Are Old Logged Hours Still Valid

If you haven't done a night x/c yet its probably worth the visual experience anyway without the hood! Night flights are really amazing if you have good visibility
 
Thanks for the response!

I have over 3 hours and 13 landings at night from 20 years ago, but the night cross country wasn't required at that time. I found out that I shouldn't do the hood work on the night cross country, so I'll avoid that.

I'll just be glad to keep the ball moving. There have been so many delays to keep me out of the air. I'm ready to move along again.

Doc
 
MBDiagMan said:
KICKED OUT OF THE NEST!

He turned me loose this morning and said to make as many landings as I wanted. I made three and then came in so he didn't have to stay at the airport all day. He made some notes in my logbook with crosswind and distance restrictions and told me to fly four of five hours and then we will finish up my few items of requirements flying including my long cross country and then we'll do check ride prep.

To say it out like that sounds like I'm almost there, but this consists of my long cross country, 1.9 hours under the hood and my night cross country, which was not a requirement when I flew 20 years ago.

As someone in this thread said some weeks ago, there was indeed a day when I looked at the empty right seat and wondered why all that was ever necessary.

After he left, I topped off the tanks and did 3 rounds before having to go to work. It was starting to get a little choppy and the light cross wind seemed to be picking up, so the timing was good.

We're supposed to have the same weather tomorrow, so I hope to knock out a few hours tomorrow morning.

It looks like maybe it wasn't such a huge mistake to buy a taildragger after all.

Thanks for all your help, comments and encouragement in this thread. It helped greatly.

Doc
Click to expand...


This is awesome! Your cross countries will be fun.
 
MBDiagMan said:
Thanks Ghery!

Actually I don't need 3 hours of night flying. I have that much and about 13 landings. What I DON'T have is the 100 mile night cross country. It was not a requirement when I flew before. All I have to do is a flight to and from an airport that I am familiar with which is 51 NM away. I hope to combine the flight with a little time under the hood while I'm doing it.

Doc
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I would recommend getting a long night X-C in the logbook over someplace *really* dark on a night with no moon with a CFI or another pilot who's done it.

I like night flying but early in my logbook I had that experience come suddenly over Eastern Colorado one night (and also had a lot of sim time toward the IR), and I found it a bit unnerving at the time.

It's one of those scenarios that kills pilots, and it's hard to put a rule in that says the night training has to be in those conditions, so it can be a "first time" experience that can end up very poorly.

I kept the shiny side up but it would have been more comfortable to have seen it once before with a second pair of eyeballs and a smarter brain in the right seat.

Other than that, whoooo hoo! ;)
 
Denver,

Thanks for the suggestion. I live in the BOONIES, so dark shouldn't be a problem. I'm not a fan of night flying and expect to be doing a minimal amount after I get my certificate. I will indeed follow your suggestion though.

Thanks for thinking of me.

Doc
 
MBDiagMan said:
Thanks for the congrats, and thanks Jeanie for the tip on the night hood work. Fitting it in somewhere else is no sweat. He will do a cross country with me before my long one, so we can fit some in there. Even if I have to just pay for two hours of nothing but hood work, no worry except for the extra delay.

BTW, the name of my lovely bride of 37 years is named Jean. I call her Jeanie.

Doc
Click to expand...
I was going to suggest that you consider a simulator for your instrument work, then remembered that you own your own plane, so it may not save any money. It can simulate instrument failures more accurately than slapping a soap dish cover over an instrument, but you aren't learning instrument procedures as a pilot, only trying to keep from killing yourself if you get into the clouds inadvertently. If you both do that and have an instrument, well maybe it wasn't your day. :hairraise:
 
Miracles just never cease! I was off the runway at Sunrise this morning, came around and did two stop and go's. I then flew North and flew about 15 miles along the river looking for an antique bridge that I've never found from the ground and still didn't find it from the air. Maybe it's a local myth.

I then came back to the airport and did 5 more stop and go's sharing the airport with a guy doing touch and go's in a 182.

The miracle of the day? 7 landings and the plane is still airworthy. My eyes are big as saucers when I'm handling those rudder pedals on the ground, but so far it's working.

Who would have ever guessed that this was possible?

Now that I'm doing some cruising, I'm gaining even more respect for Miss Piggy. I can trim her out in straight and level flight and she just knows how to fly. Look Ma, no hands!.... well, sort of. Even though it was smooth air, I had my hand on the yoke and pedals, but applying no pressure. She sure is rigged well.

