So, student pilots.. Who are we and where do we stand?

Around 11 hours here. Flying a 1968 Cessna 177 Cardinal out of KRYY outside Atlanta. I was supposed to solo this morning, but for some reason there was constant traffic (Citation's, Lear's, King Air, Pilatus, Beach Jet, Challenger). Usually it's us and one other person. Oh, and 600' clouds were rolling in. So we decided to put it off until tomorrow. No biggie.

I feel ready. I've been flying for about a month. I've had a few weather and maintenance delays (the Cardinal sat for quite awhile before I started flying it). All in all, it's been a whole lot of fun and looking forward to actually flying somewhere!

Oh, and before anyone asks, yes, the Cardinal is an awesome airplane.
 
Matt Brasher said:
Around 11 hours here. Flying a 1968 Cessna 177 Cardinal out of KRYY outside Atlanta. I was supposed to solo this morning, but for some reason there was constant traffic (Citation's, Lear's, King Air, Pilatus, Beach Jet, Challenger). Usually it's us and one other person. Oh, and 600' clouds were rolling in. So we decided to put it off until tomorrow. No biggie.

I feel ready. I've been flying for about a month. I've had a few weather and maintenance delays (the Cardinal sat for quite awhile before I started flying it). All in all, it's been a whole lot of fun and looking forward to actually flying somewhere!

Oh, and before anyone asks, yes, the Cardinal is an awesome airplane.
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Welcome to POA, good luck on your solo, let us know how it goes. What surprised me on mine was how calm I was after getting off the ground and making the crosswind turn. I think it was not having the critic in the right seat.
 
Thanks! I'm curious to see how long I sit at the hold short line. :D

One of the things my instructor mentioned was that I'll be surprised how well the airplane climbs once he hops out.
 
exncsurfer said:
Planning student solo long XC for Friday. I swear it feels like this much planning couldn't have gone into the Mars rover landing. Serenity now...(ala Castanza)

And I havent even gotten to the wind and weather yet.
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Long XC, check. Well, I made it back, but my log book didn't. Its funny how most of those details you toil over on the nav log sheet go out the window, especially when you're tracking a VOR, you just use whatever wind correction gets your needle centered. It went pretty well, couple of lessons learned hopefully. The radio juggling went well. Its strange how you can see a 1500 ft. antenna and a moment later lose it. It was one of my checkpoints, I saw it approaching at about 45 degress to my left, then when I went to find it again 90 deg. to the left, it vanished, oh well, i'm sure its still there. One thing that I was surprised at is how much it helped to view the route on google earth. It made a lot of ground features look familiar. My 2nd stop was an uncontrolled field, and I don't have much experience with those. I wish I had planned my landing better there, I called out the wrong runway number. The wind was pretty much 90 deg. cross so either would've worked, but I had to make a call to correct my previous call. Nobody was in the pattern so it wasn't a huge deal. So at my 2nd stop, I took the crew car to get some lunch, brought my log book with me, you know, to make sure I don't lose it. Had my first $100 hamburger(actually a turkey sandwich and way over $100). Log book stayed safe there in the crew car while I traveled back home on the final leg. Its in the mail now hopefully. A 3500 runway sure looks short on takeoff when you're used to an 8000 ft. one. Looks even shorter when its 100 degrees outside, even if you know its long enough.

Anyway, that one is in the book(if/when i get it back). I still feel like I need a lot of work before the check ride. I think I have all the required hours now except for the 3 hours of check ride prep.
 
