The training on the 172 goes well and I like the aircraft. Today I have my first passenger flight!
The flight instructor told me that we have to fly the 172 at its maximum take-off weight (MTOW) at some point. He asked me if I wanted to bring some “ballast” in the form of passengers to the next appointment.
I sure do and both my wife and her mother are game. They are also not too heavy. That is important as the MTOW with four people and fuel is easily reached in the small Cessna.
The plan for the day is pattern work in Neuhardenberg (EDON), a large and mainly deserted airfield east of Strausberg. Before we take off, I do a last check with the passengers. All smiling faces, okay, let’s go!
The start run is a bit longer and Kilo Sierra finally looses ground contact in order to begin a concentrated climb. She feels even more stable today, not being bothered much by the cross wind.
After the short hop over to EDON we enter the pattern in the downwind leg. The first landing requires a lot of comments from the instructor. After that it is getting better. I am surprised at how much power I need on final. The additional weight shows.
After two or three landings I look back to the passengers. There are still some smiles on the faces.
To be continued…
(originally posted on June 26, 2012 by tilbo at aloft.blog.com/172-heavy/)
The stamp on my private pilots license is not quite dry yet and I am getting to work on the first additional rating already. Today I am at the airport for the first lesson in a Cessna 172. It is a four seated trainer and easily the most popular aircraft in general aviation.
The Cessna 150 that I trained on so far, is her “little sister”. I have read both of their manuals and they are very similar. Still, the 172 is a big step up in size and in power.
We start our morning with some theory in the office of the flight school. The instructor tells me the biggest differences and we go over the fuel system with the tank selector.
When it is time to meet “Kilo Sierra” in person, we start with a walk around. Cessnas are not beautiful and not very efficient either. What makes them the biggest brand in general aviation is reliability, sturdiness and very easy handling.
Kilo Sierra is white and blue and I like her instantly. She is not as old as my trusted Lima X-Ray, but she still has a certain vintage charm to her. And of course, the ashtrays can not be missing!
Kilo Sierra is not much more complex than Lima X-Ray was, but she could be. Her instrument panel is about twice the size and many of the instruments are redundant. She could be rated for IFR. She has a second VOR receiver, a second altimeter and a radio compass.
I am anxious to see what she can do, so we start-up and go. The 5 liter engine vibrates deeply and is very responsive to the throttle. On take-off, I am surprised by the torque effect. The propeller turns to the right and pushes the aircraft to the side. That’s normal and needs to be compensated with the rudder. What gets me is the amount of force I need to keep her on the center line – and we are not even airborne yet.
Rotate
We lift-off and the difference in weight is immediately apparent. Kilo Sierra glides through the air noticeably calmer than the smaller Cessna or my beloved Ultra Lights. Control inputs require a lot of force and the engine moves forward decidedly. I like it.
Air work
We fly direction east, climb to 3000 feet and start with some basic air work. I try to hold my altitude and the course. Then we fly standard circles (3 degree turns) and try a few stalls. I get calmer and more confident. Kilo Sierra handles like the more comfortable and more stable version of Lima X-Ray. How could that be wrong?
After warming up, we go over to Eggersdorf. We are the only plane in the pattern. Our first approach is a bit low. Kilo Sierra will sink fast without power. The flare is easy and the landing a bit fast but not too bad.
On the second approach, the altitude looks better. I set flaps, adjust power and trim to stay on the glide path. Looking good, flare and touch down. Is it possible that this is easier than with Lima X-Ray? We try different kinds of landings. Short, long and go-arounds. I’m thoroughly enjoying myself.
Before we go home, we put in a pit-stop at Eggersdorf. The fuel is a bit cheaper here than in Strausberg and my flight instructor wants to use the occasion to top-up. We put 80 liters into her two tanks and only weep a little when it comes to payment.
Kilo Sierra has left a lasting impression on me. I can not wait for my next hour on the 172!
To be continued…
(originally posted on June 13, 2012 by tilbo at aloft.blog.com/172/)
Visibility: good
Temperature: 18°C
Wind: 150°, 10 knots, gusts up to 15 knots
QNH: 1015hPa
Location: Drewitz (EDCD)
Equipment: Cessna 150
My alarm clock wakes me up very early today. It is the big day – the check ride for my private pilots license is scheduled for this noon.
I arrive at the airport early. The instructor and I do the flight planning together before we take-off for Drewitz, were we will meet up with the examiner. It is about half an hour as the Cessna flies.
Last night, the examiner gave me the routing on the phone. Drewitz (EDCD) to Kamenz (EDCM), from there over to Bronkow (EDBQ) which we are going to use as a turning point and then back to Drewitz. On the way we will do some air work, in Kamenz we plan to do emergency landing drills and a landing without engine power. I am not familiar with the area and I have not been to Kamenz before. We will see how it goes.