Doc
 
I came to the airport Friday after work. The winds were not heavy, but they were constantly changing velocity and direction. I finally decided that they were light enough that I could deal with the winds if it wasn't too rough.

I got up about 100 feet and it was ROUGH! I made one of my lesser quality landings after balooning up during the flare and put the plane away. Good news, it was put away with full tanks and ready for the next flight.

I came in the terminal building and the local crop duster came in and we chatted awhile as I awaited my wife to get out of the beauty shop so we could go out to eat. I had seen him go up and around while I was putting away my plane. He made a comment about me making only one round. I told him that I balooned on landing but was glad to be on the ground. He said that he had the same problem.

We visited for quite a while and he told me alot about the weather and how the drought is effecting the "thermalling" as this good ol' boy called it.

I watched the weather closely all weekend and couldn't get anything but heavy cross winds. A cool front came through yesterday and we're now down to a 6 or maybe 8 knot quartering wind. Unless it picks up I will go up at sunrise.

I'm going to scrap the fly over of my place mission and concentrate on stop and go's for now.

Doc
 
The winds got up this morning, with a quartering cross wind component. I made 10 take offs and landings in exactly one hour even including about three and a half minutes of the hour was warm up and run up.

Without the ballast of the instructor (don't take it the wrong way Wayne) and having the airport all to myself, I was able to climb out fast to an altitude from which I could turn cross wind. I then kept the pattern tight and this included back taxiing about 1,000 feet on each circuit.

I didn't keep the center stripe between my wheels, but all but one landing would have been easily within the confines of a 35' wide runway.

I ballooned up some on one landing, but I had been trying a little different round out and learned from it.

BTW, this weekend I bought one of the discontinued Flip cameras on the cheap and got a gorilla tripod mount. The mount does me no good in my plane. I will have to try to find what sort of RAM mount there might be for a video camera. Today would have been a good day to chronicle my landings on video. Hopefully some point in the future they will get better to the point that today's landings will really look bush league to me.

Even though today's landings were'nt perfect, they did bolster my confidence even further, in that I know I can land Miss Piggy without ground looping her.

Doc
 
MBDiagMan said:
BTW, this weekend I bought one of the discontinued Flip cameras on the cheap and got a gorilla tripod mount. The mount does me no good in my plane. I will have to try to find what sort of RAM mount there might be for a video camera. Today would have been a good day to chronicle my landings on video. Hopefully some point in the future they will get better to the point that today's landings will really look bush league to me.
Click to expand...

I just strap a tripod in the baggage and stick the camera there. The camera angle is a little better if I let one leg hang over the seat back and set on the right seat (and have the camera over to the right so you don't just get the back of my head)

7 minutes and 7 seconds of your life you will never ever get back:

Even though today's landings were'nt perfect, they did bolster my confidence even further, in that I know I can land Miss Piggy without ground looping her.

Doc
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:rofl: Told ya.
 
Captain,

Thanks for the video. I enjoyed it.

You got me to thinking (always a dangerous thing for me.) I have a compact tripod that I bought on the Island of Crete in 1970. Each leg telescopes to about 10" in length. If the thread is the same on the video camera as for a regular camera, I could leave two legs short in the upper baggage tray, about seat back height and extend the other one down into the co-pilots seat. I might be able to tighten it into place with the shoulder harness.

Thanks for the idea.
Doc
 
MBDiagMan said:
The winds got up this morning, with a quartering cross wind component. I made 10 take offs and landings in exactly one hour even including about three and a half minutes of the hour was warm up and run up.

Without the ballast of the instructor (don't take it the wrong way Wayne) and having the airport all to myself, I was able to climb out fast to an altitude from which I could turn cross wind. I then kept the pattern tight and this included back taxiing about 1,000 feet on each circuit.

I didn't keep the center stripe between my wheels, but all but one landing would have been easily within the confines of a 35' wide runway.

I ballooned up some on one landing, but I had been trying a little different round out and learned from it.

BTW, this weekend I bought one of the discontinued Flip cameras on the cheap and got a gorilla tripod mount. The mount does me no good in my plane. I will have to try to find what sort of RAM mount there might be for a video camera. Today would have been a good day to chronicle my landings on video. Hopefully some point in the future they will get better to the point that today's landings will really look bush league to me.

Even though today's landings were'nt perfect, they did bolster my confidence even further, in that I know I can land Miss Piggy without ground looping her.

Doc
Click to expand...