exncsurfer said:
Long XC, check. Well, I made it back, but my log book didn't. Its funny how most of those details you toil over on the nav log sheet go out the window, especially when you're tracking a VOR, you just use whatever wind correction gets your needle centered. It went pretty well, couple of lessons learned hopefully. The radio juggling went well. Its strange how you can see a 1500 ft. antenna and a moment later lose it. It was one of my checkpoints, I saw it approaching at about 45 degress to my left, then when I went to find it again 90 deg. to the left, it vanished, oh well, i'm sure its still there. One thing that I was surprised at is how much it helped to view the route on google earth. It made a lot of ground features look familiar. My 2nd stop was an uncontrolled field, and I don't have much experience with those. I wish I had planned my landing better there, I called out the wrong runway number. The wind was pretty much 90 deg. cross so either would've worked, but I had to make a call to correct my previous call. Nobody was in the pattern so it wasn't a huge deal. So at my 2nd stop, I took the crew car to get some lunch, brought my log book with me, you know, to make sure I don't lose it. Had my first $100 hamburger(actually a turkey sandwich and way over $100). Log book stayed safe there in the crew car while I traveled back home on the final leg. Its in the mail now hopefully. A 3500 runway sure looks short on takeoff when you're used to an 8000 ft. one. Looks even shorter when its 100 degrees outside, even if you know its long enough.

Anyway, that one is in the book(if/when i get it back). I still feel like I need a lot of work before the check ride. I think I have all the required hours now except for the 3 hours of check ride prep.
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I think it is universal that everyone doesnt feel quite ready for the checkride. Thankfully, statistics say that most are wrong about that. You will be fine.
 
LongRoadBob said:
It's not as cool as you guys that are soloing etc. but if it is ok to mention low flight hour experiences...

I feel like I should have decals like they did in WWI of downed planes but with downed instructors instead.
It's just circumstances. My first flight, first CFI, I met twice, first time to go over preflight check, but we switched from P-A28-161 over to an Aquila A211. It wasn't wasted time I got the idea which is general for all aircraft, but then learned the checklist for A211. But his work as a pilot took more time than he thought so he had to drop teaching.

I got CFI #2 on my second flight instruction hour. But he had problems with weekends, anticipating when he could be available, so I got number three who is an excellent, renowned pilot here. He does acro, and is great.

He rightly decided that the Aquila is too light of an aircraft for our weight, it was slow and sluggish, and recommended we go back to the Piper A28.

He went on vacation thought and I asked if I could fly with a temp, so I just now flew (for the first time) the A28. Kind of a different experience, less responsive but more stable.

So four flights, with four different CFI's.

We spent this flight orienterering me to how level banking looks over the cowling. I don't have it yet. I get it for a little bit (easier for me banking left than right) and hope it will come. I can't think of a way to practice this without being up in a plane flying. The instructor meant (as I do, by instinct) that flight sims aren't going to help much. Also that is changes with W&B and altitude,(pressure altitude) etc. so hell...I've only had four hours up in a plane, three with another type. I like that they expect that I should get this, but I have such a long way to go. I love it.

Up until a while back I thought I couldn't fly until I passed my written, but it was just that I cannot solo until I do that. My ground school studies have suffered a little from my preparing for and studying flight instruction, so I got the message that I should pace this so I focus on ground school so I don't get ready to solo and have to wait a long time to be able to.

On the other hand, I love actually flying, don't mind if I have to pay a little extra for more flying time. Here in Norway in winter the daylight is short, and the weather unstable. I feel like I need to get flying Tim when I can now.

There is SO much to learn, and some is theory, where other can only be gotten with experience.

It's so great to fly though...it just makes me at peace with the world. Back to the books..
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Wow, that airplane must be a real dog if you switch to a Warrior because it's "powerful."

A Warrior is totally adequate as a trainer. In some ways, it's too docile; when you get to do stalls, for instance, you may have trouble figuring out when the stall has actually broken. Cessnas are real obvious; PA28s aren't. But PA28s give nice warnings before they stall (it's clearly felt in the yoke). But a Warrior isn't a powerful airplane at all. I used one a few times when learning instruments; it has to be finessed quite a bit to coax 500 FPM out of it at moderate altitudes. A 172 is not a problem.
 
