Long Cross Country Lessons Learned

[steamee]

Hi. Thought I'd try to add some value after browsing for the last month or so.

I'm a student pilot with just over 70 hours so far and I finished my solo long cross country requirement last Sunday morning. The 2 solo cross countries have been a good test of "real world" flying for me and this one in particular on planning vs. the flight. I went from BED to GON with a stop at SFZ along the way. Here are some things I learned:

• Spent almost all Saturday planning it since this was a route I had never flown even with a CFI. My first solo cross country went a route that I was 80% familiar with. I chose it specifically as a bit of a mini-test and adventure even though it meant I had a lot of research on the airports and routes to do. Picking and highlighting what I thought would be good visual references really helped. Ultimately, I over planned on the wind as they turned out to be nothing that any of the forecast models predicted.

• Woke up 6am Sunday and found GON was totally fogged in. Ceiling of zero according to the WX Briefer. I went to the airport anyway expecting that things would clear up. After an hour delay waiting for school student weather requirements to be met, the fog lifted and I got the CFI endorsement to go.

• After being in a C172S the previous week that stalled on idle (on the ground), I spent extra time doing my engine run-up!

• I lifted off and activated my VFR flight plan with Bridgeport and then proceeded to locate the Putnum VOR. To my surprise it was dead silent. So right off the bat my first nav checkpoint was eliminated. At this point I was still in familiar territory so I wasn't lost, but I was worried about violating ORH airspace even though I was above the Class D for now. I knew that when I get busy I still have trouble sometimes maintaining altitude and heading so the GPS MFD really took some pressure off.

• Fortunately, the next VOR was working fine and I set up to track that VOR since flying straight to the 2nd VOR was more of a direct route anyway. I had planned on using the 1st VOR mostly as a good check point. Of course, at this point my nav log was getting out of whack. I tried to keep up my time estimates even though between trying to find the 1st VOR, looking for my visual refs, and monitoring the GPS I was doing a lousy job staying on my planned course. The best I could do was note when I found my visual references and the time. Fuel, TAS, WCA (wind was different aloft of course) recalibrations pretty much went right out the window. Still feel like I didn't do well there, but I remembered that I needed to "fly the airplane" first. I wasn't lost and my timings were within a few minutes even with my meanderings since I had an unexpected tailwind so I decided to put the math aside.

• Switching between BOS and PVD control frequencies for VFR flight following didn't lighten the work load either, but at this point I've realized that if you don't switch over right that second no one yells at me so that helped. I've often wondered whether I'm trying to get a pilot's license or a radio operator license.

• Despite early nav chaos I was within 5 minutes of my arrival time when I made it to picturesque GON. Yay! I was pretty much the only aircraft in the pattern. Just when everything was going my way I got a bounce trying to set the Skyhawk down. I usually land only with 20 degree flaps and had 30 in so it may have been a combination of more flaps, nerves, and just outright sloppiness that caused it. When the wheels came back down and left the pavement a 2nd time I decided to go around. In retrospect, although I was embarrassed I was proud and surprised to find that instinct took over and I got the procedure right. Full throttle. Control the pitch. Flaps up progressively. Having the Atlantic in front of me to smuck into if I screwed it up was a good incentive too! Set up in left traffic and made it down on a decent if not grade A landing the second time.

• Being a bit flustered by the excitement I requested progressive taxi to the FBO. Of course, ground told me that it was just straight ahead. Haha, there was a giant sign for the FBO on the side of a hangar. Doh! Lesson here is look out the window!

• After a light breakfast at the FBO vending machine and with my aircraft refueled I left on my return leg. I could not for the life of me raise Bridgeport to open my return flight plan. This was the 2nd time this had happenned to me on a return trip. Between trying to raise Bridgeport, working with PVD approach to cross Class C, looking for my references, noting time I already had SFZ in sight so I decided to set aside the return VFR flight plan. I need to figure an alternate plan for this case next time.

• At non-towered SFZ it looked to me like that dogfight scene at the end of top gun. All kinds of small craft in the pattern (well probably only the 3 of us but it felt busy what with PVD behind me as well). Fortunately, the AC I could see were announcing on CTAF. I couldn't see or hear any other and the MFD looked clear. At this point I started being my own tower and started calling each of the other aircraft to get their intentions. They were remaining in pattern. Hopefully I didn't come off as too bossy. I set myself up as #3 switching from left to right base to buy time and set down after another 172 without any fuss.

• Still no joy with Bridgeport after taxing back for immediate take off from SFZ. However, at this point I was getting back into familiar territory so flew the rest of the way back to BED on visual and GPS. It was getting a bit more turbulent as the day got warmer so it was good to land when I did.

