CPO : A Pilot in Training : This is my Journey

warthog1984 said:
Watch throughout the day (have ATIS on your phone) and don't be surprised if the forecast is wrong.
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Thanks for the reminder. I use an app called Aviation WX. I haven't actually checked it in a few hours (was going to wait until noon) but... It's looking better already.

FM021600 19013KT P6SM SKC
Forecast period:1600 to 2300 UTC 02 April 2015
Winds:from the S (190 degrees) at 15 MPH (13 knots; 6.8 m/s)
 
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Once you get 15 hours or so under your belt, don't hesitate to grab your instructor on the higher x-wind days. For me, crosswinds were the hardest thing to lick during training. At about 12 hours I thought about giving up. I would get all crossed up and out of whack and just made a mess of it. At about 18 hours one of my instructors took me up to FNT to work on the big runway on a crazy windy day - crosswind component 22 gusting 30 kts. Ran out of rudder often - but after 2 hours of that it clicked. Made normal crosswind days super easy. Just don't get discouraged when early on it kicks your tail - its normal and you have to stick with it.
 
1 hour dude.
I am hoping for a report even if it isn't video.
 
Sorry....was triple booked tonight! So...we didn't fly. Way too windy. I was offered the chance to meet anyway, and cover sfra flight plans and pre-flight. I, of course, accepted, and finally at least had an opportunity to meet with my CFI for the first time in person. I have a video coming, and you'll see how windy it was!
 
Good video. I'm not a fan of those GATS fuel testers though. I used one for a bit but it would get stuff in the container and I couldn't tell if it was from the fuel or just something that found it's way in the jar. So I never ended up putting the gas back in the plane.
 
Good video, 2 questions on things I didn't see though:

1) Did you check the hinges were wired, push-pull knobs could move, and counterweights were firmly attached?

2) Did you check all 4 fuel drain points?
 
warthog1984 said:
Good video, 2 questions on things I didn't see though:

1) Did you check the hinges were wired, push-pull knobs could move, and counterweights were firmly attached?

2) Did you check all 4 fuel drain points?
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Yes. and Yes, except there are only three drain points on the 152. (two wing tank drains, and the sump in the engine compartment.)

I didn't imagine anyone could see any detail in the video..that wasn't the goal. The video was sped up 1000x...so there's no way you'd see it all. I slowed down a couple of parts just for effect..but I didn't figure anyone wanted to sit and watch a 30 minute pre-flight (we chatted alot during the process). ;-)

BTW--- the 3 counter weights on each side...that was new to me. That's one of the new things I learned during this lesson.
 
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Almost there! btw, I have been using the GATS jar for about 2 years and I love it. It does catch grime and needs to be cleaned occasionally, but it sure is nice not to have to waste fuel and allows you to test most if not all the drains in one jar full.
 
cipio said:
Yes. and Yes, except there are only three drain points on the 152. (two wing tank drains, and the sump in the engine compartment.
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Check or ask again. The later versions also have a 4th drain on the belly by the mains. Almost impossible to see if you aren't specifically looking for it, but it is the absolute lowest point in the entire fuel system- you find weird stuff there.
 
warthog1984 said:
Check or ask again. The later versions also have a 4th drain on the belly by the mains. Almost impossible to see if you aren't specifically looking for it, but it is the absolute lowest point in the entire fuel system- you find weird stuff there.
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I'll check. She only showed me the three, and I didn't see anything on the belly...but not saying I can't be wrong. I'm the new guy here. I would assume my instructor would know, since she flies that plane very often...but I'll verify. I'll add that the checklist provided for that plane by the club only shows three "drain and sample" locations.
 
