Hello All,
Day 3 brought convective activity forecast for the afternoon, so we elected to fly right away. Without further ado...
We took off, and headed to ARR. Getting in the air, we decided to stay local (as supposed to heading to RFD/JVL) at ARR and DPA, as the WX was moving in a lot quicker than it was forecast.
We flew all the APPs at ARR again. We did a couple of ILS today also. Improvement was made today, but this is still really hard stuff. The VOR approaches were definitely better. I was chasing the needle less, and remembering 90 kts, and to not just sit there fat/dumb/stupid, and actually set up for the next approach. I made improvement on the ILS as well. He still had to help me when I got close to the DA on the ILS, I was yet again chasing the needle too much.
After that, we headed to DPA to fly two ILS APPS there. For this, we had to call Chicago APP, so it was the first "real vectors" I got to join the LOC, which was cool. The apps were just as good as the apps at ARR:-D When then headed home...
Heading home, we flew the full VOR app at JOT, with a procedure turn. The APP was better, however I did dip below the MDA some--I have to work on that...
We then went in and went over my homework assignment. We then did some ground on holds. Tomorrow we are planning to head to RFD/JVL.
Stay tuned for Day 4,
Thanks for reading,
Purdue
Thursday, July 10, 2008
Day 2
Hello All,
A full day for sure, without further ado...
We started the day off bright and early at 8AM. We went over my homework assignment. We took about two hours to go over my homework, and I was able to ask a lot of questions. We then went out to fly:-)
Our first destination was DPA to go to the pilot shop there. I needed to get a few IFR things. We started off nice and easy, me doing my first IFR preflight check. We then quasi flew an approach (APP) into DPA due to my need to get a few things...
Departing to DPA, we went to ARR, and flew the approaches there. I did some VORs, and an ILS approach. Improvement was definitely made on the VOR approach, but the ILS was just plain brutal. He had to help me from the middle marker in, as I was chasing the needle too much. Due to traffic, we then had to circle to a different runway, and we did a short approach there, which was very cool. We the landed and got fuel. After that we headed home...
I tell you, this "OK, there is the runway, land now in this gusting crosswind right above the runway" sure is tough. That, and the "stop turning when the needle is centered" is also hard...
Day 3 coming up...
Thanks for reading,
Purdue
A full day for sure, without further ado...
We started the day off bright and early at 8AM. We went over my homework assignment. We took about two hours to go over my homework, and I was able to ask a lot of questions. We then went out to fly:-)
Our first destination was DPA to go to the pilot shop there. I needed to get a few IFR things. We started off nice and easy, me doing my first IFR preflight check. We then quasi flew an approach (APP) into DPA due to my need to get a few things...
Departing to DPA, we went to ARR, and flew the approaches there. I did some VORs, and an ILS approach. Improvement was definitely made on the VOR approach, but the ILS was just plain brutal. He had to help me from the middle marker in, as I was chasing the needle too much. Due to traffic, we then had to circle to a different runway, and we did a short approach there, which was very cool. We the landed and got fuel. After that we headed home...
I tell you, this "OK, there is the runway, land now in this gusting crosswind right above the runway" sure is tough. That, and the "stop turning when the needle is centered" is also hard...
Day 3 coming up...
Thanks for reading,
Purdue
Day 1
Hello All,
This accelerated IFR is tough stuff. I'll get right to it, without further ado...
We started off Day 1 with what I would say was an oral exam. I have some IFR ground training, and he wanted to see where I was. This was good to fill in the holes on what I didn't know. We hit a lot of stuff, regs, charts, basic procedures, etc. I most definitely asked more questions than I answered. After about 2 hours or so, we moved onto the sim.
In the sim, we did basic procedural work, and then we did VOR, and a couple of ILS approaches. They were so-so. One definitely has to think ahead! We did a lot of these, I got about 3-4 hours on the sim. After each approach, we analyzed what I did, and what I could do better.
