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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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