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JasonM said:
Almost there! btw, I have been using the GATS jar for about 2 years and I love it. It does catch grime and needs to be cleaned occasionally, but it sure is nice not to have to waste fuel and allows you to test most if not all the drains in one jar full.
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I haven't done it any other way... So I didn't know there was something else. :)
 
cipio said:
I haven't done it any other way... So I didn't know there was something else. :)
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And since you like to learn everything, here are a couple other commonly used options.. ;)

fuelsamplercup.jpg


prod1070.jpg
 
cipio said:
I haven't done it any other way... So I didn't know there was something else. :)
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The GATTS jar is the all around best way. You'll also see smaller tubes with a screwdriver on one end, or a small jar with just a probe. They don't have the water screen and other filter, so if you do get a contaminated load, you can't simply tap off the good fuel back into the tank, so now you have slops to dispose of. Used to be you could just sling it on the ramp, or kill weeds in cracks with it... but anymore....:nono: not so much. In fact IIRC it's a $10k fine. Oh, you see those guys at the airport fence with the long lenses, they aren't all plane spotters, it's also popular weekend activity of Sierra Club members and Community Advocates trying to close the airport (you understand the Feds pay 10% to snitches right?) So dumping fuel on the ramp is no longer that good of an option.
 
Henning said:
Used to be you could just sling it on the ramp, or kill weeds in cracks with it... but anymore....:nono: not so much. In fact IIRC it's a $10k fine. Oh, you see those guys at the airport fence with the long lenses, they aren't all plane spotters, it's also popular weekend activity of Sierra Club members and Community Advocates trying to close the airport (you understand the Feds pay 10% to snitches right?) So dumping fuel on the ramp is no longer that good of an option.
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Interesting...
 
cipio said:
BTW--- the 3 counter weights on each side...that was new to me. That's one of the new things I learned during this lesson.
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Major safety tip when checking the counterweights on the ailerons.

Always keep hold of the trailing edge with one hand when the fingers of the other hand are inside of the gap created when you raise the aileron to check the weights.

In the windy conditions I saw during the video, it's very possible for a strong gust to blow down the aileron and guillotine your fingers off, changing your nickname to "Stubby" and ending the flying day with a medical emergency. And it will happen quicker than you think.

(many thanks to Ron Levy for this safety tip during our training at KRAS)
 
AggieMike88 said:
Major safety tip when checking the counterweights on the ailerons.

Always keep hold of the trailing edge with one hand when the fingers of the other hand are inside of the gap created when you raise the aileron to check the weights.

In the windy conditions I saw during the video, it's very possible for a strong gust to blow down the aileron and guillotine your fingers off, changing your nickname to "Stubby" and ending the flying day with a medical emergency. And it will happen quicker than you think.

(many thanks to Ron Levy for this safety tip during our training at KRAS)
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Great advice! My CFI told me the same thing. :)
 
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Henning said:
The GATTS jar is the all around best way. You'll also see smaller tubes with a screwdriver on one end, or a small jar with just a probe. They don't have the water screen and other filter, so if you do get a contaminated load, you can't simply tap off the good fuel back into the tank, so now you have slops to dispose of. Used to be you could just sling it on the ramp, or kill weeds in cracks with it... but anymore....:nono: not so much. In fact IIRC it's a $10k fine. Oh, you see those guys at the airport fence with the long lenses, they aren't all plane spotters, it's also popular weekend activity of Sierra Club members and Community Advocates trying to close the airport (you understand the Feds pay 10% to snitches right?) So dumping fuel on the ramp is no longer that good of an option.
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I always dump my fuel in cracks. I never realized I could get fined for this. I never really understood the logic of throwing a few ounces of fuel back into the tank.
 
jordane93 said:
I always dump my fuel in cracks. I never realized I could get fined for this. I never really understood the logic of throwing a few ounces of fuel back into the tank.
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On Long Island, I wouldn't be risking it, NY courts aren't particularly pollution friendly. Yeah, that's the reason the GATTS jar is made. The airport is supposed to provide a disposal/collection point on the ramp for people who don't have one. Most lease agreements ban dumping of fuel on the ground as well. Considering the OP is in the Chesapeake watershed, the rules there are really strict.
 
