Somethings Not Right

After a great cross-country night flight I was anxious to get back in the plane. My CFI and I headed out to the run-up area next to the runway to do our pre-flight checklist. The airplane has two sets of magnetos which provide the spark for the engine's spark plugs. There are right and left magnetos to provide a redundancy. While the plane can fly with just one set, you would not want to initiate a flight with only one set functioning. Prior to take-off you check to ensure that both sets work on their own just in case one set fails during flight.

To test the magnetos you run the engine up to about 1700 RPM (for the Cessna 152) and then you go from using both to using each individually. You should not see more than a 100 RPM drop when you go from both magnetos to just one nor should there be more than a 50 RPM difference between RPM level each displayed individually.

Unfortunately, last night the left magneto kept dropping dramatically. This is often caused by a carbon build which is in turn caused from the fuel mixture not being leaned properly in flight. The built up carbon can often be burned off by running the engine at a higher RPM for a short period of time. My CFI and I have done that several times in the past. Today, however, it did not solve the problem. in fact, the problem became worse.

Sadly, we decided to scrub the flight. We took the plane back in and talked to the mechanics. They mentioned the spark plugs probably need to be cleaned or replaced. I am hoping they can get that taken care of today so I can fly tonight.

It is tough to miss out on a night of flying but obviously the smart decision.

Completing Night Flight Requirements

One downside to learning to fly in the summer is that earning night flight hours requires you to commit to a few late nights. I had logged one hour of night flight with two landings before today. The goal tonight was to complete my night flight requirements which included making a cross-country flight of over 50 nautical miles and execute 8 full stop landings and log 2.0 hours of night flight.

I selected Bolton Field (KTZR) a few miles south and west of Columbus. I figured that way I would have Interstate 71 as a visual reference if necessary. I also planned to use a Non-Directional Beacon (NDB) and a Very high frequency Omni-Directional Range station (VOR) to assist with navigation to Bolton field which is approximately 65 nautical miles from Blue Ash.

The evening was absolutely perfect for flying. The winds were calm and the moon was an almost full, making it easier to see ground references. We cruised to Bolton at 5,500 feet and made it there in just about 45 minutes. After landing, my CFI & I walked around the airport for a second to stretch our legs. Then we decided to get back in the air so I could work on the landing requirements.

At Bolton we conducted 7 landings including two with a simulated landing light failure and one simulated engine failure. I was extremelly proud of my landings. I decided I land much better at night then by day. I think the runway lights help me run my eyes up and down the runway rather than fixating on a point. During my daylight flight tomorrow, I will make sure to run my eyes up and down the runway when I land. During our practice at Bolton we were in constant communication with a helicopter that was flying just north of the field about a 1,000 feet of the ground searching for a runaway eight-year-old. We had a friendly conversation with him. I hope they found the child.

The return trip went just as smooth as the first leg. About midway between Cincinnati and Columbus is Wilmington. There is an Airborne Express distribution center that include a multi-runway airport. The traffic had picked up by the time we were passing back past there. It was fun listening to their traffic and watching them come from all directions and landing at a frequent basis.

As we arrived in the Blue Ash area there was no traffic, that might have had something to do with it being one o'clock in the morning. Despite the early hour I was sad the flight was over. I have never felt more like a pilot and closer to earning my license then tonight. My CFI said this was a textbook flight and was really proud of my flight planning and execution. I too was extremelly satisfied especially since this flight helped me complete my night flight requirements of 3.0 hours including 10 full stop landings and a cross-country of 50nm or more.

Exploring New Turf

When I woke up and looked outside I knew it would be a nice day to fly. I was scheduled to fly at noon. By then the temperature would be rising, causing for a more turbulent flight so I regretted not picking an earlier time slot. Despite a little bit of turbulence it was a nice clear day and I think everyone decided to fly today the traffic frequency was busy with airport traffic calls.

We departed the Blue Ash airport and headed north to a new airport for me
Middletown Airport (KMWO). I put the instrument hood on shortly after departure and flew to Middletown under simulated instrument conditions. I chipped away at the instrument training requirement and now I am only .4 hours short of meeting it.

