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nature
climber
Boulder, CO
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Topic Author's Original Post - Nov 3, 2015 - 12:22pm PT
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Time to put the pilot/airmen discussion in one place. Not sure why Reilly and I are having the discussion in the president thread.
Who's a pilot? What are you flying? Own a plane (doesn't exist w/o pics)? I know Reilly knows a thing or two (but don't know details).
Mike the Vet attended Indian Creek SushiFest a few years ago by flying up from Flagstaff in his Cessna. There's apparently an air strip near Bridger Jacks - at least the map says so. I always wondered how he made taking off out of the cow field look so easy. Shorts and Softs!
I'm on the base leg of my PPL training. This morning I took my first flight away from KBDU. The weather was stellar. I'll be back at it tonight doing ground school for x-country and then if the weather holds we'll be off to Fort Morgan, CO around daybreak.
The goals is to be doing my final checkout flight in the next three weeks. It's all cross-country training from here on out.
Sort of hard to complain with a morning like this:
Good view of the Rockies and Longs Peak this morning.
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snakefoot
climber
Nor Cal
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looks like your at the erie airport. nice day out here on the front range. I just glide/fall off stuff, carry on.
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Rollover
climber
Gross Vegas
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Severe Clear!!
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Gary
Social climber
Hell is empty and all the devils are here
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I had a lesson in a Cessna 150, a freebie from Flying magazine. It was a hoot flying around. The guy had me do everything but actually land. I remember getting a little nervous wondering when he was going to take control.
Unfortunately, zero depth perception is a deal killer.
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Reilly
Mountain climber
The Other Monrovia- CA
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Nat, I already told you the most important thing - keep the shiny side up!
And ALWAYS look at the winds aloft along the Front Range. I've been in rotors
and it's little scary. OK, a lot scary. My final advice - ditch the Cessna
and learn to fly a sailplane. You'll really learn what flying is about.
Plus you get to commune with the hawks.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 3, 2015 - 01:24pm PT
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Rotors?!?!?! what is this strange phenom of which you speak?
That was Sunday. Oddly they wouldn't let me take the plane to Longmont.
We're just now getting me up to speed on winds aloft.
Shiny side up. CHECK!
Shots taken from KBDU - Boulder (which is five minutes out my front door. I watch the boys and girls coming in on final).
The nutty thing is that the reason I'm doing this is so that I can be a PIC operating sUA under the FAA 333 Exemption that should show up any day. Did you hear that FAA? Any day!
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Jon Beck
Trad climber
Oceanside
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I learned to fly in a Stearman my Dad restored, he loved grass strips because they are much easier to land on. Got my ticket in Fullerton and racked up about 400 hours mostly Cessna 150 and 172ss. I flirt with the idea of flying again, but it is a serious committment
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guyman
Social climber
Moorpark, CA.
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Great.... you can pack a plane with Sushi and fly out to California. (to a secret location)
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Prod
Trad climber
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I've been thinking about this for a long time. Christa and I need to get our licenses. Are you interested in partnering in a 172 with retractable gear? Could be pretty cheap if we have 5 partners....
Prod.
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Reilly
Mountain climber
The Other Monrovia- CA
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Don't get a 172 retract- spindly little legs those and really only a two place.
Get a 182= it'll haul anything you can cram in it.
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Prod
Trad climber
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I have a pal who traded his 182 for a 172 retract. He says that it uses way less fuel ans is just as fast?
Lots and lots to think about.
Prod.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 3, 2015 - 04:51pm PT
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That's worth thinking about.
Once I start racking in the cash operating sUA this might be a possibility.
The good times roll however with the FAA. They just kicked back my registration for my big Hex. They just act like they don't want us to do this.
Only problem is The Reverend Pagan Monkeyboy (our CEO) wants a seaplane.
and yeah, gotta make sure there's enough room for the sushi cooler.
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Prod
Trad climber
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Nature,
From what I am reading it looks like it'll cost 11-15K to get instrument rated with a mountain flying certification. Sound about right to you?
Sea plane, I really want a Beaver, but you gotta start somewhere....
Lets get together for a beer or 7 before the holidays kick in. Hitting the Spot with Eyonkee tomorrow at 5 if you want to join us.
Prod.
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Reilly
Mountain climber
The Other Monrovia- CA
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Yeah, the RG moves along but doesn't carry squat. I'm high maintenance
and I don't travel lightly. Plus I just don't trust those RG legs.
A Beaver? Ho, you win the lottey?
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Prod
Trad climber
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A Beaver? Ho, you win the lottey?
Want... Won't get... Unless I win the Lottery.
Prod.
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pvalchev
Social climber
Truckee, CA
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Flying is amazing, almost as fun as climbing! ;-)
BTW you don't want a retractable gear at least in the beginning, the insurance cost will kill you. Generally insuring a retract will probably be double, even for high-hour pilots, but for a newbie it is probably 5x. Getting partners / into a partnership is the most affordable way to go (so the big / fixed costs are split among several people)
Here is a photo at Lee Vining airport at sunrise earlier this summer. Flew into it on Saturday around lunch time, walked over to the Whoa Nellie for lunch. Met my friend there, and we climbed SW face of Conness on Sunday. Monday morning after a good rest, had breakfast at the Whoa Nellie, flew and biked to the office, was showered and working before 10am... beats the drive across the Sierra, 1 hour instead of 5... when the weather is good!!! The only problem is that there are no rental cars at most of the cool airports (like Lee Vining)
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JustinS
Trad climber
Ocedanside, California
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I've been looking to get my PPL when I get out of the military and using my G.I. Bill to get my CPL. Is there any chance there's an old timer in the Big Bear Lake area that's willing to show me the ropes. I own a house literally on the other side of the fence of the airport.
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Karen
Trad climber
Casper, Wyoming
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Learned to fly in a tail dragger, specially a Cessna 140 and yes, I am certified.
Also an airplane snob who only really admires and likes taildraggers. My son owns a Cessna 185 and that's a nice plane, rolling it is quite fun.
The ex, who actually taught me turned me into the taildragger snob, we had a Cessna 195, a couple of 170's, two 140's and a Beech 18.
If you love airplanes a trip to Oshkosh and the Reno Air races is in order.
I love radio engines, the sound is pure pleasure....
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Ney Grant
Trad climber
Pollock Pines
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I've tried pretty hard to combine an active outdoor lifestyle with a flying one. I published a blog and then finally last year published a book, "Fifty Classic Destinations for Pilots: Epic Adventures and Romance in the Western USA". The book definitely isn't a "$100 hamburger" or where-to-golf book, there are some pretty cool adventures in there.
http://www.westcoastflyingadventures.com
Book: http://www.fiftyclassics.com
If anyone wants the book, use code blog20 for 20% off.
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pvalchev
Social climber
Truckee, CA
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Thanks Ney for the link and writing that book, it sounds fantastic, just ordered it and I look forward to reading it and going some of these places :) I'm sure it was a lot of work to put together! Your post here years ago of a trip report to the Third Pillar (I think) after flying into Lee Vining was one of my inspirations for getting my pilot license so thanks for your flying-related posts here. Last summer I flew to Lone Pine, hitch hiked to the portal to climb Keeler Needle.. for me, flying is as adventurous as climbing, if not more so (because I'm not as experienced at flying as climbing yet!) - you seem to have lots of flying behind you and have certainly sought adventure, post more trip reports :)
One thing I've found interesting is that flying is a lot like climbing in terms of the risk management as well as the feeling of exposure, somewhat similar to committing climbing in an alpine environment, where both the skill of a pilot is tested, but much more importantly the mental aspect/decision making.
Just this morning I cancelled a flight due to weather and it made me feel similar to walking away from an ice climb after having hiked to get to it, and deciding the ice quality or avalanche danger seemed too iffy, for instance. It's very disappointing at that particular moment and it takes a lot to choose not to fly (or climb) when the conditions are such that 99% of the time you'd be OK taking the risk (and a part of you is thinking "just do it"), but it's hard to ignore the inherent risk with both activities... I've walked away from climbs that have fallen off the next day, but much more frequently you never get that affirmation that you made the right decision. Similarly why very few avalanche fatalities happen when the danger is High/Extreme, but the majority are when the danger is "Considerable". In the middle of the storm, no fool will choose to go flying, just like no skier will choose to ski an exposed line when the danger is High, the marginal conditions are the most challenging to manage. Anyway... getting carried off here but I'm curious if this audience has had similar thoughts, I'm just fascinated by risk management!
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BLUEBLOCR
Social climber
joshua tree
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^^^Nice p210
Good fun for you Nature. I got my ppl in 88' even then I was to old to use it as a profession. I took on a job at the airport to keep costs down so I could play. Flying is great fun, I've flown a dozen different types of planes, even helicopters, ultralights and sailplanes. Which I agree, sailplane is the best flying. My advice for you would be to join a club. Best rental prices and the money is straightforward. Buying a plane is like buying a boat, it's just a hole in the water you pour your money into. Cept with a plane your just throwing your money up in the air and letting the wind blow it away🌬
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soaring_bird
Trad climber
Oregon
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I have been flying since '88 and have 3,000 hours now, and 75% of that is instructing as a CFI. What Pvalchev said is absolutely true, right on the money. The risk management concepts are very similar. A humble approach to your decision-making is what will keep you alive in flying. As for retractable gear.... Not only is the insurance way higher for a retractable, the gear is just one more thing that can malfunction or something that you might one day forget due to a minor momentary distraction. Unfortunately, that happens even with very experienced and competent pilots. For the relatively small speed advantage and fuel savings, I don't believe the benefit is worth the extra cost and risk. A fixed gear 182 would work well on the Rocky Mtn. front country. If you are talking about a high performance Mooney or Bonanza, which are only made as retractable, the advantage is significant and the cost becomes more justified since the penalty of parasitic drag is extremely high at faster speeds. Also, what others have said about sailplanes and tail wheel aircraft are also true. Finish your private certificate first and then open the amazing doors of these other worlds. Soaring is supremely phenomenal, especially on the mountain wave you find on the east side. Not sure if there is a wave window (FAA waiver on file) near Boulder. There is one for Owl Canyon north of Fort Collins, however. This is a glider pilot's ticket into Class A airspace. Expand your horizons with these new challenges once you've accomplished the task at hand. Sounds like you are well on your way and getting closer. In addition to being partially "all about cross country from here on," much of the remainder of your training will actually wind up focusing on "putting it all together," mastering the short-field spot landings, steep turns, etc., and getting ready to ace your oral exam and checkride. It will soon be time to focus on the PTS, practicing all tasks to perfection, and holding yourself accountable with much discipline. Make every minute of your solo time count. Congratulations on committing to this exciting pursuit. You will do great and will benefit immensely from your success. If you are ever out in Portland, let's go flyin' to some short grass strips in the Cub!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 3, 2015 - 09:33pm PT
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From what I am reading it looks like it'll cost 11-15K to get instrument rated with a mountain flying certification. Sound about right to you?
is that including the PPL? That seems about right if so. I'll probably end up spending around $8K.
Final in a Beaver on our way into the Vampire Spires.
This is sitting in the hanger next to the 172 i'm flying tomorrow.
probably less than 100 hours. so if you have a cool million bucks sitting around
NOAA is doing something with this.
then there's
two million bucks between the three of them. and then there's zero eight juliet (did I say that too loud?)
Edit: didn't mean to leave the part out about polishing for oral and final check out. i've been hammering pretty hard at this for three months - sometimes flying/training 4 times a week. Shorts and softs are coming along very nicely and the steep turns etc. i seem to have down pretty well. Took one try at a short takeoff to figure that out (surfing the ground seemed pretty easy and I stuck the seventh stripe on my first shot landing).
It's just yesterdays first solo away from the airport was the last bit before the cross-country training. Just did the 3 hour ground school requirement and will be up at 5:30 for the first one.
And that solo yesterday was probably one of the most gripping experiences of my life. I really tried to enjoy it and certainly seeing the first snow on the Rockies helped. Now I can really enjoy it.
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Reilly
Mountain climber
The Other Monrovia- CA
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Mooneys fly nice but they're a pain to get into. I bet that Lancair does too.
Soaring bird, I haven't soared over the Front Range but a guy I knew would
get up there at FL 180 and call Denver Center and request a block space.
The controller would clear him and give him a squawk number. A minute
later the controller calls back
"Grob 123, I'm not reading your transponder."
"Roger, Denver, it must be on the fritz."