That was pretty much it, about 6-7 hours total. He then gave me my homework assignment, and said "tomorrow will be a longer day, you should get a good night sleep." I then went home, and did just that--my homework, and then to bed early....
Day 2 coming up....
Thanks for reading,
Purdue
This accelerated IFR is tough stuff. I'll get right to it, without further ado...
We started off Day 1 with what I would say was an oral exam. I have some IFR ground training, and he wanted to see where I was. This was good to fill in the holes on what I didn't know. We hit a lot of stuff, regs, charts, basic procedures, etc. I most definitely asked more questions than I answered. After about 2 hours or so, we moved onto the sim.
In the sim, we did basic procedural work, and then we did VOR, and a couple of ILS approaches. They were so-so. One definitely has to think ahead! We did a lot of these, I got about 3-4 hours on the sim. After each approach, we analyzed what I did, and what I could do better.
That was pretty much it, about 6-7 hours total. He then gave me my homework assignment, and said "tomorrow will be a longer day, you should get a good night sleep." I then went home, and did just that--my homework, and then to bed early....
Day 2 coming up....
Thanks for reading,
Purdue
Thursday, July 3, 2008
A Quintet of Charlie's
A Quintet of Charlie's...
Hello All,
Tuesday here in Northern Illinois was great WX. High pressure dominated, with clear skies and calm winds. I ended up landing at 5 Class Charlie airports. (Smaller regional airports, think not O'Hare, Kennedy, etc.) However, I started off with CMI as my only destination, without further ado...
The flight down was pretty uneventful. I got traffic advisories the whole way down. I navigated primarily via VORs, backed up with pilotage checkpoints every 15-20 miles. Champaign was in a West flow. Approach had me make a right base for 22 (I think...) On short final, an regional jet rolled through the intersecting runway, and then I was cleared to land on a 1 mile final. I taxied to Flight Star, which had great service and good facilities. Inside I started to decide on my next destination. I really wanted to get a >250 nautical mile leg in for the Commercial Cross Country. After checking the WX, and measuring numerous different distances, I settled on SPI-OSH for 253 NM total. I then planned my flight to Springfield, and departed.
Departure gave me vectors for my climb. Upon resuming my own navigation, I rejoined my preplanned radial to SPI. CMI approach terminated me about 3O NM West, (over I-51, I think) and I then called SPI approach. SPI Approach was pretty quiet. They told me to make a straight in approach to the Southwest runway. Upon changing to Tower, they cleared me to land while I was still far out. (Around 20 miles ish...) I taxied to the ramp, and passed by some fighter jets on my way. Fueling up, I went inside and checked the WX. After some thought, (and my unplanned stop in BMI yesterday fresh in my mind) I decided to scrub my long 250nm leg again. The big reason was that the winds in Northern Wisconsin were gusting to 25, which was not forecast. Additionally, I got two FSS briefings, (N. IL, and WI) and they disagreed with each other. Being summer time, I didn't want to take any chances with any potentially unstable WX and convective activity, so I decided on a doing a touch and go at PIA, stopping for fuel at MLI. I then filled out my plans for this leg.
Departing was pretty uneventful again. Tower had me takeoff "without delay, traffic 2 mile left base." Departure gave me one turn around traffic again, and then I got own nav, and I joined the PIA VOR, heading to the 360* radial. SPI handed me off to PIA approach. I got "make left base" for the Southwest runway. I did so, and soon flipped over to Tower. Tower gave me my departure instructions, called National Guard helicopter traffic, and said I was cleared to land. I was on a left base, and he asked for "direct the numbers, traffic is another helicopter number two for the field..." On the go, TWR handed me off to APP, pretty much right away (500ish feet AGL.) Approach immediately gave me vectors around traffic. On a 200* heading, APP asked for "right to 240*." I turned right to 240*, but I replied "left to 240*." Opps. He got a kick out of it, and shortly there after, my altitude restriction was canceled, and I got "resume own nav" again. Soon enough, I was handed off to Quad City Approach....
