A second visit from Dave.

[Vance]

Dave is an interesting man who designs and builds optics for outer space.

He lives about four hours to the south and we had flown together September of 2016. Since then he has taken the ground school that Tim O’Conner gives through the PRA and has built a gyroplane simulator for his computer. He stopped by on his motorcycle as part of a Las Vegas, Laughlin loop

At his request I had sent him a lot of information and pictures of the panel so he would be better prepared for his two days of flight training. I had also sent him a detailed explanation of exactly what we would be doing in lesson one. It would still be lesson one because I needed to find out how much he had forgotten in almost two years.

The wind was predicted to come up at 11:00 to 290 degrees at 17 knots so we got an early start.

I had Dave make the radio call to ground and he did very well. We felt making all the radio calls would be a distraction so we left that for another flight.

The tower had requested that I change my practice area so we headed south east along California Highway One. It teaches different skills (ground track instead of pilotage) and I like the results. I talk less about where to go and more about sight picture and aircraft control.

Dave did very well and despite the lesson running a little long we tried a couple of landings when we got back to Santa Maria that were just as nice as could be; right on the centerline with smooth, steady control inputs and a very gentle touchdown.

After a quick de-brief we headed off to lunch and a more in-depth briefing.

We were pleased to see that the wind had not come up as much as predicted so hoping to build on the morning’s success we set of to do some pattern work. As is often the case in primary training (no previous flight experience) we took a couple of steps back. We worked on over controlling (common as the wind increases) and somehow Dave had lost the centerline and the location of the ground.

My training aircraft (The Predator) is very forgiving so I can let a client get pretty deep into trouble before intervening. Out of six take offs and landings I intervened twice on landing and just talked Dave through what we refer to as the drunken takeoff once. The drunken takeoff happens because on the ground she steers with the rudder and in the air her lateral position is managed with the cyclic so the transition is difficult as suddenly the aircraft may move in a different direction than desired.

I felt he was making progress but Dave missed the success of the morning flight and blamed it on my fat head being in the way of seeing the runway.

The wind came up and Dave was feeling a little discouraged so we went to battle with the FAA’s website (IACRA) for his student pilot license.

After we had achieved success with IACRA by disabling my pop up blocker we decided it was time to get my fat head out of the way and transition Dave into the front seat.

The Predator has a free castering nose wheel and steers with the rudder or differential braking if there is not enough airspeed. I don’t have brakes in the back so this is something I have to count on the client to manage. We typically have a tail wind when taxiing the mile to the run-up area so this is a skill that must be learned.

There is also more to do in the front seat. They have to manage the radio frequencies, transponder codes, manage the mixture and the magneto check. They have to manage start up and shut down in the proper sequence. In the front seat they are responsible for monitoring the engine instruments.

We briefed on the front seat actions for close to an hour and I was pleased to see Dave follow the check lists. We taxied around the airport till the steering felt natural and then called it a day.

Dave had done so well with his radio call to ground that we decided to add that challenge to his transition to the front seat.

There are very specific things I need to teach a primary student and the person doing their proficiency check ride would like to see them in the log book.

We headed out to the practice area to do recognition and recovery from low airspeed and a high rate of descent, slow flight and steep turns (considered an advanced maneuver). Dave did all the maneuvers to practical test standards so we headed back to the airport for some takeoffs and landings.

Dave’s first landing from the front seat was a thing of beauty and his takeoff was very nice with a little hesitation about getting the throttle in.

Dave did well with his radio calls and has a better appreciation for just how challenging good radio work is.

We were overflowing with the morning’s successes as we headed off to lunch.

The wind was starting to come up in the afternoon and I had to intervene on two of the six landings to preserve The Predator.

With fewer than six hours in Dave’s log book we just need to manage the different types of landings and plan and execute a cross country. We touched on lots of things in the debrief and hope to be ready for his check ride in the minimum hours of dual. The birth and arrival of his American Ranger may disrupt our time frame and we may encounter unanticipated setbacks.

We are both looking forward to Dave’s next visit and further progress toward his Sport Pilot, Rotorcraft-Gyroplane rating. Going from no aviation experience to becoming a certificated pilot is a big challenge that many don’t complete. I feel Dave is on a solid path to that goal and love being along on the adventure.

 

[HighAltitude]

Congrats! I am pondering my visit to experience the Predator myself in a couple of weeks. What syllabus is followed for earning a gyro rating for a pilot? I would guess that it's not as deep in some areas? I am hoping it is much more like a bi-annual flight review.

P.S. I am not looking forward to having my escapades (screw ups) exposed on this forum. Can I opt out with a privacy request? :tongue: My little Ercoupe doesn't even have rudder pedals so you will have to run the pedals for me Vance :tongue:

 

[Vance]

Becoming a Sport Pilot, Rotorcraft-Gyroplane pilot is easier for a certificated pilot than a primary student like Dave.