Only got one session this weekend (planes all rented out on Sunday), but flew for two hours Sat afternoon. Still having a rough time with landings. I'm getting us to the runway fairly well centered and at the correct speed, but it all goes to crap as I start the round out.

At my CFI's suggestion, I'm going up with a different instructor Friday morning to see if he can get me over this. I sure hope so, as I'm starting to get rather frustrated with myself.
 
Lots of people have plateaus at landings. A new perspective is a real good idea.

It may have to do with where your eyes are focused. As in, right over the nose. They need to be further away than that. But your new CFI will probably look at that.
 
I vastly, and almost instantly, improved my landings by going up with a different instructor. I was having issues with round outs as well. The second instructor said after my first landing with him "I used to make landings just like that - back in the 70's when I was landing on carriers." Essentially I was trying to fly "into the deck.""

He explained that there are 3 distinct phases before touchdown.
(1) Pitch down for airspeed
(2) Level off, or "round out" and fly in ground effect for 2-3 seconds
(3) Flare and touchdown

The instructor would call out "1,1,1,1,2,2,3" as were were in, and entering, each phase.

It helped tremendously. It helped me develop the sight picture, and when to identify when I was in ground effect, and ultimately when to flare for touchdown.
 
Matt Brasher said:
I vastly, and almost instantly, improved my landings by going up with a different instructor. I was having issues with round outs as well. The second instructor said after my first landing with him "I used to make landings just like that - back in the 70's when I was landing on carriers." Essentially I was trying to fly "into the deck.""

He explained that there are 3 distinct phases before touchdown.
(1) Pitch down for airspeed
(2) Level off, or "round out" and fly in ground effect for 2-3 seconds
(3) Flare and touchdown

The instructor would call out "1,1,1,1,2,2,3" as were were in, and entering, each phase.

It helped tremendously. It helped me develop the sight picture, and when to identify when I was in ground effect, and ultimately when to flare for touchdown.
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I've heard my landings described as "dive bombing" by one instructor. So used to flying Cherokees and Arrows that I really GO for that runway. I round out briefly before the flare. Scared a CFI or two doing that, but I always ended up with greaser landings. Conversely, that approach works extremely poorly in a 172. Those things will float for years. A stabilized approach is really required in those aircraft, much more so then the Piper's I've been up in.

If I had to pick, I much prefer the low-wings. The ability to get the aircraft down quickly and precisely in those (for me) is much easier than a Cessna.
 
Half Fast said:
Only got one session this weekend (planes all rented out on Sunday), but flew for two hours Sat afternoon. Still having a rough time with landings. I'm getting us to the runway fairly well centered and at the correct speed, but it all goes to crap as I start the round out.

At my CFI's suggestion, I'm going up with a different instructor Friday morning to see if he can get me over this. I sure hope so, as I'm starting to get rather frustrated with myself.
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When you say it goes to crap, are you having problems judging height, or is it the alignment that goes to crap. I had that problem where I'd get there and touch down gently enough, but I'd feel out of control to the left/right and veer a bit either way unexpectedly(to me). I think I was just committing to much to the control input that got me there. The crosswind will die or you'll get a switch near the ground, or the rudder that was holding your slip is too much once the wheels touch. Stay active on the inputs as needed.

That said, my landings still leave much to be desired so there is that. Good luck.
 
Exncsurfer,

YES! All that!

I'm having trouble judging when to level off, and as I'm in ground effect it feels like I'm getting kicked and twisted all over the place. It doesn't take much wind to shove a light sport around, and as I level off I seem to turn and skate around. I'm sure I'm doing it to myself, but I haven't figured out how to fix it yet.
 
You're feeling the controls get mushy. It takes MORE control deviation to move the airplane around at low speed than it does at cruise. That's the point of practicing "slow flight."
 
Half Fast said:
...At my CFI's suggestion, I'm going up with a different instructor Friday morning to see if he can get me over this. I sure hope so, as I'm starting to get rather frustrated with myself.
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Half Fast said:
Exncsurfer,

YES! All that!

