Visibility: more than 10 kilometers
ceiling: more than 5.000 feet
GAFOR: “C” clear skies!
Temperature: 29°C
Wind: VRB, 1-2 knots (dead calm)
QNH: 1024hPa
Location: EDAY (Strausberg)
Equipment: “Kilo Sierra” (Cessna 172)
Yesterday I had my first five solo rounds in “Kilo Sierra”, the four seat Cessna 172 I’ve been training on lately.
This was the third time I had a “first solo” in a new aircraft. A very special moment every time. But also a situation that I can face with more confidence now, compared to the “first first solo“. The day was sunny and very calm, perfect conditions.
Next stop: Check ride for the 2 ton rating!
To be continued…
(originally posted on July 27, 2012 by tilbo at aloft.blog.com/first-solo-again/)
Visibility: more than 10 kilometers
ceiling: more than 5.000 feet
GAFOR: “C” clear skies!
Temperature: 24°C
Wind: 290°, 10 knots
QNH: 1027hPa
Location: EDAY (Strausberg)
Equipment: “Lima Juliet” (my old love)
On Saturday a friend took me up on the promise to take him up! Since “Lima X-Ray” is still in the shop and I have not had my check-ride on “Kilo Sierra” yet, I called my old flight school. They had a cancellation and “Lima Juliet” is available for two hours on Sunday.
We have had a rainy summer and this is one of the first hot and clear weekends in a while. The aviation forecast is perfect, visibility is great and there are pretty white clouds.
Staying current
Many of us hobby pilots don’t get above the ground as much as we would like to. In order to be able to take passengers with me in the light sports plane, I have to have a minimum of three landings in the last 90 days.
My last trip was in February! Ever since then I have been training for the private pilots license with larger aircraft. That means I have to fly three patterns on my own before we can go on our little trip.
So I arrive at the airport a bit before my friend for the obligatory abuse at the flight school (“so you are back to fly real aircraft, right…”) and to go ahead with the three landings.
It is good to be back in the light sports aircraft. I still feel very comfortable with “Lima Juliet”. At the same time, the much larger “Kilo Sierra” has grown on me with her stable handling and redundant instrumentation. We will see what kind of flying the future brings.
To be continued…
(originally posted on July 25, 2012 by tilbo at aloft.blog.com/staying-current/)
Today was great! I saw the big city from above, almost flew over my house, saw a new airport and had an Airbus waiting for me – but one thing after the other:
The big city has two international airports and a no-fly zone in between them. So everything west of my home airport is controlled airspace. I have been flying around it for two years but never ventured into it. Until today.
The sky looks dark towards the west and I can see rain showers. We hit the rain shortly after take-off on climb. Kilo Sierra is shaking but the shower is very local and we can go around most of it.
Rain and gusts up to 39 knots
We check in with the controller an I announce our intention: “VFR from Strausberg to Schönhagen, via Echo and Bravo, low pass over the runway of SXF (the larger one of the two international airports), exit via Sierra to Schönhagen”. The controller informs us that he has rain and wind gusting up to 39 knots. My instructor is not worried. “It always looks worse from the ground”. The controller is cool with us trying as far as we can make it.
“Delta Kilo Sierra has reached Echo 2 at 2.000 feet”
In the control zone I have to stick to a set route from one compulsory reporting point to the next. The first one is Echo 2 at the intersection of a train line and a highway. I announce our position, the controller acknowledges it and we are in. Easy as pie.
We fly over the suburbs, over the outskirts and then over the city. Before we reach the no-fly zone over the city center, we turn left towards the airport. The rain has moved to the east and the sun glitters on the wet roofs of the buildings. Between Echo 1 and Bravo, I can see my house. I’m loving it!
“You guys are lucky if I can get you in a gap to cross the field”
SXF is being expanded and transformed into the cities new international airport. The terminal building, the new control tower and the new runways are directly in front of me now. I see the traffic on the ground (very cool) and a number of approach lights coming out of the dark clouds to the left (a bit frightening). I ask the controller for clearance for a low pass over the runway but there is no chance. The weather has delayed the afternoon rush hour and there are a bunch of large jets waiting to get in. In between two of them, we manage to cross over the airport at pattern altitude and make our way over to the next reporting point Sierra.