Doc,

Do you mind sharing the Flip cost and details? I should get a video camera to record my future flights.

About the mount, I'll have to dig up the link, but I found a suction cup camera mount for about $39 before shipping. It is adjustable and does the trick.
 
Yeah Captain, Flying on a hot day is a difference all together. We're starting to get a break now, but for a few months of my training, we would go up at Sunrise and it would already be over 90 degrees. It would climb near 100 before we got in an hour and a half or so. Flying in the afternoon or even close to Sunset was near impossible.

Kim,

I can't even remember the name of the manufacturer, but they have discontinued the Flip phone. I got one at Best Buys and the accessories are dirt cheap too. There are two models, one was $59 and the other $79. The $79 has a replacable battery. I bought a spare battery and charger for $6. Normally you charge it from a USB port. Comparable phones by other makers are in the $150 plus range.

They had a suction cup mount for less than $40, but that's not what I wanted. I want to mount high center in the baggage compartment in an effort to see instruments.

I had been holding out for one with external audio so I could put a mic in my headset, but you have to get into the expensive ones for that.

Hope this helps,
Doc
 
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MBDiagMan said:
Yeah Captain, Flying on a hot day is a difference all together. We're starting to get a break now, but for a few months of my training, we would go up at Sunrise and it would already be over 90 degrees. It would climb near 100 before we got in an hour and a half or so. Flying in the afternoon or even close to Sunset was near impossible.
Click to expand...

Summer (doors open):
SAM_1075.JPG



Winter:
SAM_0588.JPG
 
MBDiagMan said:
Yeah Captain, Flying on a hot day is a difference all together. We're starting to get a break now, but for a few months of my training, we would go up at Sunrise and it would already be over 90 degrees. It would climb near 100 before we got in an hour and a half or so. Flying in the afternoon or even close to Sunset was near impossible.

Kim,

I can't even remember the name of the manufacturer, but they have discontinued the Flip phone. I got one at Best Buys and the accessories are dirt cheap too. There are two models, one was $59 and the other $79. The $79 has a replacable battery. I bought a spare battery and charger for $6. Normally you charge it from a USB port. Comparable phones by other makers are in the $150 plus range.

They had a suction cup mount for less than $40, but that's not what I wanted. I want to mount high center in the baggage compartment in an effort to see instruments.

I had been holding out for one with external audio so I could put a mic in my headset, but you have to get into the expensive ones for that.

Hope this helps,
Doc
Click to expand...

Oh I forgot about how cool it would be to have external audio. Darn it. I think you are right, it adds a lot on to the starting price. Not sure why more lower end camcorders don't have this option.
 
I flew over my place this morning and then came back and did 10 stop & go landings. Most of them were good, but one was really bad unless you use the "walk away and can still fly the plane being a great landing" axiom.

I flew over my place at 1,900' AGL and my proposed landing strip looks like a postage stamp. Maybe once they get through with the pipeline and clear things out it will look bigger. Hopefully my flying skills will improve enough that this also makes the strip look bigger.

I rigged up my camera on my gorilla tripod clamped to the top of the co-pilot seat. The camera worked well but was not located high enough. I will work on some other mount for it.

Another noteworthy thing was seeing a small lake in a National Wild Life Refuge being scarily dry. The fish there will have to learn to walk and do it very soon. Really sad because this used to be a premier Crappie lake. The drought is getting REALLY dreadful.

Doc
 
MBDiagMan said:
I flew over my place this morning and then came back and did 10 stop & go landings. Most of them were good, but one was really bad unless you use the "walk away and can still fly the plane being a great landing" axiom.

I flew over my place at 1,900' AGL and my proposed landing strip looks like a postage stamp. Maybe once they get through with the pipeline and clear things out it will look bigger. Hopefully my flying skills will improve enough that this also makes the strip look bigger.

I rigged up my camera on my gorilla tripod clamped to the top of the co-pilot seat. The camera worked well but was not located high enough. I will work on some other mount for it.

Another noteworthy thing was seeing a small lake in a National Wild Life Refuge being scarily dry. The fish there will have to learn to walk and do it very soon. Really sad because this used to be a premier Crappie lake. The drought is getting REALLY dreadful.

Doc
Click to expand...

I still have a long ways to go, but I must tell you that each time I fly I get "better" at seeing airports and runways. I literally used to never see them until they were right under me. It amazes me still how far I have to go and how much I have to improve upon.
 