The dood didn't even have a transponder! LOL!!!!
BITD this was sort of winked at by Denver Center if traffic was light.
Waay BITD an old buddy was out tooling around with his wingman in their
F-4 Phantoms. Gary got a wild hair and told his wing to get in trail and
a 100' high. Then Gary headed down into the Grand Canyon, below the rim!
They're tooling along at 300 knots when Gary sees a speck ahead that turned
into a Cessna, like in two seconds. He pushed forward on his stick and slid
right beneath the dood while his wingman went right over him!!!!! A trip
to the dry cleaner was the first stop for that Cessna driver. Gary decided
he'd had enough and pulled hard and went back up to FL 400 where belonged.
I saw with my own eyes in the So Sierras an EA-6 on a MTR almost hit a Cessna.
It was really close.
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The Chief
climber
Down the hill & across the Valley from......
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I love radio engines,
That would be "Radial" engines....
I had the distinct privilege of spotting the last operational one of these "Radial Engine" driven beasts (VX-1) on Cat 1, May 12, 1976, USS America CV-66
[Click to View YouTube Video]
Carry On...
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Ney Grant
Trad climber
Pollock Pines
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Nature - Congratulations on the solo! It is an indescribable moment when you take off without an instructor by your side. Awesome. Good luck with the rest of your training - and take it easy for the first 100 hours. I did and still had an incident in a gusty wind landing.
Pvalchev - Thank you for the book order, I'll ship today. Let us all know how you like it.
I agree with you on risk assessment and management. I try to be more conservative in my flying life, though that doesn't mean I try to take more risks climbing. Simple examples of runout climbing, backcountry skiing with "low to moderate" avalanche danger, and flying single-engine over mountains or a fogged over valley all carry some risk that we can choose to accept or not. If we accept it, we can work hard on minimizing and managing that risk, always thinking of the consequences.
It is part of why I like flying. I get to have that challenge and singular focus of risk management and decision making in my daily work life, not just on the weekend.
Want to clear your mind of crap? Start off on lead on a climb at your grade, or push the throttle in on an airplane to start your roll on the runway.
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Reilly
Mountain climber
The Other Monrovia- CA
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^^^ That's after the resole?
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 09:55am PT
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Just returned from my first cross-country flight with my instructor. KBDU->KFMM->KBDU. I'm beyond exhausted. used the GLL VOR for the return flight.
That's a lot to digest at once.
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Ney Grant
Trad climber
Pollock Pines
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That's a lot to digest at once.
It is. I remember that - thinking it would nice to do longer flights to get the training over with more quickly. But you can't - you are at or near saturation after each flight. So much to learn.
But it works - and you are well on your way!
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Reilly
Mountain climber
The Other Monrovia- CA
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What airport is KFMM? Find My Mom?
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 10:09am PT
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Fort Morgan, CO. don't ask me about the landing in that cross wind. I'm not proud :)
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Reilly
Mountain climber
The Other Monrovia- CA
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You walked away from it, right? 'Nuff said.
Buddy of mine went to the Pribilof Islands in a Twin Otter. The crosswinds
were so strong they couldn't land on the sole runway but they still used
the runway, only they landed across it! Basically a zero groundspeed at
touchdown. The pilot had to hold the brakes while the pax got out. My friend
put his 40 pound suitcase down for a second and had to go chase it.
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Ney Grant
Trad climber
Pollock Pines
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don't ask me about the landing in that cross wind
Geesh, I wouldn't expect you to do well at cross wind landings at this point. At least it took me quite a while.
I came within inches of taking out a runway light trying to land in a stiff crosswind at Las Vegas Henderson before giving up and heading over to North Las Vegas where they have more runways to choose from.
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Reilly
Mountain climber
The Other Monrovia- CA
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And yer instructor hasn't taught you forward slips yet? Booogus!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 10:39am PT
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I started training right at the end of July. As I reflect back it's easy to see how far I have come. We had stellar weather in August and September - was pretty good in October. Very little opportunity for cross wind landings. Thinking about training up until now here's some thoughts and experiences.
First day/flight out is nerve wracking. I had no idea what the Cessna could handle so every bump gave me anxiety. With my instructor in my ear he directed me while I did the takeoff. I wasn't expecting that. Shortly after departure I asked, "uh, you're gonna land this thing, right?" Deep sigh of relief with the "yes" answer.
Javi is probably 15 years younger than me. He doesn't have the wisdom the more experienced pilots have. That is a double-edge sword. He's excellent at training so I'm 100% confident with him but I also fly with Joe who is probably 10 years older than me. he's got the wisdom. It's an excellent mix.
The next few flights we work on some basic turns - clearing, etc. and I get more comfortable. The landings work begins in here somewhere. I cannot recall when I thought to myself - "oh sh#t, I really can land this thing". that was probably the EXACT moment most of my anxiety went away and confidence entered. It was obvious in my smile alone.
In one of those early flights I posted in some thread with a discussion with Reilly about how I thought power off stalls where a RIOT. He responded - wait for power ON stalls.
Those skills came easy to me. turns on a point came easy. s-turns. The basic stuff.
My first time out with Joe i got wickedly lucky at a landing at KBJC - the perfect landing. didn't hear the wheels squeal nor did I even feel them touch the ground. literally light as a feather. That's not happened since.
The hardest part early on is radio communications. It's easy enough at an airport like Boulder that doesn't have a tower - its all communication with other traffic. i forced myself to figure out the pattern work at KBDU. I also listened to traffic and towers online and that helped. even went back and listened to myself on the recorded stuff. Talking to tower was a bit daunting but on about my third flight I knew how to talk and what they HAVE to hear. today was the first time talking to Denver but that was to simply open and close the flight plan. next week we fly to Colorado Springs and we'll be in Bravo airspace so we'll really be talking to Denver.
We can come and go as we please here in Boulder (so long as we are within Visual Flight Rules parameters 2 152) . At metro we do have to declare we're coming and going and then follow their directions as it's not controlled airspace (again VFR). In Bravo airspace unlike metro you need to be cleared to enter. It's about the worse idea ever to enter Bravo w/o clearance (Clarence).
"The Pattern" is the way we enter the local airport to land. There's a method to it that until you do this training you've no idea what's going on. Toss in a TAC chart that has all the air spaces and whatnot and it's confusing at first but does come quickly.
My steep turns took a little longer to get dialed and I'm probably not there yet.
Engine out landings - that was funny. Javi cut the power and said - ok now what. I'm all... I dunno, land?. He respond with "ABCDE". i said, "so you know the beginning of the alphabet - so?". "have we not gone over this?", he asked. "Uh, No." We have fields all over so that was easy enough training.
About three weeks ago we had a plan go to the practice area. We did some touch and goes at Boulder and after about the fourth Javi said, "Let's make this a full stop". With an hour to go I knew what that meant. "Gulp". Last thing he said before hopping out of the plane was, "I think you're ready for this and Joe thinks your ready for this." Sometimes a dozen words is all it takes. My three takeoffs and landings that day were more than acceptable - in fact probably pretty darn good. A3 pitch over. Wheeeew.
Next time out it was easy for the in pattern solo practice. well, except for the last landing where I caught prop wash from a chopper getting ready to take off. It jacked me left, I corrected in my flair, touched the right wheel down and decided NO. Rejected the landing full throttle and went around. As I walk in the door after Javi is laughing and notes the prop was. I didn't realize until then what happened. Good times.
Back to metro for radio work with tower a few days later and I do very well.
finally yesterday it was the first real solo leaving the airport and heading to the practice area and then Longmont. My takeoff was fine but shortly after got into some light bumps and it rattled me. off to the practice area for a few turns around a point. Javi asked that I only do not do power off emergency landing. As much as power off stalls are a riot (still!) I wanted nothing to do with those or steep turns (good G-forces there). Off to Longmont for a full stop landing then two touch and goes. I bounced the last hard but eh... whatever. Back to Boulder for another bouncy landing but no event and once off the runway I feel a sense of relief but some confidence and am pretty proud of myself. Then we do the x-country planning last night and the flight this AM. I've turned it up a notch as I have to get this done soon. I want it done by the time we get our 333 Exemption.
This all ads up that I can quit my day job which I hate more and more every day and can go fly toys outside in the great wide open of our NAS - at least to 200' AGL.
As a scuba instructor I took some time to give Javi some advice. I feel earlier on he should have taken me on a good ride showing me the limitations of the plane in turns, stalls, etc. would have helped when things got bumppy or whatever. he also did a low and fast landing and bounced the Cessna really hard. It would have helped me greatly early on. not sure about other folks but I expect us climbers want it that way.
Yesterday was like the A4 hook pitch on Lunar Eclipse. Except I suppose I had the skills to know that no whipper was going to happen. No hook was going to blow.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 10:42am PT
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No, Joe and Javi both worked on slips with me. Coming in high on the landing, do the slip and lose the elevation and land as normal. It's keeping it lined up that was the issue. It wasn't a bad landing at all. My flair was almost non-existent but we got her down, did the touch and go and were off. Really only my second crosswind landing with decent winds.
there's a place in broomfield where you can practice them on computers. I'll put those two hours in an make them fun.
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Reilly
Mountain climber
The Other Monrovia- CA
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I feel earlier on he should have taken me on a good ride showing me the limitations of the plan
The plan or the plane? :-)
Not sure you're ready for that, as in, a power ON stall while in a 45 bank, right?
"Hey, who turned the world upside down?" ;-)
Love seeing yer enthusiasm! You'd be a fun student to have. Now that I'm
a man of leisure I should go back to teaching just for the infusion of
youthful energy. Sadly, many of them don't have the skills to match their
enthusiasm. I know, it's our job to learn 'em to be safe, not necessarily gud.
Plus, I wonder at tempting fate flying out of KEMT!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 11:08am PT
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I had to do some editing - plane ;).
I'm right at about 40 hours total. Three hours solo. 2.1 hours under the hood on instruments. I've done 8 of my 10 night TO's/Landings, have 1.5 hours night. Medical was done early on. Am going to hopefully be done studying Gleim grounds school over the weekend so that test will come up shortly.
We still do have to do the recoveries from awkward orientation (or whatever it's called). Is a power on stall at a 45 one of the recoveries? I'm pretty sure I'll have not much of a problem dialing that in - look at the instruments and focus on getting them centered, right?
I expect I'll be done in about 55 hours which is 10-15 hours under the national average. Many don't have the time/money to do it as rapidly as I do so I'm sure that's where the average comes in.
So I still have:
second x-country this weekend with Joe to Cheyenne.
Monday with luck we head to KCOS for the night flight and finish up the rest of the night stuff.
After that it'll be to metro for my three takeoffs and landings with a tower and at the same time do the steep recoveries.
Take my ground school test.
Do stage two check out.
solo x-country back to KFMM
three legged x-country solo
polish skills flight, probably more than once.
Then the $500 last flight that you just don't want to blow.
About to turn final. Boulder traffic.
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Patrick Sawyer
climber
Originally California now Ireland
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Started my PPL and ground school when I was 16 (1972), had to get special dispensation as I was "underage" at the time (they have lowered it to 16 for powered aircraft nowadays). I got to the point where I soloed once (I was 17, Cessna 172), sh*t was I scared. Buchanan Field, Concord, CA.
I never did finish, it costs a lot. My mom said: "I'll pay for climbing gear and your climbing trips or flying." We were not rich.
I'll finish someday.
When I win Friday night's lottery (yeah right, like Lady Luck is going to smile on me), most of my money will go on dementia research. Jennie is in a nursing home with Korsakoff's, her mother passed away from Alzheimer's in Dublin, as my mother did in California.
I have all the climbing gear I need, a kayak, and sailing gear, but a 40'-50' sloop would be nice. And these new HondaJets look real cool. Buy one and they will teach you to fly it and get your certification. It is certified as a single pilot jet. Oh yes, in my eyes the prettiest most classical lines on a plane goes to a Beechcraft King Air.
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Reilly
Mountain climber
The Other Monrovia- CA
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polish skills flight
I never had that in my teaching curriculum. Is that like no pre-flight
and no nav charts? Maybe MooseDrool can give you some tips.
BTW, a power on stall in a 45 bank isn't in the approved curriculum as that
would fall under aerobatic flight for which the 172 is not approved. ;-)
A power on straight ahead stall while slamming full rudder is basically
a snap-roll. Definitely outside the 172's structural happiness envelope! ;-)
Paddy, the King Air is a great airplane but a climber wants a Twin Otter
or a turbine Pilatus for gettin' to the hard to get to dirt strips way high!
