As previously mentioned, I received a gift card for a 30-minute ride in an old biplane for Christmas. This past Saturday I redeemed this gift for a short, but fun, ride. Kevin was also able to join me since they allow two passengers -- you sit side by side.
The plane, NC3242, was built in May of 1927 -- yep, that makes it nearly 83 years old, and was originally used to transport mail. There are very few of these planes still in active operation and it's a pleasure and humbling experience to get a chance to take to the air in one. Remember, the Wright Brothers first flew in 1903, only 24 years prior to this plane being built.
Even if you’ve flown in small planes before it’s still thrilling to ride in an open cockpit biplane flying low and slow. The pilot threw in a few descending, 50+ degree banked turns to give you a view of the beautiful California coast. Not to mention that great sinking feeling in your gut!
If you are ever in San Diego and have a few bucks to blow, I highly recommending taking a flight with Barnstorming Adventures.
For Christmas I received a gift card for a 30-minute flight in a 1920's era biplane offered by Barnstorming Adventures. I called today and scheduled a flight for January 16, at 2:30 PM.
Here's the plane:
I'll post some pictures after the flight!
This past Monday I took the Private Pilot FAA Written Exam and passed with a 92% -- 70% is passing, which is good enough for me! After reviewing my answers afterward, I realized I knew the answers to two and for whatever reason selected the incorrect answer.
In hindsight, I'm pretty happy with how I prepared for this test. Instead of the "learn it in a weekend, guaranteed!" DVD method, I chose to study myself using:
I then took a ground school class at Golden State Flying Club. The class met twice a week for about three months and used the books I already had. Although I had already learned most of the material, it was great reinforcing the material in a classroom setting and being able to ask questions.
Pilot: "Do you want us to turn? We are kind of headed into a mountain here."
What answer would you expect?
SoCal Approach: "Sounds like a good idea. Turn heading 280."
Disaster avoided.
I’m not sure how it’s been over a month since I’ve been up – but it has. Due to my trip to Portland, OR and my flight instructor’s vacation, May has pretty much been a wash on the training front. However, I’ve tried to at least stay immersed with aviation related material.
On April 30th I drove down to Winston-Salem, NC to attend two FAA Safety presentations: Thunderstorms and Microbursts, and Navigating the DC SFRA. The thunderstorms presentation was pretty basic, but it did provide a few tidbits of useful information, and some excellent pictures of storms. The DC SFRA proved to be more useful given the move from the DC ADIZ to the SFRA designation.
I also had an appointment with an FAA AME (Aviation Medical Examiner) last week to begin the process of getting my medical certificate. As usual, I’ll have to do a little bit of leg work to get everything the FAA needs. Given I’m a healthy 30 year-old, it’s amazing I still have to jump through hoops – I can only imagine what some have gone through! However, I do understand the reason behind the certification process, and respect the system – even if it’s a pain!
After watching the forecast for a week straight, I was sure I wasn’t going to fly this Sunday; however, the rain didn’t move in until later in the day so I was able to get in 1.1 hours. This was my first time flying under what I would consider overcast conditions, although the METAR described the clouds as scattered at 11,000 feet. When Randy arrived I had already checked out N5394T and was ready to go.
We had the field, and the sky, completely to ourselves. After a quick pre-flight we taxied to runway 24 and were on our way after a brief announcement on the ghostly CTAF frequency. Today Randy introduced a new required maneuver into the training: the turn around a point. For the most part I was happy with my performance of this maneuver; however, I know with more wind it will prove to be more difficult.
Next, we practiced a few steep turns, both left and right. This maneuver was passed over last time due to the lack of a working attitude indicator. My left hand steep turn is much better than the right hand maneuver. Next time out I’d like to practice several right hand steep turns to get used to them.
What would a flight be without some power-on and power-off stalls? This lesson’s stalls proved to be much less eventful than the last. However, I’m still somewhat uncomfortable when the plane banks to the left during a stall. This is something that I know I’ll become used to with time, so I suppose practice makes perfect.
Since Randy needed to catch a commercial flight to Atlanta for a conference, and then on to Lakeland, FL for Sun ‘n Fun 2009 later in the week, we headed back to the field. We did one touch and go, and then a full stop. During the full stop the front gear developed a fun shake. This is the first time I’d experienced this, but it was nice to know what it feels like. I wasn’t very happy with my handling of the plane once on the ground. My taxiway exit was too fast and Randy added some brake before taking the turn. I think I was pretty tired from the flight, but this reaffirms the idea that the flight isn’t over until the plane is tied down.
