Say Goodbye to the Death Grip

"Remember wherever you go, there you are." Earl MacRauch, The Adventures of Buckaroo Bonzi Across the English Dimension, 1984

So there I am, nervous about my upcoming flight training session. Considering last week's upset; no, down right angry stomach, I had a lot pinning on this session. If I suffered again from motion sickness, how was I going to do this? And if I can't do this I've wasted $1,000+ already. And I just can't go back to the simulator only. And, and, and... You get the picture.

I was to meet my CFI at 9:30am at hanger Bravo 12 for that day's ground lesson and briefing. I had a lot to get ready before I left the house; the usual breakfast dishes and the boy's needs for his morning at Nonna's (Grandma) house. With five minutes to go the poor boy falls into the front door and bangs his head so hard it shakes the foundation. Well, I sit and rock him while applying an ice pack to the goose egg on his forehead for 20 minutes. I felt so bad for him, but I know it's one of many he will have; I know I had more than a few bumps and bruises growing up. Once he recovered enough I got him to Nonna's and then I made it to Bravo 12 twenty minutes early.

My approach to the session was to eat a light breakfast with no dairy and eat a Tums as I got in the cockpit. So after the briefing it was on to hanger Bravo 1 where 1968Foxtrot was resting. The lesson plan was to takeoff normally (as normally as you can with a shortened runway 10-28 still under construction and 01-19 closed), depart to the north and transit to the Sierra Valley training airspace. Once there we were to begin Ground Reference Maneuvers.

After a proper preflight inspection of 1968F I ate my Tums, climbed in and plugged in my newly acquired David Clark 10-60 headset. Then went on to the before start checklist, check. I called out "clear prop". The engine turned over, throttle to 800rpm, then radio check. "Truckee unicom, Skyhawk 1968Foxtrot radio check." In response "Skyhawk 1968Foxtrot, loud and clear, altimeter 30.29, winds calm." It worked! The used headset worked. Thank you Ebay.

With that relief I taxied her out to the transient parking for a run-up. Then out to diminished runway 28 and off into the lovely Sierra morning sky.

While climbing to 8,500' over Boca lake my instructor corrected my grip on the yoke. Until then I had a death grip on it. All five fingers wrapped around it as if I were holding on to a water ski rope. And it felt like it took herculean strength to pull back on it sometimes. She wisely instructed my to hold it using only my thumb, index and middle fingers. Using the tips of the fingers, with a light touch. Bingo, light bulb going on in above my head, revelation, et. al.

After that nugget of information I felt much more authority over the aircraft. I was able to hold speed, altitude and attitude with greater ease. I felt empowered. I felt I was going to be able to master this flying beast of a machine. An easy smile crept over my face and my stomach settled down for the flight.

Once we got to the Sierra Valley we descended to 1,000' AGL (above ground level) to learn and practice these three maneuvers: turns about a point, rectangular pattern and S-turns. The entire session went well. I was able to perform the maneuvers as well as a student pilot should. OK, better than a student pilot should. I enjoyed the sensations and the discovery of how you must adjust your bank angle to accommodate the direction and velocity of the wind. These maneuvers demonstrate this principle well. Then it was back to Truckee.

Sorry, I forgot my camera, with all of the issues prior to leaving the house it just didn't make it. Next time, I promise.

Then, to my great enjoyment, as we transited back to home base my stomach was well settled. That meant I was going to land it this time!

The approach was to land runway 10. Winds had picked up to 9kts from the South East, gusting to 16kts. We descended to 7,000', the traffic pattern altitude (TPA), and entered the left downwind for runway 10 over the beginning of runway 19. I had some difficulty maintaining 7,000' in the pattern but kept it no more than 150' below TPA. I should get better at that with more practice. At the proper moment we turned left onto base, brought the rpm's to 1,500 and put in 10 degrees flaps. Shortly thereafter we turned on to final and set 20 degrees on the flaps, kept the descent at around 500'/minute and slowed the airplane to around 60-65kts. We were lined up with the center line well at 300' above the runway when we brought the engine to idle and glided in the remaining altitude. As we got closer to the ground we encountered a crosswind gust that took us off center line. Then I over steered with too much right rudder, released my over steer and caught another crosswind gust during flare which pushed us to the left as we touched down. It was still a rather smooth landing, even considering the lateral movement at the end. All in all, not to shabby.