Quad City Approach was fairly busy, with a good mix of regional jet traffic. It was again pretty easy, no problems. APP gave me entry instructions, (I forget what they were) and I joined. I had about a 10 knot crosswind, and touched down pretty good. As soon as I rolled through the 23/27 intersection, a United Express RJ holding in position on 27 started his roll. I took a left on taxiway echo, and when I got to the ramp, a BO was rolling down 27. Inside, I decided that I was going to try to do the Chicago lake shore flight. I planned to fuel up at GYY, do the lake shore, then head home. I crunched the numbers, and then went out to depart. This time, the ATIS told me to contact Delivery for my "clearance," and I did. Tower let me depart in front of a regional jet headed to O'Hare, and I did:-D
Departure gave me 4 vectors for traffic, (from what I could hear, mainly around a two RJs, and a Jump Plane) restricted to 3,000. I then got "resume own nav." At this point, it seemed that I was moving faster than usual, so I flicked on the GPS for a ground speed readout, and I got 130. Not quite my personal best of 133, but pretty darn close. Quad City then terminated me, and suggested that I try Chicago Center. I waited for about 10 minutes, (until I could actually hear Center, not just the airlines) and they gave me traffic advisories. At this point, I realized that I was not going to make the lake shore and home in time, so I made a bargin with myself, and decided to do another thing on my "AV to do list," land at MDW. After checking my fuel calculations, and the clock for the sunset time, I decided on a touch and go at MDW, and then I would head home for the evening.
Center handed my off to Approach, who gave me a new squawk, and told me to expect runway two-two right (22R.) At that point, I flipped open my AFD to check the diagram, and make sure that I was oriented (I think I checked it, about, oooh, 6 times, to make sure that I had the pattern entry instructions correct... :-) ) I had my TAC out by now, and had descended below the Bravo floor. APP then told me to call the TWR. I called the TWR, and she told me to "maintain VFR at or below 2,000 in the MDW class Charlie airspace, make right downwind for 22R..." I replied as such, and I didn't get the field insight until I was about 7ish miles out. With the field insight, I adjusted my downwind spacing a bit, but I was pretty much on a long right downwind for 22R. The airlines for the most part were coming down the ILS for 31C, circling to 22L. About 3 miles southwest of MDW, TWR called traffic for me, a SWA 737 just starting his takeoff roll. I replied "Insight for XYZ," and she told me to maintain visual separation. About 10 seconds later he was climbing over me, directly in front of me, it was pretty cool. After that, a little voice in my head reminded me to enjoy the scenery;-) I gave myself about 5 seconds to look around, it was an awesome view! A nice sunset, skyline right THERE, the airlines coming down the ILS on the other side, it was pretty cool. Pretty much abeam the numbers, TWR cleared me for the touch and go. I turned base, and final, and touched down pretty smooth. On the go, I climbed at VX, the accelerated to VY. About 600 AGL, TWR gave me vectors for a few miles, calling me out to a couple of 737s departing behind me. Soon enough, I got "direct JOT," and did just that. Clear of the Class C, I was terminated by MDW. The winds at JOT favored the grass, so landed on the grass and made a good soft field landing.
All in All, a GREAT DAY! Another 6.2 for me. All of it was fun, but MDW was the best. MDW was virtually no problem, they were great.
Next up, my 10 day IR. Due to scheduling, I'm starting a week earlier than I was supposed to. I'll start July 8th, go for 10 days, take a few days off to get my XC time to 50, and then finish up in a day or two for the check ride. All in all, I should be finished around the 25thish.
Thanks for reading all and have a good 4th,
Purdue
Hello All,
Tuesday here in Northern Illinois was great WX. High pressure dominated, with clear skies and calm winds. I ended up landing at 5 Class Charlie airports. (Smaller regional airports, think not O'Hare, Kennedy, etc.) However, I started off with CMI as my only destination, without further ado...