In Drewitz we still have time for a few landings. My first approach is pretty lousy, the second one is a bit high and after the round out I drop the aircraft onto the runway with a thud. The third try is better. I’m not sure I’m ready for this.
We taxi to the apron and wait for the examiner to arrive. He is on a check ride with another student from my flight school. When they arrive, the other student and I shake hands and he tells me not to worry. “He is a nice guy”.
The examiner and I do a quick preflight briefing. Then we take off. My instructor has told me to keep talking. So I talk. I explain everything I do and comment on everything I see. The examiner nods and does not say much.
EDCD-EDCM-EDBQ-EDCD
The first part of the trip is easy. There are many references to navigate by. The air is rough and I have difficulties holding my altitude. It can be difficult to find an unfamiliar airport. Luckily I find Kamenz without any problems. I enter the pattern and we land. The cross wind is close to the limit of the C150 and I am having difficulties working against the drift. The landing is not cat like but acceptable. We go around and as we are climbing out, the controller calls us. Pattern work is not permitted during the lunch time at Kamenz. Neither the examiner nor I knew that and so we have to change our plans. We have to come back down to pay for the landing. So we make the next approach the landing without power.
No power
We climb to 2.000 feet and I fly over the runways threshold. Then I announce my intention, make sure the mixture is rich, turn the carburetor heat on and pull the throttle to idle. I trim Lima X-Ray for best glide at about 80 mph and make a 180 degree turn to the left. I check the position relative to the runway. We are sinking fast. I turn towards the runway and we come out of the turn very low. I get a bit nervous and the examiner tells me to add a bit of power. Bummer, that is not the idea of the drill. I don’t know if that is a serious problem or not.
We park the aircraft, pay the landing fee at the tower and go back after a little break. The instructor points at the tower. The elevation of the airport is painted in big numbers on the wall. 495 feet. My altitude indicator shows over 600 feet. “There are the hundred feet you were missing on the landing” he says. When we left, I set the altimeter to the QNH. That is the pressure altitude that is published by commercial airports. I am surprised that it is so much of a difference. Before we go again, I set the altimeter to 495 feet.
The next part of the trip leads to the way point of Bronkow. I am getting more relaxed. My navigation works and the examiner is getting more talkative. I have prepared the radial of a near by VOR as confirmation for my navigation. I turn the navigational radio on to the VORs frequency (tell the examiner about it) and watch the VOR indicators slow movement as we get closer to the way point.
Air work
The last leg of the trip is very easy. There is a very big power plant just right of Drewitz and I can see it from the waypoint. So from now on, we just go towards it. We are using this bit for “air work”. The examiner lets me fly full circles at a specified bank and we do stall drills. When it is time to contact Drewitz that we are approaching, he tells me to fly another landing without power there. I fly over there threshold at 2.000 feet again. This time I make the turn steeper. When I am sure I will make it to the runway, I start setting flaps. 10 degrees, check altitude and position, 20 degrees, looking good, 30 degrees, the little Cessna feels like a giant holds it by the tail. The nose is in a steep dive and we are crossing the threshold at about 20 feet – good.
“That’s it” the examiner says. “Was that enough or did you have enough?” I ask. “I’ve had enough” he says without smiling. We taxi to the apron and he tells me a few things I should work on for the future. “You will get your license in the mail” he says and shakes my hand. Now he smiles.
On the way back to Strausberg, I fly my last leg of the day. I am tired but very happy. After take-off, I contact the controller in Drewitz. “D-EALX leaving the frequency with a newly passed check ride.” The controller congratulates me, my instructor smirks.
To be continued…
(originally posted on May 20, 2012 by tilbo at aloft.blog.com/ppl/)
As part of my training, I have to fly two different kinds of aircraft. My flight school has a deal with a flight school in Drewitz. They train on a DA20 Katana, an Austrian built light trainer.
The plan for the day is to take the trusted Cessna over to Drewitz. There we will fly the Katana for about an hour before we go back to Strausberg. The weather conditions are easy and we will not file a flight plan for the half hour trip over to Drewitz. But we plan the flight on the map and talk about the Fürstenwalde VOR which is about half way on our route and will be our guide.
Cottbus-Drewitz Airport (EDCD)
Like many airports in the region, Drewitz is a relic of the cold war. The runway is the right size for an airliner and the hangars are reinforced concrete, overgrown with grass. On approach I’m having a hard time. The runway is so much wider than the one in Strausberg that it is hard to estimate the altitude correctly. There is a new, beautiful terminal building that my flight instructor is making fun of. There are no commercial flights in or out of Drewitz.