I'm having trouble judging when to level off, and as I'm in ground effect it feels like I'm getting kicked and twisted all over the place. It doesn't take much wind to shove a light sport around, and as I level off I seem to turn and skate around. I'm sure I'm doing it to myself, but I haven't figured out how to fix it yet.
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time, practice, and patience, although I know, it's tough. I was reeeeeally frustrated pre-solo. just keep working at it, as frustrating as it is, when it all comes together it'll be that much more freakin glorious!
 
Been on vacation for 2 weeks (and no flying) - but a couple days before that I did my first dual XC. KSYR to 7N1 (Painted Post) and back. Planned it all, called FSS and opened a flight plan, got briefed, hit all my checkpoints dead on, did all the comms, etc. Felt really good to have the instructor basically "along for the ride". He told me he was very impressed. Did a little VOR navagation on the way back too. Greased the landing at 7N1 and met my parents there for a quick hello before returning. Did not do so good on the landing at KSYR - had a 7-10kt xwind, and due to being delayed for landing clearance (they had some turbine traffic before us) I was really high on downwind (like 3000). I extended downwind and put her nose down at 2500fpm descent, leveled out at pattern altitude, and made a decent pattern. But forgot everything I learned 2 lessons ago about "wing low" crosswind landing and wound up landing on the left 1/3 of the runway. Dang it... Otherwise a GREAT day, much fun, even some "sight seeing". Hoping to do another this week, weather permitting...

STILL waiting on my medical from the FAA. Dr B. Says I'm about 20 (working) days away... Sigh...
 
MAKG1 said:
Wow, that airplane must be a real dog if you switch to a Warrior because it's "powerful."

A Warrior is totally adequate as a trainer. In some ways, it's too docile; when you get to do stalls, for instance, you may have trouble figuring out when the stall has actually broken. Cessnas are real obvious; PA28s aren't. But PA28s give nice warnings before they stall (it's clearly felt in the yoke). But a Warrior isn't a powerful airplane at all. I used one a few times when learning instruments; it has to be finessed quite a bit to coax 500 FPM out of it at moderate altitudes. A 172 is not a problem.
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I don't know it is a dog, but the Aquila is a two seater, and I weigh around 230 lbs, and my new instructor around 180, and we have two of them and they are always in use, but I cannot have full fuel, more like around 3/4 filled keeping within weight and balance requirements. Often someone flying before I get it may have too much fuel, etc.

I'm really green, so I've had three hours in the Aquila. I really liked it. Seems like I feel more natural with a stick than wheel, and the constant speed propeller was interesting to me. Had mixed feelings about the canopy as it was great for the view, but HOT up there with the sun, and I couldn't set the air in on me as it created noise in the mic. It's well thought of here, and apparently more responsive and tighter controls.

But my third flight, on a hot day, my newest instructor who is very experienced and respected, at takeoff remarked that he didn't like the feel, that it might be better to go over to the Piper. Unfortunately the Piper costs slightly more, not much. He went on vacation and I arranged my first flight in the Piper a few days ago with a different CFI, and I noticed differences but am not experienced enough yet to put my thumb on exactly what they are.

I really liked that the view from the left seat seems more "natural" to me to know where straight ahead is. Almost like a car. I can't quite figure out why yet. The Aquila, the last time I flew it we sat on the runway ready to take off, and the CFI said "right now we are pointing straight down the centerline" but I would have sworn that we were angled to the right.

Conversely (or maybe not, what do I know at this stage?) I had a lot more trouble "sighting" level banks left and right (left was slightly easier) in the Piper. Judging the horizon over the cowling, tried sighting on rivets, etc. and was only partially getting it, then losing it. Also I think I was less gentle with the yoke, overcorrecting more, and not as gentle as I was with the stick.

I'm such a newbie though, I can't really judge much at this point.
 
