Rich's Quest For Flight

Like Tears In Rain

noreply@blogger.com (richmanwisco) — Fri, 04 Sep 2009 02:19:00 +0000

P W Fenton is a talented story teller and musical historian whose Digital Flotsam podcast has been my favorite for over 4 years. An offhand comment one day resulted in a most remarkable collaboration, and a tribute to my greatest influence - my father.

Radio Free Radio's - Digital Flotsam Blog » Blog Archive » Digital Flotsam #74 – Like Tears In Rain

AirVenture Is Coming

noreply@blogger.com (richmanwisco) — Sat, 16 May 2009 19:35:00 +0000

Yes, we are very much looking forward to attending this year. And this time I am a member of EAA.

Longing for AirVenture 2009

Technorati Tags: flying, eaa, airventure

An Increasingly Rare Flight

noreply@blogger.com (richmanwisco) — Sun, 18 Jan 2009 19:07:00 +0000

KRYV 181900Z AUTO 28006KT 10SM CLR M10/M16 A2976 RMK AO2
It was back in November when I had my last flight. Money has become exceptionally tight in the household, and flight time is more of a luxury than ever. My 2 year anniversary of my checkride is this week, so this is going to be my last flight for the near future. So I needed to get up one more time before I fell out of currency requirements, if not to reaffirm some confidence in my skills.

The plan for today was simple. Jot up to Juneau for a couple of touch and goes and then back to Watertown for a couple more. Basic stuff. It's nice to have another field close to home to allow for airport approaches and pattern entry. It's one thing to just take a few trips around the patch, but there's no real planning that has to go into that. Going to another airport forces you to plan. Runway selection, pattern entry, and all the different sight pictures are reinforcing more skills than just takeoffs and landings. It's the next best thing to an official cross country. The only things missing are the in depth weather planning, fuel management, and navigation. An these days, navigation is a snap with the GPS unit.

Besides being bitterly cold this morning (or downright tropical compared to earlier this week, it's all relative), conditions were perfect. A slight breeze with a tiny cross wind component both here and at Juneau. The longer I go between flights the more apprehensive I am climbing into the plane. Have I lost my skills? Is my head properly in the game? Today my head was in the game. I was more focused than I had been on the previous two or three flights. I made sure I verbalized my preflight briefing to myself. Besides, there's nothing better to do while you're waiting for the engine to reach temperature.

Any lingering apprehension vanished when the wheels lifted off the pavement. You just don't have time to think because of the focus you need in the first two minutes. Not until I'm at a safe altitude can I relax and start enjoying things. Approach to Juneau was routine. First landing may have been a couple of knots fast, but aligned nicely and slightly left. Second landing I flared a little earlier, but I drifted a little left and slightly misaligned. The right wheel might have been on the centerline. The two landings in Watertown were about the same. Slightly left but aligned with a nice flare.

So my next flight will be part of my biennial flight review. The review is mandated to ensure minimum pilot proficiency. I still haven't talked to an instructor about it, but I have an idea of some things I want to make sure are covered. It's probably wise to do some training on emergency situations, as well as a full series of stall sequences. Since that near disaster the last time I tried a power on stall, I'm a little gun shy about doing one without a safety on board. Plus my landing techniques probably need a little tweaking to stop that left drift I keep getting. A cross country up to Appleton or Oshkosh, with lunch in the middle and training each way should suffice. I reckon an hour on the ground and two in the air. We'll see what the instructor recommends. I feel like I've done well to keep the knowledge high.

In the end, it gets back around to money. I fear that this might be six months or more before I get it done. The very real possibility of going inactive cannot be discounted. How I would love to buy one of the nicer light sports and take nice, leisurely cross countries around the region. That dream is at least 10 years away. But I dream. I am never more at peace than when it's me, a magic anti-gravity machine, and the limitless sky. There just ain't nothing like it.

Watertown Aerial Winter
Originally uploaded by richmanwisco

Becoming a Pilot In a Most Unusual Way

noreply@blogger.com (richmanwisco) — Fri, 19 Dec 2008 20:14:00 +0000

Our soldiers and sailors deployed to Iraq endure harsh conditions in the performance of their mission. Trying to beat the monotony of down time and perhaps even to take their minds off their difficult jobs is a challenge. AOPA brings us the story of a group of our finest professionals taking an opportunity to fulfill a dream.
AOPA Online: GA brings a lift to troops in Iraq

Techonorati Tags:

aviation, flying, cool stuff, our troops

Igniting a Passion?

noreply@blogger.com (richmanwisco) — Mon, 04 Aug 2008 02:06:00 +0000

20080727 Local 004
Originally uploaded by richmanwisco

After my father's death, my mom, brother and I moved to northern New Jersey, right under the final approach path to Teterboro Airport. Day after day, countless airplanes flew down the street, and I just had to stop and look up at every one of them. One day, the Goodyear Blimp passed overhead, and it was so low I could swear I could reach up and touch it!

