Lesson 16.1: It's not the length, it's the width that matters
07/09/2007 Filed in: Flying
Monday - 07/09/07
Oh boy, oh boy, oh boy! I get to fly again today after nearly a week off... I'm salivating like Rosie O'donnell at a female body building championship.
Adding to my excitement is that today is my first dual XC, which is something I've looked forward to since I started reading other student pilot blogs. It's just so incredibly cool to me to finally get to *use* the airplane for its intended purpose. What a concept!
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
Determined to not let that deter me, I show up promptly at 7am for some ground instruction before the flight. CFI1 and I go over the flight planner worksheet the school uses. To CFI1's surprise, my OCD had taken over last night and I spent about two hours planning this 30 minute flight... I already had checkpoints with distances and times, an outlook briefing, the radio frequencies, our true course and distance measured, all that jazz. My OCD has OCD. Mr. Monk's got nothing on me.
I even spent some time last week reading the manual for the GPS in the Katana. I relay this to CFI1 during our planning.
CFI1: No GPS for you!
Me: You're the GPS nazi?
CFI1: Yep.
Seinfeld was so awesome.
Nevertheless, there were still some things I missed, overlooked, or just plain didn't know. Fortunately, CFI1 and I have this great arrangement where I write him a check and he tells me those things. I think it's a win-win, frankly.
Once we've determined to CFI1's satisfaction that I won't zig-zag randomly over the countryside (well, not excessively so anyway) and that I won't run us out of fuel in the process, he tells me how to file my first flight plan and I do so. No more flight plan cherry either. I am running out of cherries here! I see CFI2 fidgeting in a chair in the waiting room.
Me: Why aren't you out flying?
CFI2: I'm waiting. I've got a student on his first solo cross country.
Me: That make you nervous?
CFI2: <gives me the so-so hand signal>
I'd be worried sick. Having no time to empathize with him, I go do the preflight. CFI1 follows me out and it's not two minutes later than the other Katana taxis over and CFI2 runs right up to it. Apparently this is his student and he's managed, at the very least, to find his way back home. This puts him on par with dogs and pigeons, I suppose. And yet I still envy his position. Go figure.
CFI1: Look at CFI2 out there like a nervous mother.
Given the conversation I had with CFI2 just moments before, I find this statement absolutely hilarious.
Preflight is all good, so we hop in, get clearance for takeoff and away we go. I find myself nearly manic trying to figure out what's next at every step. I do the climb checklist and I'm thinking, "Ok, what's next... what am I missing?" Flight plan!
I switch freqs to the FSS. CFI1 gives me a verbal slap on the wrist and I change back and request permission to change frequencies. Oops.
I open the flight plan with the most chatty FSS operator in history. You know those odd conversations where you've actually said goodbye to someone with saying the actual words "good bye" by using that winding down tone? I did that about four times and everytime Mr. FSS had something new to say. I finally convince the guy I won't talk to him anymore, and that despite our long history together, I need some space. It's not him, it's me.
CFI1: I think that's finally over now.
Me: <chuckle>
So we're on our way and by this time we're pretty much over our first checkpoint. I check the time and jot it down and we're in good shape so far. We valiantly press on.
I had chosen towns for checkpoints as much as possible and I had no trouble spotting those. There was only one 20-25 mile stretch with no easily identifiable landmarks, but I was able to use I-24 and some terrain features to figure those out.
All in all, I found navigating via pilotage to be a pretty simple affair. In fact, I was pretty surprised at how often and easily I was able to identify our exact position between checkpoints, even as I got off course here and there. I guess that OCD paid off, finally.
It did take me a couple of tries to positively identify our destination airport, however. With some gentle prodding from CFI1 I finally got it. I was dismayed to find that the cartographers weren't high on crack when drawing this sectional and that it indeed was surrounded by trees and foothills. And they apparently haven't had time to widen that runway between AFD publications.
Once identified, CFI1 has me fly over and then do a right 360 to enter the downwind for our intended runway. As I'm descending to pattern altitude in said 360, I notice something.
Me: Um... where do we go if the engine quits right here?
CFI1: <looking around> Hrm, there's not any real good spots...
We discuss a couple of less than stellar options but it occurs to me that I don't much like our entry for this reason. Since I'm flying away from the airport in the 360, I won't make it to the runway. And the only reasonable spot is the tree tops or ditching in a small lake. Only our small cabin kept me from doing cartwheels over both of these options.
With this realization, I suppose I'll have to fly over all unfamiliar airports until I determine the best entry point and do my best to have as many emergency options as possible. I'd love to hear from you guys on this one... what do you do?
My first approach is pure rubbish. I get the airplane down to the runway and then it gets all squirrelly on me and blows way left so I call a go-around. I think CFI1 might have thought that one was too conservative, but he didn't actually say anything at the time. Later he says...
CFI1: Don't worry about that go-around, almost everybody does that their first time here.