The flight down was pretty uneventful. I got traffic advisories the whole way down. I navigated primarily via VORs, backed up with pilotage checkpoints every 15-20 miles. Champaign was in a West flow. Approach had me make a right base for 22 (I think...) On short final, an regional jet rolled through the intersecting runway, and then I was cleared to land on a 1 mile final. I taxied to Flight Star, which had great service and good facilities. Inside I started to decide on my next destination. I really wanted to get a >250 nautical mile leg in for the Commercial Cross Country. After checking the WX, and measuring numerous different distances, I settled on SPI-OSH for 253 NM total. I then planned my flight to Springfield, and departed.
Departure gave me vectors for my climb. Upon resuming my own navigation, I rejoined my preplanned radial to SPI. CMI approach terminated me about 3O NM West, (over I-51, I think) and I then called SPI approach. SPI Approach was pretty quiet. They told me to make a straight in approach to the Southwest runway. Upon changing to Tower, they cleared me to land while I was still far out. (Around 20 miles ish...) I taxied to the ramp, and passed by some fighter jets on my way. Fueling up, I went inside and checked the WX. After some thought, (and my unplanned stop in BMI yesterday fresh in my mind) I decided to scrub my long 250nm leg again. The big reason was that the winds in Northern Wisconsin were gusting to 25, which was not forecast. Additionally, I got two FSS briefings, (N. IL, and WI) and they disagreed with each other. Being summer time, I didn't want to take any chances with any potentially unstable WX and convective activity, so I decided on a doing a touch and go at PIA, stopping for fuel at MLI. I then filled out my plans for this leg.
Departing was pretty uneventful again. Tower had me takeoff "without delay, traffic 2 mile left base." Departure gave me one turn around traffic again, and then I got own nav, and I joined the PIA VOR, heading to the 360* radial. SPI handed me off to PIA approach. I got "make left base" for the Southwest runway. I did so, and soon flipped over to Tower. Tower gave me my departure instructions, called National Guard helicopter traffic, and said I was cleared to land. I was on a left base, and he asked for "direct the numbers, traffic is another helicopter number two for the field..." On the go, TWR handed me off to APP, pretty much right away (500ish feet AGL.) Approach immediately gave me vectors around traffic. On a 200* heading, APP asked for "right to 240*." I turned right to 240*, but I replied "left to 240*." Opps. He got a kick out of it, and shortly there after, my altitude restriction was canceled, and I got "resume own nav" again. Soon enough, I was handed off to Quad City Approach....
Quad City Approach was fairly busy, with a good mix of regional jet traffic. It was again pretty easy, no problems. APP gave me entry instructions, (I forget what they were) and I joined. I had about a 10 knot crosswind, and touched down pretty good. As soon as I rolled through the 23/27 intersection, a United Express RJ holding in position on 27 started his roll. I took a left on taxiway echo, and when I got to the ramp, a BO was rolling down 27. Inside, I decided that I was going to try to do the Chicago lake shore flight. I planned to fuel up at GYY, do the lake shore, then head home. I crunched the numbers, and then went out to depart. This time, the ATIS told me to contact Delivery for my "clearance," and I did. Tower let me depart in front of a regional jet headed to O'Hare, and I did:-D
Departure gave me 4 vectors for traffic, (from what I could hear, mainly around a two RJs, and a Jump Plane) restricted to 3,000. I then got "resume own nav." At this point, it seemed that I was moving faster than usual, so I flicked on the GPS for a ground speed readout, and I got 130. Not quite my personal best of 133, but pretty darn close. Quad City then terminated me, and suggested that I try Chicago Center. I waited for about 10 minutes, (until I could actually hear Center, not just the airlines) and they gave me traffic advisories. At this point, I realized that I was not going to make the lake shore and home in time, so I made a bargin with myself, and decided to do another thing on my "AV to do list," land at MDW. After checking my fuel calculations, and the clock for the sunset time, I decided on a touch and go at MDW, and then I would head home for the evening.