What a great training session, I was jazzed! Can't wait till the next one. That session proved to me I can do it, and I will. You just watch.

Tomorrow, my adventure at my Airman's Medical Exam. Spoiler alert, I passed.

Adios,
Matt

Paging Dr. Iron Gut

"By perseverance the snail reached the ark." Charles Haddon Spurgeon

I just got back from the dentist, so If it seems like I'm mumbling that's because the rightba sida od my moubth is numba.

So as not to damage expensive equipment, this is my trainer. I'm told to use my imagination. Just Kidding!

Yesterday was my second training flight. I was able to get some sleep the night before, unlike the night before my introductory flight.

I read my assignment twice, wing tip vortexes in the AIM. I don't have my FAR/AIM yet (it's in the mail) but thanks to the excellent people at AOPA's flighttraining.aopa.org I am able to read the FAR/AIM online, now that's a cool use of the Internet. As I've said before AOPA is the best resource for information on learning to fly.

So I've ordered all my texts and gear suggested by my instructor. I didn't need the whole kit as no single student pilot kit has all the different texts my instructor wants to work from, and I don't need a "flight bag" yet as we have too many unused bags around the house. Maybe in the future I'll get a nice flight bag, when I'm the BMOC at the airport.

This is what my flight bag will include when it all arrives...

-Jeppeson Guided Flight Discovery 2007 edition

-Gliem Written Test Prep

-ASA Flight Maneuvers for High Wing Aircraft

-FAR/AIM

-Aluminium E6B computer

-Plotter

-Headset

-Computer bag found in the closet

And I did it all for under $340. The least expensive "kit" was $299 and didn't include the headset. I bought a used David Clark H10-60 headset on Ebay for $165, I'll let you know next week if it works.

This is where it all begins. The ground school/briefing room. Actually, my instructor's private hanger where she keeps her Taylorcraft.

We started out with a discussion of lift generation that seamlessly led into a discussion about my homework assignment on wing tip vortexes. Bottom line, avoid them. Then we briefed our flight plan, whcih included: Slow flight, power on and off stalls and steep turns/unusual attitudes. And off we went.

During pre-flight we determined that more fuel would be necessary for our flight. So after our inspection we hopped in, started her up (of course following the checklist) and taxied over to the fuel pumps. Now as I've stated before, when I was 15 I worked at my local airport fueling, washing and begging for rides; so I had a good idea how to fuel a plane. But I listened very carefully and followed instructions, which is hard for me as "I already know everything", that's a whole other story.

Once fueled up we did our run up, everything checked. So off to the active runway.

If you go to www.truckeetahoeairport.com or listen to AWOS 118.0, you'll learn that Truckee Tahoe Airport is reconstructing the landing zone for runway 28. So until September 3rd runways 01-19 are closed and runways 10-28 are shortened to 4,372' usable, that means a temporary 2,628' displaced threshold for runway 28. So here is how the call goes, "Truckee traffic, Skyhawk 1968Foxtrot is back taxing for takeoff Runway 28, Truckee."

Once again I preformed an excellent takeoff, climb out and turn to 300 degrees (part of the "Fly Quiet" noise abatement procedures program), until reaching the bypass/I-80 intersection. Then off to our training zone in the Sierra Valley. While in transit to the Sierra Valley we enjoyed the views of the Sierra and talked about if it would be best to stay away from the lee side of the valley or work the other side where the air might be smoother. Because we would have to climb higher and possibly deal with Reno traffic we choose to stay close to the lee side. Where we proceeded to find a moderate thermal. Bouncy fun, it was.

After we reported our position on the CTAF and cleared the area we began training maneuvers. Starting with slow flight and on to power off and power on stalls. These went great, I did a fair job of holding altitude in slow flight. I recovered right and well from the stalls, exactly like we briefed. Then came the steep turns. We started a left steep turn and lost altitude. So I pulled back and felt the positive G's in the pit of my stomach. I almost puked right then and there, but held it together for the sake of my instructor. It was time to go back.