Did my first XC in 12 years. Instructor was mostly pleased with my flight planning but I forgot my taxi diagram for the destination airport. Oops. Got behind the plane on climb out and had a hard time finding where I was. Straightened that out and the rest went well. Nice to actually fly somewhere instead of the pattern or the practice area. I'm now 26 hours back in since restarting my training. Technically just need 7 hours solo and 1 hour hood time but it will take a little more than that to finish.
 
I soloed today! Feels great, although I had mixed emotions at the time.

On my last landing, some winds were starting to come in, so my approach required more work than usual. I was a little under glide slope, I added power to climb, back on slope, looks good, round-out, then touchdown. Right before I touched down, I was pushed to the left. Once I felt I was on the ground, I gave right rudder to correct, but nothing happened!:eek: So now I'm directed toward the edge of the runway, thinking in my head that I need to get more weight on the nose, but since I'm in the Cardinal, relieving the elevator is an absolute no-no. (If you do, you'll be back into the air, and I didn't want that since I was directed towards the trees). I verbally gave the "Oh sh*t" because of my situation. I couldn't reject (I would fly into the trees). I didn't feel that my life was threatened (there is plenty of grass between the runway, the taxiway, and the trees), but I would have for sure harmed the airplane if I couldn't get it together.

Once I slowed more, my nose wheel began to function and turned me hard right (I'm still probably at 50mph), so hard that I actually felt as if I were going to tip over. I managed to straight it out, and finish the landing unscathed. Very scary.

My instructor said that I probably still had more than idle power at touchdown (since I had climbed to regain glide slope), and my left-turning tendencies caused the left swerve, and also kept my nose wheel up.
That said, I would swear my power was at idle before touchdown. I don't think I bounced (trust me, I done it plenty of times in this airplane). I didn't reject this landing when I identified I was below glide because the winds seemed to be picking up (I had noticed it the landing before). I was afraid the winds would only worsen. The instructor surprising didn't seem too concerned with the last landing, nor did another pilot I spoke with today.

Besides the last landing, it was a fairly normal flight. I was surprised at how different the airplane handled by simply dropping one person.

For those who are curious: 13 hours of dual instruction on the dot. I feel like if I had picked up landings easier I could have soloed at 11 or 12. No idea how people do it with less than 10 hours. There is simply so much ground to cover (from taxiing to Full Slip Deadstick landings)

Anyways, here I am back on the ground:
 

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Matt Brasher said:
I soloed today! Feels great, although I had mixed emotions at the time.

On my last landing, some winds were starting to come in, so my approach required more work than usual. I was a little under glide slope, I added power to climb, back on slope, looks good, round-out, then touchdown. Right before I touched down, I was pushed to the left. Once I felt I was on the ground, I gave right rudder to correct, but nothing happened!:eek: So now I'm directed toward the edge of the runway, thinking in my head that I need to get more weight on the nose, but since I'm in the Cardinal, relieving the elevator is an absolute no-no. (If you do, you'll be back into the air, and I didn't want that since I was directed towards the trees). I verbally gave the "Oh sh*t" because of my situation. I couldn't reject (I would fly into the trees). I didn't feel that my life was threatened (there is plenty of grass between the runway, the taxiway, and the trees), but I would have for sure harmed the airplane if I couldn't get it together.

Once I slowed more, my nose wheel began to function and turned me hard right (I'm still probably at 50mph), so hard that I actually felt as if I were going to tip over. I managed to straight it out, and finish the landing unscathed. Very scary.

My instructor said that I probably still had more than idle power at touchdown (since I had climbed to regain glide slope), and my left-turning tendencies caused the left swerve, and also kept my nose wheel up.
That said, I would swear my power was at idle before touchdown. I don't think I bounced (trust me, I done it plenty of times in this airplane). I didn't reject this landing when I identified I was below glide because the winds seemed to be picking up (I had noticed it the landing before). I was afraid the winds would only worsen. The instructor surprising didn't seem too concerned with the last landing, nor did another pilot I spoke with today.