Center handed my off to Approach, who gave me a new squawk, and told me to expect runway two-two right (22R.) At that point, I flipped open my AFD to check the diagram, and make sure that I was oriented (I think I checked it, about, oooh, 6 times, to make sure that I had the pattern entry instructions correct... :-) ) I had my TAC out by now, and had descended below the Bravo floor. APP then told me to call the TWR. I called the TWR, and she told me to "maintain VFR at or below 2,000 in the MDW class Charlie airspace, make right downwind for 22R..." I replied as such, and I didn't get the field insight until I was about 7ish miles out. With the field insight, I adjusted my downwind spacing a bit, but I was pretty much on a long right downwind for 22R. The airlines for the most part were coming down the ILS for 31C, circling to 22L. About 3 miles southwest of MDW, TWR called traffic for me, a SWA 737 just starting his takeoff roll. I replied "Insight for XYZ," and she told me to maintain visual separation. About 10 seconds later he was climbing over me, directly in front of me, it was pretty cool. After that, a little voice in my head reminded me to enjoy the scenery;-) I gave myself about 5 seconds to look around, it was an awesome view! A nice sunset, skyline right THERE, the airlines coming down the ILS on the other side, it was pretty cool. Pretty much abeam the numbers, TWR cleared me for the touch and go. I turned base, and final, and touched down pretty smooth. On the go, I climbed at VX, the accelerated to VY. About 600 AGL, TWR gave me vectors for a few miles, calling me out to a couple of 737s departing behind me. Soon enough, I got "direct JOT," and did just that. Clear of the Class C, I was terminated by MDW. The winds at JOT favored the grass, so landed on the grass and made a good soft field landing.
All in All, a GREAT DAY! Another 6.2 for me. All of it was fun, but MDW was the best. MDW was virtually no problem, they were great.
Next up, my 10 day IR. Due to scheduling, I'm starting a week earlier than I was supposed to. I'll start July 8th, go for 10 days, take a few days off to get my XC time to 50, and then finish up in a day or two for the check ride. All in all, I should be finished around the 25thish.
Thanks for reading all and have a good 4th,
Purdue
A Long XC...
Hello All,
This update will include my first real flight as a Private Pilot. I was planning on doing my long commercial country, KJOT-KMDH-KRFD-KJOT.
I got to the airport early and had everything planned out by about 7:45ish. I got on course right away, and everything was looking good. My nav log was good, my finger was right on my location on the chart, everything was working out great. I got advisories all the way. I got a few calls for traffic, but that was pretty much it, really smooth sailing. It was very cool to see the National Forest in Southern Illinois. I chatted with Center a bit; it was really a slow day. I was soon told to make a left downwind for 18 L at Carbondale. MDH was jammed, (as everyone said it would be) but the controller was great. He called National Guard traffic to me, and I then made my first landing on a parallel runway. I then went on into the FBO....
Checking the WX, RFD (265nm) still looked doable. The winds were newly forecast to be a bit stronger than they were earlier in the day, however, they didn't appear too strong. I filled out my nav log, and headed out to depart. This whole trip, I navigated by VOR radials primarily, backed up with pilotage checkpoints every 15-20 miles. I departed to the North, and was soon talking with Kansas City Center.
Center asked me to verify where I was landing. I replied "Rockford," to which he replied, "what state sir..." Opps. Now that I'm no longer constrained to Northern Illinois, I have to get used to the fact that there could be a lot of other airports with the same name, that is something I most definitely can get used to:-D
It then started to get pretty choppy. I was getting tossed around at a good clip. I then dialed in the nearest HIWAS, and I found out that there was an Airmet for moderate turbulence for right where I was located. Then, my times on my nav log started to increase by more than just a minute or two. It was then pretty clear that I was not going to be able to make RFD. I decided to divert to Bloomington (BMI) for fuel. Approach terminated me 15 south of BMI, and I then called the tower. I met the grumpy tower controller at BMI for the first time. On final I was number 3 for landing. I had to make S-turns for spacing between an experimental in front of me. On very short final, I had to go-around, because the experimental in front of me turned off onto a vehicle taxiway, and part of his tail was hanging out on the runway. I made left traffic, and landed uneventfully.
