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Discussion in 'Pilot Training' started by JasonM, Jul 21, 2013.
Or CFI availability... they are like weather too
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WX I wouldn’t mind so much. It’s the other things, the non-aviation things, that stop me from flying. Getting rear ended, wife getting sick, a job.
My CFI is going to be taking a long trip in the spring or early summer. I’d like to get my PPL before she goes on her trip.
Happens. To all of us. Hang in there.
There are CFIs who’ll give you their undivided attention for a week or more at a time, but they’re not cheap. Nor are the flight costs when you fly twice a day for a week.
That’s ultimately how I’ve gotten through every rating after the private certificate. It just worked better that way with my schedule and “other life stuff”.
It works for some, some don’t like it, but it’ll drain a bank account you’ve saved up for the fun, real fast. I’ve always managed to be prepared for that via budget and busting butt in-between those ratings.
We've all been there, my friend. Remember that this is something we do for enjoyment. Always a good time to brush up some of your ground work too- maybe a mock flight plan or a weight and balance equation.
Two of my last three scheduled lessons were cancelled for weather. It's happening to all of us as winter approaches!
I think that's the way to do it, Nate. I definitely would prefer to do that in the future. Even the guys at my flight school prefer to bang out lessons over a shorter period of time, even though stretching it out would make them more money.
Flew the long solo cross country today (KCRG-28J-KLCQ-KCRG). 2.6 hours and about 160 nm. It was a little hazy but smooth. I am interested to see how others keep organized in the cockpit while doing a cross country. I've got a sectional, airport diagrams, flight planning sheets, an EFB, a cell phone and other stuff in the passenger seat of this 152 and I think I'm going to be organized. Until I get about 500 AGL then it all goes bad. I didn't even record my check points on the first leg. How do you all do it?
For anyone wanting to get almost any rating fast (most are guaranteed) and effectively, I’d say check out Sheble’s in the SW. Wx is great 360 Days out of the year. Except summer too hot, winter best. CFIIs that have been through it all many times. Get the written passed first and ask for a discount for time served if you’re already in flight training.
g1000...has literally everything. and every thing to screw you up. my back up with flight following, efb, phone, major highways, and the 2 extra hours of fuel i carry. and my light gun signal chart...when i do a XC i write down all my frequencies for my arrival airport and local FSS. i dont believe in getting lost. in fact i dont think your ever lost. ive been misplaced when back packing for over 2 weeks with no contact and yet here i am. but i have had the proper gear. one night at near freezing temps will kill you. so i carry a 10l bag with proper essentials that will keep you alive for 2 days easily. 12 days will suck.
dont ever get behind when operating a airplane. you should always be asking yourself what can i be doing right now????
vfr during the day and clear skies with plenty of fuel? there really is not much to worry about.
have several checkpoints at the start of your xc. in the first 15 minutes after taking off your dealing with alot..checkpoints every 5 minutes is not a bad thing.
I wasn't in any trouble with getting lost. I just had a mess of papers on the seat making it hard to keep organized and difficult keep up with setting the timer for the checkpoints. Maybe I need to go to the knee board.
Another solo attempt, another bad day.
Went to go get my second solo signed off. Flew the pattern for a few at KAEG, but the winds were a little high (11-12kts), outside of the solo limits. So I figured we'd get some windy landing practice.
All of my landings were really nice. Worst of the bunch was still pretty good. Then the winds died to 8-9kts, so CFI asked if I wanted to solo. I said sure, let's get this done.
Drop him off and go for my first lap. Everything was great, good landing, come to full stop no problems. Go back to start of the runway and get going, then as I'm almost to rotate speed, plane goes left of me (well, I'm sure it's me more than the plane). I control it enough to not run off the side of the runway, but it rattled me pretty good. Had to lock up the brakes in the process.
Call tower tell them I aborted my takeoff. Asks if I need assistance and I declined, just asked to return to the ramp. Got my CFI and we headed back to the home airport.
This is the same plane that I ran off the left of the runway on my first solo landing (not during takeoff). I'm not sure what it is with me and this plane, but I'm not going to do any solo work in it. They have 2 other planes to choose from, so I'll pass on this one. Something about it doesn't mesh with me I guess. I don't know.
Really with I could figure out what I'm physically doing wrong that is causing this.
BTW...54hrs total, almost 200 landings, 1.4 solo time...I should be further along...
Thats what i use (kneeboard). Its the type that drapes over my leg with clip board on top and map see thru pocket on right and compartments on left side. can get to everything, read, and put back. top has all my freq needed and am able to jot down flight following freq's and transponder codes when givin. I had stuff setting on the seat at first and the first time i had to reach for it, it felt like a distraction. Where as now, glance, retrieve, put back, done. To each is own though and your mileage may vary...