Me: I'm not actually worried. I would like to have landed it, but it's no big deal to me.
The second time around is better except that the wind blows me towards the runway and I overshoot final. I line it back up and manage to put wheels to pavement this time. CFI1 has me taxi back and he's planning to head back now.
Me: Uh, can I do one more?
CFI1: Oh yeah, sure...
He has me do a short-field takeoff and then I do another pattern. I'm high on final but slip it in and manage a rather long, but smooth, landing. Now we're homeward bound.
On the way back CFI1 is really giving me the business. He has me tune in the Shelbyville VOR and head for it, all the while asking me where we are along the way. Now look at the map and estimate a heading and distance to ABC. Then XYZ. I'm feeling mighty studly when I can answer him quickly and confidently almost every time.
I see a red light on the dash.
Me: Uh, we got an alternator problem here.
I reflexively look over and check the breaker and note that it's out. I practice remarkable restraint and manage not to frog CFI1's left arm.
CFI1: Ok, now go through the procedures for it.
Me: Gotcha.
One of them is to cycle the master switch. I find myself a little tense flipping that in flight, but he seems hell bent on it so I finally manage and the airplane miraculously remains aloft. The rest of the checklist consists of me popping in the breaker and giving CFI1 the evil eye.
As we get closer to the VOR, the needle goes ape on me and I'm looking everywhere for it.
CFI1: Any closer and it'll bite you...
Well I'll be damned, he's right. It's immediately under the left wing. How in the world do I miss these things? My navigational ego has just taken a small blow to the ribs.
CFI1: You know how to plug in a direct course on the GPS?
Me: Yep.
CFI1: Ok, then plug in Smyrna.
I quickly plug that in, and a nice, straight, purple line appears between the little airplane and our destination. Just like God intended. I have an unnatural affection for GPS, I'll tell you that right now.
Me: I'm having a great time, by the way.
CFI1: You being serious?
(apparently he's as unable to read me as I am unable to read CFI3)
Me: Seriously, I'm having a blast!
As we approach Smyrna I call the tower, and tower guy answers me. He appears to have been taking foreign language courses and has decided that answering me would be the perfect time to exercise his new skills. I have NO idea what he said. Honestly, not one word. I look quizzically at CFI1.
CFI1: Just ask him again...
Me: Smyrna tower, say again please for 964CT
Tower: Iasa poiuaa uppqwe poiqw plant poiusdf qwopu report ;ljsdfj 32.
Holy shit. I'm still completely clueless. CFI1 lets me off the hook and translates. Apparently he speaks the same language.
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
CFI1 needs to work for the CIA translating because that was really something. They might even use him breaking codes. I think he's missed his calling.
So I perform a nice landing after a pretty poor straight in final approach and we taxi to the ramp and secure the airplane. We discuss the flight and then CFI1 blows my mind.
CFI1: What would you think about trying that trip yourself?
Me: <stunned> Uh, my first thought is "So soon?" Then again, I think I can do it.
CFI1: Ok, we can plan that for one of the days I'm booked next week. You did a really great job today.
OMG! Solo CC already? Man this post-solo training kicks into high gear right away, huh? I'm totally up for it though, and I even find myself a bit excited by the prospect.
We head back to the office and we're mucking around with paperwork and all that. CFI1 keeps asking peculiar questions about our securing process today... and am I sure I got everything, etc. I mean, I've been known to leave my sunglasses, but he's just not letting this go.... what is he getting at...
Me: Flight plan!!
CFI1: <laughs>
I call and close my flight plan. I then walk out of the office after the best day yet of my flight training.
Logged: 1.8
Comments
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 320
Whoo hoo!!!
BTW, if you want to totally geek out with the Garmin 430 while not buring AvGas, download the sim from the Garmin website. It's an excellent way to practice when the weather blows.
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mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 377
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
I was dismayed to find that the cartographers weren't high on crack when drawing this sectional and that it indeed was surrounded by trees and foothills.
Alcohol is our weapon of choice
Nice write up...funny LOL!!!
Congrats on the X/C
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nathan42100
Junior Member
Registered: Jul 2007
Location: Westchester County Airport, New York, USA
Posts: 11
...FLIGHT PLAN!
Was it VFR? I thought th--wait, nevermind. Man, I really wish my training would start so I can learn these things...
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7660
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
3700x50 is small?? Ah oh.
Try this one......24 ft wide....even narrower when there is snow.
http://media.putfile.com/Winter-Flying (look for 45G/Brighton in the video)
Here is a photo before takeoff:
http://www.pbase.com/jlsphoto/image/38006213
Heck, our Baron is based at an airport with a shorter and about equal width runway and it's 5400lbs gross.
Great write-up as usual.
