Posted on

My first landings

Today was a milestone I’ve been waiting for since I started my training — I recorded my first landings in my logbook!

Plane after landing in street
Luckily, my landings were on the runway!

We started the lesson with some classroom time going over the pattern and each phase of the landing. The landing pattern has several distinct parts — after taking off, you turn to the crosswind leg, where you turn 90° from the runway heading (either left or right, depending on the airport or what ATC tells you to do). Then you turn 90° again into the downwind leg — this leg has you flying parallel to the runway with a tailwind, approximately one mile laterally from the runway. Once you pass the end of the runway and it is behind you at an approximate 45° angle to your wing, you turn 90° to the base leg. Then, you turn the final 90° which puts you on final approach to the runway into the wind.

Standard traffic pattern
Standard (left hand) traffic pattern

There is a lot to do when preparing to land and it got a bit overwhelming. We started with my CFI showing me the full process from takeoff to landing. Then it was my turn! My instructor handled the radio calls so I could focus on flying the plane. At DXR, we have a noise abatement procedure which requires turns to be made at 1,200 MSL, so after taking off we climbed to 1,200 feet and turned left to crosswind. My instructor gave me some local landmarks to use to judge when to turn — this is fine while I’m learning but eventually I will need to be able to do this even if I am at an airport I’ve never been to before. It is important to understand what the various distances look like so you don’t need to rely on a landmark that is specific to a certain location.

Turning crosswind, we continued our climb to DXR’s pattern altitude of 1,700 feet MSL. At this point, I reduced power and brought the nose down to hold the altitude and then turned downwind. While on the downwind leg, I lowered the flaps to 10° and my instructor called the tower to report we were on the downwind. Our speed for the downwind leg is 90mph (the Cessna 172M I am flying has its airspeed indicator in mph instead of knots), which is controlled with the elevators (pitch) and not the throttle (power). We received landing clearance to runway 26 and when we were abeam the runway numbers I reduced power once again to start descending.

I then turned onto base and dropped the flaps to 20°. I slowed the plane to the base leg speed of 80mph and turned to final.

On final approach, the flaps were lowered to 30° and the speed was lowered to 70mph. At this point, you switch to controlling the speed of the plane with the throttle and use the pitch to keep the nose held steady on your landing target. My plane has 40° of flaps and my CFI intends to teach me how to use them, so we lowered full flaps while descending to the runway. While on final approach, you use the ailerons to keep the plane tracking the centerline of the runway while using rudder to move the nose left or right to keep it centered.

As you get just about the runway, you perform the roundout where you level the plane and allow it to start to settle into the landing. At this point, my CFI says the goal is to prevent the plane from landing — you look at a point down the runway (instead of fixating on the runway right in front of you) and gradually apply back pressure to the yoke to keep it from landing — this pitches the nose up so you land on the main gears instead of the (very weak) nose gear. This final part of the landing is called the flare.

Now, from this description it may sound like I had everything under control and came in for a great landing — the real story was quite different! My instructor had to continually coach me through the process and help me with the roundout and flare to teach me when to apply the back pressure and how much pressure to apply.  We did full stop landings today, which means you actually exit the runway and clean the plane up before taxiing back to the runway to takeoff again (opposed to a touch and go, where as soon as you land you clean the plane up and apply full power to go right into another takeoff without stopping).

Another new item I learned today was how to do a short field takeoff. This technique is used when you are departing from (wait for it) a short runway and need to get to speed and off the ground as quickly as possible. Instead of pulling out onto the runway like we normally do, I taxied right up against the very edge of the threshold to maximize how much runway I’d have to work with (we were doing these on DXR’s runway 26, which is over 4,000 feet long, but sometimes you just have to pretend!) In a short field takeoff you hold the brakes while applying full throttle, and once the engine is at full power you release the brakes and off you go!

I wound up doing a total of four trips around the pattern, with four takeoffs and landings being recorded in the logbook. The winds were pretty calm and I felt like I was starting to get the hang of flying the pattern. I still wasn’t completely confident on my final approaches, but I’ve been told landings take a lot of practice. I’m confident that in time I will be performing all of the steps smoothly and confidently (at least some of the time!)

I left the airport feeling like I had taken a big step towards actually being a pilot — it was a great feeling of progress and I can’t wait to get some more practice in!

Flight time today: 1.2 hours
Total flight time to date: 11.3 hours
Total takeoffs to date: 8
Total landings to date: 4

Posted on

Simulating the traffic pattern and go-arounds

Today I got one step closer to being able (and allowed!) to land the plane.