Besides, that Honda has to be noisy with those engines right next to the
payer's seats! It looks too weird, anyway, although you wouldn't suck up
as much runway detritus with them up high like that. You really want what
my friend flies - a B737 Business Jet. That's some BIG pimpin'!
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Patrick Sawyer
climber
Originally California now Ireland
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Reilly, I always thought, if I struck it rich (and got certification) what would I want to fly?
Or what would I want to buy?
Nothing as far as jets go. You'd have to be a multi-billionaire to afford a jet (though an Embraer 650 would do me fine). Not even fractional ownership, unless I needed to put in the miles, which I never would, probably.
For me, a twin engine (if I was a very rich person) such as a Beechcraft Baron, would be suitable.
But I talk nonsense. My 02 reg VW Polo (2002, no not a BMW 2002, which if I was rich a refurbished '75/'76 2002 would be fine, my 1970 2002 could take to the hills and roads to Bear Valley/Mt Reba as well as any Porsche), anyway I digress, my Polo, a good little workhorse (like a de Havilland Beaver) is as good as any plane, sort of. Well, let me think about that.
Single-engine planes make me nervous, but again if money was no object, a twin-engine turbo is what I would do.
Speaking of a Beaver (no puns please) my first experience was in Petersburg, Alaska. I was getting on the plane when Jon Krakauer was getting off it. Before his "epic" on Devil's Thumb (yeah, right). We chatted and then went our separate ways.
I remember my first time on a float plane, taking off was no problem in my mind, but when it came to landing on water, that was new to me, and scary. "We are going to land on that?"
EDIT
While I have been a journalist in a number of fields over the years (prior to being Jennie's carer, until she went into a nursing home, I miss her), I have done a lot of business journalism and have written several times (plus) about business flying, owning planes/jets and the like. I am no expert on flying. I do not regret picking climbing over flying when I was 17.
But it would be nice to get at least an instrument rating on dual engines before I die.
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soaring_bird
Trad climber
Oregon
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Your instructor's training plan is clearly spelled out for you. That is a good sign of a well organized CFI. Your "recoveries from unusual attitudes" while under the hood are easier than they sound. I have learned to teach these in three phases: first demonstrating it then having you do the recovery without the hood so you can execute the three steps in the right order with full visual benefit. Then we do it with you watching the attitude indicator only the entire time, knowing that you are either diving or climbing in the turn, and executing the recovery. Then, finally, having you close your eyes or look down while I do the maneuvers (so you don't know if we are turning left or right, or pitching up or down, and then announce "your airplane" while you take over and recover. That third phase is what you have to demonstrate on the checkride. By introducing it in three phases, allowing you to get used to what to expect and how to correct, it reduces the mental overload of learning. Once you memorize what to do and in what order, you will have it wired. This method only takes about 15 minutes. The three steps vary in priority and sequence, depending on whether you are climbing in a turn (losing airspeed), or diving in the turn (increasing airspeed). All of that can be instantly determined by going right to one single instrument, the attitude indicator, but can be verified by a quick glance at either the airspeed or altimeter (which you won't have much extra time to do, e3xcept by a one second glance and interpretation). If left with the airplane pitched up, slowing down, the priority/sequence is: 1-pitch down (reduce angle of attack) 2-add power 3-level the wings. This is done in three separate/distinct steps in rapid sequence. If left with the airplane in a dive, speeding up: 1-reduce power 2-level wings, and then 3-pitch up to straight and level attitude, again done in three rapid but distinct actions. The goal is to return the dot in the middle of the attitude indicator back to the horizon bar in the background with the artificial wings level with the horizon picture behind......
uh, I am sorry for getting carried away. This is not a forum for giving flight instruction on line. :) Instructing is simply my passion at the moment. Have fun, good luck, and be safe.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 4, 2015 - 07:33pm PT
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"recoveries from unusual attitudes"
that's what I was looking for and have heard it half a dozen times.
But....
reduces the mental overload of learning.
That's pretty much exactly where I am knot at the moment so I guess there was no room left in my brain to remember that.
I don't train again until Sunday. After the last 36 hours i'll need that to digest.
Just read everything you wrote and intuitively that makes perfect sense. Getting the dot centered and artifical wings centered. I think I figured out the full value of that on our third or fourth flight.
I can see why this is a passion. I recall the first day I walked into Journeys Aviation and talked to them about doing the training. There was that level of excitement that climbing just isn't giving me any longer. And though I really only got into this to fly sUAVs commercially it's now blatantly obvious I'm hooked for life.
Don't try this at home:
BTW, a power on stall in a 45 bank isn't in the approved curriculum as that
would fall under aerobatic flight for which the 172 is not approved
noted
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WBraun
climber
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This is not a forum for giving flight instruction on line.
I just read everything in this thread.
It's all the training I need,
I'm getting into the plane in the morning and will fly solo.
Get the body bag ready ......
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climbski2
Mountain climber
Anchorage AK, Reno NV
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Don't try this at home:
BTW, a power on stall in a 45 bank isn't in the approved curriculum as that
would fall under aerobatic flight for which the 172 is not approved
noted
So rent yourself a 152
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healyje
Trad climber
Portland, Oregon
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Not to be a downer, but we lost one of our favorite Oregon sons in a flying accident. He'd learned to fly and was involved in a mid-air crash at a fly-in in Nevada - please be careful out there.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 5, 2015 - 06:18am PT
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I've been making a point of starting super early on weekday mornings when nobody is out yet. And if it gets crowded I bail out and head elsewhere.
Javi points out often that weekends are often a bad idea - that's when everyone is out trying to kill you.
Although now that Werner is taking to the skies I feel safer. It's even better that crankster is his co-pilot.
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Gary
Social climber
Hell is empty and all the devils are here
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Crankster Is His Co-pilot -- a great route name!
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hooblie
climber
from out where the anecdotes roam
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copy paste from '09:
one of the pleasures of undertaking primary flight training in the later years turned out to be sharing the cockpit with an instructor half my age.
an adventurous soul, one indication of which was the fact that he was willing to take me on as a student in my taildragger. other indications to follow.
tailwheel insurance is unavailable until the owner has logged a couple hundred hours of flight time. they are inherently unstable on the landing rollout. imagine running down the aisle pushing a shopping cart in reverse, jump on and bring it to a halt by way of independent braking on the "mains" without letting the center of gravity sneak around front as it begs to do should a bit of swerving be allowed. my plane lacks brakes on the instructor's side rudder pedals so he earned my respect from the get go. plus his appetite for risk provided me with a singular moment of great satisfaction.
teacher had a bit of a trick up his sleeve, along with the gps coordinates of a little slice of green with two tire tracks on the flats in front of the alaska range. we climbed up thru a broken deck of moderate cumulus for a session under the hood, which means blinders where only the instrument panel is visible, so a long series of coordinated turns,climb rates and compass headings was the exercise for the day. call it disorientation.
at a point of his choosing, he reached over and shut the throttle. "engine failure" he said, "you may remove the hood and initiate emergency procedures." at this point we were above a pretty well packed bunch of clouds and ground contact was negative with the exception of the view directly beneath the plane. so i banked it for a spiraling descent that had to be drawn pretty darn tight to stay in the clear as we dropped thru the shaft.
a stinson is highly regarded as a sweet handling plane by the way, with several adaptations for control while in slow flight and for off airport landings.
upon breaking out below the ceiling the task at hand was to choose a landing site within range of my glide slope and prepare for a forced landing since restart procedures were declared to be "nada". two little stripes in the wilderness stood out and three, not four revolutions would yield the height to level the wings and head for base leg, though an extended downwind and a few s-turns on final was what i reckoned would work out just right.
unlike every previous deadstick drill, the intrepid mr. riskit didn't call for power and neither did the set-up. a steady voice in the headset said "don't f0ck this up" and focus i did. easing the flare into silky ground effect we stretched tenderly for turf, slicing into a forest of willows speeding by just beyond reach of my wingtips...
the alaska range sweeps the whole horizon, but now on the ground, the gunsight was filled with the startling profile of mt. deborah,
to my eye the finest peak in this part of the range. the moment was filled to the brim with all manor of good feelings, including regard for the kid's sporty style of handling my graybeard way. that and the capper that came across the intercom, "excellent, excellent, excellent"
~~~~
i thought it had nice lines, had to have it.
but this isn't the one engulfed in clutter and gathering dust in my hanger
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Brokedownclimber
Trad climber
Douglas, WY
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I've had my Private certificate for 6+ years now, and have been dabbling around with getting my instrument rating; I have all the necessary flying completed for the Commercial tag, but still need to go through the written test and then the final maneuvers training and then the check ride.
I really love doing the steep turns for the Commercial ticket (50+ degree bank), and have become very proficient at them. Of course, having the "right airplane" helps. I have a 1982 Piper PA28-236 "Dakota," with all the necessary bells and whistles for IFR flight (Garmin GNS530W), and a great autopilot (Century 21, STEC altitude hold).
Flying out of KCPR (Casper, Wyoming), adds a lot of spice to flying --mostly due to extremely windy conditions. I feel comfortable flying as long as the field wind speed is below 30 knots and less than a 10 knot crosswind. The local flight school rules: no flying if winds are at 36 knots.
My primary lessons were all in a Cessna 152 at S12 in Albany, OR; finished my cert flying a Cessna 172-E out of KCPR. I have my High Performanec endorsement as well as my Complex endorsement in a Cessna 172-RG.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 5, 2015 - 08:41am PT
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and the capper came across the intercom, "excellent, excellent, excellent"
I'm not sure there's a greater feeling of validation that "you" should be up there and are competent than hearing your instructor come across the mic with a compliment. "Nice Landing", "I know you're ready for this". "We're on the ground?" (it's what Joe said on that light as a feather landing - it took me days to really appreciate what that was worth.
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yo
climber
Mudcat Spire
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Haven't posted in years but nature reels me in with this one. Got my PPL back in high school, lived in Boulder but flew out of the old Tri-County. Is that KEIK now or something? Went climbing for a while then flew again ten years ago in Fresno, got close to an instrument rating. Had a kid and went climbing again, got a job and such. Fast forward to a couple years back, mid-life crisis, decided I had too much spending cash sitting around and knocked out all my ratings. Did a year of instructing out of Salt Lake with some time building on the side in my 152. Yes it brings the ladies to the yard and is for sale! (Make me an offer Doug, I will stay by the phone. Ha!) And last but not least, just got a job flying the sexy iron for those big regional $$$$ hehe.
Lots of astute comments here about the parallels to climbing or other pursuits with risk and depth of knowledge. Flying, like climbing, keeps you humble and provides endless new rabbit holes of growth and learning. Like climbing, it will bite you if you let it. (Listen to healy, Ty was a friend of mine.) Keep charging, nature, psyched students with eyes wide open are the best!
I'll probably dig around for some pictures, I've got millions from ripping around Utah trying to get into trouble. Great way to scope crags! Of course if the Friendly Aviation Administration is listening I would never simultaneously operate the flight controls and an personal electronic device in the cockpit. Thank you.
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hooblie
climber
from out where the anecdotes roam
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another repost, i guess all my flights have been learning to fly.
the kalispell airport is indeed a strange experience, a required stop flying in from the north. no controllers, in '99 at least, so i self announced my position and intention to land. had to work it out with an inbound heavy. got a little doubtful whether i was actually going to beat him to the runway as he gave position reports that were really eating up the spacing. no ground control so i just puttered around looking for fuel or a clue. lacking either, i tied this 60 yr old, big wheel taildragger down between a gulfstream and some regional jet.
walked that stiff swagger that says no relief plenty long time toward this big honking terminal, still scanning for a fuel truck and sucking some gnarly fumes from the jet that kindly hadn't overtaken me on the runway. in a john wayne way i ripped open a likely looking door, pulled up short as it was a utility closet of some sort. no joy, though if i had spotted a coffee can and a shop towel i would have spoiled them both.
finally got my touron sphincter inside the terminal and eventually tracked down the customs guy. seated on a leather sofa in resplendent rocky mountain motif, i was asked a series of questions. carefully, measuring his words, he asked if mine was a commercial flight.
did that guy just signal something with his eyebrow? it was very subtle but enough to marshall my inner opportunist. in stalking mode, i asked if it made a difference. he said montana can't interfere with interstate commerce, but any private flights have to buy a sticker for like something like 40 bucks . so i said ya, and he checked commercial without further ado. ain't no tourist flies on my prevaricatin' ass.
i got out of there without being spun around by hot jet blast,
but it was an odd blend of big/little official/informal highbrow/folksy.
especially for a guy who did his initial cross country solo in the brooks range.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 5, 2015 - 09:23am PT
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wow, hooking yo and reeling him in. There's an accomplishment.
