OK one more catch-up post...
After passing my knowledge test three weeks ago--and spending all the study time preparing for it--I decided to do a little for-fun reading.
There is a nice ongoing thread on the Pacific Northwest Flying forum about aviation books, and from that I got a favorable impression of Ernest Gann. Gann was an early airline pilot (for American) and also flew transports during World War II, mostly across the north Atlantic. I checked out a copy of Fate is the Hunter from the library, and thoroughly enjoyed it.
I'm sure glad the reliability of aircraft engines has improved!
If you're interested in aviation and adventure, I recommend the book!
Saturday, April 24, 2010
FAA Wings
This morning I'm catching up on blog topics. Apologies for the stream-of-consciousness.
The club (meaning, Center O Flying Club, at KOLM, of which I'm now a member) offers a discount off the monthly dues for attending safety seminars or courses. Online courses count. With the end of April approaching, I thought I'd take a course, learn something, and secure my discount.
I signed up for the FAA Wings program, which provides pilots with a portal through which they can obtain online training and other resources. The FAA partners with AOPA so that AOPA safety courses (free to members, like yours truly) count towards the Wings program. It's an overall effort to provide quality continuing education in a cost-effective manner, which is a great idea.
I took a "GPS for VFR" course last night, which I thought would be valuable as I'm still getting used to the Garmin 430 GPS in 898. It was well-done and informative.
I'll look forward to using this resource and building a nice transcript at Wings. And the discounts at Center O won't be too shabby either!
The club (meaning, Center O Flying Club, at KOLM, of which I'm now a member) offers a discount off the monthly dues for attending safety seminars or courses. Online courses count. With the end of April approaching, I thought I'd take a course, learn something, and secure my discount.
I signed up for the FAA Wings program, which provides pilots with a portal through which they can obtain online training and other resources. The FAA partners with AOPA so that AOPA safety courses (free to members, like yours truly) count towards the Wings program. It's an overall effort to provide quality continuing education in a cost-effective manner, which is a great idea.
I took a "GPS for VFR" course last night, which I thought would be valuable as I'm still getting used to the Garmin 430 GPS in 898. It was well-done and informative.
I'll look forward to using this resource and building a nice transcript at Wings. And the discounts at Center O won't be too shabby either!
Armchair flying
My flying has been plagued by two problems lately. First, I haven't been home very much...I've had a lot of business travel. Second, when I've been here, the weather hasn't been conducive to flying.
I did go up with Joel two weekends ago, and tamed the beast that is 75898. I focused on cutting back the power more, and also using more elevator trim. That combination allowed me to stay ahead of the airplane easily and not get so tensed-up with pitch control. Joel signed me off to solo in it. We also went back to Tacoma Narrows and I had no trouble with the pattern there. So I am now able to fly to Tacoma, Shelton, and Chehalis in 898.
But since then, no flying.
Since I can't be up in the air, I've been trying a technique that a former instructor once told me was quite powerful, despite how silly it can feel: visualization. Pilots call it "armchair flying". Basically, you sit in the recliner or on the sofa, close the eyes, relax, and visualize flying a pattern. I've been trying to do it once a day or so for the past couple of weeks, and it is really helping to smooth out my flow of activities in a full pattern. It forces a level of concentration that flying with a simulator doesn't quite produce.
Interestingly, in my other hobby--classical guitar playing--many experts recommend the same technique for training the mind to handle challenging fingerings and passages. While both flying and guitar-playing require some muscle dexterity, the vast majority of tasks in both activities are well within the raw muscular capabilities of most people. What slows us down is the mind sending the right signals through the synapses to drive those muscles, and visualization really helps the mind to get better at this job.
I have time scheduled in 898 tomorrow, so we'll see how much this has helped! I'm going to try to capture some video, too.
I did go up with Joel two weekends ago, and tamed the beast that is 75898. I focused on cutting back the power more, and also using more elevator trim. That combination allowed me to stay ahead of the airplane easily and not get so tensed-up with pitch control. Joel signed me off to solo in it. We also went back to Tacoma Narrows and I had no trouble with the pattern there. So I am now able to fly to Tacoma, Shelton, and Chehalis in 898.
