Bill
Touchdown! Greaser!
- Joined
- Mar 2, 2005
- Messages
- 15,104
- Location
- Southeast Tennessee
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Friday night was a good evening for flight here, so we went out for lesson #2. During pre-brief, my instructor explained holds, and told me we would be going to an intersection in the practice area to do fly a holding pattern. After that we would shoot the VOR33 approach under the hood. Also, he announced that the ceiling as "400agl" today, and as soon as we hit 1100msl, I would flip downt he Jepp shades as we entered "the clouds".
Takeoff was fine, and climb to 400agl was fine, and then on the hood. And, then I noticed it was much harder to hold course and maintain wings level, etc. It felt like I was just floundering around for a while. It didn't last long, and by pattern altitude, I seemed to have everything under control. After the usual vectoring around, ATC cut us loose and we proceeded to the crand intersection.
We did the first hold without hood, as Ray wanted me to "see" a hold once before doing it under the hood. After that practice one, I did several, with big improvements with each one. By the end, I was timing my 180 turns and rolling out on time on the correct heading.
Then, we went off and practiced what power settings would give 500 and 1000fpm decents at 90kts. For our loading about 17-1800rpm gave 500fpm, and about 1300rpm gave 1000fpm.
After that, we asked app for the practice approach, and got vectored around a good bit as another aircraft was ahead of us practicing the same approach. Ray constantly asked me if I knew where I was, and I was constantly tuning the OBS to try and determine radial and DME from the VOR.
We then entered the approach, and right after station passage, Ray asked me how I was going to determine the missed point, and I told him the missed was 4.9 DME, and I'd watch that. "You will time it as well", Ray replied, "If mean nasty flight instructor ever determines that you are preferentially using one means over another, he will make sure the one you're using goes away, just like it can in real life." Ok, point made, I both timed it and watched DME.
He then told me we had broken out of the clouds, the runway was in sight, and we could land. I flip up the foggles, and find myself pretty far to the left of centerline, and of course at MDA, and fairly close. A qiuck right turn, then back to centerline, power almost off, put in full flaps. Then Ray says, "Would you look at that short runway, your runway ends at the first turnoff, please execute a short field landing. So, I pitched up, got the airspeed back to about 55kts, and played the throttle. Over the fence, back to 50kts, got it down, heavy braking, and made the first turnoff (about 800ft from threshold)
A good workout, and a satisfying lesson.
Takeoff was fine, and climb to 400agl was fine, and then on the hood. And, then I noticed it was much harder to hold course and maintain wings level, etc. It felt like I was just floundering around for a while. It didn't last long, and by pattern altitude, I seemed to have everything under control. After the usual vectoring around, ATC cut us loose and we proceeded to the crand intersection.
We did the first hold without hood, as Ray wanted me to "see" a hold once before doing it under the hood. After that practice one, I did several, with big improvements with each one. By the end, I was timing my 180 turns and rolling out on time on the correct heading.
Then, we went off and practiced what power settings would give 500 and 1000fpm decents at 90kts. For our loading about 17-1800rpm gave 500fpm, and about 1300rpm gave 1000fpm.
After that, we asked app for the practice approach, and got vectored around a good bit as another aircraft was ahead of us practicing the same approach. Ray constantly asked me if I knew where I was, and I was constantly tuning the OBS to try and determine radial and DME from the VOR.
We then entered the approach, and right after station passage, Ray asked me how I was going to determine the missed point, and I told him the missed was 4.9 DME, and I'd watch that. "You will time it as well", Ray replied, "If mean nasty flight instructor ever determines that you are preferentially using one means over another, he will make sure the one you're using goes away, just like it can in real life." Ok, point made, I both timed it and watched DME.
He then told me we had broken out of the clouds, the runway was in sight, and we could land. I flip up the foggles, and find myself pretty far to the left of centerline, and of course at MDA, and fairly close. A qiuck right turn, then back to centerline, power almost off, put in full flaps. Then Ray says, "Would you look at that short runway, your runway ends at the first turnoff, please execute a short field landing. So, I pitched up, got the airspeed back to about 55kts, and played the throttle. Over the fence, back to 50kts, got it down, heavy braking, and made the first turnoff (about 800ft from threshold)
A good workout, and a satisfying lesson.