The Katana D-ELPN (“Papa November”) is waiting for us already. We park the Cessna next to it on the apron and change planes.
DA 20 Katana
The DA20 is a very popular trainer. It is about the same size as the Cessna but that about sums up their similarities. The Katana is a low wing composite aircraft. That means the fuselage is mounted on top of the wings. It is made primarily from composite materials, not from sheet metal.
The aircraft is powered by a Rotax engine, much like the ones powering many Ultra Lights. It is very efficient and quiet. Last but not least, this Katana has a constant speed prop. The pitch of the prop is adjustable. This allows the engine to run at it’s most efficient RPMs. The constant speed prop is new to me and the settings are a challenge.
Up, up and away
We go through the check list and the flight instructor takes his time to explain “Papa November” to me. We start the engine and go. The Katana has a free moving front wheel. The steering works by breaking the main wheels individually. It takes me a long time to get used to that and I’m sure the controller on the tower has fun watching us meander down the taxi way.
We take off and the air flow through the small windows is cooling us down. We were starting to steam under the large glass canopy. Once airborne, I feel at home in the DA20 instantly. She reminds me of the Ultra Light aircraft I fly but is a bit more stable. The visibility, without the wings above us, is stunning.
Traffic
We climb above the pattern altitude to do some air work. While we are doing our “lazy eights”, we hear a formation of military C-160 Transall transporters announce their intention to perform some short landing maneuvers in Drewitz. They are very close to the ground and we decide to stay out of their way and watch the spectacle from above. They are coming in low and slow, touch down on the outmost edge of the concrete of the runway and break violently. Watching the large turboprops from up here is a treat!
After the two big guys are gone, we have the pattern to ourselves again. We do two or three touch-and-go’s before we call it a day. The Katana was clearly a great experience but I am also happy to be back in “Lima X-Ray” for the way home. The trusted Cessna and I have become friends.
To be continued…
(originally posted on May 11, 2012 by tilbo at aloft.blog.com/flying-katana/)
2 out of 3 – or almost only counts in horse shoes, hand granades and thermo nuclear warfare
Visibility: good
Temperature: 16°C
QNH: 1008hPa
Location: local aviation administration
Equipment: Computer in the testing center
I am at the local aviation administration for the second part of my theory exam today. I know the drill already. Sign in, find a computer in the examination room and go.
When I sign in, I tell the examiner that I will have to come back for a third appointment after this. I had a busy time at work. He informs me that I can only take two appointments and that there is no third unless I fail one of the parts.
Stupid of me not to confirm the test centers policies. On the other hand I could not have made more time available for studying anyway. So I will see how far today gets me. I am going to try tree subjects without preparation today – “Meteorology”, “Aerodynamics” and “Flight Rules and Air Law”.
After about three hours I’m done. The test goes well. I have studied a lot for “Navigation” and one part of the exam is the very example trip that I practiced last night. I answer the questions half from memory and get 100%. Not bad for the subject I was most insecure about. But it also means I spent too much time preparing for it.
“Flight Rules and Air Law” is one subject I did not prepare. I know many answers and some are simply guessing. I have a bad feeling in “Meteorology” and am fairly confident in “Aerodynamics”.
After I have finished the test, I go out and tell the examiner to not hold anything back from me. I failed “Flight Rules and Air Law” by one point. I would have needed 75% and I only got 73%.
The friendly examiner says how sorry he was. I smile at him and tell him that the overall result was better than I had expected.
To be continued…
(originally posted on April 30, 2012 by tilbo at aloft.blog.com/2-out-of-3/)
Visibility: good
Temperature: 12°C
QNH: 1018hPa
Location: local aviation administration
Equipment: Computer in the testing center
I am at the testing center of the “Joined Aviation Administration” of two states. It is located in an old office building with a friendly atmosphere at the international airport.
I am taking the first part of the theory exam today. Seven subjects are being tested. The exam can be taken in up to three individual appointments in any combination of subjects. A very friendly way to test the hundreds of questions from the text book.
The exam itself is a computerized multiple choice test. My original plan was to break it up into two appointments. However, reality caught up with me and I only managed to prepare two of the subjects as thoroughly as I wanted. I would have loved to do four today.
At the testing center I am still on the fence if I should try the other two subjects anyway. But in the end I decide it would be better to be back for a third appointment voluntarily than involuntarily after failing “Aircraft Performance” or “Flight Rules and Air Law”.
I pass “Special Procedures” and “Human Limitations” with 92 percent and 96 percent respectively. Somehow fitting
Now it is back to ground school for the next round!