But since then, no flying.
Since I can't be up in the air, I've been trying a technique that a former instructor once told me was quite powerful, despite how silly it can feel: visualization. Pilots call it "armchair flying". Basically, you sit in the recliner or on the sofa, close the eyes, relax, and visualize flying a pattern. I've been trying to do it once a day or so for the past couple of weeks, and it is really helping to smooth out my flow of activities in a full pattern. It forces a level of concentration that flying with a simulator doesn't quite produce.
Interestingly, in my other hobby--classical guitar playing--many experts recommend the same technique for training the mind to handle challenging fingerings and passages. While both flying and guitar-playing require some muscle dexterity, the vast majority of tasks in both activities are well within the raw muscular capabilities of most people. What slows us down is the mind sending the right signals through the synapses to drive those muscles, and visualization really helps the mind to get better at this job.
I have time scheduled in 898 tomorrow, so we'll see how much this has helped! I'm going to try to capture some video, too.
Saturday, April 3, 2010
Knowledge test
The weather in the northwest has been awful for flying for more than a week now. So I decided to take this opportunity to get the mandatory FAA "knowledge test" under my belt.
This is a 60-question, computer-delivered, multiple choice test on the full range of private pilot subject matter. A score of 70% is technically a "pass", but any missed questions are likely to be "explored in depth" by the examiner during the "practical test" (aka checkride) later on.
I drove up to Tacoma Narrows (KTIW), the nearest testing center to home. After the staff at Pavco (the KITW FBO and test provider) resolved a few technical difficulties with the exam workstation, I finished the test and got 59/60 correct. Certainly a score I can live with!
Hope to go flying next weekend with Joel in between trips to DC and Honolulu. We'll see if the weather cooperates.
This is a 60-question, computer-delivered, multiple choice test on the full range of private pilot subject matter. A score of 70% is technically a "pass", but any missed questions are likely to be "explored in depth" by the examiner during the "practical test" (aka checkride) later on.
I drove up to Tacoma Narrows (KTIW), the nearest testing center to home. After the staff at Pavco (the KITW FBO and test provider) resolved a few technical difficulties with the exam workstation, I finished the test and got 59/60 correct. Certainly a score I can live with!
Hope to go flying next weekend with Joel in between trips to DC and Honolulu. We'll see if the weather cooperates.
Sunday, March 28, 2010
New Feature: Videos!
As mentioned earlier, I've set up in-cockpit video capture capabilities, and a YouTube channel to host the results.
This first "episode" is not terribly exciting, just verifying that internal cockpit communications (intercom) and radio traffic are audible. In flight, there will also probably be a soft murmur of engine noise as well...basically, the video will sound pretty much like what pilot and passengers hear with noise-canceling headsets on. This test was done on the ground (in the hangar, actually) with the engine off, so not entirely realistic conditions, but real enough to verify that it will work.
After doing some research online, I've settled on the following setup:
My biggest concern is that the tripod will gradually work its way loose during flight. I suppose I will learn how likely this is on a flight soon. I did my best to dislodge it by replicating the effects of various aircraft attitudes, and it was very firmly attached to the rear seat. It really didn't seem at all likely to slide off, but I'll probably try to shore it up with some kind of backup bungee or tie, so if it does slide, it won't be rolling around the back of the cabin.
I'll take a photo of the setup next time I fly.
The contrast on the video is pretty dramatic, but that's largely due to the fact that the aircraft was still in the hangar (where it was quite dark) and the sky, while cloudy, was still pretty bright. I think when sunlight streams in the windows, the inside and outside lighting will be fairly equal.