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jordane93 said:
I always dump my fuel in cracks. I never realized I could get fined for this. I never really understood the logic of throwing a few ounces of fuel back into the tank.
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Avgas contains lead compounds, which are heavily regulated as environmental contaminants. Granted one fuel sample on the ground isn't the end of the world but over time with the soil around a ramp can become measurably contaminated beyond acceptable environmental limits... in essence a legal hazmat cleanup situation.

In many states they take this very seriously (New York is one of those states). Defintely don't dump fuel on the ground. Either put it back in the tank (if clean) or in the provided waste container in the ramp.
 
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Henning said:
On Long Island, I wouldn't be risking it, NY courts aren't particularly pollution friendly. Yeah, that's the reason the GATTS jar is made. The airport is supposed to provide a disposal/collection point on the ramp for people who don't have one. Most lease agreements ban dumping of fuel on the ground as well. Considering the OP is in the Chesapeake watershed, the rules there are really strict.
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rocketflyer84 said:
Avgas contains lead compounds, which are heavily regulated as environmental contaminants. Granted one fuel sample on the ground isn't the end of the world but over time with the soil around a ramp can become measurably contaminated beyond acceptable environmental limits... in essence a legal hazmat cleanup situation.

In many states they take this very seriously (New York is one of those states). Defintely don't dump fuel on the ground. Either put it back in the tank (if clean) or in the provided waste container in the ramp.
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I will start doing that.
 
Man I wish you would just hurry up and fly! But I'm sure you do too. Looking forward to keeping up with your progress as I am only a few lessons into it myself.

One thing that I have really enjoyed on crap weather days is critiquing my flight lessons on cloud ahoy. The app is surprisingly efficient at braking out specific Manuvers from the gps log and it helps me see where I need to improve. Plus you can share the gps log along with your videos.
 
Eboschung said:
Man I wish you would just hurry up and fly! But I'm sure you do too. Looking forward to keeping up with your progress as I am only a few lessons into it myself.

One thing that I have really enjoyed on crap weather days is critiquing my flight lessons on cloud ahoy. The app is surprisingly efficient at braking out specific Manuvers from the gps log and it helps me see where I need to improve. Plus you can share the gps log along with your videos.
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No kidding!

I'll check out cloud ahoy. Do you have the paid or free version. Wondering if the free version is enough. Can you explain how you use it (briefly)?
 
cipio said:
No kidding!

I'll check out cloud ahoy. Do you have the paid or free version. Wondering if the free version is enough. Can you explain how you use it (briefly)?
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Free version expires. I forget how long...30 days maybe.
 
I went ahead and paid for it, $45 for the year I believe. In my opinion it's worth it when you have specific Standards to compare against. Probably won't renew next year unless I'm working on another certificate or rating. I'll try and post a screenshot of the debrief feature tomorrow once I get to a computer.

Mike that orange makes my eyes burn.
 
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Eboschung said:
I went ahead and paid for it, $45 for the year I believe. In my opinion it's worth it when you have specific Standards to compare against. Probably won't renew next year unless I'm working on another certificate or rating. I'll try and post a screenshot of the debrief feature tomorrow once I get to a computer.

Mike that orange makes my eyes burn.
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I used it while it was free, I didn't want to pay to see how bad my flying was. It is a very good tool though. In truth, my instructor is an old school guy and while he thought it was neat, he didn't really care to use it during my training, and I didn't really see much training benefit for me.

Come on over from the dark side, you'll be glad you did..
 
I use the WingX blackbox function to record some flights once in awhile. Usually if I want to see my pattern, or just for fun.
 
CPO Tidbit : Sunglasses! Serengeti vs Ray-Ban

I performed this Google search several times over the last few weeks:

What is the best pair of sunglasses for a pilot?
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It turns out, I'm not the only one who has asked that question. Lots of student pilots or new private pilots seem interested in finding a good pair of sunglasses.