Here, two youngsters observe the departure of 55 Piper Comanches leaving Watertown Municipal Aiport for Oshkosh and the EAA AirVenture. Could these be future aviators?

Incident at Watertown Municipal

noreply@blogger.com (richmanwisco) — Sat, 26 Jul 2008 23:59:00 +0000

At about 3:45 pm this afternoon, a Cirrus airplane, reported to have 2 aboard, attempted a landing on runway 29 at Watertown Municipal Airport. The airplane appeared to abort the landing and lost control as it tried to climb out, veering to the left and crashing into a row of hangers. It is not known the extent of injuries at this time to those on board or any on the ground. It is very fortunate that the plane crashed there as it just missed crashing into 15 to 20 parked aircraft on the ramp that were assembled in preparation to travel to Oshkosh tomorrow. More information as I get it.

UPDATE: So far it has been reported that 2 people were aboard and both suffered non-fatal injuries although their exact condition is not known. This was a terrifying incident; Watertown was hosting a Piper Comanche gathering, and 3 dozen planes were parked on the ramp just behind my vantage point. Additionally there were several dozen people gathered in the main hanger for a barbeque. It could have been a disaster.

UPDATE 2: The occupants of the plane were a man and his wife. The injuries have been reported as non-life threatening. The plane was a Cirrus SR-22, which is equipped with seatbelt airbags. Those airbags may very well have saved two lives today. Very good news indeed.

Technorati tags: aircraft, accident, watertown, wisconsin

Every Young Aviator's Dream

noreply@blogger.com (richmanwisco) — Sat, 26 Jul 2008 02:25:00 +0000

I have seen the Navy Blue Angels just once in my life thus far, back in 1982 at Lakehurst NAS, New Jersey. Back then they flew the old A-4F Skyhawk, not one of the more memorable jet fighters, but awesome all the same.

Brian Terwilliger is a film maker who has taken his passion for aviation and put it on film in his critically acclaimed "One Six Right". Earlier this year, he was offered a ride in one of the Angels' F/A-18 Hornets and he takes us along for the ride.

I'm off for vacation for a week, and I will be attending EAA Airventure Oshkosh for the very first time. It's yet another thing I've wanted to do my whole life. I hope to have plenty of material when I get back. Meanwhile, enjoy the film.

Flying Full Circle | A Dream Come True Ride with the Blue Angels

A Long Time Between

noreply@blogger.com (richmanwisco) — Sat, 24 May 2008 15:20:00 +0000

KRYV 241335Z AUTO 09007KT 10SM CLR 13/08 A3024 RMK AO2

Today I made re-acquaintance with an old friend.

Since my checkride in January of last year, I had been flying only the Cessna 152 planes of the fleet at the FBO. My budget for flight training was used up, and flying the smaller 152s was considerably cheaper. And since I can't seem to attract passengers, there was no sense flying a 4 seat plane with 3 empty seats.

But today was the beginning of the execution of what I hope is a wisely devised plan. On November 8, Penn State plays a road football game at Iowa. Depending on what time it starts, it would be a perfect reason to fly a medium length cross country just to see the game. I would love to take the wife with me, but she's still pretty skittish about flying in a small plane. And after taking her up last year in a C152, there's no way she's going up in anything smaller than a C172. Now I know it's not smart to just wait until November and expect she's going to make it 90 minutes each way. So we need to work up to it. So the objective today was to do some airwork with N9002E and shake off the rust. Next month, I'm going to take her to a pancake breakfast 50 nm from here. One longer cross country later on, and she'll know for sure if she can make the game in November. So that's the plan.

The weather is absolutely brilliant today. Opening the door to 02E quickly reminded me just how different the 172 is to the 152. The taller seats, higher step up, larger instrument panel, and of course the back seat. I finished up the preflight, took another long look at the procedures checklists, and started up the plane. As I started my takeoff roll, it took just a moment to recall that this plane was all about rudder, rudder, rudder. Where in the 152 you could forget to use rudder and still have minimal slip, the 172 is not so forgiving.