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jhugz
EMU Flyer
Registered: Jan 2007
Location: Parma, Ohio
Posts: 63
http://airnav.com/airport/15G
2400 by 37 where I'm at and we can get a 310 and apache off the ground @ gross
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Sysvr4
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Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Jeff S KDTW
3700x50 is small?? Ah oh.
Try this one......24 ft wide....even narrower when there is snow.
http://media.putfile.com/Winter-Flying (look for 45G/Brighton in the video)
Show off! What, you couldn't find a nice sidewalk from which to takeoff?
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7835
Hehe.
24 ft wide ~is~ a sidewalk, or at least appears to be when at 500 AGL and turning final.
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crask422
Junior Member
Registered: Jul 2007
Location: Corona, CA
Posts: 7
Sysvr4,
I signed up just so I can tell you how much I enjoy your write-ups. I am waiting around for my check ride. For nearly a month now. Keep up the good work and the write-ups, hopefully I will have my certificate before you.
Patrick
Dstang65
Member
Registered: Jul 2007
Location: S.FL (KFXE)
Posts: 36
Great posts!
These writeups make me feel like I am actually there with you.
Great work and congrats...
While I am more confident today after lesson 2 I feel like that amount of workload is so far away.
Dan
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
The airport to which we'll be flying has a 3700x50 ft runway.
Here's the fun one around here: http://www.airnav.com/airport/0N0
2780' x 20' - "RY ALNMT CROOKED". CFI had me do a landing here during my HP checkout with 103 hours under my belt on a nice blustery cross wind December afternoon. My first landing on that field. Can you say "Pucker"?
JamieCT
182 magic carpet ride
Registered: Sep 2004
Location: North Granby, CT flying from Westfield, MA (KBAF)
Posts: 344
This one was my nemesis during training:
http://www.airnav.com/airport/7B9
It was so completely different from the 10,000' runway at my home base (KBAF). Only 1800' made the sight picture drastically different, and I'd always come in high. It didn't help that they train a bunch of helicopters there and jump planes flying in and out so you have to be on your toes all the time. Now I go there regularly to pick up passengers and just stay short field current.
Roosterville looks interesting, with only 20'. I think I'd refer to it as the "oh no!" airport given the designator(0N0). Was asphalt and grading equipment so expensive they couldn't add a little more width? Imagine what any kind of significant cross wind would do to the pucker factor.
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Originally posted by crask422
I signed up just so I can tell you how much I enjoy your write-ups.
Thanks for that, I appreciate it. I always have this irrational fear that others will think I sign up these new accounts to pat myself on the back though. I swear it aint me!
I am waiting around for my check ride. For nearly a month now.
What's the hold up?
Keep up the good work and the write-ups, hopefully I will have my certificate before you.
You're in good shape. Last two lessons cancelled for Wx. If the weather will hold out for another 7-10 days though I've got some great stuff ahead me me though...
Jeff
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by rjh
2780' x 20' - "RY ALNMT CROOKED".... Can you say "Pucker"?
That needs only trucks (or maybe demons) for me to assign it top honors of worst runway.
I kid in the writeups, but I probably would actually enjoy some practice on something like that. I said as much to CFI1 and he did find something similar to our CC destination airport very close to us:
http://www.airnav.com/airport/M88
We had intended to go to it yesterday but low ceilings cut short our practice. Might go Friday with CFI3 though. It gets extra cool points for allowing me to fly near downtown and through class C for the first time.
Jeff
usmcbay
Junior Member
Registered: Jul 2007
Location: Friendswood, TX
Posts: 25
Another...
I signed up as well as some of the others just to say how much I enjoyed your play by play commentary...
Let me know when you release a book... I will enjoy the laughs.
Thanks -
Shawn
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crask422
Junior Member
Registered: Jul 2007
Location: Corona, CA
Posts: 7
Originally posted by Sysvr4
What's the hold up?
11 straight lessons cancelled to either a bad battery or winds. I needed 1.5 hours more of XC time. Finally got that, then my 3rd instructor took a job elsewhere, the fourth flew with me a couple of times, said he would sign me off and call the DRE, never heard from him or the DRE. 4th CFI had gone back east for a vacation, no problem, but he forgot to call the DRE, now the scheduling is two weeks out.
At least it gives me time to freshen up the PTS skills.
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Originally posted by JamieCT
I think I'd refer to it as the "oh no!" airport
I like that.
Originally posted by JamieCT
Was asphalt and grading equipment so expensive they couldn't add a little more width?
Some would say anymore than 20' is overkill.
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Re: Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
That needs only trucks (or maybe demons) for me to assign it top honors of worst runway.
Be careful there. This is hard top after all. And, although the 30 foot rock wall drop off and parking lot on short final for 18 provide for additional dramatic effect, there are no real serious approach or departure obstacles.
Originally posted by Sysvr4
I kid in the writeups, but I probably would actually enjoy some practice on something like that.
Ever find yourself forgetting to stay on the centerline? Instantaneous and undeniable drift feedback does make for good practice.