15 minutes break
From Sierra, it is not far to Schönhagen, south west of the big city. It is a very popular airport for the general aviation community. We land and taxi by a number of different aircraft on our way to the tower.
After a few minutes and a nice chat with the clerk at the desk, we take-off again. We fly north and re-enter the control zone via the Whiskey route. Whiskey 2, Whiskey 1, Bravo and another attempt for a low over pass. This time the traffic situation is more relaxed. We see two easyjet Airbus A319s lining up for take-off on runway 25 right. The first takes-off and by the time we are cleared for the downwind of the pattern, the second one is on the runway already.
We are trying to do this as quickly as possible. So we are not slowing down much on base and are not setting flaps. I turn into final approach and there it is: Runway 25 right, 2710 meters by 45 meters of illuminated concrete. Wow.
We are coming in fast (for a little Cessna) and I’m still caught-up in the moment when we see another Airbus waiting at the holding point. So we stop dawdling, I push the throttle to the fire wall and we are out of there as quickly as we came.
Getting so close to heavy metal was much less frightening than I thought!
To be continued…
PS: See the entire flight here (you will need a google earth plug-in). The tracking is provided by CloudAhoy.com, a great service that lets you track flights using an iPhone and analyze it online – free of charge.
(originally posted on July 17, 2012 by tilbo at aloft.blog.com/sfx/)
Weekends at the airport are usually busy. Today it is warm but rainy. A front with rain showers and low clouds is slowly moving over the city. Many pilots stayed at home.
When I arrive at the flight school, a charter customer and his friends are drinking coffee. They got caught in a rain shower and decided not to continue their pleasure flight.
My instructor sees the weather as a learning experience. So we go. On the way over to EDON (Neuhardenberg), we get caught by the rain. He tells me to do a full circle “use the instruments and try not to loose altitude”. I concentrate on the artificial horizon, the change indicator and the directional gyro. The sound of the rain hitting the metal roof of the cabin resonates with the engines sound.
What are you doing, out there in the rain?!
Neuhardenberg does not answer our call for a long time. Finally a confused voice comes on. “We are closed today. But what are you guys doing here in the rain, anyway?”. So we “divert” to EDCE (Eggersdorf). Not the first choice on a day like this as they have a grass strip which is not too comfortable when wet.
We are following the FWE VOR (Fürstenwalde) which should bring us right by Eggersdorf. I concentrate on staying below the clouds. Eggersdorf is not far and I look for the airfield ahead and to the right. When I spot it, we are almost past it already. We are still at 2.000 feet and I will not be able to get down to pattern altitude in the remaining distance.
“Delta Kilo Sierra flying over the runway”
The instructor tells me to fly along the runway, continue to loose altitude while following the crosswind leg and sink into the pattern on the downwind leg. This gives me time to see what is going on in the pattern and makes it easy to communicate where I am to the others. He says this is a good strategy for a “surprising arrival” at an airport. And he tells me that those can happen…
Airspeed, direction, possitive rate of climb
We are alone in the pattern and go through our program. Short landing, short take-off, simulated engine failure after take-off, landing without flaps. During our last round, the rain shower reaches Eggersdorf. The controller suggests the airport restaurant to wait for the rain to pass. “We would miss all the fun!”, the instructor answers. So I fly into the rain with very little visibility. “Check airspeed, direction and make sure you climb” says the instructor. That is what Captain Dave always pays attention to. For me it’s the first time that I need to check the instruments to make sure I have a positive rate of climb!
To be continued…
(originally posted on July 11, 2012 by tilbo at aloft.blog.com/im-flying-in-the-rain/)
I am a Sports Pilot transitioning to be a Private Pilot. With my Sports Pilots License I can fly Light Sports Aircraft with one or two seats and a maximum take-off weight of 475,5 kilograms. I am limited to Visual Flight Rule (VFR) during the daytime in uncontrolled airspace. I can fly in Germany and in a number of other countries, as long as I travel there in my German registered light sports aircraft. Chartering aircraft abroad can be complicated.
The light sports aircraft class is not regulated internationally. The aircraft are similar but not the same. Many manufacturers have different version of the same basic aircraft to cater to the different national markets. The class is relatively new, many of the aircraft are very sleek high tech toys. Flying light sports is fun and affordable. A great way to fly and an excellent entry into aviation.