In the test video, I tune the ATIS for KOLM first, then the Unicom where I did a quick radio check. (Unicom is a general communications frequency at an airport; at Olympia, since traffic advisories are provided by the tower controllers when the tower is open, the Unicom is largely for non-ATC communication and advisories (such as requesting fuel or other services). I'm still getting used to tuning the communications radio via the GPS receiver, but it's pretty straightforward. I happened to use COM2 (the second of the two comm radios) here, since the ATIS was already tuned there.
I will have one absolute rule about the video capture: no fiddling with the video camera in flight. Whatever gets captured, gets captured. It's really not reachable from the front seat, and I'll use the camera's remote to start/stop the video, but that's about it.
This first "episode" is not terribly exciting, just verifying that internal cockpit communications (intercom) and radio traffic are audible. In flight, there will also probably be a soft murmur of engine noise as well...basically, the video will sound pretty much like what pilot and passengers hear with noise-canceling headsets on. This test was done on the ground (in the hangar, actually) with the engine off, so not entirely realistic conditions, but real enough to verify that it will work.
After doing some research online, I've settled on the following setup:
- A patch cord from Aircraft Spruce
- Our Sony digital camcorder
- Our GorillaPod tripod, with the legs of the tripod firmly gripping the back of the rear seat in the aircraft
My biggest concern is that the tripod will gradually work its way loose during flight. I suppose I will learn how likely this is on a flight soon. I did my best to dislodge it by replicating the effects of various aircraft attitudes, and it was very firmly attached to the rear seat. It really didn't seem at all likely to slide off, but I'll probably try to shore it up with some kind of backup bungee or tie, so if it does slide, it won't be rolling around the back of the cabin.
I'll take a photo of the setup next time I fly.
The contrast on the video is pretty dramatic, but that's largely due to the fact that the aircraft was still in the hangar (where it was quite dark) and the sky, while cloudy, was still pretty bright. I think when sunlight streams in the windows, the inside and outside lighting will be fairly equal.
In the test video, I tune the ATIS for KOLM first, then the Unicom where I did a quick radio check. (Unicom is a general communications frequency at an airport; at Olympia, since traffic advisories are provided by the tower controllers when the tower is open, the Unicom is largely for non-ATC communication and advisories (such as requesting fuel or other services). I'm still getting used to tuning the communications radio via the GPS receiver, but it's pretty straightforward. I happened to use COM2 (the second of the two comm radios) here, since the ATIS was already tuned there.
I will have one absolute rule about the video capture: no fiddling with the video camera in flight. Whatever gets captured, gets captured. It's really not reachable from the front seat, and I'll use the camera's remote to start/stop the video, but that's about it.
Hangar Flying Weekend
"Hangar flying" is a common term among pilots to describe a social gathering at the airport on days when the ceiling, visibility, or cashflow are inadequate for actual flight. This weekend I did a different sort of hangar flying...
On Friday morning, the weather was looking halfway decent for late afternoon, so I called up Joel and asked if he could do some dual time to get me more comfortable with 898. He said he could, and we agreed to meet at 6.
At 5, the weather was clear, with a high ceiling, but the winds were nearly 15 knots out of the southwest and the atmosphere very unstable. Not the kind of conditions that are going to help me reach a comfort level with the new aircraft. I went out to the airport anyway, taking my son Michael with me, just to take a look...and show Michael the hangar and airplane while we were at it. Somehow he thought we were going flying and was disappointed when I told him we weren't...that the weather wasn't going to work out and anyway, it would be awhile before Daddy was ready for passengers! He sat in the plane while I called Joel to cancel. As we were leaving, the Beech 1900 service that flies back and forth to Hillsboro, Oregon (KHIO) several times a day was landing on 17, so we parked 100 yards from the end of the runway and listened to the dull roar of the turboprops as it passed 200 feet overhead.
Then today, in more nasty weather, I went out to the airport with my new toy: an adapter that will allow my to patch our camcorder into the aircraft intercom system. It works great! I did a little test from the hangar that I hope to post on YouTube later. I'm looking forward to adding a video component to the olympiapilot blog!