We started off in the classroom reviewing the traffic pattern. Basically, the traffic pattern is a standard set of rules planes are supposed to follow when arriving at and departing an airport. This way everyone knows where everyone else is supposed to be and there is less chance of a collision in the busy airport environment.

Standard traffic pattern
Standard (left hand) traffic pattern

Well, my instructor wasn’t going to set me loose in the actual pattern just yet. Instead, we headed out to the practice area and flew a simulated pattern. He gave me some reference points to base the pattern around and we went through the whole process as if we were in the real pattern — slowing the plane down for landing, lowering the flaps at the appropriate points, etc… Then, when we were on “final approach” he had me initiate a go-around procedure.

The go-around is a very important tool in the pilot’s arsenal. Anytime a landing doesn’t feel right — if the approach is not stable, or if anything seems off — you should immediately initiate a go-around and start over. A lot of pilots have killed or injured themselves by trying to force a landing when they should’ve gone around and set up again. You also need to be able to do a go-around if ATC instructs you to — maybe there has been a runway incursion by another plane or they need to close a runway for some reason — you never know!

I performed the go-arounds by applying full power and starting a climb, gradually cleaning up the flaps as we gained altitude and speed. Then we just transitioned right back into flying the pattern again and setting up for another landing.

My instructor also threw me a curveball when he “failed” my airspeed indicator for a little while — covering it with a rubber disc so I couldn’t see it. I was expected to get the airplane to the correct speeds by feel — listening to the engine, looking at the pitch of the place, how quickly we were moving across the ground, etc… I nailed this a couple of times, and others I was as much as 10mph off. It was a good learning experience. It sounds impossible but my CFI compared it to driving — you can drive without looking at your speedometer and be pretty close to your intended speed. You know what 30mph looks and feels like, you know what 60mph looks and feels like… eventually I will have that same level of intuition and comfort flying this plane.

When we were done practicing I started flying us back to DXR — I was hopeful that I might be allowed to do my first landing, but alas! It was not to be. A couple of planes were all converging at the airport at the same time as us and my CFI deemed it a bit too busy.

I’m still not confident in my ability to fly the real pattern, but my instructor assured me I will get a LOT of practice in this area!

Flight time today: 1.0 hours
Total flight time to date: 10.1 hours
Total takeoffs to date: 4

Posted on

New Year’s Eve and some ground reference maneuvers

Well, we are on the cusp of another year being over, and what better way to spend the morning of New Year’s Eve than going for a flight lesson?

Today we started with some classroom time to go over ground reference maneuvers. Up until now, all of my flight training has been focused on how to actually fly the airplane — turning, climbing, descending, etc… While doing these lessons in the practice area, I’ve been able to sort of meander around without really worrying about where I was (with my CFI making sure we stayed where he wanted us to be). Today I had to start learning to fly a prescribed path…as my instructor put it, this is the first time I’ve been told where to fly the airplane instead of how to fly the airplane.

We went over two types of ground reference maneuvers: A rectangular pattern, where you pick out a rectangular field or other reference on the ground and practice flying along its boundaries, and turns around a point, where you pick an object on the ground and turn 360° around it, keeping your lateral distance from the object constant. These sound like simple exercises, but when you factor in the effect of wind on your flight path, they can become an exercise in frustration.

We preflighted the plane and I got us in the air (my takeoffs are becoming better, although I still have some room for improvement). My CFI directed me to a field he likes to use for the rectangular patterns and we started working on those first. I felt like I was behind the airplane the entire time. I’m still having trouble getting my sight pictures correct, so my CFI was constantly on me to correct my pitch attitude. Also, I didn’t have a good sense of how the wind would impact my turns — when the wind is blowing the plane, you have to crab the plane into the wind a bit if you want to maintain a straight track over the ground. You also need to alter how steeply you bank your turns, depending on which direction the wind is coming from relative to your turn. I wasn’t doing a great job of this so my rectangular pattern was a bit misshapen!

The purpose of teaching the rectangular pattern is to get you used to the concept of the airport traffic pattern, where you need to fly a rectangle around the runway you want to land on. It is really important to be able to fly the pattern accurately, since getting it wrong in the traffic pattern can disrupt the traffic flow of the airport and potentially put you in a collision path with another aircraft. I’ll definitely need to work on this some more.

Ground reference maneuvers - rectangular pattern
Rectangular patterns

We then flew to another area and did some turns around a point. Again, the wind caused me some trouble and I also had a bit of difficulty picking out good references on the ground to help keep me on track. Something else I struggled with was keeping my altitude constant while doing my turns, which is a requirement to pass the checkride. I wasn’t doing too badly, but I was starting to get a little frustrated.

