Across the Country, By Myself

"An unhurried sense of time is in itself a form of wealth". Bonnie Friedman

On Monday last, Nov. 23, my instructor and I did our dual cross-country to Chico, CA, Oroville, CA and back to Truckee, CA. We flew 68F into Chico's calss D airspace just in time for me to hit the head. This was my first full stop at a tower controlled aerodrome so a clearence to taxi to take off was necessary. This is way different from my home base uncontrolled airport, where you simply announce where you are going to taxi to and then do it. 


Apart from some light chop the flights went smooth. Flying over that part of the Sierra is a little unnerving as there are few, if any, places to bring her down in an emergency. But the scenery is beautiful. For any flight around here I wear solid shoes and clothes; and carry with me water, gators and some food. As well as a good knife, flash light and a jacket. Just in case.

When I woke up this morning, knowing the forecast was for a stable high pressure domination over the area, I called my CFI and asked if she'd meet me at the airport, review my plan and endorse my log book for my first solo cross-country. She agreed! It was just excellent, not even any light turbulence, just a nice steady 12-15KTS wind from the SSE.

My flight plan was similar to our dual night cross-country at the beginning of this month (see previous post) but in reverse and 1 different aiport, one I'm more familiar with. I started in Truckee, to Derby airport in Lovelock, NV, then to Nervino in Beckworth, CA, and back home to Truckee. KTRK-KLOL-O02-KTRK, total round trip of 3 hours hobbs time and 201NM. I had a great landing in KLOL, a good one at O02, and then blew it back home in Truckee. Too high and too fast, ending in a moderate bounce and a light side load. Sorry 68F. Enjoy the photos below!

68F on the ground at Derby (LOL).

Pryamid Lake a good 40+NM away.

Upgraded avionics in 68F, the rivets are still warm. On Monday we were the first to fly her with the upgrade, how cool is that?

A dry lakebed East of Pryamid Lake. If it has to happen, engine out here please.

Pryamid Lake, engine on here please! Pryamid Lake is the end point for the Truckee River, which is the only outlet from Lake Tahoe. So this is where the water from Lake Tahoe ends up, only to evaporate into the Nevada air. Yes, that means the Truckee River doesn't flow into an ocean, one of the few that doesn't.

My destination O02 lies just beyond these two ridge lines, which I approached at a 45 degree angle like the Mountain Flying Bible suggests. Thanks Sparky.

I like the contrast in textures and colors in this photo. Do you? This is the other side of the ridge in the previous photo.

Ski season is almost here and that means less time to flight train. And I'm getting close to finishing my training requirements. It's going to be tight down the stretch. Hang in there with me.

Lesson learned

"If you don't like the question that's asked, answer some other question." Howard Baker


I hear you. Why haven't you posted in a while? Where are more photos? In getting ready for the knowledge test I haven't had time to post and I keep forgetting to take the camera with me. Both of these transgressions are forgivable, so forgive me, OK? So here is what has been happening since my last post.

Reno Solo

I went to Reno on my own. Solo into class C airspace. Be sure I said "student pilot" on my initial contact to Reno approach, and then once more with Reno tower. Saying this alerts the controllers to slow down and "hold my hand" through the process.

I was much better with the radio calls; both making and listening. I found it easier to listen to ATC calls by myself. I also feel my calls were easier without my instructor in the seat next to me, judging me, correcting me and generally making me nervous. I don't seem to have the same self consciousness by myself, and since the voices of ATC are disembodied their personal approval or disapproval is not so important as understanding and complying with their instructions.

One of the reasons why children within a certain age range can learn multiple languages better than adults is that they are not afraid to make mistakes. They inherently know they are expected to make mistakes and will be corrected when they do. They take no shame when committing a mistake and being corrected, so the lessons sink in better. This is the idea I am taking into learning to work with ATC. So far it is working as I am making mistakes and learning from them.

After I made 2 good touch and go's I received permission to depart the area to the West. So I asked the controller "How'd I do?". He came back a told me I did fine except for not reporting my position midfield on the downwind. "Then again," he said, "I forgot to tell you to report there." Lesson learned.

