Weather Strikes again!

I was up early checking on the weather, and the forecast was not pretty, but I had hope. I headed to the gym for a workout; hoping things would get better while I worked out.  Unfortunately the marine layer was not going to burn off quickly, however it was getting better.  So I headed to the field, figuring I’d study while I waited for the right conditions.  Brett texted me and we decided to take a flight after he returned from his contract trip.   

Once in the plane, Brett went over the game plan for the day.  We were going to use the weather to our advantage and do some instrument training “hood work”.   The basic theory is the VFR pilot shouldn’t get into the clouds or weather, but if done this basic instrument training will hopefully help keep the plane’s rubber side down!   Once airborne I was under the hood, and was guided out to the practice area. After a little more work, I was shown some of  the San Diego County's waterfalls and was shocked. I had no clue the eastern county had water falls, it was truly beautiful out there.  Brett, always keeps things light and fun.  Every flight he tries to get me out of the learning mode and reminds me why we do it, and have fun!  He has alot of great teaching practices I plan on stealing for my future CFI teachings.  Thanks Brett!

Back under the hood again  I was guided back to Montgomery, he set up the ILS for 28R said he was giving me a shot at intercepting and  “shooting” the ILS approach.  When he told me to take the hood off, I was lined up perfectly with 28R and on glide slope. It was awesome. I thanked him for giving me a glimpse of what I’ll be doing in a couple months.  As we taxied back, I was more great advice and guidance. He told me to quit worrying about my check flight and relax.  He explained he wasn’t going to let me take the “ride” if I wasn’t ready.   So we shook hands and I headed home to study and with hopes of good weather tomorrow.

GRRR DARN Weather!

Wouldn’t you know it, the first day of my cross country freedom I can’t fly because of the weather.   Part of the solo cross country experience growth, limitations are set and then gradually increased with experience. Per the FARs Certified Flight Instructors (CFI’s) are given the responsibility and the leeway to decide what the student can and cannot do when flying solo.  The basic theory is that the limits prevent the student from getting into trouble with wind, clouds, and instrument conditions.  

My limitations while generous are smart and well thought out.  As a new pilot, each person must develop their own personal limits based on their skills and experience to stay safe and adjust them as experience grows.

Currently my personal weather limits are a little more conservative than those given to me. However this didn’t matter today!  San Diego the city of sun, didn’t exist today there was a wonderful marine layer hanging out over Montgomery Field. The darn thing about this was Hemet and Borrego Springs had beautiful weather.  So after a couple hours at the field hoping the weather would burn off, I headed home to do more flight planning. 

This was ok, because I’m starting to get nervous about my upcoming practical and oral test for my private pilot test.  Per the FAR requirements private pilot students must complete a written, oral and practical test. I completed the written on the 21^st of April, so now that I’m checking off my practical requirements  for the practical test one by one, I find myself stressing a little about the upcoming test that I’ve set for June 2^nd

 Well I’m off to cross country planning and studying.

Cross Country Freedom!

Today’s flight was quick but effective. As we taxied out, Brett tells as he is settling in and he's along for the ride, and I should be able to navigate to Carlsbad and back without his help or comment.  I’m thinking, this is the test for my solo cross country freedom.  Soon Montgomery tower approved me for takeoff on 28L, and I’m headed to Carlsbad.   Luck was with me, and I was ahead enough for us to chat briefly before I contacted Carlsbad for landing.  After an effective but not soft landing I taxied back for a takeoff on 24.  After heading south again to Montgomery, we covered some more radio navigation skills and I put it to use as I headed in for another landing on 28L.  After putting the plane to bed, we headed in for a debrief.  Brett congratulated me on a great flight as he signed off my logbook for solo cross country approval. As part of my requirements for my next phase of training with Airline Transportation Professionals, (ATP), I need to complete 25 hrs of solo cross country time. We talked a little about where I could fly and couldn’t fly to get the hours needed. 

I headed home with a new motivation and thoughts of new places to fly, alone.  My first cross country flight tomorrow will be to Hemet and Borrego Springs. Once I complete that trip, I can head off anywhere I want after my plans are reviewed, and if the weather is within the limits set for me. 

So this afternoon and evening I spent the drafting plans for cross country trips.  I decided to fly up to see my parents then conduct a couple of flight from their local airport.  I suspect the next couple of days are going to be long, and monotonous with planning, checking and more planning.  I'm hoping to  get all of my plans to Brett before this weekend so they can be reviewed so I can spend next week flying.

Flying with the Big Boys

 

Today’s cross country flight was awesome, giving me lots of motivation.  After yesterday’s day of lousy check points I picked less check points but ensured the ones I chose were easier to find for today's flight.  So as I lifted off runway 28R and I started identifying checkpoints easy.  With more time on my hands I was able to get ahead of the aircraft making life easier. Soon SOCAL (local area controllers) approach handed us off to John Wayne’s tower.   After checking in I was approved for the left downwind for  19L. As I turned base, tower gave me approval to land,  and notified me to watch for the traffic on 19R (a Canadian Regional Jet  (CRJ) ). I briefly looked over to see the jet behind and to the right.  After a soft landing, we were taxing alongside Southwest and others, so cool!   The tower was in a hurry to get me airborne again, but they were patient. So we were headed off to French Valley airport. After being chased by a Pitts (small fast bi-plane) we were given approval “assume own navigation”.   With this notice I was frantically looking for my next check point, and then a little doubt came in.  Soon I figured out where we were, Brett was smiling as he said “trust your plan, they have been great do not doubt them, fly them”   So I did and soon found myself setting up for landing on runway 18 at French Valley.