While I was out there I snapped a picture of 898 so you can put a name with a face:
In between, I've been studying hard for my FAA knowledge test (which I'll take next weekend) and diving deep into aviation weather. Which is a good topic as I look outside at the rain, gusty winds, and waves of cumulus that have descended upon us.
On Friday morning, the weather was looking halfway decent for late afternoon, so I called up Joel and asked if he could do some dual time to get me more comfortable with 898. He said he could, and we agreed to meet at 6.
At 5, the weather was clear, with a high ceiling, but the winds were nearly 15 knots out of the southwest and the atmosphere very unstable. Not the kind of conditions that are going to help me reach a comfort level with the new aircraft. I went out to the airport anyway, taking my son Michael with me, just to take a look...and show Michael the hangar and airplane while we were at it. Somehow he thought we were going flying and was disappointed when I told him we weren't...that the weather wasn't going to work out and anyway, it would be awhile before Daddy was ready for passengers! He sat in the plane while I called Joel to cancel. As we were leaving, the Beech 1900 service that flies back and forth to Hillsboro, Oregon (KHIO) several times a day was landing on 17, so we parked 100 yards from the end of the runway and listened to the dull roar of the turboprops as it passed 200 feet overhead.
Then today, in more nasty weather, I went out to the airport with my new toy: an adapter that will allow my to patch our camcorder into the aircraft intercom system. It works great! I did a little test from the hangar that I hope to post on YouTube later. I'm looking forward to adding a video component to the olympiapilot blog!
While I was out there I snapped a picture of 898 so you can put a name with a face:
In between, I've been studying hard for my FAA knowledge test (which I'll take next weekend) and diving deep into aviation weather. Which is a good topic as I look outside at the rain, gusty winds, and waves of cumulus that have descended upon us.
Tuesday, March 23, 2010
More power than I knew what to do with
Tonight was my checkout flight in the latest of my long line of aircraft relationships: N75898. Eight-niner-eight, as she's known, is a beautiful ship that belongs to the Center O Flying Club, of which I am now a member.
First, a little about Center O. It's been around for 30+ years, has about 50 members, and is really an excellent way to fly a variety of aircraft--more variety than any FBO on the field at KOLM--very, very economically. Fortunately they accept students as members (in fact, many current members started as student pilots), and had a few memberships for sale. I've been working with them over the past couple of weeks to secure a membership. I applied, and the members voted me in at their annual meeting, which as luck would have it was last Saturday evening. I have learned that it is a very well-run organization, whose members take flying very seriously and take very good care of their aircraft.
The club recommended--and I insisted--on a checkout flight in the new plane, so I arranged to meet Joel at KOLM tonight for a lesson. I went into it thinking that the extra 20 horsepower of 898's engine would not make that much difference, and that I'd pretty much pick up where I left off on Saturday in 6268D. So Joel and I planned to work on "high performance" takeoffs and landings--practicing short-field and soft-field operations, which are required on the private pilot checkride (and good things to know anyway).
898 is kept in a hangar...new experience #1. Preflight was the same routine, though there were a few more details like engine heaters and wheel fairings to consider. Joel and I pulled the ship out of the hangar, and it was then that I noticed how immaculately clean it is. The club repainted it last year, so it looks much better than any aircraft I've ever flown. It doesn't really look like a typical FBO "trainer". The inside is in very good shape as well. A very pleasant ride.
898 has a panel-mounted Garmin 430 GPS...new experience #2. This is a very nice feature, but it has a bit of a learning curve. Joel gave me a very quick primer on it, but it was hardly enough to be productive. I've noticed that Garmin makes a free simulator for it. I will definitely be downloading that and playing with it. Joel said that once I get comfortable with it, I will fall in love with it. I believe him!
We had to takeoff without delay, as there was a Beech 1900 on final behind us, so we scrapped the idea of practicing a short-field takeoff. I flew over Michael's elementary school where his baseball team was practicing...I usually watch his practices, just usually not from this perspective.