Kim,

I understand your point. I think that even the multi thousand hour pilots will still tell you that they're still learning and improving on their flying.

Doc
 
MBDiagMan said:
KICKED OUT OF THE NEST!

He turned me loose this morning and said to make as many landings as I wanted. I made three and then came in so he didn't have to stay at the airport all day. He made some notes in my logbook with crosswind and distance restrictions and told me to fly four of five hours and then we will finish up my few items of requirements flying including my long cross country and then we'll do check ride prep.

To say it out like that sounds like I'm almost there, but this consists of my long cross country, 1.9 hours under the hood and my night cross country, which was not a requirement when I flew 20 years ago.

As someone in this thread said some weeks ago, there was indeed a day when I looked at the empty right seat and wondered why all that was ever necessary.

After he left, I topped off the tanks and did 3 rounds before having to go to work. It was starting to get a little choppy and the light cross wind seemed to be picking up, so the timing was good.

We're supposed to have the same weather tomorrow, so I hope to knock out a few hours tomorrow morning.

It looks like maybe it wasn't such a huge mistake to buy a taildragger after all.

Thanks for all your help, comments and encouragement in this thread. It helped greatly.

Doc
Click to expand...

Consider doing your night cross country at the end of the full moon early in the morning and try to time it so as you're coming in, you're west bound. If it's a clear morning, you'll see the most beautiful moonset in an iridescent violet sky. It's truly a wondrous site. I used to see it heading back to LGB from Vegas a lot. We'd usually head back about an hour before sunrise. One time it was just at that point in the morning as I'm approaching Edwards AFB when Edwards Approach calls me "04Y traffic at your 12 o'clock descending out of 120,000', the Space Shuttle" "Roger, contact traffic, thanks" Watching it come glowing in was cool, so was seeing Edwards all lit up like that with the Shuttle on the tarmac.
 
denverpilot said:
I would recommend getting a long night X-C in the logbook over someplace *really* dark on a night with no moon with a CFI or another pilot who's done it.

I like night flying but early in my logbook I had that experience come suddenly over Eastern Colorado one night (and also had a lot of sim time toward the IR), and I found it a bit unnerving at the time.

It's one of those scenarios that kills pilots, and it's hard to put a rule in that says the night training has to be in those conditions, so it can be a "first time" experience that can end up very poorly.

I kept the shiny side up but it would have been more comfortable to have seen it once before with a second pair of eyeballs and a smarter brain in the right seat.

Other than that, whoooo hoo! ;)
Click to expand...

Nahhh, save the instrument stuff for the hood time. Learn to use the moon and do it on a bright night first, it's a lot prettier too.
 
Thanks for the information on the moon. That sounds great!

BTW Henning, I've been trying to follow your advice and shoot as many landings as possible in an effort to burn it into my brain and as you said "never doubt my landings again" or something like that.

Thanks for all your great suggestions along this journey.
Doc
 
I just now got off the phone with my instructor and told him about the flying I've been doing on my own. He asked for a list of the requirements flying I have left to do and said to meet him at the airport Monday morning.

We are going to start by going to the avionics shop where I will have to land on the 3000' X 35' taxiway. I REALLY hope that I can pull it off without him touching any controls. Hopefully I will get some weather this weekend that will allow me to shoot some more center stripe landings.

It sounds like we might knock out the rest of my requirements in the next few weeks and get on with the program.

Doc
 
kimberlyanne546 said:
Doc,

I found that mount for you. Works great, and not just in airplanes. It works in cars, boats, etc:

http://www.gforcemount.com/GF170.htm


Kimberly
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Thanks Kim! I tried the gorilla tripod clamped to my co pilots seat. It was out of position, but I was amazed at how steady it was. I have one more trick up my sleeve with a different tripod and if that doesn't work I will order the one in your link. The link is now nice and neatly archived in the thread so I can find it easily.

Thanks for going to the trouble.
Doc
 
MBDiagMan said:
Thanks Kim! I tried the gorilla tripod clamped to my co pilots seat. It was out of position, but I was amazed at how steady it was. I have one more trick up my sleeve with a different tripod and if that doesn't work I will order the one in your link. The link is now nice and neatly archived in the thread so I can find it easily.

Thanks for going to the trouble.
Doc
Click to expand...

I am starting tailwheel next Saturday!!!!