On the ground, I was glad that I had landed at BMI. The airplane took 6 more gallons than I had computed at that point; the wind picked up that much. Additionally, some thunderstorms had popped up North of BMI, directly in my route of flight. So, I waited them out. About 45 minutes later, they were well South of BMI, and I then departed on my way home.
This last leg presented no problems. It was smooth sailing, great VFR. I got advisories the whole way back. I landed at Joliet, and taxied to the pumps.
Total for the day was 6.2 in the log book. A really great day....
Thanks for reading all,
Purdue
This update will include my first real flight as a Private Pilot. I was planning on doing my long commercial country, KJOT-KMDH-KRFD-KJOT.
I got to the airport early and had everything planned out by about 7:45ish. I got on course right away, and everything was looking good. My nav log was good, my finger was right on my location on the chart, everything was working out great. I got advisories all the way. I got a few calls for traffic, but that was pretty much it, really smooth sailing. It was very cool to see the National Forest in Southern Illinois. I chatted with Center a bit; it was really a slow day. I was soon told to make a left downwind for 18 L at Carbondale. MDH was jammed, (as everyone said it would be) but the controller was great. He called National Guard traffic to me, and I then made my first landing on a parallel runway. I then went on into the FBO....
Checking the WX, RFD (265nm) still looked doable. The winds were newly forecast to be a bit stronger than they were earlier in the day, however, they didn't appear too strong. I filled out my nav log, and headed out to depart. This whole trip, I navigated by VOR radials primarily, backed up with pilotage checkpoints every 15-20 miles. I departed to the North, and was soon talking with Kansas City Center.
Center asked me to verify where I was landing. I replied "Rockford," to which he replied, "what state sir..." Opps. Now that I'm no longer constrained to Northern Illinois, I have to get used to the fact that there could be a lot of other airports with the same name, that is something I most definitely can get used to:-D
It then started to get pretty choppy. I was getting tossed around at a good clip. I then dialed in the nearest HIWAS, and I found out that there was an Airmet for moderate turbulence for right where I was located. Then, my times on my nav log started to increase by more than just a minute or two. It was then pretty clear that I was not going to be able to make RFD. I decided to divert to Bloomington (BMI) for fuel. Approach terminated me 15 south of BMI, and I then called the tower. I met the grumpy tower controller at BMI for the first time. On final I was number 3 for landing. I had to make S-turns for spacing between an experimental in front of me. On very short final, I had to go-around, because the experimental in front of me turned off onto a vehicle taxiway, and part of his tail was hanging out on the runway. I made left traffic, and landed uneventfully.
On the ground, I was glad that I had landed at BMI. The airplane took 6 more gallons than I had computed at that point; the wind picked up that much. Additionally, some thunderstorms had popped up North of BMI, directly in my route of flight. So, I waited them out. About 45 minutes later, they were well South of BMI, and I then departed on my way home.
This last leg presented no problems. It was smooth sailing, great VFR. I got advisories the whole way back. I landed at Joliet, and taxied to the pumps.
Total for the day was 6.2 in the log book. A really great day....
Thanks for reading all,
Purdue
My Journey to my IR
Hello All,
I have decided to start a blog on "my journey to my Instrument Rating." My purpose for doing this is to continue a personal recollection of my training, and to help/show others what getting an instrument rating is like. I also will include updates on my cross countries. My first two country flights (my first two updates) were on Monday and Tuesday, I got 12.4 cross country time total.
My 10 day instrument course is going to start on July 8th. As of right now, I'm going to do the full 10 days, (if I'm too tired to post updates each day, I will make notes to myself, and update them the week or so following when I have the time) take a few days off to finish up my cross country time, and then prep and take the checkride in 1-2 days after I hit 50.0 on the cross country time. I did somewhat of a combined private/instrument course, having a good handle on most of the ground school, and having flown most of the procedures in a FTD with a CFII.