10 minutes later we were at Tacoma Narrows airport (KTIW). During the whole trip there, Joel was showing me the 430 while I was flying and scanning for traffic. KTIW tower cleared us for a straight-in approach, and it was during the approach that I realized how much more power this aircraft has, and how much the difference would change my routine...new experience #3. I'm sure seasoned pilots just adjust to this, but for me it was a stark contrast. We stayed there for 4 trips around the patch, and after the second one we gave up the high performance bit...I was just focusing on basic takeoffs and landings. In the picture on the page linked above, you can see that one end of the runway (the 35 end) is near the water; what you can't tell from the picture is that between the runway threshold and the water is a 300 foot cliff, which really tends to skew the perspective and also, I found, created some strange wind currents on short final.
By the time we left, I felt like I was starting to get the feel for the aircraft, but we needed to head back to KOLM and park the ship for the night. Between the different perspective of KTIW and the different handling of the aircraft, it was a very challenging evening. But I am already eager to go out again and master it. Once I do, this will be a very, very fun airplane to fly.
Next lesson: tentatively Sunday, weather permitting.
First, a little about Center O. It's been around for 30+ years, has about 50 members, and is really an excellent way to fly a variety of aircraft--more variety than any FBO on the field at KOLM--very, very economically. Fortunately they accept students as members (in fact, many current members started as student pilots), and had a few memberships for sale. I've been working with them over the past couple of weeks to secure a membership. I applied, and the members voted me in at their annual meeting, which as luck would have it was last Saturday evening. I have learned that it is a very well-run organization, whose members take flying very seriously and take very good care of their aircraft.
The club recommended--and I insisted--on a checkout flight in the new plane, so I arranged to meet Joel at KOLM tonight for a lesson. I went into it thinking that the extra 20 horsepower of 898's engine would not make that much difference, and that I'd pretty much pick up where I left off on Saturday in 6268D. So Joel and I planned to work on "high performance" takeoffs and landings--practicing short-field and soft-field operations, which are required on the private pilot checkride (and good things to know anyway).
898 is kept in a hangar...new experience #1. Preflight was the same routine, though there were a few more details like engine heaters and wheel fairings to consider. Joel and I pulled the ship out of the hangar, and it was then that I noticed how immaculately clean it is. The club repainted it last year, so it looks much better than any aircraft I've ever flown. It doesn't really look like a typical FBO "trainer". The inside is in very good shape as well. A very pleasant ride.
898 has a panel-mounted Garmin 430 GPS...new experience #2. This is a very nice feature, but it has a bit of a learning curve. Joel gave me a very quick primer on it, but it was hardly enough to be productive. I've noticed that Garmin makes a free simulator for it. I will definitely be downloading that and playing with it. Joel said that once I get comfortable with it, I will fall in love with it. I believe him!
We had to takeoff without delay, as there was a Beech 1900 on final behind us, so we scrapped the idea of practicing a short-field takeoff. I flew over Michael's elementary school where his baseball team was practicing...I usually watch his practices, just usually not from this perspective.
10 minutes later we were at Tacoma Narrows airport (KTIW). During the whole trip there, Joel was showing me the 430 while I was flying and scanning for traffic. KTIW tower cleared us for a straight-in approach, and it was during the approach that I realized how much more power this aircraft has, and how much the difference would change my routine...new experience #3. I'm sure seasoned pilots just adjust to this, but for me it was a stark contrast. We stayed there for 4 trips around the patch, and after the second one we gave up the high performance bit...I was just focusing on basic takeoffs and landings. In the picture on the page linked above, you can see that one end of the runway (the 35 end) is near the water; what you can't tell from the picture is that between the runway threshold and the water is a 300 foot cliff, which really tends to skew the perspective and also, I found, created some strange wind currents on short final.
By the time we left, I felt like I was starting to get the feel for the aircraft, but we needed to head back to KOLM and park the ship for the night. Between the different perspective of KTIW and the different handling of the aircraft, it was a very challenging evening. But I am already eager to go out again and master it. Once I do, this will be a very, very fun airplane to fly.
Next lesson: tentatively Sunday, weather permitting.
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