Originally posted by Sysvr4
It gets extra cool points for allowing me to fly near downtown and through class C for the first time.
Good scenery and good practice. Very cool.
hg
Member
Registered: Mar 2006
Location: FME
Posts: 36
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
On a somewhat related note, the narrowest runway I've used so far during my training is 3200x50 at RJD (I'm used to 3000x75 at my home airport). The first time we went out there, pre-solo on a somewhat windy day, it seemed impossibly narrow and tough to deal with. But we went out there last week for some final checkride prep and it seems to have gotten much wider and easier to fly into in the past few months.
hm
Senior Member
Registered: May 2004
Location: Baltimore, MD
Posts: 2337
The runway that totally screwed me up as a student pilot was the 180' wide runway at KMTN. For some reason, I could just never land on the centerline of that 180' wide runway. The skinnier the runway, though, the tighter on centerline I'd be.
-harry
flynham
Junior Member
Registered: Oct 2006
Location: Virginia
Posts: 26
try http://www.airnav.com/airport/W24
the pix on this file shows the approach (always up hill). departure is down hill. when sitting on the numbers ready for departure there's no way to see even 1/2 down the runway.
it takes nearly full throttle to taxi up hill for departure.
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 390
Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by hg
On a somewhat related note, the narrowest runway I've used so far during my training is 3200x50 at RJD (I'm used to 3000x75 at my home airport). The first time we went out there, pre-solo on a somewhat windy day, it seemed impossibly narrow and tough to deal with. But we went out there last week for some final checkride prep and it seems to have gotten much wider and easier to fly into in the past few months.
Heh, I went to RJD on my long XC flight. I was so distracted by the gliders, that I forgot the runway was a little narrow. Turned final, and it was "Hey, that's a little narrow...wait, those trees are sort of taller than I expected." Good learning experience.
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mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 411
Every runway seemed wide since the runway at W00 was 30' wide when I was doing my training.
The one airport that I've yet to try to challenge (as PIC at least) is Clearview...1800', 2% grade
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hg
Member
Registered: Mar 2006
Location: FME
Posts: 36
Originally posted by mad_c
Every runway seemed wide since the runway at W00 was 30' wide when I was doing my training.
Yeah, in a strange way I've always had a little jealousy for people training at W00 (now at 40' wide) since they're forced to have more accurate landings than most of the rest of us. Did they have the one weirdly angled base leg to avoid the FRZ at that point also?
mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 411
Originally posted by hg
Yeah, in a strange way I've always had a little jealousy for people training at W00 (now at 40' wide) since they're forced to have more accurate landings than most of the rest of us. Did they have the one weirdly angled base leg to avoid the FRZ at that point also?
It's to avoid overflight of powerlines. I have a vid on youtube landing there (you can find it if you search for videos by "mad_cartographer") .
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motodad416
Member
Registered: Jul 2007
Location: Georgia
Posts: 37
Sysvr4,
What a great write up!
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
Pixelante
Member
Registered: Apr 2007
Location: Tulsa
Posts: 51
Originally posted by motodad416
Sysvr4,
What a great write up!
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
You could always request "words twice". Bet the controllers would hate that one on a busy day.
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Originally posted by motodad416
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
I thought about that a fair amount, and here's what I came up with.
It's human nature to be forgiving the first time someone asks you to repeat something. On the second repeat, we tend to get frustrated and, rightly or wrongly, assume that the listener has some impediment to understanding.
This being the case, I didn't want to ask a second time if it were not 100% necessary (ie, CFI said I was on my own). However, if I had to, I would have said something like:
Me: Tower, 964CT, sorry my radio is acting up. Repeat slowly once more for 964CT...
That's the best I could come up with. Obviously I cannot continue as normal with the landing until I know what he said... here's hoping he has fewer marbles in his mouth when I do solo CCs next week. Er, I mean that my radio works more clearly...
Jeff
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Originally posted by motodad416
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
You have to do what ever you need to do to make sure you and the controller are on the same page. I had this very problem flying in to BJC one time. Tower was trying to get me to go somewhere and fly over something and report left base at some landmark. Her accent was so thick, I could not understand what she was saying. I said "say again" twice. She said again twice. Finally, I said I was unfamiliar with the area and did not understand what she was trying to get me to do. There was a pause for a few seconds, then she said "enter midfield left downwind." I acknowledged. All was good.
Oh boy, oh boy, oh boy! I get to fly again today after nearly a week off... I'm salivating like Rosie O'donnell at a female body building championship.
Adding to my excitement is that today is my first dual XC, which is something I've looked forward to since I started reading other student pilot blogs. It's just so incredibly cool to me to finally get to *use* the airplane for its intended purpose. What a concept!