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soaring_bird
Trad climber
Oregon
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Sunny today in western OR, but rain returns tomorrow with a vengeance. Flew 2.3 hours and did 16 landings today plus slips, simulated engine failures, etc. with a guy who now has 14 hours and is about ready to solo. He didn't want to quit and he just got better and better the longer we flew. It was very unusual, but awesome. He also works in the sUAS industry with a company that has a 333 exemption and they are paying for his training. How is your flying going, Nature?
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Reilly
Mountain climber
The Other Monrovia- CA
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14 hours and he hasn't soloed? You're not milking him now, are you? ;-)
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perswig
climber
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Funny, hoobie!
Dale
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 7, 2015 - 10:17am PT
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How is your flying going, Nature?
I'm spending the day planning my cross-country trip to Cheyenne tomorrow morning. I'm down to this:
Flight 1 x-country solo Cheyenne - Sunday morning
Flight 2 night x-country to KCOS - Monday night
Flight 3 KBJC, solo TOs/Landings @ controlled + practice w/ instructor (tuesday morning or wednesday morning)
Flight 4 x-country solo Ft Morgan
Flight 5 3-legged x-country solo
Flight 6 - skills polish
and wouldn't you know it - the weather is cooperating.
Mid-week looks a little rough but that's fine. This cross-country stuff is challenging to cram into my brain.
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MikeMc
Social climber
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Proud nature; so cool. I have always wanted to learn to fly, but time and money have never quite allowed it.
My uncle had a Mooney(sp) when I was a kid, loved that thing. Had a V tail IIRC.
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drljefe
climber
El Presidio San Augustin del Tucson
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Ice is forming on the tips of my wings
Unheeded warnings, I thought, I thought of everything
No navigator to find my way home
Unladen, empty and turned to stone
A soul in tension that's learning to fly
Condition grounded but determined to try
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andypl
Trad climber
Bend, OR
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I've been climbing for 30 years and flying for 15 years.
I refer to them as "moving mediation". Once my feet... or wheels... leave the ground I don't think about much else except the activity in front of me. And I find the risk management between both activities similar in that a climber, or pilot, can generally select the amount of risk they expose themselves to...
A turbocharged 182 is a great first airplane (it was mine...) Docile in handling and plenty of capacity to move people and baggage when required. In your neck of the woods, turbocharging is pretty important to get over them hills. And for instrument flying, it helps you get above the clouds and ice.
Have fun and keep the blue side up!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 7, 2015 - 05:33pm PT
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Any tips for the first time ForeFlight user?
Looks like it's the basic USA for free for 30 days?
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 8, 2015 - 11:14am PT
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^^^ stay up half the night playing with the app until you have it figured out.
I planned my trip from BDU to Cheyenne - CYS.
Really stable weather. Almost too perfect.
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Brokedownclimber
Trad climber
Douglas, WY
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Have a safe flight! Good choice for a cross country in training; the Interstate and the mountains allow a lot of backup for pilotage navigation.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 8, 2015 - 11:51am PT
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Already did the flight. I got up at ten to six. finished doing my planning and met my instructor at 7. I was having a hard time coming up with good check points. And then it hit me - use radials off of the GLL VOR. I let that get me over to the Highway 85 corridor. The perfect weather allowed me to focus just a bit more on the navigation and a touch less than the aviation.
The one issue I've been running into is that 22 delta has a garmin GPS. 08 juliet doesn't. I've done 80% of my training in 22 delta so 08 juliet is always a challenge. Dialing in VOR use was a great way to do the flight. Had one small funny oops at CYS. let's just say the new tarmac on 31 is a lot easier to see than 27. "22 delta cleared for the option on 31". There was little if any traffic so we both just laughed and decided to not thank tower for our little mistake.
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the goat
climber
north central WA
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Nature, keep it up! I got back into flying 8 years ago after a 30 yr. hiatus (same year I did the Salathe and Nabisco Wall) and its been an incredible experience for our family. Nothing quite like flying over terrain you've climbed on. Best of luck in pursuing your ticket!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 8, 2015 - 01:48pm PT
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yup! will do!
tomorrow night I do my cross country night flight to colorado springs.
Took me about 10 minutes to come up with (text to my instructor)
"take the V81 radial on the Black Forest VOR most of the way down to COS?"
"yessir", he responds.
Turning Final!
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Reilly
Mountain climber
The Other Monrovia- CA
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You've no doubt been told that it is during the night that engines start
making strange noises. And since it isn't yer plane slightly lean is better
than too rich, unless we're talkin' about wimmen.
Keep yer head on a swivel.
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Brokedownclimber
Trad climber
Douglas, WY
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I really LOVE night flying! The air is usually a lot smoother, and the views can be stupendous. As part of my cross country flying for the Commercial certificate, I did a night CC from KCPR to KRAP and back to KCPR. All the nav was VOR, with my Garmin 530 W as a backup. The flight took me directly over Mount Rushmore, and the illuminated faces were truly something to behold from 10,500 feet on the westbound portion. There isn't much in the way of illuminated checkpoints otherwise. I do my required 3 takeoffs and landings (to a full stop) 3 times a year, as it just gets too late for full darkness in the Summer months. I always coordinate with my CFI and we each shoot the required 3 landings together. It makes it a lot safer for both of us, and it's usually a freebie for me, since we're using my airplane.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 9, 2015 - 09:42pm PT
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I was informed the FAA has granted us our 333 Exemption.
We're legal to operate commercially!
Just got back from x-country night to Colorado Springs.
250' wide runway in the dark sure looks close. *BAM*. Javi just laughed.
up at 0530 to plan for my first x-country solo back to KFMM.
Short final!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 10, 2015 - 09:41am PT
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Down to to flights.
Great morning to be out flying.
I guess I had the student pilot experience of heading to FMM. "where's the airport?". "hmmm... where's the airport". Oh *there's* the airport right below me. I had time to kill so a long loop around to get into the pattern on the 45.
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donini
Trad climber
Ouray, Colorado
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Nov 10, 2015 - 09:45am PT
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I thought this was going to be about the climb "learning to fly" in IC. Learning to fly will be much easier than climbing "Learning to Fly."
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sempervirens
climber
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Nov 10, 2015 - 03:01pm PT
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Nature,
This is cool thread, it's been fun to follow along and see your progress. For those of us like myself who know a little (in my case very little) it's educational to read about how you accomplished the various steps. Inspiration. I washed out after only 15 hours of instruction. Really it was my savings account that was washed out! Now that I have the $ to try again, I don't have the time to commit, ain't that the way of things. Anyways, TFPU.
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Skeptimistic
Mountain climber
La Mancha
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Nov 10, 2015 - 04:21pm PT
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Just got the date set for my Private checkride. Taken me almost 40 years to get here. My dad wanted me to fly when I was a kid, so I spent about 10 hours in a C150 before I lost interest. Then a few years back my dad developed dementia from surgical anesthesia and I was looking for ways to make him happy. Spent another 30 hours in a Grumman AA-1C, then life got in the way. 2 years later I picked up another 7 hours in a Cirrus SR20 but my bank acct couldn't sustain that spend, so I dropped it again. Finally an Air Force friend of mine told me about PlusOne Flyers here in SD. Now about 50 hours later in a Cherokee PA20-161, I'm ready to get 'er done!
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Skeptimistic
Mountain climber
La Mancha
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Nov 10, 2015 - 06:16pm PT
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Very nice Ney! Thanks!
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Randall_C
climber
Flagstaff, AZ
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Nov 10, 2015 - 07:19pm PT
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Great thread! I have always wanted to get my PPL, but life got in the way, and have yet to achieve that goal.
Here is a cool tail dragger. A 1949 DeHavilland DHC-2 with wicked STOL capabilities, getting ready to transport us to the gravel bar below the Tana Glacier.
I swear I watched that plane take off in less than 50 feet off the gravel bar and into the Tana Glacier winds. I will never forget that - that was a super cool thing to witness. If I had half a mind and not have been just baffled by the afternoon glacial winds, I would have put the camera on video.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 10, 2015 - 07:41pm PT
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get that done Skeptimistic! Good job!
Shorts and Softs. Can the be combined? Seems like it's what the AK guys do.
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bearbnz
Trad climber
East Side, California
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Nov 10, 2015 - 07:58pm PT
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Nature,
Good job on getting all of that done. Having that license opens a lot of opportunities. I have flown my old Piper all over the place for climbing (and other stuff as well) The tail number is 5115S, and as I am sure you are aware, the phoenetic designator for S is Sierra, what could be more perfect? My first airplane was 9554J, so it was Juliet, so both of my airplanes have been female. Anyway, Sierra has been to Mexico 6 times, to the east coast a couple times, to Alaska (the flight up there was half the adventure), and lots of other places.
North America really opens up - for example, I left my home here on the east side at daybreak, flew to Kelowna, BC, picked up a friend, flew on to Invermere, BC, rented a car, drove 60 km of logging roads to the trailhead for the Bugs, hiked in, set up camp, and still got to bed by dark on the same day. Driving would have been 2 really long days, or 3 pretty long days. An airplane is a great adventure tool.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 13, 2015 - 07:18pm PT
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thanks bearbnz.
do you finished photo of one five sierra?
Stage two check out ride at 7AM. Really nice weather.
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Aya K
Trad climber
Boulder, CO!
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Nov 13, 2015 - 09:32pm PT
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nature.... I just want you to know how proud I am of you... you have been working REALLY HARD on this and your aerial photography. REALLY HARD! You are going to rock your flight tomorrow morning!!!!!!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 16, 2015 - 02:03pm PT
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Stage Two check ride went well. No problem there.
Did the three take offs and landings from an Airport with a control tower this morning. We also did recoveries. First time my head got a little screwy.
Currently scheduled for Saturday for my 3-legged cross country.
Take the ground school test, do some polishing... and I'm ready.
woohoo!
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 17, 2015 - 09:11pm PT
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Instructor gave me airports for my long cross country
KBDU->KAKO->KSTK->KFLM->KBDU
It looks like he wants me to use part of my KFMM flight plan as KAKO is just past it. We did hood work with the GPS the last time we flew so I'm sure that's part of the planning. And then it looks like the AKO VOR will get me in then use the GLL VOR to get most of the way back to Fort Love.
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Reilly
Mountain climber
The Other Monrovia- CA
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Nov 17, 2015 - 09:16pm PT
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GO NATURE!. You gonna make it in 40 hours? :-)
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 17, 2015 - 09:19pm PT
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deeerp... uh... currently i'm sitting at 50.1 and I have 2.0 solo x-country. sooo... gonna be a long saturday morning visiting podunk airports.
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Reilly
Mountain climber
The Other Monrovia- CA
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Nov 17, 2015 - 09:22pm PT
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Oh well, it isn't like yer not enjoying it. Dood is definitely milking you. ;-)
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 17, 2015 - 09:35pm PT
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I have spent a bit more than I was hoping to but there's no going back now. Everything else is in place and now I just need to finish this to be fully legit with the FAA to operate.
One thing I'm finding really fun is softs - especially the takeoff. stuffing the nose down into the ground effect is pretty informative.
Though I still need to take a day and just practice normal landings. I still suck and it's really buggin' me.
and nope.... no fun. none ;-)
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soaring_bird
Trad climber
Oregon
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Nov 17, 2015 - 10:32pm PT
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More often than not, I treat most landings as soft-field, just to be gentle on the nose gear assembly which cannot take the same punishment that the main gear can withstand. It just becomes a good habit to keep the nose wheel off as long as possible and it still allows you to maintain a lot of steering control in crosswinds using only the rudder. Soft field techniques are one of your airplane's best friends. Keep up the great work.
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nature
climber
Boulder, CO
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Topic Author's Reply - Nov 17, 2015 - 10:56pm PT
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I just keep coming in, doing my flare, and then elevate a bit too much and end up facing the bouncy-bounce. It's irritating. So I'll just practice until it goes away.
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yo
climber
Mudcat Spire
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Nov 18, 2015 - 03:37pm PT
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Coming over Boulder ORD-SLC, is that nature down there setting off the TCAS?