Besides the last landing, it was a fairly normal flight. I was surprised at how different the airplane handled by simply dropping one person.

For those who are curious: 13 hours of dual instruction on the dot. I feel like if I had picked up landings easier I could have soloed at 11 or 12. No idea how people do it with less than 10 hours. There is simply so much ground to cover (from taxiing to Full Slip Deadstick landings)

Anyways, here I am back on the ground:
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Congrats on the solo! Nice photo, I wish I had had someone to snap mine, I had to take a selfie and I hate selfies, so I had that weird I hate to take a selfie face on.

I'm confused on what you said about the elevator. Wouldn't releasing the elevator reduce your AOA and lower the chance of subsequent liftoff? I'm also confused about the weight on the nose comment, you shouldn't have to rely on nose-wheel steering to stay on centerline, rudder should be able to do that, unless you were at the stop and beyond the max crosswind for the plane. You would probably remember if you had to cut power during that recovery.
 
You may need to use FULL rudder under some circumstances like that. The rudder itself should continue to function at touchdown speed, but it's not as "positive" as the nosewheel, even in a Cessna (which has rather squishy nosewheel steering).

If you had the mains on the ground, but not the nosegear, you would have been susceptible to weathervaning in a crosswind, particularly if you aren't increasing the AILERON as you slow down.

Releasing the elevator at any point during roundout and flare is a no-no in a lot of aircraft. On a 182, it can lead to firewall damage from slamming the nosegear down. If you're fast in just about anything, it leads to PIO.

You CAN use brakes if you're on the ground, but don't overdo it.
 
exncsurfer said:
Congrats on the solo!
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Thanks!

exncsurfer said:
I'm confused on what you said about the elevator. Wouldn't releasing the elevator reduce your AOA and lower the chance of subsequent liftoff?.
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The Cardinal is a nose heavy aircraft with a very effective stabilator. Reducing back pressure from the elevator (even a very small amount) can slam the nose and bounce you back into ground effect. I've done it many times. That said, it is also the only aircraft I have flown, so I have nothing to compare it to. This is just how it was explained to me.

exncsurfer said:
I'm also confused about the weight on the nose comment, you shouldn't have to rely on nose-wheel steering to stay on centerline, rudder should be able to do that, unless you were at the stop and beyond the max crosswind for the plane.
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I definitely was not at the stops. I think it was more of a "It's not reacting as it should at this speed" scenario. I didn't want to press too hard as I feared an over correction would roll the airplane.

exncsurfer said:
You would probably remember if you had to cut power during that recovery.
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Agreed.

MAKG1 said:
You may need to use FULL rudder under some circumstances like that. The rudder itself should continue to function at touchdown speed, but it's not as "positive" as the nosewheel, even in a Cessna (which has rather squishy nosewheel steering).

If you had the mains on the ground, but not the nosegear, you would have been susceptible to weathervaning in a crosswind, particularly if you aren't increasing the AILERON as you slow down.

Releasing the elevator at any point during roundout and flare is a no-no in a lot of aircraft. On a 182, it can lead to firewall damage from slamming the nosegear down. If you're fast in just about anything, it leads to PIO.

You CAN use brakes if you're on the ground, but don't overdo it.
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Good to know, thank you.
 
Matt Brasher said:
I soloed today! Feels great, although I had mixed emotions at the time.

On my last landing, some winds were starting to come in, so my approach required more work than usual. I was a little under glide slope, I added power to climb, back on slope, looks good, round-out, then touchdown. Right before I touched down, I was pushed to the left. Once I felt I was on the ground, I gave right rudder to correct, but nothing happened!:eek: So now I'm directed toward the edge of the runway, thinking in my head that I need to get more weight on the nose, but since I'm in the Cardinal, relieving the elevator is an absolute no-no. (If you do, you'll be back into the air, and I didn't want that since I was directed towards the trees). I verbally gave the "Oh sh*t" because of my situation. I couldn't reject (I would fly into the trees). I didn't feel that my life was threatened (there is plenty of grass between the runway, the taxiway, and the trees), but I would have for sure harmed the airplane if I couldn't get it together.

