-rate of climb, and raise landing gear/incrementally raise flaps. Power-on stalls require the Arrow to be in "clean" configuration, no flaps or landing gear. Here, I slow-down to maneuvering speed, raise the nose, and then apply full-power. I hold back-pressure on the yoke until airspeed bleeds off, and the stall is induced. Once stalled, recovery is nose-down for airspeed, then raise nose up to attain positive rate of climb. 4.) Steep-Spiral: This maneuver is unique to commercial pilot training, and involves "a continuous gliding turn around a point. The steep spiral maneuver consists of at least 3 gliding 360° turns around a point with a maximum bank angle of 50° to 55° and recovery toward a definite object or on a specific heading." (according the ATP flight schools, per FAA PTS.) The point of a steep spiral is to prove you can control the airplane's drift over the ground, along with controlling you airspeed and bank in a constant-rate descent. For example, an engine failure, or a need to descend below a cloud layer.
The Steep-Spiral Maneuver
In the case of our flight lesson, it was a scatterred-cloud kinda day. So, after we had gained altitude to execute the stalls, we opted to use a steep-spiral maneuver to descend through the gaps in the scattered layers. The spirals are made @ 60* of bank, 10 more than steep-turns. The maneuver itself was relatively straightforward for me, it just involves a constant cross-check of your instruments along with the horizon (much like the steep-turns.) The only difference is, it's okay if your altitude decreases, that's the whole point (so long a it's @ a controlled/constant rate!) I successfully put us below the scattered cloud layer. Eval & Reflections: "PCAI" As they say "a good pilot is always learning!" This is very true, especially when training on the commercial ticket. I try not to be too hard on myself after a lesson, but I do like to self-eval and reflect on what I did/where I can improve (and how I can do it!) I recently drafted-up a nifty thing I call the "PCAI" self-eval tool (Pros-Cons-Actions-Improvements.) Here's my 1st "go" at using it...
PROS:
Slowed "It All" Down - A holdover from my Instrument training. I often find that when I am learning new things, and trying to apply them, I tend to "rush" myself. This is easily remedied my remembering to breathe and slow-down. Thanks to my CFI for reinforcing this! The Arrow is indeed a complex-airplane, but it's complexity is made simple when I slow myself down.
Prepared & Calm - Again, riding of the point made above, I arrived at the air centre feeling calm already, and I did so by being super-prepared. Now, I am always ready for a flight lesson, yet I am finding with CPL training, you need to take a few extra steps to attain being "double-secret prepared."
For me, I find that being "double-secret prepared" involves not only preflight, weather, etc., but also "flows." As I mentioned in earlier posts, flows help a pilot to know the cockpit like the "back of their hand." For complex aircraft, ala the Arrow, flows are a great way to make flying them more simplified/streamlined.
Acted Like CPL - I decided, when I started my CPL training, that I wanted to become even more precise and professional. So, I face every flight, training or not, as though I am an airline pilot, carrying precious lives and cargo for hire. To me, this involves (again) flows, double-checking on things (like preflight), and even walking around the plane with a certain gait. Not trying to be pretentious, but rather "act the part" which keeps countless flights on time, and lives safe each and every day.
Steep Turns @ 50* - My steep turns went very well, I lost/gained hardly any altitude in them. I was very happy. I owe my success on these turns to my good warbird-pilot-mentor friend Doug Rozendaal. Wayyy back when I started my Private Pilot training, I was having trouble with the steep turns. I seeked Doug out, asking for his advice. His tips from back in 2009 still help me today! The trick? Initially, add just a *nudge* of power, before entering the bank, and immediately add in the back-pressure on the yoke. From there, watch the horizon, and cross-check with the attitude indicator and altimeter. Works every time!
CONS:
Stalls (Recovery) - I mentioned above the process for stall recovery in a complex-airplane. I was able to "get this down" after a few attempts, but really struggled at first. The reason for this is that the Arrow is a *little* different to recover with, because of the landing gear and mechanical flaps. All I have to do is remember the process I wrote about above, the rest will follow (aka, the "KISS" method.)
Prop/Throttle Controlling - I did fine with this during my complex checkout, yet I had a lapse when flying during this past lesson. It is a foreign concept to me, still, as all my flying (up to recently) has been with fixed-pitch props. I was making the mistake of thinking prop controlled the manifold pressure, and throttle controlled rpm (like with fixed pitch), old habits die hard! Regardless, it is the other way round. Also, there are recommended power settings for each phase of flight in the Arrow. All I have to do is stick with these settings, and remember that throttle = manifold pressure and prop = rpm. Furthermore, I must recall that to reduce power, 1st throttle, then prop, to increase power...prop then throttle.