KPSK 191441Z AUTO 22003KT 10SM SCT110 18/09 A3006 RMK AO2
This past Sunday was a flop on the flying front. The weather was once again perfect: 54 degrees, 0 knots of wind and sunny skies. I got to the field about 20 minutes early to relax and read over a few items. While I was waiting, I noticed one of the two planes was not on the tarmac, which is unusual for this time of morning. Another student was lingering near the counter waiting for some help. Randy showed up and started talking to him, so I moved in closer. Long story short, the missing plane was out for maintenance and the student had planned a cross country in this plane. Since it was Easter, I decided to skip my lesson and let him have my plane. In a way I regret it since it was perfect weather, but I suppose I’ll get over my niceness.
Last night I attended an AOPA ASF safety seminar: GPS From the Ground Up. It was held at the Virginia Tech Airport (KBCB) and I was surprised at the good turnout. The speaker was very knowledgeable and delivered the information in a clear and concise way, and best of all he wasn’t cocky and didn’t include a lot of useless personal stories (I do enjoy case studeies, but personal stories are many times too self-serving). Best of all I was a lucky enough to win a copy of the ASF’s 2009 FAR/AIM book.
Last Sunday’s weather proved to be my nemeses; today’s was my companion in this quest. At 10:00 a.m. we had clear skies, 62 degrees and 0 knots of wind. Randy and I quickly checked out N5394T, a 1964 Cessna 172, which I’ve flown before. After a thorough pre-flight, we taxed to runway 6. There was quite a bit of traffic today – obviously due to the weather. After a run-up it was our turn to depart: “New River traffic, Skyhawk 5394T departing runway 6-0.” Randy corrected me and we were off. Just like many student pilots I get nervous at the thought of talking on the radio, which I must overcome.
Since I haven’t flown since the end of October, we took it pretty slow at first just so I could get the hang of straight-and-level and coordinated flight. Next we turned to turns. After several uneventful shallow turns, we attempted some steep turns. Unfortunately, the attitude instrument was out of order, so we decided after some poorly executed steep turns we would move on to slow flight.
I was pretty happy with my slow flight performance. Using a combination of pitch and throttle, I was able to keep the airspeed and altitude right where it needed to be. So it was on to stalls. We have practiced both power-on and power-off stalls before, and this time around it was about the same. Stalls have never particularly bothered me. Of course being 2,000 ft AGL (above ground level) does instill some confidence during a stall. Practicing power-on and power-off stalls is important since it simulates the airspeed and pitch the plane is at during takeoffs and landings, and you don’t have 2,000 ft of altitude to work with during these critical phases of flight.
During one of the stall recoveries, the left side of the plane banked more than desirable due to some overzealous rudder work on my part. I mentioned to Randy that the bank made me feel uncomfortable, and asked if we could do it again. Randy took the controls and entered a stall. During the recovery he caused the plane to bank to the left once again, but this time was different. He put the plane into a spin, or at least the beginning of one. All I remember was suddenly the windscreen offered a complete view of the ground beneath, and not the normal horizon and blue sky I’ve become accustomed. While I’m not itching to do it again, it was a good learning experience, and demonstrates the importance of coordinated flight.
We decided it was about time to head back to the field and decided to use runway 24 since there was a very slight wind from 220. Abeam the touchdown point, CGUMPF (Carburetor on HOT, Gas on BOTH, Undercarriage down, Mixture on RICH, Power 1600 RPM, Flaps 10%). Randy walked me through the steps and we had an uneventful landing. After touchdown Randy asked “want to do it again?” My answer was, “of course!” So carb heat off, flaps up, full throttle, pull up at 60 knots and we are once again in the air. We ended up doing one more touch-and-go and then a full stop. For me, it was a great learning experience and really instilled a little more confidence in landings.
Next lesson is Sunday at 10:00 a.m.
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Tomorrow I’m headed to Charlotte to attend the NIRSA (National Intramural-Recreational Sports Association) conference. Actually, I’m just going to browse the exhibition hall and meet with a sales rep for CSI Software. We (work) have been evaluating various software packages used to manage gyms and sport programs. At this point it’s highly unlikely we will be purchasing anything due to cost.
Since I’m just going for the day, and will already be in North Carolina, Kevin and I decided we are going to take a trip over to Asheville, NC to visit the Biltmore Estate on Friday. Friday just happens to be the last day of cheap tickets, which still cost $33. To offset the ticket price we found the cheapest (skankiest) motel in the area – $49/night!
I’ve been to Biltmore once before and enjoyed the trip. The house is amazingly HUGE and gorgeous, as are the grounds. The flowers should be in bloom, so I plan on taking quite a few pics to print off and send to my grandmother – happy belated birthday!
Weather looks promising for flying Sunday. We shall see.
Speaking of flying, the FAA released their annual aviation forecast yesterday. It reflects current trends: downturn in aviation, fewer new student pilots, a strange optimistic outlook for the future, and mentioning “green” as many times as possible. Cynicism aside, overhauling the nation’s aviation system is a lofty project and I wish them the best of luck.
The weather just wasn't on my side today. After several days of rain, it has started to clear up; however, the clouds departure made way for winds. So, today was canceled and rescheduled for next Sunday at 10 a.m.
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