Vance
09-19-2011, 07:23 AM
I continue to progress.
2694 landings, 424 hours cross country 11.6 hours of night and 800 hours as pilot in command.
This is a relatively brief summary of what the last 100 hours as pilot in command has given me.
I flew a cross country to Marysville where I was truly in touch with the chart. This may seem like a fundamental thing that I should have learned a long time ago and I did. I am just connected with the flying environment, the chart and aviation decisions on a higher level. I made a decision to divert based on wind direction and a good sense of where we were. I chose which airport to divert to based on my feelings from the chart. They were good decisions. I could have made these decisions exclusively based on information from my GPS but it was better based on the bigger picture.
I am getting a feel for the location of MOAs and our complex airspace.
I fly with the chart out and a road map handy but I didn’t truly follow along picking out terrain and landmarks. I feel this heightened awareness is progress. I don’t do it so much over familiar territory but I am more willing to venture off the GPS track as I become more comfortable with the charts. I am beginning to understand the layout of California where east is frequently north.
This flight to Marysville was a particularly nice adventure where I met Mark Givan, the designer and builder of the Predator and had some particularly interesting interactions with strangers.
I added 9 airports to airports I have landed for a total of 37.
I reached a new level in flight planning; better using waypoints and avoiding challenging airspace.
I am getting better at dodging weather. I have used Special VFR for landing successfully twice recently and unsuccessfully once some time ago. I feel today I could have made that one work too.
I find I am more creative in my pattern entry. This is a small change brought about by someone who was flying downwind three miles from the field when I was using the same space upwind for a 45 degree entry. I am more comfortable now over heading the field or making a base entry if no one is in the pattern. I am still not comfortable making a straight in; particularly if I am unfamiliar with the field.
I am getting better at determining which way the wind blows and I am mover conscious of wind changes with altitude. As I approach an unfamiliar field I find I am better able to understand the runway layout and determine the most favorable runway.
I am becoming more comfortable with radio communications in a way that had eluded me. I used to feel that if someone reported their position it was a test and I had to figure out where they were. Now understanding their location seems to come naturally and I am comfortable asking for more information. I still take a deep breath before I push to talk.
I flew in the Thunder Over The Valley air show for the third time and achieved a higher level of aircraft control. My pressure on the controls was more even and my maneuvers more fluid using the stick, rudder and throttle in harmony. Ed could see the difference from the ground.
I had so much fun I am working on my commercial endorsement so I can get money for expenses. I am having great challenges with the navigation portion of the knowledge test. I feel it will make me a better pilot and I may master the E6B.
I am planning on flying The Predator to Buckeye instead of putting her on a trailer for my training and practical test. It is 406 nautical miles.
I have slowed down my throttle movements by about 30%. In other words when it is time to back off my takeoff power to cruise power I take three seconds instead of two. I feel this is easier on the engine.
My pre-flight inspections are becoming more thorough without changing anything. The other day I spotted an eighth inch long crack near the rotor head just walking past the aircraft. I am developing a feel for the aircraft and her weaknesses.
I am beginning to get the hang of putting 40 pounds of air in the 4 inch nose tire with a hand pump. This probably seems trivial until you try to get just enough air in the tire that when you pull the hose off it doesn’t drop below 40 PSI. Too much pressure and I am likely to damage the wheel too little and I will be pumping again. It is on a 4 inch wheel so it doesn’t take much psss to get it wrong. It seems to leak around a pound in ten days. Someday I will get a compressor. Now all our money is going toward Mariah Gale.
SMX has raised their gas prices a dollar above most of the nearby airports so I have a new reason to fly; to fill her up at the airports with the best prices. I have had several very nice flights to Lompoc when Oceano is IFR. LPC, Lompoc is 14 nautical miles South of SMX. L52, Oceano is 15 nautical miles North West of SMX.
The flight up to Vertical Challenge seemed simple compared to my last two adventures to San Carlos. I managed weather, airspace and radio communications in a simple, direct way and managed SQL “leave our airspace!” instruction in a very straight forward way.
I continue to battle overconfidence. I find that I don’t feel challenged by somewhat complex cross countries or gusty wind landings. I am trying to remain vigilant but I find myself relaxed and confident.
We continue to make progress on Mariah Gale and I am adjusting to her pace. She will be finished when she is finished and she will never truly be finished.
Ed continues to improve. A friend here on the forum gave her some great advice that she applied when our take off was sooner than expected and the happy pills had not taken effect.
My joy continues to grow.
I still learn something from every flight.