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nature
climber
Boulder, CO
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Topic Author's Reply - Dec 3, 2015 - 07:25am PT
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I did my long distance cross-country solo yesterday. Sort of fun trying to find an airport with snow on the ground everywhere.
I'm now done with all requirements. I have to polish my skills, take the ground school test and do my final check ride.
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Skeptimistic
Mountain climber
La Mancha
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Hey I passed! Was a grueling 5.5 hours that ended with a night landing. Thought I'd failed it a couple of times, but he had mercy on me. Now time to really learn to fly (instrument rating). If anyone in SD would like to take a cruise around the county, drop me a line at grantdotaltatgmaildotcom.
Here's how the exam went for those interested;
Checkride with Russ 12/1/15
• Cross country flight plan to HND with 195 lb Russ, a 130 lb passenger and 70 lb baggage (max allowable 50)
• Schedule plane from 1400 to 1800 (sunset is 1630!!) Lee reassured me that night flight is very unusual & unlikely. (Ha!!)
• Arrived 30 min early to relax & ease into the environment. Introduced myself to Russ, expecting to still have the ½ hour buffer & wait for Lee. But Russ is ready and off we go! Hard to read his demeanor. Very flat affect: methodical & professional & fair, but a little unnerving.
• I expected the ground portion to be about an hour since I did so well on the written and it would give us 2 hours in the air. Wrong. 3.5 hours going over:
o Paperwork- Iacra, student cert, ID, logbook, test results (Lee needed to sign off review)
o Aircraft logbook, inspection currency (annual/100 hr/24 month), Air Directives
• A Bendix AD was within 1 hour of being out of range and I couldn’t find where that had been amended. Russ insisted that he was unwilling to fly with that condition. (What?! For real?) Called Gus- voicemail, waited for call back. Hour later called Sorbi- says call mechanic. Gus called and said check logbook for endorsement- of course it was current. Russ insisted it wasn’t a trick to measure ability to deal with adverse event.
o Gas route to cylinder from tank – all components
o How does engine work
o Angle of attack, incidence
o What happens during a turning stall & what are related forces in turn
o Vacuum vs electric gauges
o Loss of battery (during day turn off master after alerting proper agency, establish contact times if needed, then turn it back on approaching airport), alternator failure (how do you know it’s failing?)
o Minimum equipment list- does every plane have one? Why/who benefits (airlines can keep planes in air if something fails.)
o VFR day & night required equipment, legal to fly with missing parts
o Performance data- True/calibrated/indicated airspeed. Climb rate, landing distance, takeoff distance, best economy, effects of altitude
• Printed out calculated charts with yellow highlights of results
o Flight plan-
• Weight & Balance
• Calculated scenarios for 1) as described, 2) baggage moved to passenger seat, 3) passenger & baggage removed
• Discussed utility category & effects of fwd/back cg limits
• Calculated each scenario with ramp & landing W&B
• charted course, chart symbols, mountain wave safety, nav aids, fuel reserve, AFD info- picked a random entry and asked what would be best approach if no wind or tower – had a displaced threshold (best to land with displaced threshold at roll out end to maximize landing distance) & different ILS glideslope approaches (why? Likely residential area or obstacle)
o weather
• sources of information
• types of prognostic charts
• RADAR!! (thought I was failed here and was ready for a do-over bonus round in the future)
• Wind barbs
• Cloud tops
• Fronts & rotation direction
• METAR/TAF decoding
• He’s very adamant that there isn’t enough teaching of weather (& nav aids – VOR) with CFIs
Quick break & out to plane
• Time was of the essence here and I could feel his wanting to get airborne so we can have as much day flight as able. Didn’t seem to pay close attention to my inspection, opting to inspect on his own but listening to my calling out of the checklist.
• Got situated and did passenger briefing. Engine start & taxi uneventful except he asked during taxi what I would do if the engine caught fire right now. (throttle back, turn off ignition/fuel, radio ground & turn off master, exit plane)
• Run up good, briefed on Eps- he was getting a little fidgety here but carefully listening.
• Soft field TO with R downwind departure to HND.
• Turned off iPad
• Gentle clearing turns enroute
• Asked why I only ascended to 3K when I could’ve climbed to 4800 without B intrusion. Said I was perfectly fine to do it how I had planned it. Used flight plan for time off, speed, course & eta
• Frequent questions about position & ref points
• Tried to fly to JLI, but kept veering off center and finally gave up. Gave me a hairy eyeball look.
• Over Barona, diverted to Warner Springs but changed mind to Pauma Valley
• Map management was atrocious. Finally managed to get time/distance/heading. Became insistent on VOR usage to find position, but I was pretty flustered and hard-pressed for good answers.
• Sun is getting low now.
• Foggles- turns to a heading, unusual attitudes
• Steep turns – traffic suddenly in area he didn’t see but I did – seemed impressed with that and my radio work contacting other plane.
• Good turns with altitude/heading within tolerances.
• Slow flight with turns
• Power off stall with flaps good, but neglected to retract flaps after recovery. Thought that was a failure point.
• Power on stall (I used 25 deg flaps instead of 65% power – oops) good heading & recovery, but forgot to retract flaps again.
• Emergency descent- too high to make Flying T.
• Climbing turn to 4500
• Engine failure (EP3)
o Trim insufficient, difficulty getting checklist out wasted time & attention. Difficulty getting satisfactory position for landing.
• Turns around a point. Chose target off R wing & did not keep it in view for majority of course. Ended up in good alt & position, but not pretty.
• Sun is on horizon- head to RNM for soft field ldg with full stop.
• Good approach & technique! Advised to be lighter on brakes
• Short field TO with obstacle, L closed traffic to full stop after short field ldg with obstacle (use 1st stripe after numbers for TD point) – good technique!
• Regular no flaps TO with departure to E.
• Avoid B by flying over Barona before turning to KSEE
• Deep into twilight now.
• Dial MYF ATIS, contact tower S of KSEE
• Heavy traffic, opted to circle Mt Helix until CT contact- good decision, was very impressed.
• ILS approach with a slip to glideslope after KSEE D.
• Regular night landing, off at Golf
• Post touchdown checklist (wants applicant to say “checklist complete” after EACH checklist.)
• Button up the plane & wait for inevitable fail report.
• Surprise!! Passed! Yay! Thanks Lee (& Russ)!!
• Debrief on chart use, symbols, pilotage, NAV aids, weather, need for instrument rating asap to become a better pilot.
That’s how it went.
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nature
climber
Boulder, CO
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Topic Author's Reply - Dec 6, 2015 - 07:28am PT
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Congrats!
And GULP!
This is the day I'm now preparing for.
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Skeptimistic
Mountain climber
La Mancha
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Believe me, If I can pull this off, you can. I had had such a bad practice session 2 days prior to the exam, I was ready to call it off. My CFI took me up for a mock practical and restored my confidence.
If you feel you're a safe & aware pilot able to deal with distractions and possible emergency scenario, you'll be fine.
Good luck!!
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hooblie
climber
from out where the anecdotes roam
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congrats and appreciate the details
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Brokedownclimber
Trad climber
Douglas, WY
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Consider a check ride as a learning experience. I had to repeat a portion on a different day because the FAA had recently changed the standards for short field landings, and the DE suggested we do that portion over on another day after he explained to ALL the CFIs at the flight school what was the current requirement.
The approved procedure for short field landings: the 50 foot barrier is now approximated on the VASI by "pink over white," and there is no steep dive towards the runway needed. I was using the 1000 foot marker dual white rectangles as the threshold when doing the landings the "new way." After practicing the SF landings with 2 different CFIs, my check ride landing was ON THE GROUND AND STOPPED in > 375 feet, which astounded Lt. Col. Cirincione (USAF, Ret'd). I passed the second portion under the new standards with flying colors.
It's just a mind game.
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climbski2
Mountain climber
Anchorage AK, Reno NV
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Big time GRATS Skept! Nice look at the details.
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le_bruce
climber
Oakland, CA
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Enjoyed reading through the updates - sounds like you're doing great, Nature. Best of luck on the checkride!
The examiner who I did it with was doing his last exam, after 30+ years. His wife and family showed up as we were ending the day, whole festive and emotional scene. Would have been an immense bummer if he'd had to fail me - luckily I squeaked by. Despite what I thought were some C- steep turns - always cruxy for me.
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Reilly
Mountain climber
The Other Monrovia- CA
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Good on you, Skept!
Nature, I'm sure you'll float it. (get it?) :-)
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Larry Nelson
Social climber
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About a dozen of my friends have PPL's and their own planes in Alaska.
A friend's daughter in Idaho is now a helicopter pilot at the age of 20.
I always said I either didn't have the money or I didn't have the time to learn to fly.
Now I realize I wasn't hungry enough.
Good job nature
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Reilly
Mountain climber
The Other Monrovia- CA
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Natty, now that you're close to being in need of another challenge I read in
a recent AOPA that you can now head east and spend a weekend getting yer
SIC rating in a B-25 for the bargain basement price of $5500! They didn't
say whether you would need an existing multi endorsement before they
lightened yer wallet. I doubt it. ;-)
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nature
climber
Boulder, CO
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Topic Author's Reply - Dec 8, 2015 - 02:30pm PT
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I'd like a parachute endorsement before I try that.
was suppose to be out polishing this morning buuuuuut...
25035G44KT
Problem is that's right down the chute for 26 so I couldn't even get any good cross-wind training in ;-)
grinding away at groundschool instead
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Reilly
Mountain climber
The Other Monrovia- CA
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so I couldn't even get any good cross-wind training in
Just tell the tower you're gonna fly yer final @ either a 215 or 305 heading.
You'd still have some gud fun! Especially if you wait until the flare to
kick it into alignment!
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nature
climber
Boulder, CO
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Topic Author's Reply - Dec 8, 2015 - 02:38pm PT
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Tower? UNICOM with nobody listening most of the time.
That sounds like fun. CFI made me make one promise - don't touch the wheels down unless they are pointing down the runway.
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nature
climber
Boulder, CO
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Topic Author's Reply - Jan 23, 2016 - 09:45am PT
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Alrighty...
It's time to finish this. My CFI was out of the country for a couple weeks and with the weather, holidays and whatnot I took the last few weeks off.
This morning we went out flying to knock a little rust off but also polish some things up. I had a few places where there was rust but it wasn't bad at all. We started with slow flight then turned that into a power off stall - might as well, right? - and then did power offs with a bank to the right. then onto power on stalls. After that steep turns which I'm pretty solid at.
After that it was onto Longmont for touch and goes. Had some rust there in the set up but not so much final and landing. I'm really trying to focus on my 75/70/65 airspeed for landings and using power to get my final set up at the right angle. First one I came in low and slow - oops. but after that it was like riding a bike almost at least in regards to the confidence that the landing will be easy.
tomorrow I head out to solo if the weather holds. Will probably practice shorts and softs. I might even do a little tour up the Vrain river valley.
Today I grind away at studying for the written.
Interesting NOTAM from this morning:
!DEN 01/600 LMO AIRSPACE UAS WI AREA DEFINED AS 1.5NM RADIUS OF LMO315001 SFC-1000FT AGL DLY 2200-2300 1601202200-1603312300
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Reilly
Mountain climber
The Other Monrovia- CA
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Jan 23, 2016 - 10:57am PT
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First one I came in low and slow - oops
NBD, unless it is gusty or yer this guy...
or this guy...
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nature
climber
Boulder, CO
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Topic Author's Reply - Jan 23, 2016 - 11:36am PT
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One thing I'm curious about is how the flare is done in a tail wheel.
Also, they just got a 182 online at Journey's it's $133/hour. Tempted to switch over. Going to take a ride in it regardless.
And Reilly - can you tell me about two things in this NOTAM?
!DEN 01/600 LMO AIRSPACE UAS WI AREA DEFINED AS 1.5NM RADIUS OF LMO315001 SFC-1000FT AGL DLY 2200-2300 1601202200-1603312300
What's the 01/600
and is it Zulu time? because if not wtf are they doing flying at 10-11PM?
I'm curious about their COA that's allowing them up to 1000'. I'm sure the airport manager was happy to give the LOA with that COA.
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Reilly
Mountain climber
The Other Monrovia- CA
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Jan 23, 2016 - 11:53am PT
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Hard to say although if it is military then we don't need to know.
Long time ago I was scanning NOTAMs and saw a strange one centered on a
lonely peak in S Nevada. It had a 5nm radius with unlimited ceiling and
no time limit! I was majorly WTF and got the sectional out. This little
Podunk peak was on the extended centerline of
<wait for it>
Groom Lake AFB!