I climbed up to 3500' and performed my clearing turns in the maneuver area, and I did a set of steeps turns, some flow flight clean and slow flight dirty. I even felt bold enough to stall and, where the 152 barely breaks, the 172 takes your over the top like a roller coaster. I was nearing the end of my allotted time, so I headed back to the airport. Things got a bit interesting as I turned final for Runway 11. Since that was the short runway at the field, I decided in advance that I would make the first landing a full stop with a taxi back for another takeoff. But as I descended during downwind, base, and final, nothing felt right. I was still too high and too fast 200 yards from the threshold, so I aborted the approach and called a go around. Maybe it was a flashback from the checkride, when I damn near crashed the thing making a bad approach to 11. So it was another time around, with much better results. I still did a full stop, and with the taxi back and the go around eating up time, I needed to park it for the next guy. But it was a fun flight, a much richer experience than flying the 152.

I promise I won't wait 16 months before the next time.

Next Time Somebody Offers You a Ride In a Small Plane

noreply@blogger.com (richmanwisco) — Mon, 21 Apr 2008 02:26:00 +0000

From time to time people will ask me just how safe is flying small planes, and naturally the answer is, quite safe. Now I can say that it's safer than ever to fly in a small plane, with fatalities reaching a 40-year low in 2007. Why is that? We in the pilot community know that aviation is one of the most intensely scrutinized industries anywhere. When an accident happens, chances are you'll read about it or see it on television. We, as a community, go to great lengths to make this activity as safe as possible.

NTSB Chairman Mark Rosenker commented that pilots cannot afford to become complacent. “We must continue to take the lessons learned from our investigations and use them to create even safer skies for all aircraft operators and their passengers,” he said.

We strive to do exactly that. No operator of a public conveyance is required to complete as much training and assessment as are pilots. When traveling on commercial airliners, the folks in front will have passed at least 5 and likely several more flight examinations to get where they are. Compare that with your bus driver, truck driver or, for that matter, every other driver on the road. And you have our word that we are trying to make 2008 even safer. Read more by clicking on the link below.

AOPA Online: NTSB notes big drop in GA fatalities

Technorati Tags: flying, aviation, pilot, aopa, safety

Fresh Medical

noreply@blogger.com (richmanwisco) — Sat, 05 Apr 2008 00:10:00 +0000

DND365 54
Originally uploaded by richmanwisco

First the original milestones. Now the recurring milestones. Today was the first renewal of my original medical certificate. So I am medically fit in the eyes of the FAA for another two years. Naturally I am still responsible for reviewing my own medical status prior to each flight. I was hit with a minor surprise: my blood pressure was just below the maximum limit. This is the first time ever that my blood pressure was a concern. Perhaps it's age, perhaps it's diet. I reckon I have some monitoring to do.

By the way, on the application, I recorded 82 total hours flown with 15 of those in the last 6 months. It was a long and weather filled winter this year. I certainly resolve to improve the hours. My original plan was to fly to as many pancake breakfasts that I could reach. Today's events are causing me to rethink that strategy.

A Crisp Fall Morning

noreply@blogger.com (richmanwisco) — Sun, 28 Oct 2007 17:10:00 +0000

KRYV 281414Z AUTO 00000KT 10SM CLR 02/M01 A3058 RMK AO2

No, I don't fly as much as when I was in training; those resources were well expended just as I was earning my certificate back in January. But that just makes each time up more special. And it also means that I have to make the most of each flight, to set an agenda of skills I need to cover to keep my proficiency at a high level.

As it was, my last flight was on September 9, a run to Racine for the pancake breakfast and back. I had a plane reserved last Sunday, but the winds were too strong and from the wrong direction to safely operate a Cessna 152. Today was much different, with calm winds, and Jason came along for the ride.

After preflight and takeoff, we headed north toward the Horicon Marsh National Wildlife Refuge, a large wetland area about 15 miles north of Watertown. Along the way, I treated Jason to some basic flight maneuvers: clearing turns, followed by a steep turn (he begged out of the second steep turn but said it was neat anyway), then some slow flight dirty. From there, we flew a big lap around the marsh, careful to observe the 2000' AGL recommendation for the area. Jason had visited the marsh as part of a school field trip, and he really got a kick out of seeing the area from the air. We didn't see very many geese; you'd want to be there at sunrise or sunset for that show. As we turned around at the north end, Jason complained of a headache, so we headed back to Watertown. I dropped him off there, and took the plane back up solo for some pattern work. A simulated power off landing, and a partial flap landing were the highlights of a very productive session.

Next plan: getting some night work in after the clocks roll back.

The Flying Jeep

noreply@blogger.com (richmanwisco) — Tue, 25 Sep 2007 02:06:00 +0000

Another plane seen at my local airport this summer is this beautifully restored Stinson L-5 Sentinel, owned by Sam Tabor of East Troy, Wisconsin.