• Finally, on the parking ramp I got to refuel the AC for the first time. The lineman at the beginning of the morning was joking that if I wanted to learn how to self refuel I'd be welcome to do his job so as the truck pulled up I took him up on it!

Whew! And that's my long cross country. Hope people found something interesting. Taking a break from flying this weekend to go see the Red Bull Air Races! Sometimes it's good just to watch other people fly.

 

[AuntPeggy]

Welcome!

Wonderful report. Good to see you had a good adventure with no sizable problems. We look forward to hearing more of your experiences.

 

[poadeleted20]

I lifted off and activated my VFR flight plan with Bridgeport and then proceeded to locate the Putnum VOR. To my surprise it was dead silent. So right off the bat my first nav checkpoint was eliminated.

Not at all -- I'll bet that big white Mexican hat was still there on the ground for you to see.

 

[AdamB]

Great write up and welcome to POA.
Looking forward to hearing more as your training progresses.

 

[gprellwitz]

As the others said, good writeup, and welcome out of the closet!

 

[tonycondon]

Excellent report, I really enjoyed reading it. I love the part about a pilot or radio license. I think we've all felt that way at one point or another. Also, I've done the progressive taxi to the FBO right in front of me trick, and it was long after i was a student.

Keep reporting back, and welcome!

 

[BigAL]

Welcome to the site Steamee, I also enjoyed the write up. I could read that kinda stuff all day. I could have even used more detail.

Thanks, we look forward to the next lesson.

 

[bobmrg]

Good report...keep them coming.

Don't sweat arriving at your estimated-time-of-arrival...no one is waiting with a stopwatch to ensure that your estimate was correct. Even airlines report "on time" if they arrive within 15 minutes of their published arrival time.

Bob Gardner

 

[markb5900]

Nice write up, really enjoyed it.
Keep us posted!

One more thing as you already learned, when you get the briefing as "VFR" they dont' always give you the nav aid information like a VOR being down unless you specifically ask for it. I learned that lesson the same way you just did.

Mark B

 

[poadeleted20]

One more thing as you already learned, when you get the briefing as "VFR" they dont' always give you the nav aid information like a VOR being down unless you specifically ask for it. I learned that lesson the same way you just did.

VOR's? We don't need no stinking VOR's for VFR navigation!

 

[dparter]

Nice job! Reading your post was a flashback to my "long" cross-country -- different airports, different states, but lots of challenges and lessons learned!

Keep us posted on your progress, and enjoy it!

--david

 

[DutchessFlier]

Hey Steamee...thanks for the report. I am running the route from KPOU to KGON next Monday...from the west side of the world. Thanks for the update and the report...was the GON VOR ops? I plan to use it straight in to the airport as a backup to the 430.

Gimme shout some time and we can meet up for one of those $350.00 cross country lesson burgers!!!!

 

[poadeleted20]

...was the GON VOR ops? I plan to use it straight in to the airport as a backup to the 430.

Can't anyone navigate with only a compass and sectional these days?

 

[mikea]

Can't anyone navigate with only a compass and sectional these days?

You kidding, Ron? I was just 5 minutes out from home when my GPS went dead and I had to find my way back PARTIAL PANEL! Scared me ta death!

 

[steamee]

Hey thanks for the warm welcome everyone. I'm glad you all enjoyed my write-up. You all are hard core. Most of my friends have learned how to politely glaze over by the time I reach, "So I flew to ____ this weekend..." :smile:

Hey Steamee...thanks for the report. I am running the route from KPOU to KGON next Monday...from the west side of the world. Thanks for the update and the report...was the GON VOR ops? I plan to use it straight in to the airport as a backup to the 430.

Gimme shout some time and we can meet up for one of those $350.00 cross country lesson burgers!!!!

As for the GON VOR, I didn't need it since I could practically see the airport by the time I passed the ORW VOR (which was working) heading south.

The irony of course was the briefer usually gives me the VOR reports. This was the only time they didn't offer the report and I forgot to ask. That'll teach me.

Hehe, as far as burgers, they didn't seem to have much to eat at GON proper. My first cross country to KSFM's cockpit cafe was much more interesting!

 

[CT Arrow]

Hehe, as far as burgers, they didn't seem to have much to eat at GON proper. My first cross country to KSFM's cockpit cafe was much more interesting!

Sadly no resturant seems to survive there. The last was the longest but Airport Politics chased them away. Hartford Brainard or Waterbury Oxford are the only two (that I know of) that offer any food service. FWIW....