Yeah, that Groom Lake, as in Area 51. This was during the days of the Air Force's
infamous Aurora Project. I emailed the US editor of Aviation Week and Space Tech
who was based in LA. He hadn't heard of it and did some digging. The AF
told him it was due to a "helicopter crash". BwaHaHaHaHa! Right! Since
when do helos fly an approach? They come in at any damn angle they please.
And here's the kicker - the crash site was like 8 freaking miles from the
threshold! Now that's what I call 'dragging it in'! That NOTAM stayed in
effect for months! Nothing was ever released to the press and somebody
clearly told Michael Dornheim, the Av Week editor, to back off. He ignored
my subsequent emails. A few years later he died in a mysterious car crash.
"California Highway Patrol officials said they were "scratching their heads" as to how Dornheim's car ended up in the ravine.
"He navigated the turns just fine, and then, in a straightaway, for whatever reason, he went off the cliff," said CHP Officer Leland Tang.
"Not a rock was disturbed. Not even the brush was disturbed."
LA Times
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hooblie
climber
from out where the anecdotes roam
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Jan 23, 2016 - 12:09pm PT
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http://www.faasafety.gov/files/gslac/courses/content/43/595/Decoding%20the%20D%20NOTAM.pdf
we had serious rainfall associated with a frontal passage while i was on duty as a weather observer at an airstrip along the yukon. out of curiosity, i looked around at the reported weather being disseminated from the neighboring stations. my terminal was an "artifact" left behind from the days when tanana was a flight service station. any available info could be brought up if you knew the codes for the various products.
a notam had been issued for nenana and it called out a 6' wide 3'deep trench crossing full width of the runway at midfield. i about fell out of my chair!
i brought up that screen to share my astonishment with every pilot that came through my door that afternoon. i didn't do briefings mind you, but showing the screen to the public was not prohibited.
the next day, through that same door came horrifying news. one of our friends flying his company's cherokee lance with an faa examiner in the right seat was told to divert to nenana for a landing as part of the checkride. he called fairbanks afss for conditions, (without asking for notams - none were provided) changed heading and made his approach accordingly. sure enough, turned that lance into a "nosedragger," luckily without injury.
i sure felt sorry owner of the plane, a startup operation with one other plane who was the sole bearer of the loss, the flight service specialist provided what was requested.
~~~~
as to the landing flare in a taildragger, start with this: on departure roll, the plane will fly off the runway in three point attitude without any control input other than throttle. so a three point landing is a pretty tender affair since the angle of attack is such that any excess airspeed at all will yield lift. experience has shown that book speed on my plane is a knot or two high, too slow to settle. and remember, the flare can't exceed the "taxi" attitude or the tail wheel makes first contact and if the mains aren't coming down pronto, you're a stunt pilot. more likely you're courtin' the porpoise: a bounding oscillation in attitude that's best tamed quickly ... so a tail slap is best avoided by memorizing the view during taxi, in reference to the runway at least. call it a hard limit to nose high.
there's the option of a wheel landing with the tail up. an extra knot or two is not so critical so useful in conditions where delicacy isn't in the cards. it's more like flight into a merge with the runway than an obvious flare, but a timely throttle reduction puts it on target assuming your height above the runway is minimal.
i was taught to push the nose down, full stop, as soon as the mains hit. not intuitive but i've come to agree that it does hold the plane to the deck, and then when elevator authority peters out, the tail drops and an instant reversal to full stop back stick pins the tail. you don't want that thing wagging around back there
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nature
climber
Boulder, CO
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Topic Author's Reply - Jan 23, 2016 - 12:23pm PT
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Yeah, that was the first link i found and i've been staring at it. It answers my second question pretty clearly - it's in UTC time which i suspected.
But according to that doc the 01/600 is an Affected Location. That just isn't computing into an area in my brain.
So I have this:
Affected area is greater Denver area TAC? (!DEN) ??? (01/600) Longmont (LMO) airspace (AIRSPACE) Unmanned Aerial System (UAS) within (WI) an area (AREA) definded (DEFINED) as (AS) 1.5 nautical mile (1.5NM) radius (RADIUS) of (OF) Longmont 315 radial at 1 mile along that radial (LMO315001) from surface to 1000 feet (SFC-1000FT) above ground level (AGL) daily (DLY) from 2200 to 2300 UTC (2200-2300) January 20, 2016 through March 31, 2016 from 2200 to 2300 UTC time (1601202200-1603312300)
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bentelbow
climber
spud state
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Jan 23, 2016 - 12:50pm PT
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I grew up around planes, soloed before I could drive, got my A&p in college. than left aviation till my forties. Decided to get my private, one of best the things I've done. Good luck Nature, remember once you get it, it's a license to learn.
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Brokedownclimber
Trad climber
Douglas, WY
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Jan 23, 2016 - 05:24pm PT
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Just remember: if you happen to wreck the airplane in a landing, all the wreckage better be ON THE CENTERLINE! ;)
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mouse from merced
Trad climber
The finger of fate, my friends, is fickle.
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Jan 23, 2016 - 05:43pm PT
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nature
climber
Boulder, CO
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Topic Author's Reply - Jan 26, 2016 - 09:20am PT
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nature
climber
Boulder, CO
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Topic Author's Reply - Jan 26, 2016 - 01:28pm PT
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co-pilot. Pretty sure the 1.2 hours of solo time counts though.
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yo
climber
Mudcat Spire
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Jan 26, 2016 - 02:56pm PT
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Copilots are an important part of CRM.
Me: Crap, what should we do?
Copilot: Yer gonna die
Go nature!
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bluering
Trad climber
Santa Clara, CA
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Jan 26, 2016 - 03:14pm PT
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Good luck!
Only problem is The Reverend Pagan Monkeyboy (our CEO) wants a seaplane.
Tell Tom I said, "Hey!!!"
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2016 - 07:05am PT
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practiced soft takeoffs and landings yesterday. kinda hard to tell i'm popping a wheelie.
[Click to View YouTube Video]
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 25, 2016 - 10:10am PT
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Soft field operations are really tricky under windy conditions, and any crosswind component is hard to handle at low speed, high lift configurations. Keep on practicing them--practice, and then practice some more!
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 25, 2016 - 10:13am PT
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Practicing soft field on a paved runway is like practicing kissing with yer sister.
Ya gotta have some skin in the game!
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2016 - 10:36am PT
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does riding the ground effect change the game (pavement vs. not)? Because that's been the fun/challenging part. popping a wheelie and not dragging the tail has been easy.
I've still got a little practice to do on the short landing - though I think I have sticking my spot figured out.
I take my written tuesday.
reality check.
if I'm North of a VOR and I'm set to 180 I'm on the "To"?
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 25, 2016 - 10:44am PT
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Re: short field; on your approach to a field equipped with a VASI, go for a pink over white and you'll be fine for the obstacle clearance portion of your approach. Keep your power in pretty good, and don't get behind the power curve. On the practical exam, you can always do a go-around-- several times-- until the DE finally gets pissed.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2016 - 10:56am PT
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unfortunately at KBDU we don't have a VASI for the commonly used runway - 8. but I suppose I could go out to KLMO and practice there.
The way Javi is teaching it is with the steep(?) approach @65 at 40 degree flaps that in the flare give a little power. And when above the targeted stripe cut the power. He coached me on my last landing last time out and I was surprised how quickly the plane settled on my target - 4th stripe.
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 25, 2016 - 01:50pm PT
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The point my examiner made to me, is the steep high approach has been deemphasized recently since there are few fields with the 50' obstacle remaining. Go over to KLMO and se where the pink over white puts you, so you don't come in too high and need a steep final descent. My examiner had me repeat the landings another day, after he had a session with all the CFIs at the flight school; Anthony was the FAA regional check examiner who evaluated the CFI's performance. After that we went out and learned the "proper" way, not the steep final descent and quick flare.
Next time out, I aced the short field landings; touchdown to full stop in < 375 feet. In a Cessna 172 E.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2016 - 03:50pm PT
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I'll ask Javi about that. It's probably the last skill I need any real practice on.
Dear Douglas La Farge:
Congratulations on your success with the Gleim Private Pilot Online Ground School. You have worked hard to complete this course and should be prepared to pass your knowledge test with confidence.
And now for the next four days I'll be cramming for the written.
But not until tomorrow.
It's Thursday. Let's Ride! Happy Thursday!
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 25, 2016 - 08:17pm PT
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the "proper" way
Ahem, anybody can drag it in. In Alaska you'd better have
the steep approach down, in a side wind. Jess sayin'... ;-)
You don't want to drag 'er in here...
OMG, it actually looks like I was dragging it in! WTF?
Usually came in there really steeply and then side slipped 'er.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 28, 2016 - 09:37pm PT
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KBDU 290517Z AUTO 00000KT
pictures at 11. tomorrow should be good.
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 29, 2016 - 11:18am PT
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Yesterday morning it really looked to be a wonderful day for flying; by the time I reached the airport, the conditions were still beautiful but WINDY. At KCPR, the default runway is 21, and is 10,100 feet long and 150' wide. Conditions: wind 200 at 20 kts, gusting to 31, with some wind shear on approach. Ho hum; just another normal day in Wyoming. I have not flown in 7 months, so this should have been a nice challenge. Not. Fun. I'm again qualified to fly with passengers in daytime VFR conditions by completing 3 TO & LDGs. No real problems, but pretty bumpy and needed lots of small corrections on final to maintain centerline and have zero drift on touchdown. It did take a while to get the engine started after sitting for 7 months without a startup.
Next week I'm contacting my CFI for my Flight Review.
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 29, 2016 - 12:41pm PT
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It did take a while to get the engine started after sitting for 7 months without a startup.
Whoa, I trust it gave you the stinkeye if not some outright guff!
Can you say crankcase condensation? In a word: sinful. ;-/
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 29, 2016 - 01:04pm PT
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Reilly-
The airplane is hangared full time in Wyoming; very dry conditions. Once started, ran great. I don't normally use the engine priming system, 'cause that's generally how fires get started. Just 3x pump the throttle with mixture setting at full rich, along with the electric auxillary fuel pump turned on. Took 4-5 tries and then started; ran a bit rough for 30 seconds and then smoothed out as oil pressure moved into the green. Did a full checkout during run up after leaning for altitude. The propeller control was a bit sluggish, too; that smoothed out after hot oil made it's way into the system.
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 29, 2016 - 01:16pm PT
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OK, but it's still sinful not to be flying that beauty, especially after
all you've put into her! ;-)
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 29, 2016 - 02:59pm PT
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The weather has really sucked this winter. It's also cruel to do an engine start when the temperature is much below 20 degrees outside w/o a major preheat. I'll get lots of flying this Spring & Summer!
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 1, 2016 - 03:55pm PT
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83% on the ground school exam.
Boom.
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kev
climber
A pile of dirt.
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Nice
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Brokedownclimber
Trad climber
Douglas, WY
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Good job on the written! The oral portion can also be challenging, prior to the checkride. My oral portion lasted for 2 1/2 hours before we went flying. And--it's not over then either; lots of questions during the flight, such as "what kind of clouds are those?" (Cirrus)
"What is that weather phenomenon?" (Verga!) "Do you want to fly through that?" (NOOOOOO!)
My DE pulled a good one on me for loss of engine power--halfway through a steep bank turn! He said he thought it was a good time to do it because I was flying so well!! Bwhahaha!
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Skeptimistic
Mountain climber
La Mancha
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Congratulations! Blue skies and gentle breezes for the rest of your jouney!
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Brokedownclimber
Trad climber
Douglas, WY
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Reilly & Doug (Nature)-
I believe I may at one time, have posted a picture of my Rainbow Bird, here on Super Topo. But if I have, t's buried somewhere deep in the archives, and rotting away--electron by electron.
So, here is my ride:
Another view:
Yet another:
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 3, 2016 - 02:32pm PT
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along with you posting pics in the past wasn't there some sort of invite to go along with it? ;-)
nice looking plane!
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Reilly
Mountain climber
The Other Monrovia- CA
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And best of all you've always got three in the green!
Those are such good solid planes and they actually have a usable payload.
I forget where I was fairly recently but I saw a big boy coming in with
none in the green and I'm like "Earth to Air Bozo, gear down, homes!"
He did, eventually.
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 3, 2016 - 02:51pm PT
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So I've got a little plan for the DE if we do engine out emergency landing sim.