Private Pilot
The private pilots license is a more traditional license for private flying. The training is more complex and it is more costly because of the higher price of flight hours. But it also has many more options and possibilities. Larger aircraft with more seats, access to controlled airspace which means access to more airports and the possibility to upgrade to instrument flying and multi engine aircraft. And it is valid international, so I can charter aircraft at my holiday destination, for example.
The transition to the Private Pilots License is in three steps:
First – and most importantly – the step from the national sports pilots license (SPL) to the national private pilots license (PPL-N). The transition requires a theory exam, an extended radio license, a minimum of seven flight hours and a check ride. I just completed this process and am now the holder of a SPL as well as a PPL-A(nat.). I am allowed to fly single engine piston aircraft with a maximum take-off weight of 750 kilogram. VFR, in the daytime.
More airplane
The next step is heavier aircraft. I have started to train on a Cessna 172. It is a single engine aircraft with four seats. After 5 flight hours and another check-ride I will be rated for aircraft up to two tons maximum take-off weight (MTOW).
The final step for now will be the rating for Controlled Visual Flight (CVFR). This is an additional qualification for navigation. The use of VOR navigation is tested as well as the ability to hold altitude and course by the instruments only. During the training for this, I will fly with an IFR cap for the first time. This is a visor that blocks the view to the outside so that I am forced to only fly by the instruments. The CVFR rating is a first, very brief glimpse into the world of instrument flying.
The CVFR rating requires another 10 hours of flying, a theory exam and a check ride. After all of this is complete, I fulfill all of the requirements of the Joint Aviation Administration (JAA) for the private pilots license. I can transfer my PPL-N to a PPL JAR-FCL. This is the international private pilots license as it is issued in Europe.
I will keep you posted on the progress!
To be continued…
(originally posted on July 4, 2012 by tilbo at aloft.blog.com/heavier-than-air/)
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/)
I am outside on the street watching PIA flight 785 from Islamabad’s Benazir Bhutto Airport fly over Berlin enrout to London Heathrow. It is a Boeing 777-300ER traveling at 36.000 feet at over 400 knots per hour.
I looked at the contrails and the mighty iPhone did the rest. Thanks to ADS-B.
FlightRadar24.com gathers ADS-B-information form thousands of aircraft all over the world and projects them on a map in real time. If this is combined with the location service of the iPhone (it knows where it is, sometimes better than me…), the contrails in the sky become a particular airliner. Magic if I ever saw it!
So what is ADS-B?
In the sky it is very important to know where you are. Aviation at large has that one figured out pretty good. Maps, VOR, GPS, Radar controllers and more high-tech systems like inertia navigation have pretty much taken care of position awareness.
The problem is, figuring our where everybody else is!
Mid-air collisions are rare but the more devastating when they happen. And they are surprisingly difficult to avoid. The sky is very large and aircraft are very fast. Even more so if two of them are moving towards each other. Even in perfect visual conditions, it can be hard to see oncoming traffic in time. Let alone at night or in the clouds.
Because of that, Airliners have had a collision avoidance system for years. The standard is called TCAS (Traffic Alert and Collision Avoidance System) and it is very cool. Traffic will not only be displayed in the cockpit. The respective TCAS-systems of two airliners will actually talk to each other, determine the best way to avoid any close calls and make recommendations for actions to resolve a possible conflict, to their flight crews.
ADS-B is TCAS for the rest of us. The remarkable thing is that it basically combines parts of the existing infrastructure to create a valuable, additional service.
ADS-B is a communication standard which utilizes the transponder (identification transmitter) of a general aviation aircraft and feeds the location information from the on-board GPS into it. Genius! So now my transponder sends out “this is me” plus “this is where I am”. All of a sudden, I can receive the transponder information of other aircraft around me and display their positions on my GPS screen. And since the technical step is relatively small, many pilots are upgrading their hardware to ADS-B capability.
Additional services, like weather information, is also broadcasted via ADS-B and can also be displayed on the GPS screen. This makes the system even more popular.
I look up to the sky again and I wonder again, where the jet above my head is heading for. I might check, or maybe I will just dream for a moment.
To be continued…
(originally posted on June 18, 2012 by tilbo at aloft.blog.com/ads-b/)
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/)