PS- Welcome to the group!

 

[colohan]

At this point I started being my own tower and started calling each of the other aircraft to get their intentions. They were remaining in pattern. Hopefully I didn't come off as too bossy.

When I was training I learned to utter the phrase "student pilot" to close my first call on any frequency. When I remembered to do that folks were much more patient with my messing up, and it took a lot of pressure off of me.

Chris

 

[flyingcheesehead]

Ahhh... I *love* cross country flying, the longer the better, for just this reason - You always learn something!

Ultimately, I over planned on the wind as they turned out to be nothing that any of the forecast models predicted.

They'll do that pretty much every time. As you've no doubt discovered, the planning stage gives you an idea of what to expect, and the execution lets you know what's really going on. And like others mentioned, nobody's waiting with a stopwatch! The most important thing with the timing is how much fuel you're using. The idea behind paying close attention to winds aloft and time enroute is to know as early as possible whether you'll need to divert to pick up fuel.

I lifted off and activated my VFR flight plan with Bridgeport and then proceeded to locate the Putnum VOR. To my surprise it was dead silent. So right off the bat my first nav checkpoint was eliminated. At this point I was still in familiar territory so I wasn't lost, but I was worried about violating ORH airspace even though I was above the Class D for now. I knew that when I get busy I still have trouble sometimes maintaining altitude and heading so the GPS MFD really took some pressure off.

While you definitely need to learn how to navigate with VOR's, I think learning to navigate via pilotage is more important. Around here, we have plenty of lakes that make good VFR checkpoints. Having not flown in your immediate area, I'm not sure what you have for good checkpoints out there, but your CFI should be able to help. Try to do a cross country with pilotage and dead reckoning only - Cover up the GPS and only use it in an emergency! You'll be amazed how good the big moving map outside the window works.

The best I could do was note when I found my visual references and the time.

And that's exactly what you should do. Should you get lost, the less time that's elapsed since your last known position (and the fact that you know that amount of time), the easier it is to find yourself.

Switching between BOS and PVD control frequencies for VFR flight following didn't lighten the work load either, but at this point I've realized that if you don't switch over right that second no one yells at me so that helped. I've often wondered whether I'm trying to get a pilot's license or a radio operator license.

Yeah, you've got time - Back in the bad old days, I think people listened to ATIS before that last handoff, and the intervening minute was probably expected! Plus, not every radio has a fancy flip-flop tuning system, so some delay is expected. I used to worry about the radios a lot more, until I was working on my instrument rating and I think I called Chicago Center when I was about 5 feet AGL coming of KPVB. The funny thing was, I was so low I couldn't even hear it when they replied and they had to have another aircraft relay it to me! After that, I got a little more relaxed about making radio calls. Sometimes if you don't check in after a while and they're expecting you, they'll say "November 12345, are you on this frequency" or some such.

Just when everything was going my way I got a bounce trying to set the Skyhawk down.

I did that on some solo flights too. In fact, I bounced pretty bad on my first solo, and I had never bounced with the CFI aboard. I think the root cause is that with the lower weight, your stall speed is reduced somewhat so your landing speed should be reduced to result in the same angle of attack. However, it seems like that's something that isn't taught to primary students. As a result, you end up being a bit too fast when using your "normal" speed and your angle of attack is lower, so the nosewheel can touch first and increase your pitch, causing a quick bounce before you balloon back up into the air.

I usually land only with 20 degree flaps and had 30 in so it may have been a combination of more flaps, nerves, and just outright sloppiness that caused it.

You may have noticed that this is an oft-debated topic among pilots. Just curious, has your CFI given you a reason for not landing with full flaps?

When the wheels came back down and left the pavement a 2nd time I decided to go around.

*Excellent* decision. Often (maybe even "usually"), the amplitude of the bounces will increase and by the 3rd time you may be putting the prop into the runway which will result in a Bad Day. Go-arounds are your friend.

Being a bit flustered by the excitement I requested progressive taxi to the FBO. Of course, ground told me that it was just straight ahead. Haha, there was a giant sign for the FBO on the side of a hangar. Doh! Lesson here is look out the window!

I've never done that. Nope. Not even with a big sign that says "FBO" right in front of me next to the taxiway.

I left on my return leg. I could not for the life of me raise Bridgeport to open my return flight plan. This was the 2nd time this had happenned to me on a return trip. Between trying to raise Bridgeport, working with PVD approach to cross Class C, looking for my references, noting time I already had SFZ in sight so I decided to set aside the return VFR flight plan. I need to figure an alternate plan for this case next time.