Fly by Night

On Monday Nov. 1st the weather was clear and calm, and a full moon was floating over the Carson Range. It is one of the most beautiful sites in the Tahoe area and one of my favorites. So I called my instructor and arranged to use the opportunity to do my first night training.

So after a thurough preflight using my headlamp and topping off the tanks we headed off into the crisp Sierra night.

Our first stop, Reno Stead (RTS) where the Air Races are held (see previous posts). As we climbed over the ridge and looked down to Stead we could see lights everywhere, including Stead's beacon but no runway lights. I keyed the mike 7 times and lit up the runway lights. They popped into existence in succession down each runway, it was the coolest thing to see and control! I made a decent landing considering it was my first at night and a right traffic pattern (which is my weakest pattern to land in).

A quick taxi back to the beginning of the opposite runway (did I say the winds were calm?) and back into the air heading to Lovelock Derby Field (LOL). We had a 40 minute flight and for the most of it I had on the foggles. What are foggles? They are a training device like sunglasses, except they limit your vision to the flight instruments only and "fog out" outside references. Basic instrument flying at night and I nailed it. I feel this is an aspect of my training that was enhanced by my years of flying MS Flight Simulator. Score one for me and all you other flight simmers out there.

Derby Field was desolate, especially at night. So after a quick potty break and snack we were "back taxiing" on 19 to head home to TRK. Another 30+ minutes under the hood (that is with the foggles on) and we were approaching Reno. You could see the glow over the mountains surrounding Reno from miles out. Then we soon passed over Reno at 9500'. How cool is that, I thought.

Followed by an uneventful but excellent landing at TRK. I'm getting better at landing smoothly every time. It is a pleasure to do this and it is my favorite challenge of flying. But still room for improvement, lesson learned.

Test Time

Yesterday I drove down to Minden, NV and Hutt Aviation to take the FAA Written Knowledge Test for Private Pilots. It is ironic that I took the "written" test on a computer, huh?

So I've been preparing hard for this test the last two weeks. Once I set the test date appointment I bared down hard on the Gliem practice test book. I also used many of the on-line prep test sites, but only the free ones.

Taking the test was easier than using the Gleim book as there were fewer questions and the figures were in a separate book, instead of in the middle of the book like with the Gleim. I was sequestered in a small room with the proctor and placed in front of a computer, no surprise there. The CATS system was easy to use and I had no troubles. If you use a CATS testing center for your exams make sure you get a $10 off coupon from AOPA, it's worth it.

Results? I scored a 92%. Score another one for me. My prep paid off and now I can look forward to finishing my training and taking the practical exam. This is going to happen, no doubt.

Autumn in the Sierra (Smoke and Fog)

"What we learn to do, we learn by doing." Aristotle

I apologize for not posting in awhile, I know I promised. Many excuses; starting with family in town, sessions with no photos and time spent in practice tests getting ready to take the written. I expect to do well on the written but only need 70% to pass. Failing to prepare is preparing to fail. I don't know where I've heard that, but I like it.

Since my glorious solo I've gone out on my own 2 more times. Once to Beckworth where I landed full stop, taxied her to parking and shut her down. Then used the facilities in the beat up and characterized "Pilots Lounge" at Beckworth. Then back in, start up and off back to Truckee.

The briefer let me know that a layer of smoke was in the area on my route and the picture below shows it. It's just hanging there at 8500'. I originally climbed to 8500' out of Truckee and saw it ahead of me over Stampede Reservoir, so I felt it best to descend below it. See Below.

Smoke layer at 8500'

Self portrait. See Ma, no passengers!

The next two training sessions with my CFI were Short and Soft Field take offs and landings. The Short Field maneuvers were techniques to take off in the shortest ground roll possible and to clear a 50' obstacle. Same on the landing; shortest landing roll and clear a 50' obstacle. Short Field maneuvers were more fun. The technique was to keep as much weight off the nose wheel as possible. Holding the nose wheel off the ground as you begin, then taking off in ground effect staying 10' off the runway while your airspeed builds and then letting her climb. That was a cool thing to do! Upon landing keeping the nose wheel off the surface was challenging but not as scary as you may think.