When we arrived at Middletown we entered the pattern for runway 23 which is the paved runway. After a landing there we slid around and entered the pattern for runway 26, the turf runway. I did two full stop turf landings that I was proud off. After each landing I would taxi back on the turf runway then execute a short-field & turf takeoff.

After departing Middletown we headed back for Blue Ash, practicing some steep turns on the way back. On my first approach at Blue Ash I found myself high and the crosswind had pushed me to the side of the center line. As I was making my final descent I also noticed my speed was too high. I followed the three strikes you're out rule my instructor shared with me and decided to abort the landing and go around.

The next landing was better but not perfect. All in all I was happy with the day.

My next flight is Tuesday when I will be doing a night cross-country towards the Columbus area.

Mastering Landings While Exploring New Airports

Tonight's flight was my best flight in weeks. I mentioned to my CFI that I have not been happy with my landings as of late. I know that pilots go through funks but I was frustrated by it. So we started off with two landings at Blue Ash (KISZ) with the wind running straight down the runway. I think tonight I was just more focused as I had thought about landings for the last two days but it paid off as the landings were great.

So we departed Blue Ash towards Butler County Regional Airport (KHAO) to the west. There we had almost a direct crosswind with winds at about 10 knots. That challenged me a little more but again my landings were on. I would say that the crosswind landings take more concentration but are more gratifying. You dip the wing towards the wind so you can land the wind side wheel first, then bring down the far side wheel followed by the nose gear, preventing the wind from lifting the wind side wing. We executed two landings there then headed farther west.

The next stop was Cincinnati West (KI67) near Harrison, OH. This airport was small. How small you ask? It was so small it did not have a taxiway. Seriously, on an airport this size, you back taxi on the runway. I almost flew past the airport before I saw it. We were landing on runway 19, which is great for practicing short-field landings. There are trees that you need to clear before you quickly descend the last hundred feet to ensure there is time to stop or to perform a touch and go. We did two touch and gos that felt great. I think I prefer the short narrow runways. My instructor explained it is common to have your best landings in those situations because you have to concentrate harder.

On the way back to Blue Ash I put on the hood to do more instrument training. I have less than an hour of instrument training left to meet those requirements. As we reached Blue Ash, my CFI said I could perform a full stop landing or a touch and go. Having such a great night there was no way I was ready to stop so we did a nice touch and go. I knew that I was going to pay for pushing it though. Sure enough on the final landing she pushed my flaps up and told me my flaps failed so I had to execute a landing without use of my flaps. The descent through the pattern was good but I was a little fast on my approach but I was able to bleed the speed on my flare and finished the night with a nice full-stop landing.

I enjoyed seeing two new airports. I have always been one who enjoys new experiences and I find each new airport to be a great experience. As you can imagine, I cannot wait to fly on Saturday when I plan to knock out the rest of my required instrument training.

Back in the Air

After my longest break from flying since I began learning to fly, I returned to the skies this evening. My last flight was a brief solo flight a week and a day ago. In that flight I had a frustrating night where I just did not feel comfortable behind the yoke. Many of my pilot friends have mentioned this happens from time to time.

The flight got off to an interesting start. I started my roll-out for takeoff and noticed my door was open. I had not yet started to rotate and had plenty of runway so my instructor showed me how to execute an aborted takeoff. After that, things started to pick up. We made a good crosswind take-off and then executed some practice touch-and-gos with a stiff crosswind which I had not had much opportunity to practice before.

We then went to Lunken (KLUK) for some landings at a towered airport which was fun after having not flown to a towered airport in some time. I like the towered pattern since they are monitoring your movement and can advise you of traffic.

After departing the Lunken area, I put the instrument training hood on and did some simulated instrument flying. To make things more interesting, my instructor covered my attitude indicator and my heading indicator simulating a partial instrumentation failure. I was flying without the ability to look outside the window and without two crucial instruments. Surprisingly, flying under these conditions was not as difficult as I originally thought. We flew for 0.6 hours under simulated instrument conditions, getting me closer to having that training checked off my to-do list.

When we returned to the airport we conducted a few simulated short and soft-field landings that require a slower than normal approach and both were executed to within testing standards. When we finished what was a busy evening of flying I had logged another 1.9 hours with 0.6 of simulated instrument training. I next fly on Thursday.