Sounds like you did! A flight plan cannot fly the airplane for you, therefore it is a lower priority item.

You may want to review how you were attempting to contact FSS - I know I've had issues more than once that I discovered were on my end. Sometimes you have to talk on one frequency and listen on another (usually a VOR), and getting all the buttons, knobs, and switches in the right place on both the radios *and* the audio panel doesn't just happen automatically! I think I've had issues with the VOR side of a radio having the volume turned down, with the VOR side set to "Ident" instead of "On" (you may hear them, but faintly), leaving one or both frequencies in standby, forgetting to hit the right buttons (such as Nav1) on the audio panel, etc.

So, take a look at the chart and see if you can determine what went wrong. Looking in that area, there are several VOR's marked with "122.1R" meaning that you have to transmit on 122.1 and listen on the VOR frequency. That method of communicating with FSS tends to be VERY error-prone. Also, be sure you tell them in your initial broadcast that you're "Listening Norwich 110.0" for example, or they may have difficulty finding the right frequency to broadcast on to return your call. Finally, the FSS specialists often monitor many frequencies and may not get back to you for a full minute or two, so have patience.

In this case, I think you did the right thing by just skipping it and concentrating on aviating and navigating first. That's exactly how it should go.

I set myself up as #3 switching from left to right base to buy time and set down after another 172 without any fuss.

This is the only thing that really gave me pause in your post - How did you switch from a left to right base? What is the traffic pattern direction for that runway? What necessitated the switch? Could you have extended your downwind, or done a 360, or something else? Crossing the field and coming in with a non-standard pattern greatly increases the potential for a conflict, not to mention that it's a violation of 91.126(b)(1):

§ 91.126 Operating on or in the vicinity of an airport in Class G airspace.

(a) General. Unless otherwise authorized or required, each person operating an aircraft on or in the vicinity of an airport in a Class G airspace area must comply with the requirements of this section.

(b) Direction of turns. When approaching to land at an airport without an operating control tower in Class G airspace—

(1) Each pilot of an airplane must make all turns of that airplane to the left unless the airport displays approved light signals or visual markings indicating that turns should be made to the right, in which case the pilot must make all turns to the right

You might want to review with your CFI what the situation was, and what the best course of action would have been. (Or you can post the details here at which point we can speculate endlessly about the best course of action. I'm sure you've noticed we're good at that. )

Finally, on the parking ramp I got to refuel the AC for the first time. The lineman at the beginning of the morning was joking that if I wanted to learn how to self refuel I'd be welcome to do his job so as the truck pulled up I took him up on it!

Excellent! This is one of those things that's not taught at all in most private pilot courses, but really ought to be! I was actually a lineman before I was a pilot, and I've been glad I had that training on many occasions.

Thanks for the report, looking forward to more!

 

[gprellwitz]

Steamee, I just want to say that Kent (flyingcheesehead) put a lot of valuable information into his post. Thanks to you both!

 

[Trapper John]

Can't anyone navigate with only a compass and sectional these days?

Sure, it's my primary means of navigation. It's nice to add a watch and a whiz wheel, though.


Trapper John

 

[steamee]

Hey thanks for the help and insight.

Having not flown in your immediate area, I'm not sure what you have for good checkpoints out there, but your CFI should be able to help. Try to do a cross country with pilotage and dead reckoning only - Cover up the GPS and only use it in an emergency! You'll be amazed how good the big moving map outside the window works.

The checkpoints tend to be easy to lose for me unless I'm focused on finding them. There's really big ones like Boston or the Atlantic, but the cities can all run together and the roads are never straight. Nonetheless, if I'm focusing I can do it. If I go sight seeing then it's game over. I've really tried not to rely on the GPS so far unless I think I might bust airspace or feel totally lost (thankfully not yet). If nothing else, I imagine the checkride won't place emphasis on knowing all about the GPS (which is another issue - thing's complicated).

I did that on some solo flights too. In fact, I bounced pretty bad on my first solo, and I had never bounced with the CFI aboard. I think the root cause is that with the lower weight, your stall speed is reduced somewhat so your landing speed should be reduced to result in the same angle of attack.

Huh... now that I think of it I don't think I've ever bounced with a CFI either. I've had some small bounces before but never where the plane didn't come to rest on the 2nd wheels down. Those were solo flights too. Interesting.

You may have noticed that this is an oft-debated topic among pilots. Just curious, has your CFI given you a reason for not landing with full flaps?

Actually I didn't know that this was frequently debated. Interesting...