Without further ado, let the updates begin....
Purdue
I have decided to start a blog on "my journey to my Instrument Rating." My purpose for doing this is to continue a personal recollection of my training, and to help/show others what getting an instrument rating is like. I also will include updates on my cross countries. My first two country flights (my first two updates) were on Monday and Tuesday, I got 12.4 cross country time total.
My 10 day instrument course is going to start on July 8th. As of right now, I'm going to do the full 10 days, (if I'm too tired to post updates each day, I will make notes to myself, and update them the week or so following when I have the time) take a few days off to finish up my cross country time, and then prep and take the checkride in 1-2 days after I hit 50.0 on the cross country time. I did somewhat of a combined private/instrument course, having a good handle on most of the ground school, and having flown most of the procedures in a FTD with a CFII.
Without further ado, let the updates begin....
Purdue
Monday, May 26, 2008
Hello All,
Now that the spring sports season is finished, I'll be back to a normal schedule of updating:-)
Instead of doing numerous updates of the same thing, (checkride prep) I'll make one big update of everything. Without further ado...
To start off this series of checkride prep. My CFI and I started out southwest of Joliet doing steep turns and stalls. I had a bit of trouble with power-on stalls, and we kept on doing them. We got pretty far away from JOT, that after doing stalls, I tracked to the IKK VOR. I had a bit of trouble correctly bracketing for the wind, but I got better at it. We landed at IKK and did short/soft field XW takeoffs and landings. We then headed home...
The next lesson was another solo cross country flight. This was a spontaneous flight--the weather was good, I was in the mood for a cross country, and the airplane was available, so I went. I did JOT-RFD-JOT. Overall, it went pretty smoothly, except for one thing. As soon as I flipped from APP to TWR, RFD TWR couldn't understand me. I tried every combination I could think of, and had no success. Just as I was about to look for light gun signals, TWR said to "acknowledge by ident." They gave me pattern and taxi instructions, and I acknowledged by ident--which worked perfectly. When I landed, I called the TWR to apologize, (I was not given a number) and he was fine with it. Interestingly enough, they said that they could hear me fine leaving--kind of strange. A good experience, and the ride home presented no real difficulties, Chicago APP worked me which was a definite plus...
The next lesson I practiced XW shorts/softs takeoff and landings, and they went OK, but I would have liked them to have been better. Which leads me to my next lesson... :-D
The next lesson, landings clicked. Just like everyone says, it just clicked, it was like someone flipped a switch. To all the fellow students out there--DON'T DISPARE! LANDINGS WILL EVENTUALLY CLICK! EVEN IF YOU DON'T THINK THAT THEY WILL, THEY WILL :-)
This lesson I flew with a new to me instructor, and it was literally like, "hey, wow! that was pretty good, I can do that again." This was indeed a good lesson:-)
The next 4 lessons were XW landing practice. I am a fan of the "crab down final, slip in the flare" method. (I won't get into that any more...) I got some great practice at the max crosswind component. After I got the crab/slip technique down, my biggest problem was "not flying the airplane all the way to the tie-down" freely translated--CRANK THAT AILERON INTO THE WIND. It was good practice...
Next lesson was pretty much everything with some partial panel landings. I nailed everything, everything was really good, except there was no wind. The wind was calm. So next lesson was with wind....
Next lesson was pretty good. There was significant wind, and I did pretty well. Turns around a point to the right could have been better, as well as power on stalls, but they were within standards.
Next lesson I did steep turns and stalls all under the hood. Both were pretty challenging. I definitely improved on the steep turns, but the power-on stalls were the hardest for me, sloppy rudder control was my biggest problem. I did improve on the power on stalls as we did more of them. I also did 2 simulated engine outs this lesson as well.