Ground reference maneuvers - turns around a point
Turns around a point

We finished up and I headed back to DXR where my CFI got us back on the ground. I left the airport feeling a bit down on myself and thinking I might never get the hang of this. After some reflection, however, I remembered that this was the first time I was doing any flight while trying to keep reference to the ground and this would all feel like second nature by the time I was ready for my checkride. I compared it to driving a car — how I could effortlessly keep the car centered in my lane and knew exactly how much to accelerate or brake during turns to keep the car where I wanted. This didn’t happen after my first driving lesson, but gradually as I gained more experience.

Frustration aside, it was a fun lesson. It was the first lesson where I really got to focus on the view of the ground from the plane, and it reminded me of how lucky I am to be able to pursue this dream and why I love flying in the first place.

Flight time today: 1.2 hours
Total flight time to date: 9.1 hours
Total takeoffs to date: 3

Posted on

Steep turns

Today started with a quick ground school lesson on steep turns. For the PPL, a steep turn is defined as a 45° angle of bank. You have to be able to demonstrate steep turns without losing or gaining excessive altitude to pass the PPL checkride.

We went up in the plane and practiced some of these. I think I did pretty well — especially considering it is a much different sight picture than I am used to. I did lose altitude on a few of them, but towards the end of the lesson I felt like I was getting the hang of them.

One interesting thing about steep turns — the G-forces you feel are pretty intense. You really feel yourself being pushed into your seat and you can get bit lightheaded performing them.

Effects of G forces
Source: xkcd.com

My CFI demonstrated a 60° angle of bank turn to show me what those G-forces felt like. It reminded me a bit of a roller coaster — definitely something to be aware of as I progress through my training! As he performed the turn, I tried to lift my hand in the air — it was pretty difficult! I can only imagine being in a fast spin, disoriented, feeling several G’s of force pressing on you, and trying to execute the right control sequence to recover the airplane (assuming you stay conscious long enough). It’s obviously much better to avoid getting yourself into a situation like that in the first place!

In normal flight, you should never have to perform a 45° turn (much less a 60° turn), but I’ll need to perform these during my checkride. I’ll definitely need to practice them some more, but all in all I think I handled the plane fairly well today.

Flight time today: 1.1 hours
Total flight time to date: 7.9 hours
Total takeoffs to date: 2

Posted on

Stalls, revisited (and first takeoff!)

Today we worked on more stalls.

After yesterday’s ground school lesson and the quick demo my CFI gave me during the last flight, it was time to do some real work with stalls.

We did power on and power off stalls, both with and without flaps extended. I learned to recognize the warning signs and how they actually expressed themselves during flight.

The warning signs are:

  • Buffeting — the feel of the controls starting to vibrate as the airfoil loses its lift
  • Control effectiveness — the controls become sloppy and mushy as lift deteriorates
  • Wrong attitude — the sight picture for phase of flight is wrong (for example, the nose is way too high for level flight)
  • Airspeed — the airspeed indicator shows you are flying too slowly
  • Kinesthetics — you feel the increased G-forces pushing you into your seat
  • Stall horn — the audible horn that sounds when the wing start losing lift

After forcing the plane into each stall, we worked on recoveries. This is something I’m going to need a lot more practice with — I want stall recognition and recovery to become second nature. This is a very serious area of instruction that can mean the difference between life and death.

I did reach a big milestone today: Performing my first unassisted takeoff! My inexperience showed — I was weaving around the centerline while accelerating down the runway and had trouble finding the right climb attitude after rotation. I also learned that it takes quite a bit of right rudder while taking off and climbing out to counteract the tendency of the plane to pull to the left (due to P-factor). I’m definitely going to need some more practice!

Flight time today: 1.2 hours
Total flight time to date: 6.8 hours
Total takeoffs to date: 1

Posted on

Slow flight and the dreaded stall!

Today we practiced slow flight.

We started the day with a ground school lesson on how to check weather. My CFI showed me the awesome Aviation Weather Center, which has become one of my favorite bookmarks. After determining the weather wasn’t bad enough to prevent a lesson, I grabbed the keys to N1727V.

Out to the plane, preflight, taxi to the active runway (still feel like a drunk duck), and takeoff performed by my CFI. This time he had me do the takeoff while he assisted on the controls. Out to the practice area we go.