My first CFI was of the mind that 20 degrees of flaps on the 172 was fine; add the last notch if you're going to need to be steep. I never really asked for a reason. I assumed it was personal preference and I've done well with it. Of course we have long runways here too. Personally, my best landings have been with no flaps using only forward slip during the approach. Flaps and I have a love/hate relation. I'll ask my current CFI the next time we're up. So many of these things that I ask seem to always end up with a "do whatever's necessary".

You may want to review how you were attempting to contact FSS - I know I've had issues more than once that I discovered were on my end. Sometimes you have to talk on one frequency and listen on another (usually a VOR), and getting all the buttons, knobs, and switches in the right place on both the radios *and* the audio panel doesn't just happen automatically!

I've been thinking about this and I think the reason is really more ridiculously stupid. I somehow forgot that the range of these things aren't unlimited. I opened my outbound plan on 122.4 Boston. Coming back I think I was still on the same frequency. For some reason it never occurred to me to switch VORs! I had been carefully writing down in sequence all the calls I need to make throughout the trip. That helped tremendously the on my first cross country that I did the same thing. The only problem is that I assumed I could reach Boston VOR in CT. Seems stupid I know, but the first trip back from ME I had a experience where I could not reach Bangor FSS. So I called Bridgeport and they picked me up. Cool!

So this time I thought, "Well forget fiddling with all these "R" channels. I'll just dial up Bridgeport via Boston VOR." Brilliant! The distance away was about the same as last time when I got through. Well the best I could think is that I was just too far out. Going eastbound I was also a 1000' lower which wouldn't have helped. Just an amazingly stupid oversight in planning I think and coupled with dealing with PVD approach it seems to have completely fell out of my brain to jump to another VOR. Gah!

This is the only thing that really gave me pause in your post - How did you switch from a left to right base? What is the traffic pattern direction for that runway? What necessitated the switch? Could you have extended your downwind, or done a 360, or something else? Crossing the field and coming in with a non-standard pattern greatly increases the potential for a conflict, not to mention that it's a violation of 91.126(b)(1):

You might want to review with your CFI what the situation was, and what the best course of action would have been. (Or you can post the details here at which point we can speculate endlessly about the best course of action. I'm sure you've noticed we're good at that. )

Switching may not have been the best wording since I wasn't technically in pattern. Here's what happened: I was heading north for rwy 15 almost exactly between the left base and final when I spotted the traffic after hearing it on the CTAF. One AC was on left downwind, the other had just reached crosswind and was staying in pattern. I was probably 3 miles out of the pattern maybe a bit more. I could see that if I just went directly to final things could get tight. I might have been able to beat the AC on crosswind and come in #2. I didn't have the experience to tell whether that would have been true so I ditched that idea. My alternative was to swing wide left of left downwind and try and insert into a left downwind as #3. That seemed really far away and would have brought me in closer proximity to the people in the pattern.

Since both AC would be well inside me to turn final I thought I'd join in as #3 by entering pattern at a dog leg right base as that would ensure being clear (based on their announced intentions and my watching them). Bottom line I was pretty nervous about being at an unfamiliar untowered airport with close traffic so I tried to set myself up with as much spacing and time as possible. I did not have to cross the field since the field was still a good mile in front of me by the time I joined pattern. From an order and spacing perspective it worked out pretty well although if its against FAR that's obviously not the best plan. I'll definitely walk through that with my CFI.

 

[gismo]

The checkpoints tend to be easy to lose for me unless I'm focused on finding them. There's really big ones like Boston or the Atlantic, but the cities can all run together and the roads are never straight. Nonetheless, if I'm focusing I can do it. If I go sight seeing then it's game over.

The trick (which some CFI's neglect to teach) is to always pick some "barrier" waypoints, i.e. things you cannot miss even if you're off course a bit that either bracket your intended path or cross it at about 90 degrees. For example a large river, freeway, lake or the highrise downtown area for a medium sized city etc (where such items aren't abundant). These aren't needed for every waypoint but they can form a frame of reference to keep you oriented in general and help you to find the other waypoints in your flight plan. When you're not certain of your location, every road, powerline, or railroad looks about the same unless you've picked some that are clearly unique in some easily recognized way. Those kinds of landmarks, strategically located and marked on your chart should serve as the key points used to align the "map" out the window with the one on your lap. Next time you go flying try to identify a few like this and then locate them on your chart for the next XC in that direction. Pretty soon you will begin to understand what features are good for this and be able to find them on a chart in a place you've never been to.
[/quote]My first CFI was of the mind that 20 degrees of flaps on the 172 was fine; add the last notch if you're going to need to be steep. I never really asked for a reason. I assumed it was personal preference and I've done well with it. Of course we have long runways here too. Personally, my best landings have been with no flaps using only forward slip during the approach. Flaps and I have a love/hate relation. I'll ask my current CFI the next time we're up. So many of these things that I ask seem to always end up with a "do whatever's necessary".[/quote]

It's good to develop flexibility which includes doing things differently once in a while but that can also complicate things when you're first learning.