I guess I am itching for the next training step and it seems that he thinks I can do it in less than 10 hours. Here is the Citabria:

http://sonomaflying.com/airplanes/


In addition to stick and rudder, he wants me to read:

http://ehfc.net/Taming.pdf
 
MBDiagMan said:
Thanks for the information on the moon. That sounds great!

BTW Henning, I've been trying to follow your advice and shoot as many landings as possible in an effort to burn it into my brain and as you said "never doubt my landings again" or something like that.

Thanks for all your great suggestions along this journey.
Doc
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Yep, been reading it, keep it up. Eventually you'll mess up enough times you won't be afraid of it anymore, and that's when you just start flying the airplane, when you realize that you can mess up and still keep it under control. BTW, if you're ballooning it means you are too fast. You can take at least 5 kts off your speed or just push it into a wheel landing.
 
kimberlyanne546 said:
I am starting tailwheel next Saturday!!!!

I guess I am itching for the next training step and it seems that he thinks I can do it in less than 10 hours. Here is the Citabria:

http://sonomaflying.com/airplanes/


In addition to stick and rudder, he wants me to read:

http://ehfc.net/Taming.pdf
Click to expand...

Good, you should do fine. The key to tailwheels is remain smooth and calm and just keep using all the input you need, smoothly. I'll always provide a bid of resistance on the opposite rudder pedal. What you want to prevent is excessive swinging of the tail. When you get flustered things get jerky and not so much fun.
 
Henning said:
Yep, been reading it, keep it up. Eventually you'll mess up enough times you won't be afraid of it anymore, and that's when you just start flying the airplane, when you realize that you can mess up and still keep it under control. BTW, if you're ballooning it means you are too fast. You can take at least 5 kts off your speed or just push it into a wheel landing.
Click to expand...


Yes, this part finally got into my head and I wasn't nervous any more. Of course it was after a few close calls.

Kim,

The above said, don't EVER lose your rudder focus on the ground. If you take it for granted as in a nose dragger, that's when you'll get into trouble.

One good tip I had along the way was to waggle the rudder pedals just a little bit on short final. This sort of gets your feet ready for things to come. It's only something you do until you get the hang of it, not something you do forever.

The balooning that Henning talks about will probably be new to you, at least in three point landings. Due to tail low attitude, if you're too fast it will definitely want to go back into the air. All that said, the Citabria and Champ sit relatively level when on the ground, so they don't have nearly as much balooning tendency as a more tail low airplane like a Cub or a Cessna 140, so this should make that part at least a LITTLE easier for you.

The thing about the Champ, and I assume the Citabria, is that they require LOTS of rudder action. I spent my first 7 hours in a Champ 20 years ago before moving to the 150. I had been SO active on the rudder pedals in the Champ that when I got in the 150 my rudder operation was totally automatic. I don't know how it will be going the other way, from the 150 to the Champ.

There are lots of things that you learn beyond just rudder control.

Enjoy!
Doc
 
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MBDiagMan said:
The ballooning that Henning talks about will probably be new to you, at least in three point landings. Due to tail low attitude, if you're too fast it will definitely want to go back into the air.

There are lots of things that you learn beyond just rudder control.

Enjoy!
Doc
Click to expand...

Actually, a small tri gear plane has the same ballooning issues as a conventional gear plane because again, you should be right next to stall attitude at the end of your flare, same as in a 3 point.

For a Tri Gear plane, the equivalent of a wheel landing is to just drive on all 3 at the same time. In a tri gear plane though, it's not exactly a desired technique.
 
MBDiagMan said:
Yes, this part finally got into my head and I wasn't nervous any more. Of course it was after a few close calls.

Kim,

The above said, don't EVER lose your rudder focus on the ground. If you take it for granted as in a nose dragger, that's when you'll get into trouble.

One good tip I had along the way was to waggle the rudder pedals just a little bit on short final. This sort of gets your feet ready for things to come. It's only something you do until you get the hang of it, not something you do forever.

The balooning that Henning talks about will probably be new to you, at least in three point landings. Due to tail low attitude, if you're too fast it will definitely want to go back into the air. All that said, the Citabria and Champ sit relatively level when on the ground, so they don't have nearly as much balooning tendency as a more tail low airplane like a Cub or a Cessna 140, so this should make that part at least a LITTLE easier for you.

The thing about the Champ, and I assume the Citabria, is that they require LOTS of rudder action. I spent my first 7 hours in a Champ 20 years ago before moving to the 150. I had been SO active on the rudder pedals in the Champ that when I got in the 150 my rudder operation was totally automatic. I don't know how it will be going the other way, from the 150 to the Champ.