From Warbird Alley:

With short field takeoff and landing capabilities, and the ability to operate from unimproved forward airstrips, the two-crew L-5s were used during World War II for reconnaissance; delivering supplies to, and evacuating litter patients from, isolated units; rescuing Allied personnel from remote areas; laying of communications wire; transporting of personnel; and -- on occasion -- as a light bomber. Nicknamed "the Flying Jeep," the L-5 demonstrated amazing versatility, even landing and taking off from tree-top platforms constructed above a thick Burmese jungle which could not be cleared for more conventional airstrips.

Technorati tags: flying, aviation, stinson, warbird

Spirit of Carnauba

noreply@blogger.com (richmanwisco) — Sun, 09 Sep 2007 18:55:00 +0000

20070909 Racine 001
Originally uploaded by richmanwisco

I've been trying hard lately to make sure I get up in the air at least once a month to keep the rust off, so this morning I headed to Racine, Wisconsin for a pancake breakfast sponsored by the local Experimental Aircraft Association Chapter. What I did not expect was this gorgeous airplane.

In 1935, Herbert F. Johnson Jr. and a crew embarked on an expedition to northeast Brazil. The purpose of this trip was to discover new stands of carnauba palms and whether existing growths could sustain the demand for raw material for Johnson Wax. The model S-38 aircraft was remarkable in its day, flying a number of history-making flights in the 1920s and early 1930s. One of which was Lindberg's 1929 inaugural airmail flight for Pan American Airways from Miami to the Panama Canal. Of the original 100 Sikorsky S-38 planes built, none still exist. This prompted Sam Johnson to have a replica built using the plane's original blueprints. The construction of the replica was done at Born Again Restorations in Owatonna, Minnesota. It took over three and a half years to complete, requiring more than 35,000 man-hours. Upon its its completion, it was christened the Spirit of Carnauba. The S-38 replica has a range of 550 nautical miles. Cruising speed averages 100 miles an hour. The aircraft is powered by two 450 horsepower Pratt & Whitney Wasp Jr. engines. The upper wing spans 72 feet. In fall 1998, Sam Johnson and his sons, Curt and Fisk, embarked on a journey to replicate the original 7,500 mile trip flown in 1935. Their trip took 27 days and concluded successfully in Forteleza, Brazil.

After display at the EAA Museum in Oskosh, the plane is now on display at the Southeast Wisconsin Aviation Museum, Racine.

MultiTasker

noreply@blogger.com (richmanwisco) — Tue, 21 Aug 2007 01:26:00 +0000

MultiTasker
Originally uploaded by richmanwisco

"Damn", said the pilot as he stepped out of his plane, "I forgot my chocks again."

A Lightning Flies High Again

noreply@blogger.com (richmanwisco) — Mon, 25 Jun 2007 03:29:00 +0000

Really cool stuff. Read more about it at Telstar Logistics.

Telstar Logistics: Defrosted P-38 Visits New York En Route to England

Technorati Tags: aviation, warbirds

Flight Patterns

noreply@blogger.com (richmanwisco) — Wed, 13 Jun 2007 01:54:00 +0000

This is just amazing stuff. That you can take something as routine and mundane as flight tracks and turn it into brilliant art; now that's creativity.

The Family Flies!

noreply@blogger.com (richmanwisco) — Sun, 20 May 2007 04:01:00 +0000

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I realize this space has become much less active since I earned my certificate, but it's not because I haven't been flying. I've made it a plan to try to fly 2 times per month and a maximum of 4 hours per month. So I've been up about 5 times since my last post. Mostly it's been practice in the Cessna 152, but in April I took a plane up for an overnight to Stevens Point Municipal (KSTE) for a Destination Imagination contest my oldest son was participating in.

But today, after many weeks of cajoling, shaming, and yes, threatening, I finally got the wife into a small plane. But first, I took the boys up. Since I only had a 152 for the day, I could only take one up at a time. That was actually by design, since I don't think anybody is ready to fill all four seats of the Cessna 172. I just had this feeling that there would be too many distractions, and perhaps too much passenger discomfort to take the chance. Of course I can't wait to do just that and having the experience of a Center of Gravity (CG) further aft than I'm used to.

Jason was most eager to go, so he was first. We brought along a couple of shoeboxes for him to sit on during the flight so he could see over the cowl. That, and having an empty stomach today, yielded much better results than the unfortunate events of the first flight. The flight plan was the same for all three and went as follows: climb out Runway 23, turn to the north, over the high school, and then turn back to the south after flying over the homestead of one of Colin's friends. All told, about a 20 minute flight from takeoff to touchdown. Jason was ebullient afterwards, a very positive experience compared to the first time up.

Colin was next. He didn't have any reservations about going up, but he also wasn't real enthusiastic about it, either. That didn't mean he was disinterested, and I think he thought positive of his flight.