There's a good chance your first CFI just wanted to keep things consistent and simple for you but it's also possible that he's decided that there's an advantage to partial flaps (generally not true) or has some concerns about his students handling the pitch forces involved in a full flap go-around. In any case I'd make it a point to request a detailed explanation (ask in flight to cover this in the post flight debrief) for any "rules of thumb", standard procedures, or anything that just seems arbitrary. Any good CFI can and will provide this.

Switching may not have been the best wording since I wasn't technically in pattern. Here's what happened: I was heading north for rwy 15 almost exactly between the left base and final when I spotted the traffic after hearing it on the CTAF. One AC was on left downwind, the other had just reached crosswind and was staying in pattern. I was probably 3 miles out of the pattern maybe a bit more. I could see that if I just went directly to final things could get tight. I might have been able to beat the AC on crosswind and come in #2. I didn't have the experience to tell whether that would have been true so I ditched that idea. My alternative was to swing wide left of left downwind and try and insert into a left downwind as #3. That seemed really far away and would have brought me in closer proximity to the people in the pattern.

Since both AC would be well inside me to turn final I thought I'd join in as #3 by entering pattern at a dog leg right base as that would ensure being clear (based on their announced intentions and my watching them). Bottom line I was pretty nervous about being at an unfamiliar untowered airport with close traffic so I tried to set myself up with as much spacing and time as possible. I did not have to cross the field since the field was still a good mile in front of me by the time I joined pattern. From an order and spacing perspective it worked out pretty well although if its against FAR that's obviously not the best plan. I'll definitely walk through that with my CFI.

While I'd expect the FAA to cut a student some slack, they have busted pilots for nothing more than making "wrong direction" turns in the pattern and they strongly discourage this for good reason. When operating in close proximity to other aircraft it's better if everyone is working from the same playbook. That way there are fewer surprises and surprises are rarely a good thing when flying. Coming in on a right base in a left pattern would put you head to head with another airplane that was flying the correct pattern. And that's a high risk situation head on gives each of you the least chance of seeing each other (most airplanes have minimal cross sections viewed from the front or rear for aerodynamic reasons) coupled with the fact that both of you will be focusing much of your attention on the runway by then.

If you ever find yourself getting too tight with the traffic ahead, either slow down, widen and/or extend the downwind (you should be able to detect the conflict before leaving the downwind with experience), make very square turns or even deliberately overshoot the final a bit, or make some S-turns. While some of these techniques will require a small turn in the "wrong" direction the FAA says it's OK to make "wrong" turns of less than 30 degrees for spacing so don't sweat that. If that doesn't work extend your base leg past the runway centerline and fly an upwind leg and go around the airport one more time. If the plane that was ahead of you stays on the ground you can take his spot in the pattern by turning crosswind as or after you pass the departure end of the runway. If he does a touch an go, you can just extend the upwind far enough to gain the desired spacing. It also often works out for you to make a close in crosswind leg and get ahead of the plane you were following too closely since he will likely be going a lot slower on the ground and in the climb than you will be on the upwind.

In any case, when you discover such a conflict it's a very good idea to use the radio to announce to others what you're doing.

 

[flyingcheesehead]

Hey thanks for the help and insight.

You're welcome!

The checkpoints tend to be easy to lose for me unless I'm focused on finding them. There's really big ones like Boston or the Atlantic, but the cities can all run together and the roads are never straight.

Heh... Yeah, we're spoiled with all the lakes we have. They're uniquely shaped and easy to identify. However, even though our roads are straight, that doesn't help (except for to know where you are in relation to N/S/E/W) - They tend to all look the same! So maybe some of your more uniquely shaped roads could help. And the cities - Yikes. The east coast is practically like one big urban area from Washington DC all the way to Boston.

Sometimes I wish areas of trees (conifers, at least) were depicted on the sectionals - The dark green normally contrasts well with the surroundings. However, in your area maybe the spots where power lines cut through trees could help.

Huh... now that I think of it I don't think I've ever bounced with a CFI either. I've had some small bounces before but never where the plane didn't come to rest on the 2nd wheels down. Those were solo flights too. Interesting.