To be continued…
(originally posted on March 31, 2012 by tilbo at aloft.blog.com/1-out-of-2-or-3/)
I am studying for the theory exam of the private pilots license right now. That’s why there will be no exciting reports about exotic trips and flying adventures for a bit.
For now just navigation, meteorology, aerodynamics and law. Wish me luck!
To be continued…
(originally posted on March 18, 2012 by tilbo at aloft.blog.com/studying/)
It is a cold morning. The first of the season, really although it is nearly February. The grass on the airfield is covered in white frost. The atmosphere is dense and cold and the wind sock hangs down with not enough air movement to shake off the nights frost.
There is a lot of activity on the airfield. A crew of four workers is getting three of the Stemme motor gliders ready that are parked on the apron. They perform checks and wipe the ice off of the wings. Two or three other aircraft are being made ready on the apron.
At the door of the flight school I find a note “Meet me at the hangar”. I arrive over there as the instructor has just started to pre flight the little Cessna. I check the fuel and we pull her out of the circular hangar.
Lima X-Ray starts up almost immediately. Good girl. We taxi over to the apron and give her a minute to warm up. The carburetor pre-heat expedites this process.
We take off into the cold. The sky is grey but the ceiling is more than high enough. There is almost no wind. Perfect conditions for a low time student.
The first landing is a greaser. I round out, hold her parallel to the runway until the stall horn chimes and then let her settle onto the runway. Just like I learned it. The flight instructor is happy. He gives me a bit of advice on the timing and tells me to fly a larger pattern. He starts talking about a solo.
After the second landing he breaks. He tells me to do another two of three landings on my own – if I feel like it. Is he kidding? I’m thrilled!
I am giddy but not quite as excited as with my first solo. After all I have flown aircraft on my own before. I know that I will be able to land it somehow. On take-off the missing weight of the instructor is noticeable but not as much as in the ultra light. I reach the pattern altitude a bit faster, that’s about it.
Lima X-Ray and I have started to become friends. I treat her gently and she forgives my clumsiness in return. My first solo landing is very respectable. Not as greasy as when the instructor was sitting next to me but good enough. As I take off after my second landing, I pass the instructor while he walks down the side of the runway. Apparently he is not afraid for his property enough to stay out in the cold.
After two touch and goes, I announce my intention to finally land on the third run. My instructor comes on the radio and tells me to keep going if I like. I sure do!
After six successful landings I have had enough. Lima X-Ray and I are done for the day. We go back to the apron and taxi by my first love, the trusted Lima Juliet. She is about to take another student to his wings. I waive at my old instructor and he smiles at me.
To be continued…
(originally posted on January 25, 2012 by tilbo at aloft.blog.com/second-first-solo/)
Visibility: right around 1.5 kilometers
Temperature: 11°C
QNH: 1014hPa
Location: EDAY
Equipment: Cessna 150 (D-EALX)
It is a miserable day with visibilities so close to the VFR minimums, that only the fact that it is Saturday is getting aircraft in the air. I arrive at the flight school and we start our morning with an extended theory lesson.
Around mid morning we go out to fly a few patterns to see if the visibility has improved. It has not. In the down wind leg we are just about able to see the runway.
Back in the briefing room, we continue theory of radio navigation. Today I am introduced to the concept of the VOR (VHF Omnidirectional Radio). This is a network of ground based radio stations. Their signal can be picked up by the VOR receiver in the aircraft which displays the relative position of the aircraft to the station.
We go through the theory. Then we simulate a trip on the computer. After that the flight instructor looks out of the window. The fog has not lifted. “Today would be a great day to get some real life experience” he says refering to the poor visibility. I’m game.
Our half hour trip will be a triangle to the south. My job will be to follow VOR and compass and to fly the aircraft without looking out of the window (there is not much to see out there anyway). The job of the flight instructor is to tell me the new headings at the way points.
We are departing to the south, following the VOR receiver in the cockpit to a close by VOR station. I hold the course and maintain the correct altitude. Maintaining the correct attitude with the artificial horizon is something new to me. It requires a lot of my concentration.
We use the VOR station as our first turning point and change the course to the north east. Again we follow its signal, this time to guide us away from the sender.
The next turning point, which will bring us on a western course back to the airport, is more complicated to find. We calculated the time after which we should get there and we know the heading for the last leg of the trip back home. As we are getting closer to the turning point, we start calling in to the airport to get our bearing.
At about 30 degrees south of the final bearing, I begin a left bank onto the new course. I peek out of the side window. Beneath the clouds and the fog I see something dark which may or may not be the lake that markes our way point.
We keep confirming the heading to the airport and before long, we see our home field through the mist. This was great training. I’m sure I will be tired tonight!
To be continued…
(originally posted on November 10, 2011 by tilbo at aloft.blog.com/instrument-flying/)