Logging Some Solo Hours

After a flying-free weekend, I returned to the airport for some solo flying. I knew today would be challenging in that it would be the first time I was soloing without first flying with my instructor. My two previous solo flights were conducted after first flying with instructor for a little while then dropping her off at the airport.

When I arrived at the airport, I conducted the pre-flight. The plane was a little low on oil so I took a quart from the FBO's office and filled it back to 5 quarts, a safe level. When I was satisfied the plane was airworthy I started the engine and taxied out to runway 24. I departed the pattern and flew north of Blue Ash to the practice area where I did a few 45° turns. Then I decided to return to the pattern for some continued work on landings.

I am not sure if my concentration was lacking or if it was my confidence but today I conducted three landings, none of which I was happy with. I think in tomorrow's lesson with my instructor I will ask that we spend some time continuing the practice in effort to get more consistent with nailing perfect landings. I hope to also get some more experience in at towered fields in preparation for my long cross-country, which requires at least one towered field landing. My long cross-country is coming up in little over a week.

Reviewing Manuevers

The weather in the area surrounding Blue Ash Airport (KISZ) was not good this evening. There were a bunch of storms north and to the west. I called 1-800-WX-BRIEF and talked about the forecast with the weather briefer. It looked like the storms would hold off for about an hour or two.

We decided to fly out to the practice area and work on steep turns and slow flight. I was able to perform both to within the private pilot testing requirements which was a good feeling. As we completed the maneuvers, the weather started to look like it might deteriorate quickly so we returned to the traffic pattern.

On the way back, my instructor asked me to put the Instrument Flight Training Hood on to practice flying in Instrument Flight Rules (IFR) conditions. This was the second time we had practiced with "The Hood" and I felt much more comfortable this time maintaining my course and altitude. Just when I thought I was feeling comfortable my instructor asked to take the controls and asked that I close my eyes. I guess it was not good enough that the hood prevented me from seeing out of the plane now I could not see in the plane. I felt her moving the plane around but sure enough I had troubles telling if we were climbing or descending or turning left or right. She then gave me back control of the plane asked me to open my eyes but keep the hood on. I noticed the climb indicator showed we were descending quickly even though I did not feel it and we were also turning. I pulled up and leveled the wings and brought the plane back into steady flight. It was a great lesson in learning to trust the instruments.

After this we performed five landings. The first was a regular one then we did a simulated soft-field landing, two simulated short-field landings and one emergency landing then called it a day.

Soft and Short-Field Takeoff and Landings

Today's lesson plan was to practice short-field approach and landings and soft-field approach and landings. My instructor found a great airport where we could cover all these maneuvers in one location.

She selected Red Stewart Airport (K401) in Waynesville, Ohio. I was excited about flying there because over 10 years ago, I went ski-diving there with two great friends. That was an amazing experience and it was neat to see this field again from the air. I just needed to remember not to jump this time.

I have read that turf runways can be difficult to find from the air. This one was somewhat easy cause it was right off a road next to a golf course and clearly marked on my sectional. We entered the pattern but on the first attempt had to do a go-around as I was too high to make the landing on this short field (2442 ft.). With a short-field landing, especially one that has some obstructions like trees as this airport did, you need to use a steeper than normal approach. That allows the plane to clear the obstacle and still touchdown near the beginning of the runway with room to stop.

I had never landed on a soft-field before. It helped me imagine what flying was like for the early aviators who likely knew nothing but this type of runway. Soft-field runways require a slower than normal touchdown. So you use your flaps and pitch to slow the plane down but just before you touch down you add a little power to let the rear wheels settle nicely while you hang the nose wheel off the ground and bring it down gently. You slow the plane down but try not to stop as you could get stuck if the field is damp.

The other lesson we learned was soft-field take-offs. In this situation you start your take-off roll with the yoke pulled back causing the nose to pitch up. This prevents undue pressure on the nose wheel and reduces the chance the propeller could strike uneven ground. As the plane starts to lift of the ground you lower the nose slightly to float a few feet off the ground, held aloft by ground effect. As speed increases you can begin your climb.