Finally, my wife. If I am ever going to take the family out on destination flights, I must get her comfortable with flying in a small plane. She is both afraid of flying, and of small spaces. I started by just having her sit in the plane with the doors open as I explained preflight checks inside the cockpit. I also talked out my flight plan with her, beginning with the ground roll, takeoff, climb out, descent and landing. For instance, I explained that I would release some back pressure on the elevator immediately after leaving the ground so I could build some speed before pitching for my climb angle. That way I hoped that there would be no surprises during the flight.

The flight itself went fine. This was the heaviest I've flown this plane, and you can tell the difference. Longer takeoff roll, slower climb, etc. It would have been best to fly earlier in the day, since by this time the boundary layer/low level turbulence was at its height. So the 20 minute flight proved to be the practical limit this time out. But I was really proud and happy for my wife. I knew this wasn't fun for her, but she did it for me. And these would be the worst conditions I would subject her to, in the smallest airplane possible. So I'm very hopeful that she'll be more willing in the future, in a larger plane, to go along for the ride.

One Year Later

noreply@blogger.com (richmanwisco) — Mon, 02 Apr 2007 04:25:00 +0000

Cessna 195 C
Originally uploaded by richmanwisco.

One year ago today, I launched Rich's Quest For Flight as a way of chronicling my journey toward obtaining my private pilot certificate. I did it as much for personal reasons as it was to help others who are starting out in this wonderful activity.

I Got Lost

noreply@blogger.com (richmanwisco) — Sun, 11 Mar 2007 19:51:00 +0000

KRYV 111539Z AUTO 00000KT 10SM CLR 02/M03 A3046 RMK AO2

Today was an exercise in cross country navigation. Not counting the checkride, the last cross country I flew was back in October. So I dusted off the chart (yes, a current chart), got out the plotter, and set myself a course to Poplar Grove (C77), just south of the border in Illinois. It was perfect for a short cross country, 51 nm south of Watertown. The weather was ideal, save for some fog that I needed to make sure was burned off before I departed.

I departed in the C152 that I had flown the previous time, and set south for Fort Atkinson, with a slight turn to the left, almost due south to Poplar Grove. There were still some low cloud remnants with some haze, but conditions improved as I continued. Things went perfectly fine until about 10 miles out when I crossed Interstate 43, just east of Beloit. I started having some trouble pinpointing my location visually. I was trying to judge my position by the curve of the interstate as it exited a town, but it would turn out the I was about 3 miles east of my plotted course. I called in range of Poplar Grove anyway, and started looking for the field. Since this was my first time there, I suppose it was wishful thinking.

I couldn't find the field. I knew Poplar Grove ringed a small lake, and I knew the field had a fly-in housing development, but I could find neither. So, in the tradition of pilotage, I flew to the nearest town with a water tower. I descended down to about 1500' AGL and tried to read the town name off the tower. There wasn't any, the tower was painted solid white. So I flew to the next town. The tower there said "Sharon". There was no town marked Sharon on my chart. Okay, so I am now a little lost. I could see Lake Geneva off in the distance, and I was sure I was too close to it. And then, it struck me like a V8 commercial. Use the dang navaid, stupid! I had plotted the radial from Rockford VOR before I left, so why not use it! I knew I was north of the radial, so I dialed it in and flew toward it. And sure enough, just as the needle started moving, there was the field. Poplar Grove has one paved runway and two turf, but there was still snow on the ground, so I entered the pattern and landed on the paved runway. No touch and go since this was a new field, I turned off the taxiway and taxied back to the top of the runway for departure.

The trip back was uneventful. What a beautiful day with great visibility. Beloit and Janesville to the left, Whitewater on the right, over the top of Fort Atkinson, Jefferson and Johnson Creek as I descended into Watertown for a spot on landing in near calm conditions. Good stuff indeed.

My First Victim

noreply@blogger.com (richmanwisco) — Sun, 04 Mar 2007 18:58:00 +0000

KRYV 041637Z AUTO 24009KT 10SM CLR M07/M14 A3005 RMK AO2

Jason was quite excited when I asked him if he wanted to go up with me. He was certainly more enthusiastic than the 15 year old Colin, who gave a somewhat more indifferent response. So Jason would be, as they refer to in aviation circles, my "first victim".

After my first go around with the C152 last week, I was ready to carry a passenger for the first time. The morning was cold, but Jason was raring to go and he sat in the cockpit giving things a good look over while I walked around the outside. The preflight complete, we had to troubleshoot the intercom connection, but then we were off. The route of flight was a quick trip over to Hartford (with a flyover of my office building), then west to Juneau and back south to Watertown.