So keeping my eyes on a distant peak I struggled with the pain of nausea. And it is pain! It was once studied by the defense department as a weapon, imagine the effectiveness. As we got close to our descent point I asked my instructor to take the plane as I got a drink of water from my bag. I was grateful as she took the controls. As I grabbed for my water bottle I felt my camera and took the photo below.

That's the I-80 Inspection Station in the middle right of the photo. We call it "The Bug Station". It is a reporting and arrival procedure point for Truckee Tahoe Airport. You can see Northstar-at-Tahoe ski resort in the background as well. The airport is just left and below the ski runs.

After my intro flight landing (see below) I really wanted to land the airplane this time, but every time I looked at the instrument panel the motion sickness felt stronger. So I had to settle for holding the controls with my instructor as she landed the plane. Next time I'll get it, I promise.

If you have any good remedies or suggestions on controlling air sickness please feel free to share them. I'll take any advice at this point. I assume that I can condition myself to it, but any ideas for relief, for now, are welcomed.

However, I will persevere over this minor set back!

There she is, the 1979 Cessna 172N Skyhawk I will be doing my training in. What was/is your first trainer?

Next week I've an appointment for my Airman's Medical Exam. I'll let you know what it's like to turn my head a cough for a student pilot certificate. I image a lot different than going to camp.

See you next week,

Matt

I Finally Did It, Continued... Part III

"Only those who do nothing...make no mistakes." Joseph Conrad

As we approached Stampede reservoir we began our descent by decreasing power for a 500'/min rate of descent. Looking out over the distant airport we caught a glimpse of a tow plane pulling a glider, climbing out from runway 19. Turning to the east, it and the glider disappeared.

We turned a few degrees to the SSE to enter a left pattern for runway 1 at a 45 degree angle. Searching, searching for the tow plane and glider. Knowing their normal climb pattern would bring them back towards us, we needed to know where they were. Finally, well before our arrival into the pattern we saw them above and just to the East of us, no consequence to our intended path.

We were almost over the airport when I decided to turn onto the downwind leg, but of course, to early. Mistake number 1. When my instructor was finished with our position report she noticed we were 200' feet below our pattern altitude, oops. Mistake number 2. At that point my inexperience really showed.

I shouldn't be so hard on myself, it was just an introductory flight for jiminy crickets; but I had visions that all my time on the flight simulator would enable me to land that bird with no problems on the first try. Oh, well. I guess I'll have to spend more time in the real thing to reach the kind of proficiency I've achieved on the simulator. Such a problem!

So as we turned onto base, still to low, my eyes fixated on the tree tops below, instead of the intended runway. It was hard not to, they seemed so close. But yet with my fear of descending further we ended up to high on final. Mistake number 3. How did that happen? I wasn't ahead of the airplane, that's for sure.

So with the command from my instructor to reduce the throttle all the way. We both had the controls. Well, I had my hands and feet on them, but she was in control. As we came withing 10' of the runway (it seemed) I hear, "pull back, pull back, more, more...". Touchdown! On the center line even.

"Brake now?" I said.

"No, not yet." She replied

But in that instant my feet must have been on the brakes a little bit, because there was a harmonic shudder from the landing gear. Mistake number 4.

"This isn't right," she said, "we must have flat or something! Nope not this side, how 'bout yours?"

"No, this one's fine" I observed.

"Huh, that's weird. I wonder what..." as we slowed to ground maneuvering speed, "Let's turn left here and come to a complete stop and see if we can figure out what happened. (pause) Truckee traffic ####Foxtrot clear of runway 1, Truckee."

Nothing seemed wrong so we taxied on to the hanger area. Upon inspection of the tires and gear nothing was wrong.

After we put the Cessna 172N away in its home, we debriefed. That's when I confided that I had my feet in the wrong place on the rudder pedals and applied the brakes, subconsciously, when I asked if I should; which set up the shudder. "My bad". Lesson learned, I hope.

Next time we go up is this Tuesday. I promise pictures. I promise to eliminate at least one of these mistakes. It would be killer if I could eliminate all of them, but not applying the bakes on touchdown would be sufficient.