ABCDE
E is for Eject, right?
Gonna get me an eject button and when/if we do simulated engine out I'll pull it out of my pocket and say, "here, hold this. when I tell you (when we get to E) push it, Goose. Problem is only your seat ejects".
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Brokedownclimber
Trad climber
Douglas, WY
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Doug--Of course there's an invitation. I'm actually getting instruction to fly in the right seat. May decide to become a geriatric CFI?
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 10, 2016 - 10:14am PT
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Today was a beautiful day to fly. My skills are polishing up nicely. The one i've been working on is pretty dialed in - short field landing. Sticking it right on the 4th stripe now. I'll be scheduling my stage 3 very soon and then onto the final check ride. More cramming junk in my head for the oral but otherwise...
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nature
climber
Boulder, CO
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Topic Author's Reply - May 11, 2016 - 07:58pm PT
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and the grind continues.
Today was interesting. 36010 which is pretty much straight cross-wind for 8. after an interesting takeoff the idea was to stay in the pattern. But with those winds I gave controls to Javi to show me how to one wheel crab land the Cessna. After the T&G I decided it was too much. We found winds at Metro were calmer (which is rather unusual) and headed over there. It had been awhile since I was in class C and figured it would be good to talk to tower. usually it's 33L but the winds and tower put us on 12R. Practiced a few short and soft landings which went well.
Right pattern had us departing to the west - straight towards the Flatirons. My first time cruising them. Stellar morning.
I just have to cram the oral material in my brain and I'll be ready for the final check ride. Should be done in the next few weeks.
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Brokedownclimber
Trad climber
Douglas, WY
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May 11, 2016 - 09:07pm PT
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What's the floor of Class B at Rocky Mountain Metro? You have a tower there to control your departure. I've never flown there, but have plans to do so. I've actually never done a TO or LDG in Colorado. Utah? Yep. Idaho? Yep. South Dakota? Yep. Wisconsin? Yep. California? Yep. My first flight in my Dakota was an instrument departure from Murietta, CA. after I took delivery of the new airplane. My companion was an ATP who got us clearance to VFR "on top." The fog was so dense that I couldn't really see more than a quarter mile, but did a perfect instrument departure and flew to a VOR heading. Came out of the soup over Big Bear Lake, then over Lake Mead and Las Vegas above Class B airspace. We landed at Bryce Canyon for refueling, my first landing. From Murietta, CA. Casper, WY., we averaged 155 kias. with a strong tailwind the last 200 NM. Over the ground speed calculated to 200 mph in that stretch. Actual flying time: 5 hours, 15 minutes.
Flew about 2 weeks ago, and then was again grounded by shitty weather for the past couple weeks.
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nature
climber
Boulder, CO
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Topic Author's Reply - May 11, 2016 - 09:52pm PT
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Half of metro class C and the strips sit right outside of bravo. Eastern part overlaps with the ceiling hitting the floor to the east at [80]. With the high peaks to the west nobody would be on IFR that low so the circle gets chopped parallel (N/S) to the range.
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soaring_bird
Trad climber
Oregon
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May 11, 2016 - 10:23pm PT
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Metro is Class D (not C) airspace. Be careful on your oral exam there.
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Brokedownclimber
Trad climber
Douglas, WY
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May 12, 2016 - 12:54pm PT
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^^^^^^^^
Correct; the nearest Class C is Colorado Springs. Cheyenne is also Class D, as is Casper.
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Reilly
Mountain climber
The Other Monrovia- CA
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May 12, 2016 - 01:00pm PT
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WHOA! They got 5955' buildings in Denver?
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nature
climber
Boulder, CO
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Topic Author's Reply - Jun 29, 2016 - 06:59pm PT
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Stage 3 Check ride at 7AM. gonna be a long night and early morning.
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Reilly
Mountain climber
The Other Monrovia- CA
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Jun 29, 2016 - 07:24pm PT
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Break a leg! Oops, bad choice, but you'll sail thru it.
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BLUEBLOCR
Social climber
joshua tree
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Jun 29, 2016 - 09:40pm PT
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Roger nature boy, you are clear for landing!
BIG THUMBS UP
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BLUEBLOCR
Social climber
joshua tree
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What happened Nat???
will you be flying over the skyrockets this weekend?
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 3, 2016 - 09:26am PT
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stage 3 went well. I still have some polishing to do. there's a few things i don't quite have memorized.
x-country flight planning got a full pass
weight and balance got a full pass
don't quite have all the certification and privileges stuff memorized.
for the flying I'm very solid. i do need to work on utilizing the GPS better. We did a wx diversion exercise and it took me a bit to respond. And I wasn't able to draw up the airport I wanted to divert to to get my heading. We also did an emergency (passenger having a heart attack) again wasn't able to get info on Metro (KBJC) to get there as quickly as possible. working with the 430 sim will correct that.
So I have one more ground session with my CFI but i've already pretty much scheduled my check ride for around the 14th. With one caveat. Everyone has been booked into August so I contacted a guy in ned. Turns out he needs to do a check evaluation for planes (he has his glider). So he asked me to be his guinea pig. The upside is it won't cost me anything. The downside is I'll have an extra passenger and observer (someone from FSDO).
I'm fine with the added pressure. not sure weight and balance will work out in the 172 on a 5000' runway with 7000' density altitude. So maybe I need to head over to metro and use their 10,000 runway.
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Flip Flop
climber
Earth Planet, Universe
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I grew up in little planes.
That time when the engine quit, above the Bake-O mountains, in the clouds, and the pilot was turning the key and it sounded like a Volkswagen bug.....priceless.
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Reilly
Mountain climber
The Other Monrovia- CA
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A wx diversion for a private? Really? Yer not sposed to go near wx without an IFR ticket,
or so I was under the illusion. Dudes milkin' ya! Has Obamacare taken over flying, too?
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 4, 2016 - 09:28am PT
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I had planned BDU to CYS. looking at the wx we saw that afternoon thunderstorms were building. as we were flying north my instructor put in the deviation based on diminishing VFR conditions - clouds to the north were not something to deal with. Mostly what he wanted to see is how I would handle a deviation (using the GPS, VOR etc.).
Watched a video this AM and was reminded where the "Nearest" button is. d'oh!
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Reilly
Mountain climber
The Other Monrovia- CA
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Just jerkin' yer chain, braj. :-)
You are so gonna send it.
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Wen
Trad climber
Bend, OR
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I've enjoyed watching your flying progress, and can't wait to hear how the check ride goes! I was close to my check ride a few years ago but never finished, I'm living vicariously!
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 5, 2016 - 09:04pm PT
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Check ride scheduled for July 19th. Two days after I turn 50. I'll have the extra guy from FSDO aboard. Good thing the Sushi Party is the 16th. More than enough time to recover. Pagan, Mark Miller and kev are coming out. Everyone is invited!
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BLUEBLOCR
Social climber
joshua tree
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maybe you should move the check ride up to the 14th?lol
Keep your tips up! (it was som kind of good luck i'd hear when i was tryin to land a taildragger :)
seriously, you'll prolly be importing the Freshy Fresh for the next Fest!
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 5, 2016 - 09:56pm PT
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that actually was the plan but the scheduling revolved around what Chris out of the FSDO office was available for. I'm saving myself $500 by doing this. A free check ride is hard to beat. And from what I've been told both of these guys are really cool. FSDO guy was a bush pilot in Alaska and Indonesia.
two two delta on short final
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Brokedownclimber
Trad climber
Douglas, WY
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Dakota 84602 to 2, 2 delta--good luck!
Watch the centerline! One wheel on each side!
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jfs
Trad climber
Upper Leftish
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This is great. Good luck on the check ride. Sounds like you're ready.
I was a little ramp rat kid hustling at the local FBO to get flying time back in the 90's. I soloed and got my license on my 16 and 17th birthdays like a lot of pilots who grew up obsessed with flying. Life got in the way for a few years and I quit but couldn't go a week without dreaming about going back. And last year I finally did. Piper J-3 Cub and (very) occasionally an Extra 300. Opposite ends of a spectrum on performance but both ridiculously fun to fly.
It would be great to connect with some other climber-pilots out there sometime. That's some good campfire b*s*ing time right there. Cheers.
And just because it's a climbing forum...
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O.D.
Trad climber
LA LA Land
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Way to get at it, Nature. It's been fun and inspirational watching you along the way.
I thought of you when I watched this video the other day. Each time I watch it my palms sweat. If I had known there was this much drama going on on the cockpit, I may have thought differently about planning trips in and out of Quito.
My favourite quote: "This approach requires our full attention".
[Click to View YouTube Video]
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Gunkie
Trad climber
Valles Marineris
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We're friends with a family where the dad is a pilot for the biggest airliners for United and does the longest routes. Both the mom and dad came out of the Air Force Academy. He flew the most advanced fighters available during his time in the Air Force. Ran live missions, too. He has 10's of thousands of hours flying 747s, 777, 787...etc. And the one thing he told me: never get involved in general aviation. He won't do it and won't even consider it. YMMV
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 12, 2016 - 02:28pm PT
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The OSMO got a little wonky so things are titled. We have two Blackhawks and a Chinook sitting on the tarmac fighting the fire. about half way down the runway.
[Click to View YouTube Video]
also at boulder
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Reilly
Mountain climber
The Other Monrovia- CA
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Jul 12, 2016 - 03:00pm PT
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OD, that makes yer palms sweat?* Kapitän Phunnymeister was bummed they
didn't get to do Rwy 17. Boy, you'd never catch Asiana hand flying no
damn approach. Thank god they don't go there.
*Guess you haven't been to Cuzco. VFR only, baby! ;-)
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Sierra Ledge Rat
Mountain climber
Old and Broken Down in Appalachia
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Jul 12, 2016 - 05:43pm PT
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^^^
Quito sucks as a destination, lots of diverts to Guayaquil due to fog. They put the new Quito airport in a bad location. All of the commercial U.S. flights go into Quito, better to take another route (e.g., through Bogata) and fly to Guayaquil instead.
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 19, 2016 - 05:55pm PT
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I got a 99% on the check ride. Ugh.
But I flew with a CFI after we debriefed and I'm back on for 7:30 AM to finish the 1%.
I blew my VOR heading - 010 !== 001 but it's easy for me to confuse. The numbers do that. I know the difference and made up for it on the way back after our GPS went out and I was asked to return to Boulder. I hoped the Victor 81 on a 181 heading for the TO but they still couldn't pass me.
My soft field landing wasn't good but I was landing at an unfamiliar airport (FNL) which is wide.
Apparently I've also been using too much aileron in my stalls and not enough rudder.
I'm OK with that, we fixed it and I'll be done tomorrow.
But the kicker is they asked me to do a short field landing and touch and go that to a soft field take off. So, once I pulled flaps to 10 and give it some gas and pulled back the yoke we hit the tail (there's a 230 lb sack of potatoes in the back via the form of the FAA). That fazed me (I had the choice to discontinue after the VOR miss but I wanted exactly zero to do with any of that).
So we pull to the ramp and check it out and sure enough a little scrape on the tie down. Somehow we got back to the BDU and the tie down was gone. Maybe the soft takeoff from full stop dragged but I don't think so. That wheelie was yuuuuuuuuge.
Now... I never should have been asked to perform that and I should have said no. It's not ACS. And when I told my CFI he asked for his number and I'm sure had a word. While looking at the tail I was asked if I wanted to continue as I look flustered to which I responded yes.
The VOR thing didn't bother me a bit. I'm not even kicking myself over it. But there I was nailing my nemesis (the short landing) only to get hosed with the transition to the soft takeoff. And my soft takeoffs are solid.
Oh well.... guess I'm doing a quick rejected landing / go around.
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BLUEBLOCR
Social climber
joshua tree
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Jul 19, 2016 - 06:43pm PT
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hey man, congrats on the 99%!
but i think any pilot will tell you 99% ain't enough to be safe. practicing and riding with a cif isn't when you should be doing what you know, it's the time to do what you don't like or what makes you scared..
this isn't a sport if you can't shoot free-throws, your jump shot will keep you alive! NWIM? you gotta be thinking now you got 200 passengers onboard and EVERY incidental that can happen you've practiced a 100 times and know from instinct what to do. i bet you can tie a figure 8 blindfolded! you wanna be able to do the same for a short field landing. so much so while your doing it, your already thinking ahead to the "what if's". sorry if i sound like i'm harping on you, i'm not! i just want to see you score a 110%!