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
Determined to not let that deter me, I show up promptly at 7am for some ground instruction before the flight. CFI1 and I go over the flight planner worksheet the school uses. To CFI1's surprise, my OCD had taken over last night and I spent about two hours planning this 30 minute flight... I already had checkpoints with distances and times, an outlook briefing, the radio frequencies, our true course and distance measured, all that jazz. My OCD has OCD. Mr. Monk's got nothing on me.
I even spent some time last week reading the manual for the GPS in the Katana. I relay this to CFI1 during our planning.
CFI1: No GPS for you!
Me: You're the GPS nazi?
CFI1: Yep.
Seinfeld was so awesome.
Nevertheless, there were still some things I missed, overlooked, or just plain didn't know. Fortunately, CFI1 and I have this great arrangement where I write him a check and he tells me those things. I think it's a win-win, frankly.
Once we've determined to CFI1's satisfaction that I won't zig-zag randomly over the countryside (well, not excessively so anyway) and that I won't run us out of fuel in the process, he tells me how to file my first flight plan and I do so. No more flight plan cherry either. I am running out of cherries here! I see CFI2 fidgeting in a chair in the waiting room.
Me: Why aren't you out flying?
CFI2: I'm waiting. I've got a student on his first solo cross country.
Me: That make you nervous?
CFI2: <gives me the so-so hand signal>
I'd be worried sick. Having no time to empathize with him, I go do the preflight. CFI1 follows me out and it's not two minutes later than the other Katana taxis over and CFI2 runs right up to it. Apparently this is his student and he's managed, at the very least, to find his way back home. This puts him on par with dogs and pigeons, I suppose. And yet I still envy his position. Go figure.
CFI1: Look at CFI2 out there like a nervous mother.
Given the conversation I had with CFI2 just moments before, I find this statement absolutely hilarious.
Preflight is all good, so we hop in, get clearance for takeoff and away we go. I find myself nearly manic trying to figure out what's next at every step. I do the climb checklist and I'm thinking, "Ok, what's next... what am I missing?" Flight plan!
I switch freqs to the FSS. CFI1 gives me a verbal slap on the wrist and I change back and request permission to change frequencies. Oops.
I open the flight plan with the most chatty FSS operator in history. You know those odd conversations where you've actually said goodbye to someone with saying the actual words "good bye" by using that winding down tone? I did that about four times and everytime Mr. FSS had something new to say. I finally convince the guy I won't talk to him anymore, and that despite our long history together, I need some space. It's not him, it's me.
CFI1: I think that's finally over now.
Me: <chuckle>
So we're on our way and by this time we're pretty much over our first checkpoint. I check the time and jot it down and we're in good shape so far. We valiantly press on.
I had chosen towns for checkpoints as much as possible and I had no trouble spotting those. There was only one 20-25 mile stretch with no easily identifiable landmarks, but I was able to use I-24 and some terrain features to figure those out.
All in all, I found navigating via pilotage to be a pretty simple affair. In fact, I was pretty surprised at how often and easily I was able to identify our exact position between checkpoints, even as I got off course here and there. I guess that OCD paid off, finally.
It did take me a couple of tries to positively identify our destination airport, however. With some gentle prodding from CFI1 I finally got it. I was dismayed to find that the cartographers weren't high on crack when drawing this sectional and that it indeed was surrounded by trees and foothills. And they apparently haven't had time to widen that runway between AFD publications.
Once identified, CFI1 has me fly over and then do a right 360 to enter the downwind for our intended runway. As I'm descending to pattern altitude in said 360, I notice something.
Me: Um... where do we go if the engine quits right here?
CFI1: <looking around> Hrm, there's not any real good spots...
We discuss a couple of less than stellar options but it occurs to me that I don't much like our entry for this reason. Since I'm flying away from the airport in the 360, I won't make it to the runway. And the only reasonable spot is the tree tops or ditching in a small lake. Only our small cabin kept me from doing cartwheels over both of these options.
With this realization, I suppose I'll have to fly over all unfamiliar airports until I determine the best entry point and do my best to have as many emergency options as possible. I'd love to hear from you guys on this one... what do you do?
My first approach is pure rubbish. I get the airplane down to the runway and then it gets all squirrelly on me and blows way left so I call a go-around. I think CFI1 might have thought that one was too conservative, but he didn't actually say anything at the time. Later he says...
CFI1: Don't worry about that go-around, almost everybody does that their first time here.
Me: I'm not actually worried. I would like to have landed it, but it's no big deal to me.
The second time around is better except that the wind blows me towards the runway and I overshoot final. I line it back up and manage to put wheels to pavement this time. CFI1 has me taxi back and he's planning to head back now.
Me: Uh, can I do one more?
CFI1: Oh yeah, sure...
He has me do a short-field takeoff and then I do another pattern. I'm high on final but slip it in and manage a rather long, but smooth, landing. Now we're homeward bound.
On the way back CFI1 is really giving me the business. He has me tune in the Shelbyville VOR and head for it, all the while asking me where we are along the way. Now look at the map and estimate a heading and distance to ABC. Then XYZ. I'm feeling mighty studly when I can answer him quickly and confidently almost every time.