We worked on slow flight — this is where you fly the plane at slow speeds (duh!). It is designed to teach you how the plane feels at slower speeds — the controls are less effective and you need more control input to move the plane around where you want it. This is a precursor to landing, where your final approach is done at slow speeds.

My CFI then demonstrated a stall. At altitude, a stall is easily corrected by pitching down and gaining airspeed. Where stalls are killers is in low altitude, such as when coming in for a landing. If you get too slow or let the angle of attack get too high when low to the ground, you can stall and fall into the ground with Very. Bad. Results.

Luckily, recovery (given that you have sufficient altitude) is fairly simple — get the nose down and increase airspeed to decrease the angle of attack and get that airflow normalized over the wing.

After the stall and recovery demo, we headed back to land at DXR. Another lesson in the books!

Flight time today: 1.4 hours
Total flight time to date: 5.6 hours

Posted on

Coordination exercises

Today there was no ground school — right out to the plane to preflight and takeoff. I did the radio calls again — I feel lucky here, as my experience simming has given me a lot of fake ATC experience. I have to give a shout-out to PilotEdge here. PilotEdge is a great subscription ATC service for flight simmers with ultra-realistic radio comms — definitely a great help preparing me for the real thing. I highly recommend them!

We got out to the practice area and worked on various turns and flight attitudes with the focus being on keeping the plane in coordinated flight. When you turn in a plane, the tail has a tendency to slip or skid in different directions than you are turning — that is why you have a rudder, to keep the tail of the plane aligned with your turn (a very simplified explanation, but all I have right now!) At best, an uncoordinated turn is inefficient and will cause poor maneuvering and poor flight & fuel efficiency. At worst, it is extremely dangerous and can cause the plane to enter a spin — a very bad situation!

We worked on a “box maneuver” — basically, drawing a box in the air with the nose of the plane. I raise the nose up to draw one side of the box, then use rudder, some opposite aileron, and elevator together to move the nose over to the right (or left) while keeping it level with the horizon (forming the top of the box). Next, I drop the nose to form the third side of the box, and then use rudder, some opposite aileron, and elevator together again in the other direction to close the box. Easier done than explained!

The purpose of these maneuvers is to teach the beginning concepts of a slip, where you use opposite aileron and rudder to keep the nose straight while losing altitude — this is a very useful maneuver when coming in for a landing where you need to lose altitude while keeping the plane on a stable approach path.

I worked on the boxes for a bit and then we headed back to DXR. My CFI did the landing again and I did the after-landing cleanup and taxi back to the ramp. This was my longest flight to date!

Flight time today: 1.5 hours
Total flight time to date: 4.2 hours

Posted on

More straight & level flight

Today we started with a quick ground school lesson retouching on the four fundamental forces of flight. I then went out to N1727V and did my preflight while being watched by my CFI. I did my first radio calls, first to Danbury ground to request taxi clearance, then to the tower when we were ready for takeoff.

This was my first time using my new David Clark headset and all went well! I love the sound quality and don’t mind that they aren’t noise cancelling. At this stage in my training I want to hear the noises the airplane is making so I have a chance of knowing if something isn’t working correctly.

I still don’t feel entirely comfortable taxiing — I can hold a straight line now, but have some problems with speed control and shifting my feet to the brake portion (the rudder pedals act to steer the nosewheel on the ground — the lower portion of the pedals can be depressed to steer left and right, while the tops of the pedals activate the brakes).

My CFI did the takeoff again and we went to the practice area to work on my basic maneuvers — straight & level flight with the airplane properly trimmed and various types of turns. After we were done, my CFI had me fly back to the airport where he took over and landed, explaining the process as he did so.

One thing my instructor is very big on is flying using the sight picture out the windows instead of relying on your instruments. After all, instruments can fail at any time (especially during training when your CFI decides to cover one of them!), so learning what looks “right” for a given maneuver is very important. You can tell what the plane is doing by using visual clues, such as how the nose is pitched relative to the horizon, or the angle the wing is making with the horizon out the side window. This is something I’m struggling a bit with — there are a lot of different attitudes to learn (level flight, different bank angles while turning, etc…) and it is going to take some time before I know what looks and feels correct.

So, some stuff is starting to click and other stuff still seems well above my ability. I’ve been told this is a normal feeling during training, but it is a bit discouraging — I’d like to think I am a natural pilot and would take to this like a duck to water, but it seems this will take quite a bit of work to master. I didn’t expect any less, but I’m still a bit frustrated that I’m not naturally gifted as a pilot!

Flight time today: 0.9 hours
Total flight time to date: 2.7 hours

Posted on

Finally in the air again!