Next lesson I did stalls, hood work, and shorts/softs. This lesson and the last lesson that I did soft fields-they were actual soft fields. JOT has a grass strip, and it is pretty cool. I most definitely like landing on the grass...
Next lesson was yesterday. I did good. We flew from JOT-DKB-DPA-JOT. There was about 20 knots of wind at 3,000 feet, and everything was well within standards. Turns about a point were to the right could have been smoother, but hey, I guess that's life.
Next big thing is something I'm not going to say anything about to anyone at all until it is completed...
Thanks for reading and have a great evening,
Purdue
Now that the spring sports season is finished, I'll be back to a normal schedule of updating:-)
Instead of doing numerous updates of the same thing, (checkride prep) I'll make one big update of everything. Without further ado...
To start off this series of checkride prep. My CFI and I started out southwest of Joliet doing steep turns and stalls. I had a bit of trouble with power-on stalls, and we kept on doing them. We got pretty far away from JOT, that after doing stalls, I tracked to the IKK VOR. I had a bit of trouble correctly bracketing for the wind, but I got better at it. We landed at IKK and did short/soft field XW takeoffs and landings. We then headed home...
The next lesson was another solo cross country flight. This was a spontaneous flight--the weather was good, I was in the mood for a cross country, and the airplane was available, so I went. I did JOT-RFD-JOT. Overall, it went pretty smoothly, except for one thing. As soon as I flipped from APP to TWR, RFD TWR couldn't understand me. I tried every combination I could think of, and had no success. Just as I was about to look for light gun signals, TWR said to "acknowledge by ident." They gave me pattern and taxi instructions, and I acknowledged by ident--which worked perfectly. When I landed, I called the TWR to apologize, (I was not given a number) and he was fine with it. Interestingly enough, they said that they could hear me fine leaving--kind of strange. A good experience, and the ride home presented no real difficulties, Chicago APP worked me which was a definite plus...
The next lesson I practiced XW shorts/softs takeoff and landings, and they went OK, but I would have liked them to have been better. Which leads me to my next lesson... :-D
The next lesson, landings clicked. Just like everyone says, it just clicked, it was like someone flipped a switch. To all the fellow students out there--DON'T DISPARE! LANDINGS WILL EVENTUALLY CLICK! EVEN IF YOU DON'T THINK THAT THEY WILL, THEY WILL :-)
This lesson I flew with a new to me instructor, and it was literally like, "hey, wow! that was pretty good, I can do that again." This was indeed a good lesson:-)
The next 4 lessons were XW landing practice. I am a fan of the "crab down final, slip in the flare" method. (I won't get into that any more...) I got some great practice at the max crosswind component. After I got the crab/slip technique down, my biggest problem was "not flying the airplane all the way to the tie-down" freely translated--CRANK THAT AILERON INTO THE WIND. It was good practice...
Next lesson was pretty much everything with some partial panel landings. I nailed everything, everything was really good, except there was no wind. The wind was calm. So next lesson was with wind....
Next lesson was pretty good. There was significant wind, and I did pretty well. Turns around a point to the right could have been better, as well as power on stalls, but they were within standards.
Next lesson I did steep turns and stalls all under the hood. Both were pretty challenging. I definitely improved on the steep turns, but the power-on stalls were the hardest for me, sloppy rudder control was my biggest problem. I did improve on the power on stalls as we did more of them. I also did 2 simulated engine outs this lesson as well.
Next lesson I did stalls, hood work, and shorts/softs. This lesson and the last lesson that I did soft fields-they were actual soft fields. JOT has a grass strip, and it is pretty cool. I most definitely like landing on the grass...
Next lesson was yesterday. I did good. We flew from JOT-DKB-DPA-JOT. There was about 20 knots of wind at 3,000 feet, and everything was well within standards. Turns about a point were to the right could have been smoother, but hey, I guess that's life.
Next big thing is something I'm not going to say anything about to anyone at all until it is completed...
Thanks for reading and have a great evening,
Purdue
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