There was no turbulence as we climbed to 3000', and Jason was enjoying the view, asking questions. He declined the controls when I offered them, however. But then, shortly before reaching Hartford, I noticed he was staring straight ahead into the instrument panel. He had fixated on the instruments, and now he was feeling nauseous. It didn't help that he could not see over the cowl straight ahead. I turned around and headed back to Watertown, and we made it back without incident. It was good practice for dealing with a sick passenger. I turned the heat off, got fresh air into the cabin, and I had him look outside at the ground and around for other traffic to help take his mind off of it. The plane was still clean as we headed back into the FBO office.

It took about 20 minutes to get all the paperwork taken care of, including some friendly chitchat with others in the lounge. Jason was still a bit pale as we headed to the car. And then, just as we started driving away, he leaned over and deposited his breakfast all over my car. He had a big bowl of cereal, too. Poor kid felt bad about it, too. And I felt bad for him. He was pretty stoic in the end, though. He said he'll try again in just a little while.

Return to Flight

noreply@blogger.com (richmanwisco) — Fri, 23 Feb 2007 17:13:00 +0000

KRYV 231516Z AUTO 07004KT 10SM CLR M05/M09 A3044 RMK AO2

For the first time since earning my certificate last month, I finally had the opportunity to go back in the air. It was also the first time I could experience the pleasure of not having to need an endorsement to fly, or to ask an instructor if the weather was acceptable. It was my decision, 100%. And that feels pretty damn good.

I also used this as the opportunity to fly a new plane for the first time. Well, new to me, anyway. It is a model year 1978 Cessna 152, tail number N68954, one of three of the type that Wisconsin Aviation has for rent at Watertown Municipal. The 152 gives me a lot of flexibility in flying, since there are three, one is always available, and they are $14 per hour cheaper. That means more bang for the buck, and since most flying will still be of a practice nature, there's no need to worry about carrying other folks. There is also a Piper Archer and a Piper Arrow at Watertown that I will get checked out in, for those occasions when I want to take the whole family somewhere. But most of my flying will be solo work, so why take more plane than the mission dictates?

I had purchased a copy of the Pilot Operations Handbook last week to become familiar with the numbers. Generally, the key "V" speeds were 5 knots less than what I was used to on the C172, so that's an easy adjustment. The other notable difference was that the fuel tanks are of the cross-feed type, whereas the C172 tanks are not. Which means that the fuel cutoff lever on the C152 has two positions: on and off. The C172 fuel cutoff has four positions: both, left, right, and off.

The morning was crisp and clear, deceiving in advance of the major winter snowstorm due through here this weekend. Conditions were excellent. I took extra time during preflight to calculate weight and balance, to examine the panel and, most importantly, to start running my mental checklists. It strikes you quickly how small the cockpit is in the C152. The two seats are butted right together, and there are no rear seats, just a baggage area. Niner-five-four is not the prettiest pig in the pen, having endured close to 12,000 hours on the airframe during it's long career. The interior plastic is cracked in many places, and the instruments show the yellow patina of age. There is only one communications and one navigations radio, and no Automatic Direction Finder (ADF). But aside from the tachometer located on the right side of the panel, the instrument arrangement was nearly the same.

As I belted into my seat, I realized how smart I was to choose the larger C172 as my training plane. Two normal size adults would be quite friendly in these cramped quarters. Now imagine an instructor in the right seat articulating and gesturing while the poor student in the left seat is trying to fly. Cozy indeed.

Startup was quick and easy. With only one radio, I had to switch back and forth between the CTAF and ASOS (weather) frequencies instead of taking the lazy guy's way out. Did I already mention how nice I had it in Zero Two Echo? But after a few extra minutes doing instruments scans (and some relaxed breathing) I taxied the plane out to Runway 5 for takeoff. Runup checks complete, pattern empty, and I positioned for takeoff. This was my second most nervous part of the flight. I haven't flown in over a month, and rust is not an excuse for a damaged plane. So all during taxi I was playing the mental takeoff checklist. Power to 2000 rpm, check oil pressure, power to full, release brakes. Right rudder as necessary, speed to 45 kts, rotate, liftoff at 50. Lower nose to gain speed, pitch up at climb speed. Crab into wind and climb out on runway heading. And I was in the air, keeping an eye open for landing places in case the engine failed.