There is no knowledge test for a certificated pilot although a properly given proficiency check ride includes an oral portion.



The gyroplane portion of the Rotorcraft Flying Handbook covers everything you need to know in less than 20 pages:

https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/faa-h-8083-21.pdf



The practical test standards for Sport Pilot, Rotorcraft-Gyroplane are here:

https://www.faa.gov/training_testing/testing/test_standards/media/faa-s-8081-29.pdf



There is no minimum number of hours of dual instruction required for Sport Pilot, Rotorcraft-Gyroplane if you are a certificated pilot. Ten hours of dual is typical with an equal amount of ground. Some have done it in much less. A few take more.



There is no cross country required although I like to help people understand what is different about planning a cross country flight in a gyroplane.



Once you can do all the maneuvers to practical test standards for me and I feel you understand enough to be safe and learn; I sign you off and fill out a form (8710-11) to take a proficiency check ride from a different CFI. I have several that I work with.



I always get permission before I write anything about a lesson or a client.



If I write about screw-ups I change the names to protect the client from those who won’t admit that they screwed up during training too.



One of my roles as a flight instructor is to reduce the cost of mistakes. People learn from their mistakes.



I don’t post what I write about every lesson. I find that I always learn something by writing about the experience but it is often not suitable for publication.



I look forward to flying with you Tim and I suspect you will take to it quickly.



The steep approaches to land are intimidating at first and you can’t forget about the rotor when taking off or landing. The takeoff will initially seem complicated.



By the end of the day we will have a good feel for what it will take to get the rating.

 

[N447MR]

Becoming a Sport Pilot, Rotorcraft-Gyroplane pilot is easier for a certificated pilot than a primary student like Dave.



There is no knowledge test for a certificated pilot although a properly given proficiency check ride includes an oral portion.



The gyroplane portion of the Rotorcraft Flying Handbook covers everything you need to know in less than 20 pages:

https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/faa-h-8083-21.pdf



The practical test standards for Sport Pilot, Rotorcraft-Gyroplane are here:

https://www.faa.gov/training_testing/testing/test_standards/media/faa-s-8081-29.pdf



There is no minimum number of hours of dual instruction required for Sport Pilot, Rotorcraft-Gyroplane if you are a certificated pilot. Ten hours of dual is typical with an equal amount of ground. Some have done it in much less. A few take more.

Has there ever been a clarification on what "DUAL" instruction actually is? Last I read the regulation, there is no specificity that would indicate that it only means flying with and in the same aircraft as an instructor. It would seem that it is often thought that it means you must fly WITH your instructor, but if the regulation doesn't say so specifically, then one could be directed to do things by their instructor for those hours while be left to his own self designated tasks for the other hours. It would seem further justified by the fact that one can take their flight check solo and in a single place. Also given the fact that until recently, finding a two place with enough power to launch two normal sized human males was almost impossible.

 

[HighAltitude]

LOL I was commenting in jest. I am looking forward to meeting you and flying the predator. I do have my tail wheel endorsement in a Citabria so I can work the differential brakes and the rudders. I just wanted to give you a razzing.

 

[Kevin_Richey]

I guessed correctly that Vance doesn't share his students successes as well as failures unless he has previously received permission.

"High Altitude: Retired, Not Tired": I learn new information re: flying every time someone posts mistakes, or even slow-to-learn piloting errors, however minor they are! I feel all can benefit from hearing about them, even to the point of saving lives and/or avoid destroying their aircraft.

 

[HighAltitude]

Yeah, I don't care if he posts my training flights. I enjoy reading his reports and I learn a lot from them. I am just joking with Vance. Every time I take off or land I have the feeling that everyone in the FBO is standing at the windows watching me. It's a feeling I have every time I fly LOL.

 

[Vance]

Has there ever been a clarification on what "DUAL" instruction actually is? Last I read the regulation, there is no specificity that would indicate that it only means flying with and in the same aircraft as an instructor. It would seem that it is often thought that it means you must fly WITH your instructor, but if the regulation doesn't say so specifically, then one could be directed to do things by their instructor for those hours while be left to his own self designated tasks for the other hours. It would seem further justified by the fact that one can take their flight check solo and in a single place. Also given the fact that until recently, finding a two place with enough power to launch two normal sized human males was almost impossible.

Good evening G R. If you are asking if I will give you instruction in a single seat gyroplane; the answer is no.



I give instruction in a two place tandem; fly the client’s gyroplane and then transition them into it. There are specific requirements for solo flight that I have to adhere to.

§ 61.87 Solo requirements for student pilots.

(a)General. A student pilot may not operate an aircraft in solo flight unless that student has met the requirements of this section. The term “solo flight” as used in this subpart means that flight time during which a student pilot is the sole occupant of the aircraft or that flight time during which the student performs the duties of a pilot in command of a gas balloon or an airship requiring more than one pilot flightcrewmember.