Don't get hung up on the hrs. I have 345 landings in my book when I went for my check ride. Trying another plane might sort things out
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I definitely do better with one of the other Cessnas. I’ve flown all 3 and this is my least favorite of the bunch.
Finally able to get back in the air. Had a good lesson, after shaking off the rust. Performed slow flight, a turn in slow fight, power off stall, power on stalls, emergency decent, engine out and finally started doing ground reference. Returned to the air port and ballooned my landing. The upshot being that I recovered, according to my CFI, perfectly. Restablished without porpising and made a fairly smooth landing.
Does that one have more power? Maybe more p factor with the lighter weight with no CFI in the seat? Doesn't explain the landing issue, but might apply to the takeoff. (more right rudder?)
Oddly enough, the plane I have trouble with has the least power of the 3. Well same HP as one of the others, but it has a climb prop vs this one with a cruise prop.
Are you worrying about the previous experience in that airplane and taking attention away from using whatever rudder inputs it takes (even if it takes ALL of it) to hold centerline? Whereas in the other airplanes you’re paying more attention.
I’ve seen a couple of old Cessnas that have (too much) play in their rudder systems that require more rudder TRAVEL (not necessarily pressure) than others. Was your right foot all the way to the floor before you had to slide your feet up and get on the brakes? ALL the way to the floor?
Also of course, you started with the ailerons all the way over into any crosswind, right? Was the crosswind from the right?
I’m just asking, not accusing. Not there and can’t see it.
Some medium speed taxi practice on takeoffs with the instructor barking to hold that centerline and don’t let it move, may help. Maybe even just fast enough to lift the nosewheel without taking off. (It’s hard to get this feel for how much peddle travel you MIGHT need on any particular day in a nosewheel airplane. A little taildragger or glider time will make you MOVE those feet.
I know this because my initial CFI always said his hardest job was getting my feet connected to my brain. Not judging. Just know it requires work and until you’ve had a reason to push both peddles all the way to the floor in the same takeoff on a gusty day, people can be timid about it.
Remember the slower you’re going the less airflow over that rudder and the more the controls need to move. Same with the ailerons, but one thing at a time.
Try not to let the yellow line move left or right of a mark you note on the windscreen or cowl even a fraction of an inch if you lined up on the runway correctly. Of course nobody does that perfectly so adjust your mark but don’t let the line off of your mark you choose. If you move the mark, fine. But move it just enough to track straight.
Have your instructor do that with you the first time. You’ll be fixated too close in to the nose to really watch the rest of the takeoff. But after you’ve done it once you’ll see how little it can move if you work at it. Fractions of an inch on your cowl mark. If all you can do at first is OVER control with rider and go back and forth across your mark, fine. Just dampen it out and slow down a bit.
Most people don’t move enough or fast enough generally, so overdoing it is easier to fix than frozen feet.
Just thoughts. Interested to know what you work on next with the CFI and what they recommend.
Been slow getting back at it. Have my night cross country planned out and waiting for a time from my CFI to get it done. He has been pretty busy. After that I need to knock out my long solo xcountry, then start doing my checkride prep.
BUTTT I did just find out one my student's father has his PPL and IFR and flies a Cirrus . I believe this child needs a parent teacher conference right away.
I meet with a new instructor tomorrow morning. We are going to look at where I've been and figure out a path forward for the IR. I want to finish before my written expires in February. It's been a year since my last instrument flight. The instructor I was flying with has since died of cancer and I've joined a different club. I'll keep y'all posted here as I learn stuff.
I sat down with a new (to me) instructor and walked through what I've got in the log book, how do I learn best questions and showed all my papers. Since it's been a year since I did any instrument flying we're starting with some basics to see how I do (attitude flying). This instructor is very organized. She's got a syllabus she follows and since I can learn ground stuff on my own (and mostly it's review anyway) she'll tell me what the next couple of lessons are and expect me to be prepped. Also, she's willing and eager to fly in actual (a deal breaker for me if they're not) and open to using the sim school for some things. I think this is going to go well. Organized works for me.
1st flight, next Wednesday.
Written booked for Dec 2nd. Better stop slacking on the studying
Night dual cross country tonight. KCEU -> KLZU -> KCEU. Should be interesting locating the airport in the Atlanta area at night with all the lights from the city. Will not be using foreflight on the way there. My CFI will have it up just in case, but attempting to use landmarks for navigation. Will be following I85 out of Anderson SC for most of the way.
I have 7 night landings currently and this will finish all my night requirements
The night cross country time can also be used to fulfill the requirement of "3 hours of cross country flight training in a single engine airplane"
Coming to this a bit late, but I'll chime in anyway. I'm flying LSAs, so cockpit space is tight and I have to keep everything pretty well organized.