Push your limits, intelligently safely!!
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Skeptimistic
Mountain climber
La Mancha
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Jul 19, 2016 - 06:50pm PT
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Rough ride. Good onya for sticking with it. That says more about being a safe pilot than a high score on the ride. You'll get it.
Lead with the rudder
vvvvvv vvvvvvvvvvvv
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Reilly
Mountain climber
The Other Monrovia- CA
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Jul 19, 2016 - 07:03pm PT
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Apparently I've also been using too much aileron in my stalls and not enough rudder
You need more snap rolls! ;-)
Man, that examiner sounds like a jerk - what's a few degrees amongst friends?
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BLUEBLOCR
Social climber
joshua tree
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Jul 19, 2016 - 07:09pm PT
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^^^ ur right. maybe even a couple cruises in a sailplane? man that helped my flying tremendously.
and some taildragger time never hurts
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 20, 2016 - 09:08am PT
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I'm a pilot
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Skeptimistic
Mountain climber
La Mancha
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Jul 20, 2016 - 09:13am PT
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Woo-hoo! Welcome to the 4th dimension!
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Gary
Social climber
Where in the hell is Major Kong?
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Jul 20, 2016 - 09:15am PT
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Awesome!
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 20, 2016 - 10:21am PT
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Both Chris and Elliot are really nice guys. I'm still very unpleased I damaged the aircraft. At the end of the day I could have declined. But on a long day in a hot cockpit and trying to get this done it was just overloaded and the thought didn't cross my mind. Plus I had done that transition before so I made the decision. Only thing is I didn't do it before with 230 lbs of potatoes in the back seat.
After the very few things left for this morning Elliot stated "that's what we wanted to see yesterday". After I left the airport I had some beers and rode my bike around. Don't remember my head hitting the pillow and Aya brought me a cup of coffee when my eyes opened 15 minutes before I was to meet them.
It was a nice calm morning and a good ride. I'll write some more about the whole experience later.
This has been one of the hardest "pitches" I've ever lead. I'm not even sure what to do with myself. Might just go camping at Woo this weekend because I can.
So... how does the rope get up there anyway? I fergot.
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bentelbow
climber
spud state
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Jul 20, 2016 - 12:36pm PT
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Good job nature! Sounds like a tough check ride, I don't think mine lasted more than an hour and was over before I knew it.
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BLUEBLOCR
Social climber
joshua tree
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Jul 20, 2016 - 01:38pm PT
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RIGHT ON! GOOD JOB CAPTAIN DOUG
This has been one of the hardest "pitches" I've ever lead.
prolly one of the most expensive too, eh? way to go stickin through it! how much does it cost to get a PPL these days? do you got plans on working toward your instrument rating?
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 20, 2016 - 01:50pm PT
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I'm scared to add it all up but I expect it rang in around $12K or more. The nice thing is it's a tax deduction as the reason I got the PPL was to fly drones commercially (required under our FAA 333 Exemption to act as PIC for commercial operations).
No plans to do anything right now. Instrument seems like a good logical next step but for now I look forward to going out and flying just to fly.
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Reilly
Mountain climber
The Other Monrovia- CA
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Jul 20, 2016 - 02:02pm PT
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Only $12K? Really? Lite! BTW, gud job.
Fuggetabout instruments, just do Pokemon Go - lots cheaper.
ps
Go soaring and really learn how to fly! You live in sailplane heaven!
Oh, and just remember, there are no go-arounds. ;-)
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nature
climber
Boulder, CO
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Topic Author's Reply - Jul 20, 2016 - 02:19pm PT
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After Chris was done doing the evaluation on Elliot they both walked to the other side of the airport where Elliot did a check ride for Chris in the gliders.
Both of them said I should hop in a glider. That might be next.
"Only". phffffffpt.
And Thank you all for the support on this journey. If I didn't have a photo shoot first thing in the AM I'd be working on a good one while chasing PokeyMon's around town. And do you know how many pokey stops you can hit even in a slow little Cessna?
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O.D.
Trad climber
LA LA Land
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Jul 20, 2016 - 05:15pm PT
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Woo hoo! Congrats!
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BLUEBLOCR
Social climber
joshua tree
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Jul 20, 2016 - 05:33pm PT
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yep, woot woot again!
thinkin it's kinda cool you crash landed on ur checkout ride, hahahaha
should always be a 10 if everyone walks away, right;)
Cheers
think i'm having sushi tonight. prolly only a 5 on your scale tho! but it's all you can eat, $11.99 @ The Asian Buffet in yucca valley! it's cheaper than a new Crossroads breakfast. and better!
edit; did anyone else notice that dude above has boobs?>
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Brokedownclimber
Trad climber
Douglas, WY
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Jul 23, 2016 - 10:03am PT
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As my first CFI told me, even if you wreck the airplane the DE expects the wreckage to be ON THE CENTERLINE!
Doug-
I missed the "I'm a pilot," post. My sincerest congratulations!!
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Brokedownclimber
Trad climber
Douglas, WY
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Jul 27, 2016 - 05:54pm PT
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Next steps?
After I received my Private certificate, I went for my Complex endorsement (Cessna 172 RG), and finally my High Performance endorsement (Piper PA28-236). If you can find a rental Cessna 182 RG, you could kill 2 birds with one bird.
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Reilly
Mountain climber
The Other Monrovia- CA
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Jul 27, 2016 - 06:45pm PT
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Don't phuk around, find a Cessna 210.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2017 - 03:37pm PT
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Well that was exciting...
I hadn't been up in over 3 months so I needed an instructor to clear me. two two delta had some issues with oil pressure and max RPM so it was grounded. Second option is zero eight juliet but that thing always feels like it's about to fall out of the air. They brought four seven lima online right around when I finished my PPL so I never had a chance to fly it. It's a 1991 Cessna 172 sport - fuel injected so it has 20 more HP. It feels all fancy compared to the '79 Cessna. Winds were suppose to be light @3KN but the rotors sitting on the mountains suggested that wouldn't be the case.
After getting introduced to a new plane and new cockpit the take off from eight was fine and we headed to the practice area. We contacted KDEN approach and got flight tracking -busy day out there today. Did the standards stuff - steep turns, power off stalls etc. and then headed back to KBDU. Winds were a bit different - 24012KNG22 and variable. Little bit of a cross-wind for two-six. First landing wasn't bad - the shiny side stayed up and did a touch and go for closed traffic to bump the wheels again so I can get current for passengers. Last landing was exciting - had a nice glide slope and I had the stripes all lined up as we crossed the threshold only to get blasted off the line. Pulled her back to the stripes, got the wheels on the ground and called it a day. A little bit of snow started as we shut her down. My instructor commented about how hard I was working.
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 25, 2017 - 03:43pm PT
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Not only did you keep the shiny side up you walked away from that last landing! Good job! :-)
AND you landed on the runway. Take THAT, Harrison!
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ms55401
Trad climber
minneapolis, mn
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Feb 25, 2017 - 03:47pm PT
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about how long does it take to get the basic (non-commercial) pilot license that would allow one to legally bop around solo in run-of-the-mill single-prop?
how long in calendar time, assuming "day job"
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 25, 2017 - 03:51pm PT
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3-4 months, if yer check book holds out, or 6 months if yer slow or uncoordinated.
9 months for most climbers.
1 month if you quit yer job. YMMV
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2017 - 04:05pm PT
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Took me a year and $13K. But I also had a winter to deal with and a job.
And I never really had any doubts on those landings. Even it was the windiest day I've ever had flying. Plus there were no 737's to aim at sitting on the taxi way.
I think I'm going for IRF rating next. Didn't realize it's *only* 40 hours. four seven lima with the autopilot and all the fancy GPS stuffs is perfect for that.
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 25, 2017 - 04:27pm PT
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Hope yer instructor doesn't let you use the auto while you learn. Seriously.
You'll love flying by numbers - the ultimate video game!
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 25, 2017 - 05:09pm PT
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Just remember this axiom: getting the Private Cert is just a license to begin learning how to fly... You are still a beginner until you get yourself into a situation that scares you shitless, but manage to survive.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 25, 2017 - 06:14pm PT
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Haha... Good point Roger.
But that's what happened on my first flying lesson ;-)
And look what happened.
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nature
climber
Boulder, CO
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Topic Author's Reply - Feb 27, 2017 - 08:24am PT
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Met some guys that skydive. They need someone to fly their 182. Looks like HP endorsement for the 182 is next. Free hours. What's not to like?
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Reilly
Mountain climber
The Other Monrovia- CA
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Feb 27, 2017 - 08:26am PT
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What's not to like?
Don't let 'em con you into jumping out with them!
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Brokedownclimber
Trad climber
Douglas, WY
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Feb 27, 2017 - 05:10pm PT
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HP doesn't take that much time; usually 4-6 hours with an instructor. I flew my Dakota back to Casper from Murrieta with an ATP in the right seat, logging 5.3 hours of HP time. Departed in very foggy weather, so also logged 0.2 hours of real IFR since I did the instrument takeoff. My first landing was at Bryce Canyon Utah for a fuel stop. Second TO was a breeze 'cause I could see the runway in the distance. After that I needed 3 hours with an instructor, but with the admonition to get some extra solo time before flying with passengers.
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 1, 2017 - 05:30pm PT
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All signed up to start next week. They figure 3 lessons and I'll be checked out.
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 4, 2017 - 09:21am PT
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3/3/2017
Well that was exciting. After a smooth takeoff from KBDU with Jethro Grant we headed south along the Flatirons. It was a little bumpy but nothing of concern. After about 40 minutes the range front started pushing us close to KDEN Bravo and wanting to avoid that I pulled a 180 and headed back north. Winds continued to pick up and at one point a gust blew the plane into a 30 degree bank. Curious, I thought.
With the increasing winds I decided it was time to get the wheels on the ground. Setting up to land two-six was challenging and once over the tarmac things got really exciting - we got blown up and down and left and right. I rejected the landing for another try. Second time wasn't even close. Unicom came on and suggested we find another airport with less winds. I grabbed AWOS from Longmont and Erie only to find it was WORSE.
Jethro grabbed weather from Greeley - it was light winds or calm. So we followed the smell to Greeley and were greeted by a smooth as butter landing. We hung out there for about two hours watching the winds go from bad, to worse, to slightly better. Around 4PM we fueled up and headed to Boulder. Winds at Metro were mellow so we figured worse case is we'd land there and get someone to pick us up and then get the plane home in the morning.
As we approached Boulder the winds died down to 6KN at 230. So I set up for two-six and had an uneventful landing. Parked the plane and headed straight for BEERS!
Thanks for the day, Jethro. You can be my wingman ANY time.
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Brokedownclimber
Trad climber
Douglas, WY
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Something your instructors should be discussing with you: Personal Limits. Just how much wind are you willing/able to still fly safely? In Casper, we usually consider anything above 36 knots as stay on the ground and do some hangar flying. That's the limit set by the local flight school for flying with an instructor. My personal limit is 30 kts. down the runway; no more than a 6-7 kt. crosswind component. Yeah, I've landed mine in ~ 40 kt headwind straight down the runway, but the flying isn't as hazardous as taxiing with swirling crosswinds.
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Reilly
Mountain climber
The Other Monrovia- CA
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Find somebody with an Extra 300 and get yer HP, taildragger, and aerobatics in one package!
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nature
climber
Boulder, CO
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Topic Author's Reply - Mar 5, 2017 - 11:48am PT
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That Extra 300 looks fun. Guessing the 300 is for HP?
Roger, this isn't about personal limits. All indictions from all weather sources for that day indicated it would be a calm day. Metro TAF was showing a very calm forecast (especially for Metro). We were an hour into the flight before the winds picked up.
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nature
climber
Boulder, CO
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Topic Author's Reply - May 1, 2019 - 08:44am PT
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I started this journey for my PPL simply so I could fly drones commercially under an FAA 333 Exemption. 14 CFR Part 107 (commercial drone regulations) ended the need Part 61 Airman Certification - now you just need to take a test.
I've kept current and now this whole experience has paid off to some extent.
I had a job interview with the CEO of DARTdrones ( dartdrones.com) yesterday for a sUAS Flight Instructor position. That went well and I'll now be the DARTdrones sUAS Flight Instructor for the Denver region. They use to fly someone in from San Diego to teach the Denver courses.
Woot!
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BLUEBLOCR
Social climber
joshua tree
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Cool Beans Dude!!
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