I got rained out the next day, but that's the way it goes sometimes.

Then last Thursday we flew to Reno (RNO). It was my first time into class C airspace to fly with the airliners. 

Truckee was fogged in as I drove past the airport to take Seth to his babysitter and the temperature was right at 32 degrees. The sun was climbing and I knew if the temperature were to go up one degree the fog would burn off quick. I dropped Seth off and headed back to TRK and watched the OAT (Outside Air Temperature guage) in my car go up two degrees to 34 and the sun poke through. By the time I preflighted 68F it was clear enough to take off.

The flying wasn't too difficult as I am gaining much confidence controlling the aircraft, but working with ATC was interesting, difficult and challenging. Many times I looked over at my instructor with a quizzical look on my face as if to say "What did he say?" I missed a few calls and read back a few calls all wrong, but the three touch and goes went smoothly. No loose meat landings. I was happy with that.

On our way back to Truckee we saw that the fog layer hadn't completely dissipated as it was mixed in with some smoke from controlled burns in the area. What we saw was spooky as I it made it difficult to "see and avoid" other traffic.

Turning in towards the Dragon's Breath, TRK is out there somewhere.

Same view without my fat head in the way.

The beard is coming in nice, as it always does.

Stampede Reservoir, water rings and smoke/fog.

More of the same.

We made it back to TRK no problem as the skies were clear over the airport. No traffic and calm winds. Abeam the numbers she tells me engine out and pulls the throttle. This time I got it, and got it good. We landed smooth and withing the first 300' of the runway. Again I was pleased.

This is us coming back from Beckworth the day after my first solo, thus the absence of fog.

Since my CFI endorsed my log book to go back to Reno solo, I'm going to do it tomorrow. I'm a little nervous but I know I'll do fine. There is no better way to learn than to jump right in and start. Just do it!

Solo, Just Me and 68F

"Sometimes I think we're alone. Sometimes I think we're not. In either case, the thought is staggering." R. Buckminster Fuller

At 10:00am, 1800zulu, 11 hours into my training, October 6, 2009, I soloed the airplane for the first time. Two laps around the pattern, 0.5 hours total of pilot in command. Wow!

Yesterday my instructor said I will be soloing this week. After 2 laps around the pattern with her, as we cleared the runway she said, "I have to go to the bathroom, you take her out."

And with a big smile and thumbs up she got out of the airplane and left me with it.

Below are some pictures from Monday and Today's solo. See you later.

This section of Truckee is called Olympic Heights.

Flying over Lake Tahoe, that's Kings Beach/Tahoe Vista in front of my nose, that's where I live. The point above the panel is Crystal Bay point.

Flying over TRK looking West at the Pacific Crest. You can see the ski runs on Lookout Mountain at Northstar on the left.

That's me moments after I brought her back down from my first solo.

The subject of this blog and a proud instructor, with the traditional shirt tail cut off. Thank you AOPA for the free shirt, made and sent just for the purpose.

The Substitute

"Our minds are like our stomachs; they are whetted by the change of their food, and variety supplies both with fresh appetites." Quintilian

This week was marked by the completion of my first 10 hours of flight time. Yeah, for me! I guess I can't claim to be 0 hours to CFI anymore, more like 10 hours to CFI. But that would be dumb, to change the title of this blog after every milestone. So I'll stick with 0 Hours to CFI, for now.

This week was also marked by my primary instructor being out of town on Monday. So I flew with a substitute. My substitute was the owner of 68F, an AP mechanic and all around good Englishmen. But aside from these apparent deficits he turned out to be a good substitute, he knows 68F really well as you would imagine.

After our first go around the pattern and the resultant sloppy landing he said.
"I know what your problem is, you're going to fast."
The next time around he slowed me down on the downwind leg, had me reduce power a bit before "abeam the numbers" and taught me to let the plane find it's own speed after you set flaps.