I ran across a lot of answers that included Serengeti (specifically the Velocity) and Ray-Ban. So, I decided to check them out. The Ray-Bans I liked the most were the Warrior. I think they are made for a smaller face, so they aren't very common.

This video gives you a look at the two of them, and just a little bit about what I like or don't like and which one I picked to wear.

I wish it was a flying video....but you'll have to wait for that -- just as I am!

 
I'm glad you got experience on your lawn mower with the pressure from thicker frames like the Oakleys and a headset. That actually was a huge issue for me early on in my training that I forgot about until you posted this video. I was getting headaches after each lesson and eventually found it was from the pressure between the headset and the sunglasses. I personally prefer the lens color of the serengeti, but the Ray-Bans do have a better shape.
 
JasonM said:
I'm glad you got experience on your lawn mower with the pressure from thicker frames like the Oakleys and a headset. That actually was a huge issue for me early on in my training that I forgot about until you posted this video. I was getting headaches after each lesson and eventually found it was from the pressure between the headset and the sunglasses. I personally prefer the lens color of the serengeti, but the Ray-Bans do have a better shape.
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Its funny how the little things seem to add up over time - like what's seems comfortable at first might start to bug you (or pain you) after an hour.



I agree with your assessment of the two lens colors. I really want to like the Serengetis, but I wish they were just a tad narrower. But when you look at the top/bottom comparison videos....you can see much more contrast and separation of the trees and the basketball goal with the serengetis. In fact, in that picture...you can see this one crooked tree sorta between my ear and the basketball goal (a little to the left of that center) that clearly pops out with the serengetis...but it sorta blends in with the ray bans.



I'm hoping to try them both in the air before I make my final decision...because I probably won't be flying through trees very often. I'd like to see if there is a clear difference in spotting other aircraft and clouds.



Heck...I might even do a test like this just picking out planes flying over (I live near BWI...so there are a lot of them).



I also need to find out how the sound leakage differs because of that space with the serengetis. I guess I can always go mow my yard in them if I can't fly soon! hahaha
 
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Well...I just found these, so I am going to give them a try. Same Serengeti Drivers Gradient lens..but in a smaller (medium) sized aviator style...which is more like the Ray-Bans. I'll see if that gets me the best of both!

Serengeti Aviators: Medium Aviator, Henna/Drivers Gradient Model 6826
31nR3Dv4ReL.jpg
 
Weather this week is expected to be crappy...with the exception of today. Found a hole in the schedule, so going to try and sneak in a couple of hours today before the weather rolls in.
 
cipio said:
Weather this week is expected to be crappy...with the exception of today. Found a hole in the schedule, so going to try and sneak in a couple of hours today before the weather rolls in.
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Have fun! I'm going up myself in a few...
 
Well...folks, this is it. This is my very first time in the airplane with my instructor, Vicki. I've been waiting a long time to get in the left seat. I wasn't actually scheduled for today, but the weather this week is supposed to be bad. I noticed a hole in the schedule and managed to squeeze in at the last minute before the weather degraded. In fact, the lesson after me was canceled because of high winds.

The only thing I didn't get to do was takeoff or land. The wind was just not favorable for my first attempts!

We covered most of the basics, and spent some extra time on the checklist before flight. That should get faster with repetition. We covered: straight and level flight, turning, ascending, descending, flaps, a little stall discussion, trimming, rudder. Next lesson should be fun...as I am expecting to actually do stall recovery. ;-)

 
A tip for cross wind corrections while taxiing: As you are taxiing on the parallel taxiway to the end of the runway for departure, turn the yoke to the same side (right or left relative to you) that you will be correcting on take off, and push the yoke forward. Assuming you are taking off into the wind, this will work so you don't have to try to remember which way to turn the yoke. (This only works as you are taxiing along the parallel taxiway, and not if you are making turns.) So if you are taking off runway 36 with a wind from the west (a left cross wind), turn your yoke left and forward, which will be to the east as you taxi south to the end of the runway.
 
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