Fog

I had planned to get out in the 182 today, but the fog just wouldn't go away. The entire Puget Sound was blanketed by fog the whole day.

KRNT 301453Z 00000KT 2SM BR OVC002 12/11
KRNT 301753Z 35003KT 1/2SM FG BKN001 11/11
KRNT 302253Z 30007KT 4SM BR OVC003

(For the non-pilots, the above numbers are from a weather reporting machine and 2SM BR OVC002 means that the visibility is 2 statute miles with mist and the ceiling is 200 feet.)

Lite Training Week

With the Thanksgiving break and all, I had one training flight scheduled but that got scrubbed due to mechanical issues. Instead, I gave a ground brief on the electrical system.

Next week, the plan is to get in a couple of flights and give a brief on the hydraulic system/landing gear.

Two More Flights and a Ground Brief

This week I presented the propeller portion of the systems ground brief. The PTS says:
"To determine that the applicant exhibits instructional knowledge of the elements related to the operation of systems, as applicable to the airplane used for the practical test, by describing the following systems..."

I originally took the approach that just describing the components and controls involved for a particular system were sufficient. My instructor pointed out that I should know what happens when a lever or switch is moved in the cockpit. As an example, when the propeller knob is pulled out, what happens? It's easy enough to say that the propeller blades rotate to a higher pitch (more course position). But what really happens? Here's a more thorough explanation:

Pulling the prop control lever, causes the linkage to release pressure on the speeder spring, which causes the flyweights to extend out. This opens the pilot valve which sends pressurized oil to the propeller hub, which causes the piston in the hub to move, which rotates the propeller blades to a higher pitch setting.

http://www.mccauley.textron.com/pro-sup/prosupframeset.html

The idea of describing systems in a more micro level starts to lay the foundation for piloting more advanced aircraft where knowledge of systems is much more important.

I flew twice this week, the first flight was with my instructor and we worked on refining my commercial maneuvers. I flew a second time solo to work on more of the same.

IFR Fly-in to KHQM

The place where I'm training organizes various fly-in events to destinations around the Seattle area and today's was an IFR fly-in to Hoquiam. It was a beautiful day with high ceilings so no actual IFR, but since I had a safety pilot aboard I was able to log two approaches while under the hood. My safety pilot was also a CFII and he helped me refine a few things with my approach technique. Plus the milkshakes ($100 milkshakes) at Lana's are always worth the trip to KHQM.

Another Week of Flying

This week I continued with the systems gound brief and made one training flight in the 172RG. The ground brief was a continuation of systems and the flight mostly consisted of chandelles and lazy eights. Did a few steep turns, but they weren't going that well so we moved on to other manuevers. Also had the emergency simulation of all simulations. We started with a simulated engine fire and after the simulated fire was out there was a simulated electrical failure. This involved a manual gear extension at about 3000' while trying to select a good field to land in. Surprisingly I knew most of the emergency items from memory and used the checklists to hit the items that I couldn't remember. I did miss turning the master off step after an engine fire, so I think I'll memorize all of the emergency procedures so that this excercise goes a little smoother the next time.

More CFI Training

This week was a productive week with a ground brief on systems and a training flight in the 172RG. The systems brief is quite extensive so we only got through the power plant section. This week we'll tackle the rest of the systems subject areas starting with electrical.

Had to cancel one flight due to weather but was able to fly yesterday. This flight started with lazy eights and chandelle's and this was the first time that I've tried these maneuvers from the right seat. We finished the flight with a short field landing and power off 180 landing. I also got to experience a simulated engine failure after takeoff. I hadn't done one of these in a while and I knew something was up when my instructor requested an "option takeoff" with the tower. At about 100', the power got pulled. I landed ok, but should have pitched down a little more to establish best glide.

CFI Training Flight #6

N52907, 1.5 hrs - Back in the right seat after 10 days off. Before we got in the air, I wanted to get the power settings down for setting up/executing maneuvers. Doing the same thing everytime, makes flying (and teaching) and setting up so much easier

1. MP 19"/2300 RPM, clearing turns. This gets things stable at maneuvering speed and from this speed we can do steep turns, chandelles, lazy eights, etc.
2. For slow flight, power off stalls, continue slowing with 14" MP, flaps, gear, flaps, flaps

For this flight, I was the instructor demonstrating maneuvers beginning with the takeoff. I started with a soft field takeoff demonstration and then we flew out to the practice area. I climbed to 2500' and did some clearing turns and then setup for slowflight. After that did power-on stalls, departure stalls, and steep turns. Then headed over to KPAE for some landings (short, soft). After that it was back to KBFI for a no flap landing.