I see a red light on the dash.
Me: Uh, we got an alternator problem here.
I reflexively look over and check the breaker and note that it's out. I practice remarkable restraint and manage not to frog CFI1's left arm.
CFI1: Ok, now go through the procedures for it.
Me: Gotcha.
One of them is to cycle the master switch. I find myself a little tense flipping that in flight, but he seems hell bent on it so I finally manage and the airplane miraculously remains aloft. The rest of the checklist consists of me popping in the breaker and giving CFI1 the evil eye.
As we get closer to the VOR, the needle goes ape on me and I'm looking everywhere for it.
CFI1: Any closer and it'll bite you...
Well I'll be damned, he's right. It's immediately under the left wing. How in the world do I miss these things? My navigational ego has just taken a small blow to the ribs.
CFI1: You know how to plug in a direct course on the GPS?
Me: Yep.
CFI1: Ok, then plug in Smyrna.
I quickly plug that in, and a nice, straight, purple line appears between the little airplane and our destination. Just like God intended. I have an unnatural affection for GPS, I'll tell you that right now.
Me: I'm having a great time, by the way.
CFI1: You being serious?
(apparently he's as unable to read me as I am unable to read CFI3)
Me: Seriously, I'm having a blast!
As we approach Smyrna I call the tower, and tower guy answers me. He appears to have been taking foreign language courses and has decided that answering me would be the perfect time to exercise his new skills. I have NO idea what he said. Honestly, not one word. I look quizzically at CFI1.
CFI1: Just ask him again...
Me: Smyrna tower, say again please for 964CT
Tower: Iasa poiuaa uppqwe poiqw plant poiusdf qwopu report ;ljsdfj 32.
Holy shit. I'm still completely clueless. CFI1 lets me off the hook and translates. Apparently he speaks the same language.
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
CFI1 needs to work for the CIA translating because that was really something. They might even use him breaking codes. I think he's missed his calling.
So I perform a nice landing after a pretty poor straight in final approach and we taxi to the ramp and secure the airplane. We discuss the flight and then CFI1 blows my mind.
CFI1: What would you think about trying that trip yourself?
Me: <stunned> Uh, my first thought is "So soon?" Then again, I think I can do it.
CFI1: Ok, we can plan that for one of the days I'm booked next week. You did a really great job today.
OMG! Solo CC already? Man this post-solo training kicks into high gear right away, huh? I'm totally up for it though, and I even find myself a bit excited by the prospect.
We head back to the office and we're mucking around with paperwork and all that. CFI1 keeps asking peculiar questions about our securing process today... and am I sure I got everything, etc. I mean, I've been known to leave my sunglasses, but he's just not letting this go.... what is he getting at...
Me: Flight plan!!
CFI1: <laughs>
I call and close my flight plan. I then walk out of the office after the best day yet of my flight training.
Logged: 1.8
Comments
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 320
Whoo hoo!!!
BTW, if you want to totally geek out with the Garmin 430 while not buring AvGas, download the sim from the Garmin website. It's an excellent way to practice when the weather blows.
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mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 377
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
I was dismayed to find that the cartographers weren't high on crack when drawing this sectional and that it indeed was surrounded by trees and foothills.
Alcohol is our weapon of choice
Nice write up...funny LOL!!!
Congrats on the X/C
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nathan42100
Junior Member
Registered: Jul 2007
Location: Westchester County Airport, New York, USA
Posts: 11
...FLIGHT PLAN!
Was it VFR? I thought th--wait, nevermind. Man, I really wish my training would start so I can learn these things...
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7660
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
3700x50 is small?? Ah oh.
Try this one......24 ft wide....even narrower when there is snow.
http://media.putfile.com/Winter-Flying (look for 45G/Brighton in the video)
Here is a photo before takeoff:
http://www.pbase.com/jlsphoto/image/38006213
Heck, our Baron is based at an airport with a shorter and about equal width runway and it's 5400lbs gross.
Great write-up as usual.
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jhugz
EMU Flyer
Registered: Jan 2007
Location: Parma, Ohio
Posts: 63
http://airnav.com/airport/15G
2400 by 37 where I'm at and we can get a 310 and apache off the ground @ gross
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Sysvr4
Member
Registered: May 2007
Location: KMQY
Posts: 77
Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Jeff S KDTW
3700x50 is small?? Ah oh.
Try this one......24 ft wide....even narrower when there is snow.
http://media.putfile.com/Winter-Flying (look for 45G/Brighton in the video)
Show off! What, you couldn't find a nice sidewalk from which to takeoff?
Jeff S KDTW
Patent Pending
Registered: Jan 2003
Location: Flying at Mach 0.30
Posts: 7835
Hehe.