Yep, that's something I didn't really get until later. Really, it's a matter of understanding the true meaning of angle of attack (and it is NOT your pitch attitude!) and how various things like airspeed, weight, CG, etc. will affect it. You want to touch down at a particular angle of attack fairly close to the stall (critical) AoA, and traveling at very small vertical angle to the runway. Of course, when you're actually landing a plane is not the time to think about that! A good thought exercise is to think about the factors that affect AoA and how loading the airplane differently will affect your AoA when landing, and what that will do to the airspeed you need. For instance, on a fully loaded plane, to maintain the same flight path at the same speed you would need a higher AoA. Twisted around, that means to maintain the same flight path at the same AoA, you'd need a higher speed. This case (solo) is the opposite - When you're light, you don't need as high of an AoA at the same speed to maintain your flight path. So, to maintain the flight path and AoA that you want at touchdown in a lighter plane, you need to be going slower. Make sense? (Sorry, I get wordy sometimes! )

That's the "why." Now for the "how much": IIRC, the formula for determining the proper landing speed for a given weight is as follows:

sqrt(actual gross weight / max gross weight) * landing speed at max gross in KCAS = landing speed in KCAS. In fact, I just found this presentation that was supposedly written by our own Ron Levy that talks about this:

(html) http://74.125.155.132/search?q=cach...t+KCAS&cd=2&hl=en&ct=clnk&gl=us&client=safari
(PowerPoint) http://www.navair.navy.mil/nawcad/flyingclub/TrainingPresentations/airspeed/Airspeed1.ppt

Actually I didn't know that this was frequently debated. Interesting...

Some planes are easier to land with partial flaps, some people think that partial flaps are better in crosswind or gusty conditions - I'm a "full flaps, all the time" kind of guy and have landed the 182 successfully in winds up to 20G30 direct crosswind several times, all with full flaps.

My first CFI was of the mind that 20 degrees of flaps on the 172 was fine; add the last notch if you're going to need to be steep.

Only if you don't use some power. The FAA recommends a partial-power stabilized approach. Many CFI's still teach a power-off approach and are of the "must be able to make the runway from any point in the pattern in case of an engine failure" philosophy. However, there are many more runway overrun accidents than engine failures in the pattern, hence the FAA recommendation. IMHO, on a good partial-power stabilized approach, you will be in a location and at an approach angle on final that will allow you to retract flaps a notch or two or all the way (if you have enough airspeed, which you should) and still make the runway in the event of an engine failure. However, if your engine is working and you have full flaps, you still have the option of pulling power back and using that extra drag to your advantage if your approach starts to get too high.

Personally, my best landings have been with no flaps using only forward slip during the approach.

That's an excellent skill to have anyway, especially if you're flying a Cessna or another bird with electric flaps. If you have an electrical failure and are unable to extend the flaps, you'll be in good shape if you're good at no-flap landings.

Flaps and I have a love/hate relation. I'll ask my current CFI the next time we're up. So many of these things that I ask seem to always end up with a "do whatever's necessary".

And all the written words in the world don't change that - One of my favorite quotes: "In theory, there's no difference between theory and practice. In practice, there is." That definitely applies to aviation. The more book knowledge we have, the more we may understand what is going on with the airplane, but when you're actually in the airplane, you "do whatever's necessary" to make the airplane do what you want it to do.

If you didn't before, hopefully you're starting to see why we call a pilot's license a "license to learn." That's actually one of the reasons I really like flying - There's always plenty of new things to learn.

I've been thinking about this and I think the reason is really more ridiculously stupid. I somehow forgot that the range of these things aren't unlimited. I opened my outbound plan on 122.4 Boston. Coming back I think I was still on the same frequency.

That'll do it too! Like I said, many ways to screw up the connection with FSS. It's a low-priority item, so keep flying the plane first, as you did. Good work.

So this time I thought, "Well forget fiddling with all these "R" channels. I'll just dial up Bridgeport via Boston VOR." Brilliant! The distance away was about the same as last time when I got through.

But, you were coming from a totally different direction, so there would be different line-of-sight issues due to terrain, etc. You think airplanes are confusing, I think electrons and electromagnetic fields might have 'em beat!

When I pulled up your route on skyvector.com, I noticed right away that the first three VOR's I looked at (Groton, Norwich, and Putnam) all had 122.1R listed. However, you could avoid "fiddling with the R channels" by calling up Bridgeport on 122.6 via the Providence VOR - No "R" indication there, so you should be able to send and receive on that frequency. "Bridgeport Radio, Bugsmasher N1234A, listening Providence 122.6." That certainly simplifies things.