Today the weather finally cooperated and I tasted flight again!

We started off with a lesson on how to preflight the airplane. I am flying a 1975 Cessna 172M (N1727V). The preflight is not rocket science, but there are a lot of details that need to be checked prior to taking to the skies.

The preflight is your one opportunity to catch a problem with the plane on the ground before it becomes a problem in the air. We check the general condition of the aircraft, all of the flight surfaces, the fuel quality (testing for water and other contaminants as well as the proper fuel type), the lights, oil, prop condition, tires and brakes — basically a thorough check of everything that could make the difference between a pleasant flight and an emergency in the making.

After learning how to preflight I took to the left seat for my first flight in N1727V. I taxied to the runway (still very uncoordinated) and my CFI performed the takeoff while explaining what he was doing. We climbed out and headed to the practice area.

I did have one equipment failure on this flight — luckily, it wasn’t something on the plane! My headset (one of the flight school loaner sets) started cutting in and out, making it impossible to hear my CFI tell me what was going on. I had to bend the headset cable trying to find a spot where they worked, then sit on the cable to try and keep them working. Then everything would be good for a minute or two until I shifted in my seat a bit and had to start the whole process all over again. It was difficult and distracting but at least I was able to get 90% of what my instructor said and didn’t have to scratch the lesson.

We practiced straight & level flight, level turns, and I started to learn how to trim the aircraft. The C172M has elevator trim, which basically means there is a wheel I can turn to take the pressure off of the elevator. Practically, this means once I achieve a certain speed or attitude of flight, I can adjust the trim wheel so I don’t have to continually apply pressure to the yoke. This is not only a convenience factor (constantly applying forward or back pressure to the yoke will become tiring over a long flight), but also a safety issue — the plane should always be in trim so you aren’t fighting the aircraft during maneuvers.

The flight was over before I knew it. My CFI landed and we taxied back to the ramp. As soon as we landed I bought one of the ubiquitous mint-green David Clark headsets…no more nasty loaners for me!

Flight time today: 0.9 hours
Total flight time to date: 1.8 hours

Posted on

Discovery flight

I don’t remember exactly when my love for aviation started, but it reached critical mass today.

Until now, I had sated my love of all things flying with simulators. I had been simming on and off for years, always dreaming of taking lessons. I had gotten to the point of emailing a few flight instructors for information, but had never seriously followed up. I always found a reason to postpone starting the process — finances, time, family…there was always some reason.

That all changed today.

My wonderful wife bought me an intro flight for my 40th birthday, and I plunged head-on into the world of flight training.

This is my story.

I was paired with my flight instructor as if it was destiny. My wife bought the intro flight, all I had to do was schedule it… I decided to wait until I was sure I could dedicate myself to the training — I wound up with a week off of work and selected November 9th, one day after my birthday, as the day I would take my intro flight. As fate would have it, November 9th was a rainy, crappy day — even with no weather or flight knowledge, I knew I wouldn’t be going up that day. As fate would also have it, my wife had secretly scheduled the flight for today, November 12th! It really worked out well since Wednesdays are my CFI’s regular day off, so if the weather had been better that day I would’ve been paired with a different instructor.

I showed up this morning to Danbury Airport (DXR) and met my instructor. He’s an old-school stick & rudder pilot with 12,000 hours — exactly the kind of guy I wanted to teach me how to fly right. I knew within 5 minutes that this was the type of instructor I wanted — one who might take a while to sign me off to solo, but once he did, I would know I was truly ready. I didn’t want to check some boxes off a checklist, I wanted to learn how to be a really great pilot.

We headed out to the plane and he told me the purpose of the flight was to see if I was really into this and wanted to learn how to fly. I already knew the answer, but I appreciated that he needed to know as well. I climbed into the left seat of N474EP, a Cessna 172R, and my journey began.

The flight is really a bit of a blur — I remember taxiing out to the runway, looking a bit like a drunken sailor weaving about the taxiway centerline as I learned to use the rudder pedals to steer. My CFI performed the takeoff and then had me do some straight and level flight and some basic turns. As soon as it started it seemed like it was over and my CFI took the controls and landed us back at DXR. I knew one thing — I was hooked and was ready to commit to the journey to earn my PPL.

As soon as we landed I booked my next lesson and bought the flight school’s student package (a flight bag, logbook, a bunch of textbooks, and an E6B and plotter). I left feeling like I was on the cusp of something great in my life, and I can’t wait for the date of my next lesson to arrive.

Flight time today: 0.9 hours
Total flight time to date: 0.9 hours