There are lots of things that you learn beyond just rudder control.

Enjoy!
Doc
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Thanks, Doc. I'll let you know how it goes. I heard we are going to do a lot of ground stuff in that hour, but we will fly too and I will get to see how it handles in the sky.


Kimberly
 
Well, I'm back to flying with the instructor. We did 45 degree 360's, short field, soft field and 50 foot obstacles. I've been spending so much time on my landings that I haven't done much of this in a while, so I'm back in the mode of being challenged.

He gave me some very nice compliments on my landings so I guess I've been gaining ground since flying by myself. We didn't go to the avionics shop this morning, so I didn't have to land on the sidewalk over there.

Weather permitting, we will knock out my night cross country Friday night, and he has given me my route to plan for my long cross country. I also need to come up with a hood since he lost his foggles. It is quite feasible to knock out the cross country next week and maybe the hood time shortly thereafter.

I'm really getting down to the fine points now.

In the last week or so I've gotten well acquainted with the crop duster on the field. I've done some hangar flying with him and climbed around on his Pawnee. What a neat plane. I'm learning alot from him, just hearing about his exploits and his personal rules and limitations that he flies by.

Things are moving along.
Doc
 
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MBDiagMan said:
Well, I'm back to flying with the instructor. We did 45 degree 360's, short field, soft field and 50 foot obstacles. I've been spending so much time on my landings that I haven't done much of this in a while, so I'm back in the mode of being challenged.

He gave me some very nice compliments on my landings so I guess I've been gaining ground since flying by myself. We didn't go to the avionics shop this morning, so I didn't have to land on the sidewalk over there.

Weather permitting, we will knock out my night cross country Friday night, and he has given me my route to plan for my long cross country. I also need to come up with a hood since he lost his foggles. It is quite feasible to knock out the cross country next week and maybe the hood time shortly thereafter.

I'm really getting down to the fine points now.

In the last week or so I've gotten well acquainted with the crop duster on the field. I've done some hangar flying with him and climbed around on his Pawnee. What a neat plane. I'm learning alot from him, just hearing about his exploits and his personal rules and limitations that he flies by.

Things are moving along.
Doc
Click to expand...

Doc,

These are the foggles I use (get the tinted ones, they double as sunglasses):

http://www.sportys.com/PilotShop/product/9406

These are cheaper and better than most I've seen out there.
 
kimberlyanne546 said:
Doc,

These are the foggles I use (get the tinted ones, they double as sunglasses):

http://www.sportys.com/PilotShop/product/9406

These are cheaper and better than most I've seen out there.
Click to expand...
The tinted ones don't work out well at night. If you decide to do your instrument rating you may be doing a lot more hood flying at night.

I've never had an issue with non-tinted ones during the day because if they work right they'll be blocking everything except for the panel so you won't be looking at direct sunlight.
 
Doc,
I think I have a pair of Foggles that I don't use anymore; my DPE prefers a hood. PM me your address and I'll mail them to you.
 
gprellwitz said:
Doc,
I think I have a pair of Foggles that I don't use anymore; my DPE prefers a hood. PM me your address and I'll mail them to you.
Click to expand...

Doc,

I should have offered to send mine to you as well. Though perhaps one day I will do IFR training - but not for a while.

If you don't get Grant's let me know and I'll send you mine.


Kimberly
 
Personally I would recommend the Francis hood, or something similar that doesn't interfere with whatever other eyewear you require. Besides, real hoods do a better job of cutting off peripheral vision than do foggles.
 
azure said:
Personally I would recommend the Francis hood, or something similar that doesn't interfere with whatever other eyewear you require. Besides, real hoods do a better job of cutting off peripheral vision than do foggles.
Click to expand...

And I'll reiterate that the reason I don't use the Foggles anymore is that my DPE doesn't think they do an acceptable job and will provide a hood if you show up for a checkride with Foggles.
 
It's very kind of you folks to offer me items for free.

I used a hood when I flew 20 years ago and liked it quite alot. I may try the foggles though. Since I do plan on going almost immediately into my instrument training, I will try the foggles and a hood. I wish I knew exactly which hood it was that I used 20 years ago since there are several types.

It looks like weather is not going to cooperate for my night flying or any kind of flying Friday night. I hate that I missed all the good Summer flying weather even though it was uncomfortable. This time of year the changing weather patterns don't offer as many flyable days for a rookie.

Doc
 
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