24 ft wide ~is~ a sidewalk, or at least appears to be when at 500 AGL and turning final.
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crask422
Junior Member
Registered: Jul 2007
Location: Corona, CA
Posts: 7
Sysvr4,
I signed up just so I can tell you how much I enjoy your write-ups. I am waiting around for my check ride. For nearly a month now. Keep up the good work and the write-ups, hopefully I will have my certificate before you.
Patrick
Dstang65
Member
Registered: Jul 2007
Location: S.FL (KFXE)
Posts: 36
Great posts!
These writeups make me feel like I am actually there with you.
Great work and congrats...
While I am more confident today after lesson 2 I feel like that amount of workload is so far away.
Dan
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
The airport to which we'll be flying has a 3700x50 ft runway.
Here's the fun one around here: http://www.airnav.com/airport/0N0
2780' x 20' - "RY ALNMT CROOKED". CFI had me do a landing here during my HP checkout with 103 hours under my belt on a nice blustery cross wind December afternoon. My first landing on that field. Can you say "Pucker"?
JamieCT
182 magic carpet ride
Registered: Sep 2004
Location: North Granby, CT flying from Westfield, MA (KBAF)
Posts: 344
This one was my nemesis during training:
http://www.airnav.com/airport/7B9
It was so completely different from the 10,000' runway at my home base (KBAF). Only 1800' made the sight picture drastically different, and I'd always come in high. It didn't help that they train a bunch of helicopters there and jump planes flying in and out so you have to be on your toes all the time. Now I go there regularly to pick up passengers and just stay short field current.
Roosterville looks interesting, with only 20'. I think I'd refer to it as the "oh no!" airport given the designator(0N0). Was asphalt and grading equipment so expensive they couldn't add a little more width? Imagine what any kind of significant cross wind would do to the pucker factor.
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Originally posted by crask422
I signed up just so I can tell you how much I enjoy your write-ups.
Thanks for that, I appreciate it. I always have this irrational fear that others will think I sign up these new accounts to pat myself on the back though. I swear it aint me!
I am waiting around for my check ride. For nearly a month now.
What's the hold up?
Keep up the good work and the write-ups, hopefully I will have my certificate before you.
You're in good shape. Last two lessons cancelled for Wx. If the weather will hold out for another 7-10 days though I've got some great stuff ahead me me though...
Jeff
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by rjh
2780' x 20' - "RY ALNMT CROOKED".... Can you say "Pucker"?
That needs only trucks (or maybe demons) for me to assign it top honors of worst runway.
I kid in the writeups, but I probably would actually enjoy some practice on something like that. I said as much to CFI1 and he did find something similar to our CC destination airport very close to us:
http://www.airnav.com/airport/M88
We had intended to go to it yesterday but low ceilings cut short our practice. Might go Friday with CFI3 though. It gets extra cool points for allowing me to fly near downtown and through class C for the first time.
Jeff
usmcbay
Junior Member
Registered: Jul 2007
Location: Friendswood, TX
Posts: 25
Another...
I signed up as well as some of the others just to say how much I enjoyed your play by play commentary...
Let me know when you release a book... I will enjoy the laughs.
Thanks -
Shawn
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crask422
Junior Member
Registered: Jul 2007
Location: Corona, CA
Posts: 7
Originally posted by Sysvr4
What's the hold up?
11 straight lessons cancelled to either a bad battery or winds. I needed 1.5 hours more of XC time. Finally got that, then my 3rd instructor took a job elsewhere, the fourth flew with me a couple of times, said he would sign me off and call the DRE, never heard from him or the DRE. 4th CFI had gone back east for a vacation, no problem, but he forgot to call the DRE, now the scheduling is two weeks out.
At least it gives me time to freshen up the PTS skills.
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Originally posted by JamieCT
I think I'd refer to it as the "oh no!" airport
I like that.
Originally posted by JamieCT
Was asphalt and grading equipment so expensive they couldn't add a little more width?
Some would say anymore than 20' is overkill.
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Re: Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
That needs only trucks (or maybe demons) for me to assign it top honors of worst runway.
Be careful there. This is hard top after all. And, although the 30 foot rock wall drop off and parking lot on short final for 18 provide for additional dramatic effect, there are no real serious approach or departure obstacles.
Originally posted by Sysvr4
I kid in the writeups, but I probably would actually enjoy some practice on something like that.
Ever find yourself forgetting to stay on the centerline? Instantaneous and undeniable drift feedback does make for good practice.
Originally posted by Sysvr4
It gets extra cool points for allowing me to fly near downtown and through class C for the first time.
Good scenery and good practice. Very cool.
hg
Member
Registered: Mar 2006
Location: FME
Posts: 36
Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by Sysvr4
Like everything good in life, however, there are tradeoffs. The airport to which we'll be flying has a 3700x50 ft runway. Yeah, that's 50 metric feet. Er, I mean English. Ok, either way, it's frickin small. And surrounded by foothills and trees. There are, however, no trucks, so it has a leg up on Lebanon.