Which flight planning sheet are you using? I've been happy with this one:
It lets me have the nav log handy on the top of my knee board, and all I have to do is fold the sheet open to see frequencies for the route, a space for notes, weather, etc. One sheet for each leg of the route; others are stowed away. Beneath the planning sheet on the kneeboard is an airport diagram for the destination airport, and below that is a pad of paper for notes.
I'm using this kneeboard:
When folded closed, there's a pocket on the cover that's exactly the right size for a small clipboard. I slide the clipboard into it, and clip to it the planning sheet and other items described above. Open it up and there's my iPad, with ForeFlight, an electronic e6b, a timer, etc. I time legs on my wristwatch.
A paper chart (folded to the area of interest) is on a full-size clipboard along with airport diagrams for alternate airports, and that clipboard is either in the passenger seat or behind it.
Checklists are on top of the panel. Cell phone is in my shirt pocket, along with a pen or two.
Hope this helps.
I was able to get back out today. Did crosswind takeoff, a few stalls, ground reference, steep turns, engine out simulation (I did not have a good landing field picked out) finally returned for a crosswind landing. I now have to get my medical so I can solo. My CFI said that now everything is pre-solo practice.
Hopefully you have done your research BEFORE going in for your medical. Be sure you will pass before you submit the paperwork and go in for the medical.
Which research would that be?
Make sure you don't have any conditions which would get you a deferral. You might be surprised what can get you deferred. Don't be surprised. If you did have such a condition and submit and get denied, your option for 'sport pilot DL medical' goes away.
It is not a matter of you being healthy so much as not tripping any of the alarms.
check out the guide for the examiner regarding various pharmaceuticals: https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/pharm/dni_dnf/
There are tons of threads on POA if you search. Lots of medications and long past diagnoses(from childhood even) that will get you denied. Just don't assume you will pass without doing your homework. The wording in the paperwork is 'have you ever...', so be careful. If you have anything that you thing might be an issue, you should consult a specialist that knows the process that will help you submit and get approved.
Ah, I see. The only things that might keep me from getting an immediate medical is slightly high BP and possibly Sleep Apnea. Both of which can be controlled with the proper appliances and/o rmeds. I'm already scheduled to meet with a AME after I get the results from my sleep study.
Thanks for the info. I am now planning on doing this similar as you. Do you already have your ticket or are you preparing for it? I'm thinking I will not use a sectional chart (but maybe keep on an old one for emergency), plotter, E6B after I get my ticket.
Hopefully he can review and advise you before you submit the paperwork for the exam. Like I said if you submit and get denied, you can't even go for light sport at that point.
Check out this thread: https://www.pilotsofamerica.com/community/threads/sleep-apnea-for-initial-medical.106479/
also notice bbchien in that thread, he is an actual AME who knows his stuff.
I understand about getting denied and not getting an LSA (which I don't want), but an outright denial is a remote possibility. Having to wait a bit and resolve any issues might take some time, but I am confident I will not be denied. I have time, my goal is to get my PPL before I have to retire from the CG in about a year and a half.
Just got my Sport ticket a couple of weeks ago.
Once I got past having to do manual planning for my x-country solo, I started doing my planning using ForeFlight rather than a manual plotter and e6b, but I then use FF to fill out a paper sheet anyway. Only takes a few minutes and could come in handy if my iPad craps out. Plus the Dauntless form makes it easier to see radio frequencies and so forth than trying to use the iPad touch screen while bouncing along in the plane, and the form is handy for notes about landmarks and checkpoints.
OK cool, sounds like you area aware of the pitfalls then. Just hate to see someone walk in thinking they're golden and get a rude awakening.
No problem, thanks for the information. I hope it goes well, but if not there is no changing it anyway so I'll go all ahead full (saving the flank bell for later).
Had to postpone my dual night xcountry last night... I get to the field and start the preflight and the rotating beacon was out. I really wish people in our club did a better job of posting these things on aircraftclubs under the squaks. Would save a lot of time and effort. She is due for her 100 hour as well. Hopefully I can get it done as soon as she is out of maintenance. After talking to my CFI though he said the beacon goes out intermittently and always seems to work when the mechanic has the plane. Let's hope he finds the issue.
That sucks. Hopefully you can get it done safely without too much delay
Unfortunately things break and maintenance happens. When I went for my lesson yesterday, my CFI was being ridiculed, in a good natured way, for breaking the plane we were supposed to fly in. The starter quit on her and her previous student. Luckily they have 2 C172's and the other was available.
Just started working on PPL back in September. I have a brother who is an airline pilot and he's had me playing with PC flight simulators since I was 10. Only took me 33 years to get around to flying the real thing.
Flying out of KASG. Having a blast. I'm 5 hours in at this point. Glad to see others having the same difficulty connecting their feet to their brains when it comes to taxiing (I'm not alone in the world!!).