I climbed to 3000' and headed for my favorite maneuver area, about 8 miles north of the airport. My plan was to get better familiarized with the plane by simulating some landings. Starting at 3000', I picked a road to represent a runway threshold, and I initiated the downwind leg to that point. The "runway" would actually be an imaginary floor at 2000'. I reduced power, dropped flaps, and flew base and final legs just like I was approaching a real runway. When I crossed the threshold, I reduced power and held my altitude as the plane slowed and flared. When she stalled, I performed stall recovery and otherwise initiated a climb out just like at the airport. I also wanted to do some steep turn practice, but I was running short on time, so I headed back to the airport. Conditions at Runway 5 were very nice. A slight crosswind to keep things honest. Zero Two Echo happened to be in the pattern as I approached, so I took that as an opportunity to practice some pattern separation. I flew a couple of circles just to the south of the downwind entry point and waited for Zero Two Echo to turn base, then I would enter downwind. In the analysis, one turn would have sufficed, and I could have reduced speed while in the pattern to increase the separation. But that was some opportunistic practice that I needed to do anyway.

As I reduced power at the numbers and began my descent, I could already tell that the smaller plane liked to fly tight patterns. When I turned for final and added the remainder of flaps, I was at the right altitude but close to the runway. So I was high, and at 70kts I was 10 faster than I should have been. So I just reduced power, almost to idle, and let the plane glide in. Crossing the threshold I pulled all power out, and the plane settled down. But I was a little high and flared early. It's always an uncomfortable feeling when you've pulled power and the plane could stall at any time, and there's still 4 feet between you and the runway. But hours of experience taught me to put in just a quick burst of power to keep from stalling while I eased her down. The landing itself was a bit bumpy because I had started moving laterally off the centerline, but I was down. I cleaned up and took her up again.

Second time, still high on final, but I reduced power and glided in. I crossed the threshold right at 60 kts and reduced power. I waited just a couple of seconds longer before flaring, and I was at just the right height as the nose rose and the stall horn came on just as the wheels touched down. A very nice landing. One more time around and the results were close to the same. So I got my 3 landings in, and it was time to taxi to the ramp. Total time: one hour.

So now I am familiarized with the Cessna 152. Next time out I think I'll take up a passenger. Jason has been eager to go up with me ever since I started training. It's time to perhaps instill some of the passion of flying in him.

1911 Model B

noreply@blogger.com (richmanwisco) — Wed, 21 Feb 2007 03:19:00 +0000

1911 Model B
Originally uploaded by richmanwisco.

Creation of the Wright Brothers, this example is a restored version of an actual example. Franklin Institute, Philadelphia.

It's been a cold stretch in Wisconsin, and I haven't been up since the checkride. And yes, I still have to write my account of the day. I'm just lazy that way.

Quest Complete - And Merely Beginning

noreply@blogger.com (richmanwisco) — Mon, 22 Jan 2007 01:33:00 +0000

Cessna 172 tail zero two echo on the ramp at Watertown Municipal Airport, waiting on a cold Wisconsin morning.

Yesterday was a day I won't soon forget. Flying an airplane had been a dream of mine ever since the day my father took me up in a small Cessna over Macon, Georgia. The dream was interrupted on December 10, 1967 when my father was killed while at the controls of the plane he was flying. Had he lived, I am certain I would have had a career in aviation. But without him, I had no guide in that respect, and I had no idea how to break into the field. Not until much later did I realize how possible it was, but by then I had a family and no resources to change my career.

In fact, it was another deep loss, the death of my mother, that enabled me to pursue this personal goal. Beginning in April of last year, and after nearly 59 flight hours, over 200 takeoffs and landings, and a lot of sweat, I was presented with a stiff examination of my skills in the practical exam. Many times I thought I was sunk. But the examiner, a very nice older gentleman, stuck with me, saw that I capable, and approved my certificate. Waves of emotion coursed through me, and continue even as I write this. For I have, after all these years, paid my father the honor he so deserved. And with that I honor my mother, who made this pursuit possible. I only wish she were here to celebrate with me.

There are many people I would like to thank for their support. My wife, for understanding perfectly what this meant to me. My brother, who never really knew father, but did pass along his flight logs. I owe you a ride or two. To all of my readers I give thanks. My primary instructor, Adam Warnemunde; good luck with your career, I hope you get that Skywest job. Other instructors, Kevin Loppnow of Watertown, and Paul Dwyer of Santa Fe, New Mexico, who not only gave me a great mountain orientation, but fixed some landing problems I was having. All of the great people at Wisconsin Aviation. And finally to Adam Curry, whose podcast I started listening to in 2005 just at the time he earned his private certificate. His enthusiasm for aviation and joy of flying helped me realize that it was never too late to fly.

What does my flying future hold? As much pleasure flying as I can get in. Perhaps as time goes on I might be able to afford an airplane of my own, and maybe an Instrument Rating. But the major goal is accomplished. And I'm still in the clouds.

Stay tuned for a more complete account of the actual flight test in a few days right here at Rich's Quest For Flight.