Thank you, Vance
2694 landings, 424 hours cross country 11.6 hours of night and 800 hours as pilot in command.
This is a relatively brief summary of what the last 100 hours as pilot in command has given me.
I flew a cross country to Marysville where I was truly in touch with the chart. This may seem like a fundamental thing that I should have learned a long time ago and I did. I am just connected with the flying environment, the chart and aviation decisions on a higher level. I made a decision to divert based on wind direction and a good sense of where we were. I chose which airport to divert to based on my feelings from the chart. They were good decisions. I could have made these decisions exclusively based on information from my GPS but it was better based on the bigger picture.
I am getting a feel for the location of MOAs and our complex airspace.
I fly with the chart out and a road map handy but I didn’t truly follow along picking out terrain and landmarks. I feel this heightened awareness is progress. I don’t do it so much over familiar territory but I am more willing to venture off the GPS track as I become more comfortable with the charts. I am beginning to understand the layout of California where east is frequently north.
This flight to Marysville was a particularly nice adventure where I met Mark Givan, the designer and builder of the Predator and had some particularly interesting interactions with strangers.
I added 9 airports to airports I have landed for a total of 37.
I reached a new level in flight planning; better using waypoints and avoiding challenging airspace.
I am getting better at dodging weather. I have used Special VFR for landing successfully twice recently and unsuccessfully once some time ago. I feel today I could have made that one work too.
I find I am more creative in my pattern entry. This is a small change brought about by someone who was flying downwind three miles from the field when I was using the same space upwind for a 45 degree entry. I am more comfortable now over heading the field or making a base entry if no one is in the pattern. I am still not comfortable making a straight in; particularly if I am unfamiliar with the field.
I am getting better at determining which way the wind blows and I am mover conscious of wind changes with altitude. As I approach an unfamiliar field I find I am better able to understand the runway layout and determine the most favorable runway.
I am becoming more comfortable with radio communications in a way that had eluded me. I used to feel that if someone reported their position it was a test and I had to figure out where they were. Now understanding their location seems to come naturally and I am comfortable asking for more information. I still take a deep breath before I push to talk.
I flew in the Thunder Over The Valley air show for the third time and achieved a higher level of aircraft control. My pressure on the controls was more even and my maneuvers more fluid using the stick, rudder and throttle in harmony. Ed could see the difference from the ground.
I had so much fun I am working on my commercial endorsement so I can get money for expenses. I am having great challenges with the navigation portion of the knowledge test. I feel it will make me a better pilot and I may master the E6B.
I am planning on flying The Predator to Buckeye instead of putting her on a trailer for my training and practical test. It is 406 nautical miles.
I have slowed down my throttle movements by about 30%. In other words when it is time to back off my takeoff power to cruise power I take three seconds instead of two. I feel this is easier on the engine.
My pre-flight inspections are becoming more thorough without changing anything. The other day I spotted an eighth inch long crack near the rotor head just walking past the aircraft. I am developing a feel for the aircraft and her weaknesses.
I am beginning to get the hang of putting 40 pounds of air in the 4 inch nose tire with a hand pump. This probably seems trivial until you try to get just enough air in the tire that when you pull the hose off it doesn’t drop below 40 PSI. Too much pressure and I am likely to damage the wheel too little and I will be pumping again. It is on a 4 inch wheel so it doesn’t take much psss to get it wrong. It seems to leak around a pound in ten days. Someday I will get a compressor. Now all our money is going toward Mariah Gale.
SMX has raised their gas prices a dollar above most of the nearby airports so I have a new reason to fly; to fill her up at the airports with the best prices. I have had several very nice flights to Lompoc when Oceano is IFR. LPC, Lompoc is 14 nautical miles South of SMX. L52, Oceano is 15 nautical miles North West of SMX.
The flight up to Vertical Challenge seemed simple compared to my last two adventures to San Carlos. I managed weather, airspace and radio communications in a simple, direct way and managed SQL “leave our airspace!” instruction in a very straight forward way.
I continue to battle overconfidence. I find that I don’t feel challenged by somewhat complex cross countries or gusty wind landings. I am trying to remain vigilant but I find myself relaxed and confident.
We continue to make progress on Mariah Gale and I am adjusting to her pace. She will be finished when she is finished and she will never truly be finished.
Ed continues to improve. A friend here on the forum gave her some great advice that she applied when our take off was sooner than expected and the happy pills had not taken effect.
My joy continues to grow.
I still learn something from every flight.
Thank you, Vance