On a somewhat related note, the narrowest runway I've used so far during my training is 3200x50 at RJD (I'm used to 3000x75 at my home airport). The first time we went out there, pre-solo on a somewhat windy day, it seemed impossibly narrow and tough to deal with. But we went out there last week for some final checkride prep and it seems to have gotten much wider and easier to fly into in the past few months.
hm
Senior Member
Registered: May 2004
Location: Baltimore, MD
Posts: 2337
The runway that totally screwed me up as a student pilot was the 180' wide runway at KMTN. For some reason, I could just never land on the centerline of that 180' wide runway. The skinnier the runway, though, the tighter on centerline I'd be.
-harry
flynham
Junior Member
Registered: Oct 2006
Location: Virginia
Posts: 26
try http://www.airnav.com/airport/W24
the pix on this file shows the approach (always up hill). departure is down hill. when sitting on the numbers ready for departure there's no way to see even 1/2 down the runway.
it takes nearly full throttle to taxi up hill for departure.
soulie13
Senior Member
Registered: Feb 2006
Location: KHEF
Posts: 390
Re: Re: Lesson 16: It's not the length, it's the width that matters
Originally posted by hg
On a somewhat related note, the narrowest runway I've used so far during my training is 3200x50 at RJD (I'm used to 3000x75 at my home airport). The first time we went out there, pre-solo on a somewhat windy day, it seemed impossibly narrow and tough to deal with. But we went out there last week for some final checkride prep and it seems to have gotten much wider and easier to fly into in the past few months.
Heh, I went to RJD on my long XC flight. I was so distracted by the gliders, that I forgot the runway was a little narrow. Turned final, and it was "Hey, that's a little narrow...wait, those trees are sort of taller than I expected." Good learning experience.
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mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 411
Every runway seemed wide since the runway at W00 was 30' wide when I was doing my training.
The one airport that I've yet to try to challenge (as PIC at least) is Clearview...1800', 2% grade
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hg
Member
Registered: Mar 2006
Location: FME
Posts: 36
Originally posted by mad_c
Every runway seemed wide since the runway at W00 was 30' wide when I was doing my training.
Yeah, in a strange way I've always had a little jealousy for people training at W00 (now at 40' wide) since they're forced to have more accurate landings than most of the rest of us. Did they have the one weirdly angled base leg to avoid the FRZ at that point also?
mad_c
Senior Member
Registered: Feb 2006
Location: Maryland
Posts: 411
Originally posted by hg
Yeah, in a strange way I've always had a little jealousy for people training at W00 (now at 40' wide) since they're forced to have more accurate landings than most of the rest of us. Did they have the one weirdly angled base leg to avoid the FRZ at that point also?
It's to avoid overflight of powerlines. I have a vid on youtube landing there (you can find it if you search for videos by "mad_cartographer") .
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motodad416
Member
Registered: Jul 2007
Location: Georgia
Posts: 37
Sysvr4,
What a great write up!
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
Pixelante
Member
Registered: Apr 2007
Location: Tulsa
Posts: 51
Originally posted by motodad416
Sysvr4,
What a great write up!
Me: How the f*** did you get that out of what he said?!
CFI1: <laughs> I've just heard it a million times. He's the hardest one to understand though.
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
You could always request "words twice". Bet the controllers would hate that one on a busy day.
Sysvr4
Senior Member
Registered: May 2007
Location: KMQY
Posts: 172
Originally posted by motodad416
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
I thought about that a fair amount, and here's what I came up with.
It's human nature to be forgiving the first time someone asks you to repeat something. On the second repeat, we tend to get frustrated and, rightly or wrongly, assume that the listener has some impediment to understanding.
This being the case, I didn't want to ask a second time if it were not 100% necessary (ie, CFI said I was on my own). However, if I had to, I would have said something like:
Me: Tower, 964CT, sorry my radio is acting up. Repeat slowly once more for 964CT...
That's the best I could come up with. Obviously I cannot continue as normal with the landing until I know what he said... here's hoping he has fewer marbles in his mouth when I do solo CCs next week. Er, I mean that my radio works more clearly...
Jeff
rjh
Member
Registered: Jun 2007
Location: KC
Posts: 70
Originally posted by motodad416
What would somebody do if you were alone and could not understand the ACT? As funny as the write up was; that could have been pretty unsettling to say the least.
You have to do what ever you need to do to make sure you and the controller are on the same page. I had this very problem flying in to BJC one time. Tower was trying to get me to go somewhere and fly over something and report left base at some landmark. Her accent was so thick, I could not understand what she was saying. I said "say again" twice. She said again twice. Finally, I said I was unfamiliar with the area and did not understand what she was trying to get me to do. There was a pause for a few seconds, then she said "enter midfield left downwind." I acknowledged. All was good.