Two Step, and It's All Set

noreply@blogger.com (richmanwisco) — Sat, 20 Jan 2007 06:01:00 +0000

KRYV 191654Z AUTO 28013G17KT 10SM BKN120 M07/M12 A3017 RMK AO2

In a final push to get ready for my practical exam (otherwise known as the checkride), we scheduled the twice postponed final phase check with Kevin for this morning, while I would then go up with Adam in the afternoon for final cleanup and paperwork preparation.

Adam had arranged a primary date of tomorrow, January 20, and next Saturday. With the postponements, as long as the weather held up, I would have premium practice time the day before my checkride. One thing did try to get in the way, and that was scheduled maintenance. The plane was due for its 100 hour service yesterday. My heart sank when the scheduling calendar showed the maintenance window overlapping my time today. This was not a good sign. I called the FBO this morning, and the nice lady on the other end told me that they are doing all they can to have it ready by 10:30 a.m. and to plan on coming in. So I arrived, met with Kevin, and waited. The maintenance technician was just in the process of taking the plane to another part of the ramp for a runup check. Shortly after, the plane was back and ready to go.

Kevin watched as I did my walkaround. I explained everything to him. What I was looking at and what to watch for. With the preflight complete, I set my materials up in the cockpit: my kneeboard with flight plan and sectional, the Airport and Facility Directory (the brand new edition) and my headset. We got her fired up and headed to Runway 29 to start the cross country. Take off and climb out were excellent, and the air was smooth and clear as I climbed to cruise altitude. At the second checkpoint, Kevin suggested the oil pressure had dropped dramatically, and so the cross country portion ended. I talked through what I would do, which was to land as quickly and safely as possible, after ruling out possible causes. Since we just passed over Fort Atkinson airport, we could land there. Instead, we turned to the east to perform air maneuvers. Kevin didn't run through the entire set of maneuvers, electing to sample power on stalls, turns around a point, and some instrument flying. We talked through partial engine failure, then simulated total engine failure. Everything went well, and we headed into the wind back to Watertown.

Short field, soft field and normal landings along with a short field takeoff, and we rolled it back to the ramp. Kevin was very impressed and had no concerns about my passing the exam tomorrow. It was perhaps my best session of all. We debriefed with Adam, and I went back home to have some lunch. My next flight was at 2:30 p.m.

KRYV 192034Z AUTO 27009KT 10SM CLR M05/M12 A3014 RMK AO2

So it was back to the airport for some clean up work with Adam. He had me do steep turns again, a couple of crosswind landings at Dodge County, then some no flap/forward slip landings at Watertown. I think we got the rest of the burrs ground off, so to speak, and I'm ready to handle just about anything the examiner might toss at me. We finished off the paperwork, double and triple checking the FAA Form 8710-1 (Airman Certificate Application). Adam also finished all of the endorsements to my logbook, including one completely asinine one that says I'm not a terrorist. But perhaps I'll rant about that some other time.

Tomorrow I meet with the Flight Examiner at 9:00 a.m. at Watertown, for what should be a great day. I have already called him tonight and also called Green Bay Flight Service for an outlook briefing. And the outlook is fantastic. Perfect VFR conditions with light surface winds. It's come down to this. A day 39 years in the making.

Last Solo

noreply@blogger.com (richmanwisco) — Sat, 06 Jan 2007 23:58:00 +0000

KRYV 061916Z AUTO 28011KT 10SM BKN027 03/M02 A2993 RMK AO2

As a student, at any rate. The morning dawned with a low ceiling and marginal visibility, but the forecast called for improving conditions and that's what happened. The ceiling was questionable considering my solo endorsement, but it went from broken to scattered just as I fired up zero two echo. That meant I could leave the pattern and get in some last cleanup before my final phase check with Kevin next Friday.

The cold temperatures today let zero two echo jump off the runway. I was climbing 1000' per minute while maintaining 73kts climb speed. Really was quite remarkable. I found a spot just south of Clyman for some maneuvering work and I began with the rectangular course. That was followed by a turn around a point to the left, then a turn around a point to the right, then s-turns. I easily maintained the altitude and speed requirements, and while they weren't perfect circles, they should satisfy the examiner just fine.

Then it was back to the patch, and the first landing was a short field. I did float it slightly, but I got it down and stopped in about the right distance. The next time around was a forward slip to landing with flaps at 10 degrees on the final. I have trouble judging the right distance on these, since I start final almost at pattern altitude. That means losing 1000 feet of altitude in little more than a half a mile. So I pegged right rudder and dropped the left wing and wished that baby down. I did well to avoid exceeding flaps maneuvering speed, but I still one hopped the landing. Back around two more times, one a short field, and the other a normal landing and it was back to the ramp.

My solo work is done. A phase check with Kevin, a clean up session with Adam, and I'm ready for the final practical test.