Till then...

I Finally Did It, Continued... Part II

"The first and last steps are usually the hardest." Saying

As I was saying.

We took off nice and smooth and exactly as briefed. Nose up at 55kts, then once ground effect was not effecting the plane, a little nose down and climb at 65kts. Holding an airspeed in a climb is a matter of pitch, not thrust. And at altitude in the summer we climbed steady but slow. All the time listening and looking for other aircraft. We found one, but we were of no consequence to its flight path, so on we went. Climbing to 8500' the views of the Sierra and three reservoirs; Prosser, Boca and Stampede, we clear and present.

We headed North by Northwest to the Sierra Valley to our training area. Along the way we had to pass through a lovely alpine valley. The first mountain flying lesson my instructor taught me was to keep a look out for meadows to land in. Why? Well, in a single engine aircraft you never know... At this point you would think a sane person, like myself, would think twice about continuing on. No, not me. I like calculated risk, I'm and expert skier for goodness sake. And people every day take deeper risks than this, regular sane people. That makes me saner than most, huh?

Anyways, the second mountain flying lesson my instructor taught me was to fly on one side of the valley or the other to leave yourself enough room to turn around in an emergency. Good advice in a single engine aircraft. So I choose the Western side of the valley, it looked nicer to me.

In an all to quick 10 minutes we arrived at the training area and did two sweeping turns to check for other aircraft in the vicinity. There were none. Off to our West, sticking up out of nowhere visible, stood the pointy Sierra Buttes, old and worn, and many miles away; a great landmark to work with. So we worked with them. 30 degree turns to the left and right, rolling out on the Buttes. Then finding another nondescript peak, we did the same using it as a landmark. Then back to the Buttes and some slow flight. Throttle to 1500RPM, flaps full, then attempting to hold 55kts, not easy, but fun.

Once out of the flight maneuver and back into normal flight I saw my instructor look at the clock. Nooooo! Time to go back. It felt like 5 minutes had passed. Time is a funny thing huh?

Back SSE, through the valley of mountain flight training, to KTRK. Tomorrow I'll tell you about the descent, pattern and approach.

And in other news, the best kind of news. My wife tells me we are expecting another child. I can't imagine life any better!

I Finally Did It!

"Seize opportunity by the beard, for it is bald behind" Bulgarian Proverb

I had a big day today. I did it. I took my first introductory flight at 1000 hrs in a 1980 Cessna 172 with a great instructor. It lasted for 1.3 hours and it felt excellent. I want more.

I arrived at the airport at exactly 8:47am, 13 minutes early. My instructor was already waiting for me. Let's back track. In previous posts I said I'd report on my task of searching for an instructor and I didn't, I apologize. Out of the 5 CFI's listed in my area, so far 1 is retiring and another is a contractor and neither is taking new students. A third is too far away but might be a good back up and a fourth I haven't contacted yet. The one I flew with today is taking new students and is available. So far, from a couple of phone conversations and now meeting in person, the dynamic is good and I hope it works out well.

Back to my first flight. After a good hour long pre-flight and briefing we started the engine. She roared to life on the first try, beginners luck. We, I mean I, as it was "my airplane", taxied out from the transient area and onto the taxi way. This was not as easy as I imagined it. That front wheel has a mind of its own, it veers from side to side like a dog walking in the woods. But I was able to keep it on the pavement, all the way to RWY 1.

I had no trouble talking on the radio as I'm experienced with radio work from various different things, plus I'm a bit of a ham and like the sound of my voice.

"Truckee unicom, ####Foxtrot, radio check".

" We hear you loud and clear".

"Thanks Truckee unicom, ####Foxtrot".

Then.

"Truckee traffic, ####Foxtrot taxi form transient area to runway 1, Truckee". Or something like that, I can't remember exactly what I said. I was too excited.

With the run-up completed, take-off briefing done and the pattern scoped out, it was time. I taxied her out on the center line, lowered my toes off the brakes and advanced the throttles to full. At 55kts eased back on the controls and lifted off nice and smooth.

Check back tomorrow for the rest of the story.