Actions/Improvements:
Study Prop/Throttle Ops
Practice Flows/Print Out Arrow Flow-Checklists
Review Other CPL Maneuvers
Breathe!
1st thing I see, every morning...
Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."
Hello, friends and fam! Having a good weekend? I sure hope so, wherever you are and whatever you are doing. This past week, I continued to "do my thing" and fly. It all started on Tuesday... Tuesday 10/4 While I was busy at work, I received a pleasant text message from my pilot-buddy Charlie H. He informed me that he wanted to fly the twin-engined Seneca, that night, and wondered if I'd be interested in tagging along. Of course, I said "yes!" So, shortly after work ended, I made my way up to RAC to meet him.
Seneca @ sunset...
Charlie wanted to fly that night to maintain pilot night-flight currency. We flew out to Oswego Airport (KFZY) for the 3 takeoff and landings required for that regulation. The night was perfectly smooth, and we had a great time. On the way back, I even got to play with the controls a bit. What a fine-flying machine, I can't wait to get more time in it, someday.
Syracuse @ night, from the Seneca
Summary of our Seneca flight (KROC>>KFZY>>>KROC)
Pretty good speed, eh?
Seneca home, after curfew... ;-)
Thanks again, Charlie! I had a lot of fun.
Thursday 10/6
Earlier in the week, I had been talking/planning with my other pilot-pal Matt S. about flying in the Piper PA28-200R Arrow. Matt and I are both at the same stage in our Commercial Pilot training, so splitting time and flying together make a lot of sense. We planned to fly Thursday night, with me as "safety pilot." So, we did just that! Matt planned to fly to Batavia (KGVQ), then Niagara (KIAG), and finally land back home @ KROC. Everything went according to plan, and it whet my appetite to get endorsed/"checked out" in the Arrow even more. Nice flying, Matt!
Matt "at the helm"
KIAG>>>KROC
10/6 Flight Summary: KROC>>>KIAG>>>KROC
Great night for a flight...
Saturday 10/8
Yesterday, I had quite the progressive afternoon. My CFI, Scott, and I had planned to fly the Arrow a bit to get me more comfortable. Flying a complex airplane requires a lot stronger use of cockpit-flows, so that the pilot doesn't miss anything. For me, this has taken some getting used to, as there is a lot going on all at once in that cockpit.
Yesterday began less-than-stellar weather wise, with low clouds and precipitation. I carefully watched the radar and reports in the hours leading up to my lesson, texting with Scott during the process to coordinate ETD. We had initially planned for 2:00, but pushed back to 2;30. When we both arrived at KROC, the weather was slightly improving, as the clouds lifted and precip stopped. We opted to wait a tad longer, as the forecast showed signs of even more improvement, and review the questions I missed on the Commercial Written Exam.
After about an hour of review, we headed out to the Arrow to do some pattern-work, "touch and goes." Thanks to the wonderful help and advice from my fellow Arrow pilots (you know who you are!), I was able to really improve on my Arrow flying and landing skills! Scott put me through my paces, having me land short-field, soft-field, power-off 180, you name it. We did a total of 12 takeoffs/landings. Much to my surprise, at the end of the lesson, I received my Complex Aircraft Endorsement in my Logbook! Thank you all so much, again, for the help and advice. I owe you so much!
My takeoff and climb in pattern, Piper PA28-200R Arrow
Me landing the Arrow...
This week ahead, I plan to begin training on my Commercial Pilot Maneuvers (Lazy-Eights, Chandelles, Eights-on-Pylons, etc.) So, stay tuned! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."
Hello all you awesome people! Hope you've had a great weekend, and that the crisp smells of fall are keeping you motivated. This past week, I made more progress towards becoming a commercial/professional pilot. Here's what I got done... Saturday 10/1:Took the FAA Commercial Pilot Written Examination, and succeeded! Practice paid off, a lesson well learned from my "trials and tribulations" on the Instrument Written(s.) This test was a lot of info at once (100 questions worth), but went by surprisingly quick. I felt good about it. Sunday 10/2: I flew the RAC's Piper PA28-200R today, for the first time! My CFI Scott and I took a quick "orientation" flight today, before the rain/thunder came thru. We spent a good long while in the cockpit before start-up, reviewing the nuances of the Arrow (compared to the Cessnas/L-16 I am used to.) Here is a video that explains how the Arrow really is a "complex" airplane, essentials for a professional pilot to understand advanced systems...
In addition to the above video, see this one about how the constant-speed propeller operates...
Overall, the lesson went well. I got a bit "frazzled" at times, because I was learning a new airplane, and trying to communicate at the same time. I know it will become "mainstream" soon enough, especially once I master my cockpit "flows" (checklists in action...)
I'm already practicing/visualizing my "flows" at home! Until next time, "Keep 'Em Flying," and "Never, Never, Never Give Up."
