Good news from the Flying School. They say I can complete my flight training on my current VISA. I was worried that I required a M1 which would have delayed my training ($ impact too). Additional good news, they also confirmed my JAA hours count towards my FAA ticket.
Next I need to get TSA clearance and a medical complete. Plan to drop into the flying school one evening this week to start the process.
In the mean time, I am studying the local sectional to get an idea of how airspace is structured. I love the www.skyvector.com website. I prefer the paper sections spread out on the table, but the @skyvector website is a great alternative.
I am also carrying my handheld scanner with me in the car so that I can learn the different between FAA and JAA terminology. I am a little worried about the radio's over here, but I have flown enough hours to know I should just fly and be confident in my ability.
This weekend my son will take his first flight thanks to the Young Eagles.He will take a 30 minutes flight out of Stella Airpark (KSLJ) in Chandler, Arizona.http://www.stellarairpark.org/YoungEagles/Welcome.html
On Sunday 20th November, I travelled with my family from Dublin to Phoenix via Heathrow. Thanks to @Planefinder on Twitter, they tracked my flight at various stages;
https://twitter.com/#!/planefinder/status/138376315349909504/photo/1One of the cool features on the @Planefinder website is it's playback feature. On the following link you can see my flight approach Casper in Wyoming.
http://planefinder.net/flight/BAW9CG/time/2011-11-21T00:55:00%20UTCThe flight was pretty much uneventful other than the low vis procedures in place at Heathrow. This result in a 30 minute dash from Terminal 3 to 5 in order to catch the Phoenix connection. We departed 09R 90 minutes late in <500m vis. The rest of the flight was spent chasing the sun set west. Landed in Phoenix at 1940 local time approx 10 hours after departing Heathrow.
Next blog update will be when I take my first FAA training flight in December.
On the morning of Saturday 12th November, I woke up at 0700z to more or less CAVOK conditions. I headed off to the airport for my last flying lesson before heading to Phoenix. I had booked a two hour slot in Bravo Charlie Kilo, my solo aircraft!
My regular instructor was not available. I have always relished the chance to fly with different instructors. During the duration of my training I have flown with approx. six different instructors.
I have come to realise there is no one way to fly an aircraft correctly. Each instructor has his or her own take on how things should be done. For example, I normally climb at 75KIAS. During the flight today, the instructor suggested I target 80KIAS on the climb out.
At Weston Airport (EIWT), the rejoin procedure is 1500' overhead on the QNH (airport elevation ~150'), join the downwind and then land. For the last few flights I have struggled to get the height off. Quite often, I found myself turning base at >1000' which always resulted in being too high on final. Armed with a new instructor, he instantly realised what I was doing wrong. We called up the tower and asked if we could go back round to the overhead 1500' point. My issue was that I was trying to bleed to speed from 100KIAS cruise down to 75KIAS before losing the height . This time, my instructor had be reduce the power but simply point the nose down. As expected, the height dropped, and before I knew it, I was at the circuit height. At that point whilst maintaining the height, the airspeed fell back to the desired 75KIAS. Turned final and landing with 30degree of flaps (40 available in Bravo Charlie Kilo).
During the flight I had my first real introduction into navigation. We flew for 75 minutes west of the Weston Control Zone but below Dublin Controlled Airspace. Since the solo, I have been become more confident about trimming the aircraft and letting it fly with the smallest of corrections.
Confidence Points - This allowed me time to focus on the map and look for those confidence points. The instructor taught me to focus on rivers, roads, pylons, towns, villages. Even the simple thing of a road passing a railway line, or a river being parallel to a road can be used as a confident point along your planned route.
Landed after clocking up another 75 minutes. Very enjoyable flight. Pleased I had a chance to fly with this instructor.
Time to wrap up my Irish training. On the 1st January 2011, I had no idea what the year had ahead. New job, back flying and now moving to the US for a couple of years.
When I next fly in Ireland, I better have that PPL Ticket!
Goodbye Ireland, see you in 2013.
Mixed emotions during the solo flight. I felt ready. I treated the flight as it was any other flight.
I taxied to ALPHA for power checks. I double checked everything, I questioned one of the magnetos during the RPM drop check, but I gave it the thumbs up. Just paranoid. There was no issue.
I taxied onto the active. Then it hit me. The decisions I make in the next 10mins could kill me. It really hit me as I applied full throttle. Rudder control. Ailerons neutral. 65kts.
I probably flew one of my best circuits. I was 100' high on the downwind. I extended my downwind leg due to traffic ahead turning base. I didn't panic. I didn't want my first approach to be a go around with the need to retract the flaps.
Turned final. 600' on the QNH. Felt low. Power. Pitched for 70kt. 10deg then 20deg. Perfect profile. 65kts. Runway not moving up or down.
Wind? Slight xwind. No factor Fly the approach.
Landing was amazing. With an instructor, you always feel he/she is giving you guidance. This time, there was no help. I felt in complete control.Right wheel, followed by left (1sec). Then the nose wheel.
I had done it. I think I only swore ten times to myself during the circuit!
ATC audio available on the following link. Audacity misses the first second of each transmission.
My journey to date has all been about stop/start.
2000 --> 2001 = 733 minutes (stopped due to lack of money. Medical not complete)2007 --> 2008 = 858 minutes (stopped due to work commits situation. Medical, complete 1hr before training stopped!)2009 --> 2010 = 140 minutes (lack of flying due to work commits)
I started flying again on the 23rd July 2011. Circumstances came together allowing me to fly at least a couple of times a week. At this point, all the previous experience started coming back to me. "I just get it" I said to myself after nailing a few landings. After another 425 minutes of flying, I was ready for the solo.
On Tuesday 20th September, the wind was 10kts down the nose. I had been struggling with cross controls with a cross wind component >8kts. I knew there was a chance that today would be the day.
I started off with two normal flapped T&G's. Nailed the landings. On the third landing, the instructor called the tower asking for a glide approach and the option for a full stop/touch and go. I knew at that point that if I nailed the landing I would be going solo Glide approach, turned base early, no flap until I knew the airfield was reachable, full flap, pitched for 60kts, nailed the landing. Vacated at BRAVO and taxied to the ramp. My instructor said, "On you go, power checks at ALPHA, 1 circuit and come back and pick me up.
The time had come.
Just as I was getting back into flying in the circuit and pushing for that solo flight, the weather closed in. I have not flown for almost two weeks. This week Ireland bore the brunt of ex Hurricane Katia with winds gusting over 50kts. (http://www.nowpublic.com/environment/hurricane-katia-photo-iss)
Being grounded has allowed me time to think about the procedures I need to follow whilst in the circuit. @askcaptainjon on Twitter has asked me adhoc questions on what I would do if a particular scenario transpired. There is no harm in revising the procedures once in a while. I am fully aware that a PPL is a License to learn and not an indication that I know everything about flying!
On a positive note, I did pass my English Proficiency Test. Armed with my valid Student, Medical and EP License, I am now ready to push for that elusive solo flight.
Next flight is Wednesday 14th.