Once I slowed more, my nose wheel began to function and turned me hard right (I'm still probably at 50mph), so hard that I actually felt as if I were going to tip over. I managed to straight it out, and finish the landing unscathed. Very scary.

My instructor said that I probably still had more than idle power at touchdown (since I had climbed to regain glide slope), and my left-turning tendencies caused the left swerve, and also kept my nose wheel up.
That said, I would swear my power was at idle before touchdown. I don't think I bounced (trust me, I done it plenty of times in this airplane). I didn't reject this landing when I identified I was below glide because the winds seemed to be picking up (I had noticed it the landing before). I was afraid the winds would only worsen. The instructor surprising didn't seem too concerned with the last landing, nor did another pilot I spoke with today.

Besides the last landing, it was a fairly normal flight. I was surprised at how different the airplane handled by simply dropping one person.

For those who are curious: 13 hours of dual instruction on the dot. I feel like if I had picked up landings easier I could have soloed at 11 or 12. No idea how people do it with less than 10 hours. There is simply so much ground to cover (from taxiing to Full Slip Deadstick landings)

Anyways, here I am back on the ground:
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Congratulations! It's a great feeling!
 
I finally got back in the saddle for IR training today after more than 2 months off. Apparently I should take time off more often. I flew 2 ILS 7 approaches into KORL (Orlando Executive), on the second, after a required touch and go, they let me fly the actual published missed approach out to OVIDO. Flight instructor said it's the first time in years they've allowed it. (We asked for it.) Then a couple of laps around the hold after a teardrop entry. Next we flew west to intercept the 309 radial of ORL and fly to MAMBO for the published hold. I cross checked the DME (which behaved perfectly today) with the intersection and it was pretty darn close. Go figure. Anyway, another teardrop entry, and two laps and we were done with that. Dropped into X04 (Orlando Apokpa) for some cheap fuel. And I used self serve fuel for the first time. (It's not hard, but still a first.)

Upshot, 2 approaches, 2 holds, 3 landings, 1.7 hours under the hood, 2.2 total. With 27.3 hours actual and simulated instrument, the instructor says I should be ready the ride at 40 hours. We shall see.

John
 
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X04 is still Apopka. Orlando North (FA83) is about 4 miles WNW of X04.

I was doing touch & go work at X04 this morning.
 
Half Fast said:
X04 is still Apopka. Orlando North (FA83) is about 4 miles WNW of X04.

I was doing touch & go work at X04 this morning.
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Sorry, it's now Orlando Apopka not Orlando North. You're right. Were you flying a Cessna 172 about 10:30? Or one of the Tecnams?
 
Tecnam. Red and white. The one that couldn't round out and touch down worth beans. Finished about 10:30.
 
One started up while we were waiting for the fuel pump. But that would have been just about 10:30. I confess I heard two takeoffs while I was fueling but I resisted the urge to look up since I was watching for spillage...
 
Lots of traffic there this morning. Someone was fueling when we taxied off the runway about 10:30. Odds are it was you.

Ever try Orlando North? Skinny little runway, like landing on a country road.
 
Half Fast said:
Lots of traffic there this morning. Someone was fueling when we taxied off the runway about 10:30. Odds are it was you.

Ever try Orlando North? Skinny little runway, like landing on a country road.
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I thought they charged a landing fee? Or is that Bob White? (Or both!) I've landed at Umatilla.
 
jsstevens said:
I thought they charged a landing fee? Or is that Bob White? (Or both!) I've landed at Umatilla.
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Never heard that. We did a few touch & goes at Orlando North and I didn't notice a toll booth or anything. Do they use EZ-Pass? :)

I've only seen Bob White from the air and I don't know anything about it. It does look it would make a good quail landing strip.
 