(b)Aeronautical knowledge. A student pilot must demonstrate satisfactory aeronautical knowledge on a knowledge test that meets the requirements of this paragraph:

(1) The test must address the student pilot's knowledge of -

(i) Applicable sections of parts 61 and 91 of this chapter;

(ii) Airspace rules and procedures for the airport where the solo flight will be performed; and

(iii) Flight characteristics and operational limitations for the make and model of aircraft to be flown.

(2) The student's authorized instructor must -

(i) Administer the test; and

(ii) At the conclusion of the test, review all incorrect answers with the student before authorizing that student to conduct a solo flight.

(c)Pre-solo flight training. Prior to conducting a solo flight, a student pilot must have:

(1) Received and logged flight training for the maneuvers and procedures of this section that are appropriate to the make and model of aircraft to be flown; and

(2) Demonstrated satisfactory proficiency and safety, as judged by an authorized instructor, on the maneuvers and procedures required by this section in the make and model of aircraft or similar make and model of aircraft to be flown.

(g)Maneuvers and procedures for pre-solo flight training in a gyroplane. A student pilot who is receiving training for a gyroplane rating or privileges must receive and log flight training for the following maneuvers and procedures:

(1) Proper flight preparation procedures, including preflight planning and preparation, powerplant operation, and aircraft systems;

(2) Taxiing or surface operations, including runups;

(3) Takeoffs and landings, including normal and crosswind;

(4) Straight and level flight, and turns in both directions;

(5) Climbs and climbing turns;

(6) Airport traffic patterns, including entry and departure procedures;

(7) Collision avoidance, windshear avoidance, and wake turbulence avoidance;

(8) Descents with and without turns;

(9) Flight at various airspeeds;

(10) Emergency procedures and equipment malfunctions;

(11) Ground reference maneuvers;

(12) Approaches to the landing area;

(13) High rates of descent with power on and with simulated power off, and recovery from those flight configurations;

(14) Go-arounds; and

(15) Simulated emergency procedures, including simulated power-off landings and simulated power failure during departures.



If you want a clarification on the meaning of “Received and logged flight training”; start with your local Flight Standards District Office and they will probably direct you to legal before you get an answer.

No solo is required for Sport Pilot, Rotorcraft-Gyroplane for someone with a pilot’s certificate.

 

[Vance]

LOL I was commenting in jest. I am looking forward to meeting you and flying the predator. I do have my tail wheel endorsement in a Citabria so I can work the differential brakes and the rudders. I just wanted to give you a razzing.

I did not intend to shout Tim. I am having challenges controlling the size of the font.

We will see how comfortable with the responsibilities of the front seat and if you are comfortable we can start you there Tim.

I suspect you will be a good story.

 

[Vance]

I guessed correctly that Vance doesn't share his students successes as well as failures unless he has previously received permission.

"High Altitude: Retired, Not Tired": I learn new information re: flying every time someone posts mistakes, or even slow-to-learn piloting errors, however minor they are! I feel all can benefit from hearing about them, even to the point of saving lives and/or avoid destroying their aircraft.

I am glad you get something out of my ramblings Kevin. I am always glad to have you along.

 

[Vance]

Yeah, I don't care if he posts my training flights. I enjoy reading his reports and I learn a lot from them. I am just joking with Vance. Every time I take off or land I have the feeling that everyone in the FBO is standing at the windows watching me. It's a feeling I have every time I fly LOL.

They were giving a tower tour to an EAA chapter at SMX and there were about twenty friends on mine in the tower when I was giving instruction to a primary student.

Fortunately it went well.

The tower went so far as to demonstrate how responsive I was to instructions from the tower.

 

[Kevin_Richey]

QUOTE=HighAltitude;n1134405]...Every time I take off or land I have the feeling that everyone in the FBO is standing at the windows watching me. It's a feeling I have every time I fly LOL. [/QUOTE]

Then don't fly :rapture: @ an airport that has a FBO!

 

[HighAltitude]

I didn't necessarily mean it as a bad thing to have a feeling of being watched. My home filed has a restaurant/bar with an outdoor balcony on the second floor where people enjoy sitting and watching planes come and go. I enjoy flying my unique looking Ercoupe with twin rudders. It flys with the windows down so I am sure they think it is a cool plane. The most common comment I get from the public is why I have a ONE SEAT airplane. Everyone seems to think a two seat plane is roomy. I tell them people were much smaller in 1946.

I do my best to educate people that owning a plane is achievable by the average person. I live at Lake Tahoe where everyone owns a boat. An airplane is cheaper to own and operate than a boat or a motorhome and owning a pplane is much more fun imho. The freedom and the view is incredible.