After a brief break we were airborne again and headed back to Montgomery.  The return leg went well so we covered the use of radio navigation and its benefits.

As we taxied back, after landing on 28L the debrief started.  Thankfully Brett was happy and gave me a bunch of pointers to make my life easier and provided guidance for the areas that needed help.  After he signed my logbook, I was told to prep for a quick trip to Carlsbad/Palomar tomorrow.  I headed home happy and prepped for tomorrows flight.

California Cross Country & Sucky Checkpoints!

Today was a early one, after my planning last night I woke up wondering what I forgot.  Knowing I needed to make every thing perfect, to get my pass to go on my own in a couple of days.  I found a few errors before I headed to the field.  As we headed out to run 28L, my confidence was growing.  Once airborne, I was scrambling as I timed my check points, attempted to hold heading and altitude. Its harder when you are looking down looking at a chart. One must look up dummy!  Brett, my instructor is over there, acting as self loading luggage, whispering things "climb checklist, are you looking for traffic?  Doh!   I'm thinking this kinda sucks.  Soon I'm over my decent point and head down as I'm looking for the runway.   Luckily I glide the plane in for a smooth landing. 

Ok, one leg down, two more to go!   I organize my charts and plans, and we take off, and I start looking for my check points, but this is mountain terrain, and I picked lousy checkpoints. After I realize I can't find my first check point I'm starting to panic.  Then I realize, its about visual flying. Soon I figure out that I know where we are, and my original route is a little off, but I know how to get where I was going.  Soon, I'm setting up for landing.   God is gentle and graces me with another wonderful landing.   Phew.. one more leg.

Soon we are headed down the runway, climbing out headed for the huge mountain ahead.  Brett tells me to nail my Vy speed and I'll climb over it without the climbing turn I thought I needed.  As we headed back to Montgomery, I kept track of my not so great check points.  During a brief period, I was not so confident of my position, I thought I was on track, but wasn't able to convince Brett so he showed me how to conduct lost procedures.  He joking states "it'll suck if you were right", and what do you know I was on track, but didn't trust myself enough to convince him, so lesson learned.

Thankfully we head over the mountains and I see Gillespie airport off the nose.  Thank you god!   I know my way back from here.   After landing on 28L, I'm second guessing my planning and ability to fly a plane. As we taxi back, I get the "debrief".  To my shock, he's happy. As I'd been talking to him, I learning alot of what to do and what not to do, what made great checkpoints and lousy ones too. 

As Brett signs my logbook, he tells me "we are going to John Wayne and French Valley tomorrow, make sure you use the Victor airways and VOR navigation. Call me if you have any questions, and review your Class C approach procedures.   This resolves, my question of what I am going to do tonight!

Overall it was a educational day, and I pray that tomorrow I can stay ahead of the plane instead of being behind it.

Cross Wind Landings .. Oh My!

Well after six days of not flying, my instructor had a little treat for me.  The winds were blowing today (11-18knots), about ninety degrees from the runway heading, so he simply states.. "show me your cross wind landings". After learning to land in Iowa, I was comfortable with cross wind landings, so we headed out.

However!  Lets just say the first landing was NOT pretty, it was effective but not graceful.  The second resulted in a slam and go, he laughed as I took it around  "glad you didn't try to salvage that".  As I took off, I noticed the fire truck parked by the runway,  like the vultures!  I could swear the controllers were betting on a crash truck exercise as they keep giving me the runway with the worst cross wind per my instructors request.

 Now I'm getting irritated at myself.  I know I can land in cross winds, I actually love them!  The third landing was better, and the fourth was respectable. Finally landing number eight was smooth, on center line and controlled. We stopped while I was ahead.  While riding home I was thinking what was causing my issues, to cross wind landings.  Then it dawned on me,  its the crab.


Cross wind landings are typically handled by one of two techniques.  The crab or  wing down and top rudder  methods.  That was it, I preferred the wing down top rudder technique when I was in Iowa.  Well now I know the crab method!  Not all planes can handle or are designed for the cross controlled technique of wing down top rudder method so, now I can do both.

I'm off to complete my cross country planning for my first California cross country.  We are off to Hemet and Borrego Springs tomorrow.

Motivation and Advice

Well I spent this past week and weekend attending the St George Ironman Triathlon, supporting my brother in-law, a friend and supporting the event as a motorcycle rider for the media.  

During the days before the event, I was able to pick my brother in-law and his friends (both professional pilots) mind for advice and guidance. They provided allot of candid advice and motivation. I have a huge amount of work ahead of me, and will need to pay my dues in the aviation industry.  However fortunately or unfortunately interviews and flying jobs are often gained by who you know.  I'm lucky, in the fact I have these two connections as well as others. I keep telling myself, getting in the door is the easy part, I need to prove my worth once I get the interview!  I'm lucking in the fact I have so much motivation, advice, and guidance. Now I just need to continue my progress and get the logbook filled with best hours possible.