Switching may not have been the best wording since I wasn't technically in pattern. Here's what happened: I was heading north for rwy 15 almost exactly between the left base and final when I spotted the traffic after hearing it on the CTAF. One AC was on left downwind, the other had just reached crosswind and was staying in pattern. I was probably 3 miles out of the pattern maybe a bit more. I could see that if I just went directly to final things could get tight. I might have been able to beat the AC on crosswind and come in #2. I didn't have the experience to tell whether that would have been true so I ditched that idea. My alternative was to swing wide left of left downwind and try and insert into a left downwind as #3. That seemed really far away and would have brought me in closer proximity to the people in the pattern.

Sounds like a good thought process. Here's an alternative to consider, and one that I'd have probably picked: Enter the pattern by flying an upwind leg (at traffic pattern altitude) just east of the runway. That way, the runway is to your left and you can see traffic on the runway, departing, and on final and maintain your separation from them. If it looks like you'll fit in at that point, you just continue onto crosswind, downwind, and finish the pattern as you normally would. If it looks like traffic remaining in the pattern would conflict with you (IE, there's a plane in the midst of a touch and go directly beneath you when you're on upwind), remain on your offset upwind leg and extend it. When the aircraft that was below you calls crosswind, continue further upwind and keep an eye and an ear on them. When they turn downwind, turn your crosswind. That should provide plenty of separation.

The funny thing with the traffic pattern is that the ONLY thing that is set in stone is the direction of turns. Other than that, do what you need to do to keep clear of other traffic, keeping in mind that others will expect you to be coming from certain places and that there may be traffic that's not on the radio at all.

Hope this helps! Be sure to talk these things over with your CFI, too, especially flap philosophy. If you go doing and spouting things that some pilot on a message board told you, your CFI might get a wee bit ticked. He may also have some good counterpoints (which we'd love to hear here, too!).

Fly safe and have fun!

 

[gprellwitz]

Kent, when are you going to get your CFI certificate?

 

[flyingcheesehead]

Kent, when are you going to get your CFI certificate?

As soon as I have the $$$.

 

[flyersfan31]

Wow, reading this brings back memories.

AFA what Ron says, well, I hear you Ron, and your right. However, it's been several thousand hours since you were a student pilot. You've probably forgotten the feeling of trying to do "everything right." This pilot wanted to navigate by VOR - well, shoot, no VOR, oh no, I'm not navigating by VOR, I'M NOT DOING IT RIGHT!!!! Part of the learning process, as you well know, is having these "ah ha" moments when you realize, hey, forget the signal, I'm VFR, and I can see that big white Mexican hat. It's a learning process.

Students are so consumed with the "right way" to do things that they lose sight of the bigger picture. That's where the CFI can help.

Example - my first short XC with CFI, I planned a straight line route between LOM and THV. Well, I was flying pilotage, but no good landmarks at one point so I tried to set Chester County airport as a landmark, off to my left, about 10 miles away. Well, I couldn't see it, never did. What was the lesson to be learned? If you're flying pilotage, don't be afraid to fly landmark to landmark. (Sadly, that CFI never explained it to me, I didn't learn that until I picked up a new CFI). That little tidbit NEVER occurred to me.

So. long story short -- enjoyed the write up. Don't get so hung up on the details that you miss the big picture. THAT is the point Ron is making, and it is probably the best lesson you can take from this. Always keep it in mind.

Oh, and never bother with a VFR flight plan. Nothing but a hassle.

 

[Owad1971]

Hey Steamee...thanks for the report. I am running the route from KPOU to KGON next Monday...from the west side of the world. Thanks for the update and the report...was the GON VOR ops? I plan to use it straight in to the airport as a backup to the 430.

Gimme shout some time and we can meet up for one of those $350.00 cross country lesson burgers!!!!

Hey Count me in too... with my XC's running around $550 I need to start hanging with you guys! Great write-up! This Sunday I am doing a dual to 4B8. Hopefully I can get a sign-off to solo after!.

 

[frfly172]

Welcome,nice write up.Dont worry about Bridgeport they don't seem to answer most of the time in that area.Got my ticket out of Bed many years ago.

 

[jordane93]

what i learned during IFR x countries was during you time en route, look at the approach plates and study the ones you are going to ask for. i did a x country to richmond, va and it was about 3 hours en route. i waited until i was getting vectors and descents to start briefing the approach. very stupid on my part because i had about 2.5 hours of straight and level flight to thoroughly look at the approach