Update from Wednesday this week:

We did touch and goes with a 5-7 knot crosswind the entire time. Was really good practice but I could tell my brain was starting to tire as towards the end I wasn't reacting fast enough to some gusts. Still okay landings but a little side load on one and one that we bounced.

Overall I'm pretty pleased with my landings.

We also did simulated engine out landings which were a lot of fun. I nailed all but one. We were abeam the numbers when we pulled power, just went ahead and put full flaps and started turning for the runway but we got quite an updraft (storms off to our west that was causing some gusts and turbulence) and the damn plane would not descend.

We had full flaps at 70 knots in a slip and we were climbing. Just decided to do a go around. I could have gotten down but we would have had to do a full stop and taxi back so it was just easier to do around.

Overall, very glad I to do this practice pattern stuff and my instructor said I did a good job.

1.0 hours for a total of 9.2
 
hockeyrcks9901 said:
Update from Wednesday this week:

We did touch and goes with a 5-7 knot crosswind the entire time. Was really good practice but I could tell my brain was starting to tire as towards the end I wasn't reacting fast enough to some gusts. Still okay landings but a little side load on one and one that we bounced.

Overall I'm pretty pleased with my landings.

We also did simulated engine out landings which were a lot of fun. I nailed all but one. We were abeam the numbers when we pulled power, just went ahead and put full flaps and started turning for the runway but we got quite an updraft (storms off to our west that was causing some gusts and turbulence) and the damn plane would not descend.

We had full flaps at 70 knots in a slip and we were climbing. Just decided to do a go around. I could have gotten down but we would have had to do a full stop and taxi back so it was just easier to do around.

Overall, very glad I to do this practice pattern stuff and my instructor said I did a good job.

1.0 hours for a total of 9.2
Click to expand...

If that's a 172, you're too fast.

65 with no flaps, 60 with full. Usually on a glide, you want the flaps up.

Slips work MUCH better if you're a bit slower.
 
MAKG1 said:
If that's a 172, you're too fast.

65 with no flaps, 60 with full. Usually on a glide, you want the flaps up.

Slips work MUCH better if you're a bit slower.
Click to expand...

We were a fair bit from the runway. Over the numbers I'm about 60 ish. Don't know for certain because by that time I'm not looking at airspeed.

The final to the runway has a series of parking lots, then water, then grass. Makes for interesting rising and falling air on a calm day. Add storms and summer heat and it can be a wild ride.

Like I said, I could have gotten it down but we would have been too far down the runway for a touch and go comfortably.
 
Another instrument flight this morning. 2.3 hours, 1.7 under the hood and .3 actual. We flew on an actual IFR flight plan from KORL to KOCF. We flew the full VOR approach at KOCF (well, sort of. The controller kept us at 4,000' until on course outbound, then 3,000'. We didn't get to descend until during the procedure turn. On the way back we were VFR with the instructor playing ATC until about over Leesburg (KLEE) then air filed IFR into KORL and stayed at 3,000' to fly through the clouds. I was vectored to the ILS for 7 into KORL. We canceled IFR about 6 miles out for ATCs convenience but I still flew the rest of the approach under the goggles.

Mostly an uneventful flight and a good performance (flight instructors judgement). I missed the To-From transition at OCF so started the turn late on the outbound. The ILS was a pretty good approach even with the summer bumps kicking up. I'm doing better and better with the radio, though still have a long way to go. I'm pretty comfortable reading the approach charts and setting up approaches. I've done ILS, LOC, VOR and DME Arc in this iteration of training. I don't have access to a GPS equipped bird right now. :-(

30.2 hours of simulated and actual instrument conditions.

John
 
I just got word that my flight instructor is closing shop. One flight short of solo. I just can't even........
 
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