All in all today's, flight was a neat one. Seeing an airport from my past was great but also learning that with a plane and a cleared swatch of grass one can go almost anywhere was also enlightening.

What's Better Than a Cross Country? Two Cross-Countries!

This weekend I spent an hour or two planning my first flight that would count toward cross-country training. Luckily, it is not as tasking as it sounds. In order for a flight to be counted as a cross-country flight, the pilot must plan a trip to an airport farther than 50nm one way. I selected to fly to Fleming-Mason Airport (KFGX) just north of Fleminsburg, KY.

I first drew the route on my Cincinnati Sectional and then selected visual checkpoints along the way. Checkpoints included Clermont Airport, an amphitheater at East Fork State Park, power lines near the city of Bethel, the riverside city of Augusta, KY and then the destination airport. I used my flight computer to calculate the time enroute, the necessary heading and wind correction necessary to stay on course from Blue Ash to Fleming-Mason.

The flight was smooth, we hit all the checkpoints until the final one. The airport itself was a little illusive but after slowing down and looking around we located it and made the approach. Fleming-Mason is a single-strip small airport. I had to make too go-arounds because each time on approach I found myself tow high. However, the third time was the charm and we made a nice landing then climbed back to cruising altitude for the trip home.

On the way back, my instructor informed me she felt I was ready to fly this same route on my own and suggested that when we returned to Blue Ash that I fuel up and do just that. I think I was more nervous about this than my solo. She made a good point, however, that I had just flown the route successfully without much assistance from her there was no reason I could not do it again.

So I fueled up and took to the skies. My CFI was right - I knew what to expect having flown the route once before and I flew it slightly better this time. Like my first solo experience I found myself being more vigilant knowing she was not their to correct my errors. This time I made a single approach and landing at Fleming-Mason, and took back to the air, recalculating my headings for the return flight.

It was a great feeling when I could see my home airport of Blue Ash off the front of the cowling. I was returning around 8pm and the field was quiet so I had no traffic to negotiate and quickly made my way through the pattern and touched down safely. It was a neat feeling to know that today I not only properly prepared a cross-country flight but I also flew it once with assistance from my CFI then once on my own.

I will be flying again on Tuesday.

Cross Country Preperation

After my solo flight on Tuesday I have been itching to get back in the plane. The weather was beautiful today with light winds and great visibility. When I arrived at the airport, my instructor suggested we practice some of the skills necessary to plan and fly a cross-country flight.

So we looked at the map and picked an airport that was around 40-50 nautical miles away. For a flight to count as a cross-country flight during training it needs to be at least 50 nautical miles. We selected Highland Country Airport(KHOC) just outside of Hillsboro, OH. We drew our course and chose three visual checkpoints, including a lake with a radio tower near it, a tower at the intersection of some power lines and a mining area. The total distance of the trip would be 40nm each direction falling 10nm short of an official cross-country flight. After factoring our course and airspeed for the wind at 3,500 feet we determined our time in flight to be 27, minutes burning 2.7 gallons of fuel. I used a basic flight calculator for my calculations and planning.

After departing Blue Ash, we turned to the heading we determined would be necessary to meet our checkpoints. Sure enough within 9 minutes we had reached our first checkpoint. The next few proved just as easy to find and reach in the estimated time. As we approached Hillsboro I could see the airport just past the city. The airport edges up against a lake and made for a beautiful airport and scene. We did a single touch and go on this small single strip runway. The landing was great.

After reaching our return altitude of 2,500 feet on our way back, my instructor surprised me by handing me the instrument training hood used to train pilots to fly using only the instruments. She asked me to put on the hood that limited my view to the inside of the cockpit. I was surprised that flying the airplane without outside visual reference was was easier than I thought. I did have troubles keeping the exact heading and altitude, though I am sure with practice that will become easier. I flew for about 15 minutes or about half the return flight in the simulated instrument conditions.

This was a fun lesson flying to a neat airport. This weekend I need to choose the destination airport for my first real cross-country and do the flight planning. I will keep you posted as to where I choose to fly. Let me know if you have suggestions. The flight should be just over 50nm.