With these pearls of advice from the man who knows 68F better than any I made a nice smooth landing, touching down on both main gears at the same time. This was to be the only good landing that day. The rest were classic sloppy joe landings. We'll call them loose meat landings form here on out, just for fun, OK?

One of these loose meat landings was with my first forward slip, this could have been the cause. To go from totally uncoordinated flight (in fact a forward slip is not uncoordinated, it just feels like it) to a landing is hard to compute and result in a slick landing. Much more work (read practice) is needed.

Today my lovely primary instructor was back and we had good lesson. The temperature was 30 degrees F when I arrived at the airport, the wind was calm and you couldn't ask for better conditions. She was very excited to introduce me to her new puppy. In my opinion, it is a very cute puppy, but aren't they all?

For the first lap around the pattern I was able to make a decent landing into a touch and go.

The next lap I didn't hear her say "Engine out", so as I saw we were a little low I applied power. Oops! So we practiced a go around.

On the next lap I performed a power on full stop landing. Loose meat.

Back to start at "Go", don't collect $200 and try again. This time around it was another engine out simulation, this time I heard her. I got it this time. Carb heat, pitch for 65 kts and came in nice and high for an engine out loose meat landing. The loosest yet. Looser than any slot machine in this economy in our neighboring state or Nevada. Bounced her, then landed flat and hard on the nose gear. Then in the process of getting her back on the centerline I forgot to pull back on the stick all the way, and just like on our first flight (recall one of my earliest posts) my feet accidentally got on the brakes and set up a pronounced shimmy for the main gear.

In my inexperienced opinion I suggested we stop and inspect. So we did and that was the end of the session. Only .8 hours, but enough to get me at 10 hours and through my first paid 10 hours block of time. As far as we could tell there was nothing wrong with 68F. Just my hard touchdown. Sorry girl, didn't mean to hurt you.

I need to get you some more pictures. Next week my wife is home on October break and I am scheduled to fly five days in a row. Here's hoping the weather holds out for me.

The Learning Curve

"I'm a pessimist about probabilities; I'm an optimist about possibilities." Lewis Mumford

I don't know where I am on the learning curve but I'm at the phase where the work really begins in earnest. This was evident last Monday when I made a no-go decision based on my gut. I second guessed that decision until Thursday when I got back on the horse and took 68F around the pattern for a sloppy landing.

First, I must go back and talk about my previous lesson. After a preflight brief and practice "engine out" procedure while still on the ground, we took off for Nervino/Beckworth and the Sierra Valley. At 8,500', over our training area, my instructor reaches over and pulls the throttle to idle and announces, "OK, your engine just quit, what do you do?" First thing I did was to engage the carb heat as the RPM's dropped out of the green arc. Then went through my recently memorized emergency checklist. Then made a descent and approach to a suitable landing field. After my first forward slip to loose altitude, which I didn't do very well, at about 250' above the ground she declared, "We've made it so power on and climb."

It was on to Nervino where I attempted my first right turn traffic pattern and power off approach. I had difficulty holding my approach speed. I was afraid of the ground and kept pulling back, which bleeds off speed. We were still a good 10-15kts from a stall but to slow for comfort. So, at my instructors urgency I got the nose down and brought it in for a bouncy landing. Then back out over the Sierra Valley and another practice engine out simulation, this time a a lower altitude above ground level.

That was a good lesson and I learned a lot, but not enough to be comfortable in the cockpit yet. That will take some time.

My next lesson went better as we stayed in the pattern at Truckee. Five approaches and 4 landings, with one go-around. Whew, this is a lot of work! What have I got myself into? Well, I can't stop now so I'll get back to you next week. I have a substitute instructor for Monday and my regular CFI is back on Thursday. Best of all, next week I am scheduled to fly 5 days. I hope the weather is good for me.

Air Races Today!

Today my father-in-law and I went to the 2009 Reno Air Races. This is one of the top 5 coolest events in aviation to go to. Up there with Oshkosh, Fleet Week, Paris and your local fly in.

Enjoy these photos. Next time I'll tell you all about my first simulated engine out training last week.

That's all for today, see you next week.