Solo II

Lesson 45
5-22-13
1.0 hours logged
52.8 hours total recorded in logbook

The weather, though somewhat doubtful looking the following morning, was still well above basic VFR weather minimums and so would serve our purpose of staying in the pattern just fine. There was a bank of clouds coming up from the south and an area of marginal VFR to the north over Appleton but Oshkosh was still okay.

As usual, I arrived a bit before Jim to preflight the plane and, finding all in good condition, was ready to go shortly after he got there. He told me that provided I did alright and the weather held, he'd solo me. Since the day before, I'd been doing my best to prepare mentally for this and the more I thought about it, the more nervous I became. I woke that morning with my stomach all tied in knots. It's almost worse to know beforehand that it's going to happen than to have the instructor spring it on you, I thought. But as I went through the now-routine (wow! imagine that!) startup, getting ATIS, calling the tower and taxiing to position at Runway 27, I found my nervousness beginning to dissipate slightly.

Just before takeoff, the controller asked if we wanted to switch over to Runway 9 (which would be better suited to the changing wind conditions) following takeoff. I agreed to do it but was at first thrown for a loop as I tried to follow her instructions for after takeoff. With Jim's help, I got it straightened out but found myself ridiculously high on final and too fast. I made it down and landed okay but the next few patterns weren't much better. It seemed I was always too high or fast and I sat grim and tight-lipped, willing the plane the do what I wanted it to. My landings were all fine; I think I've got these now but everything else seemed to give me trouble now. Finally, I made a couple more evidently to Jim's satisfaction for as we rolled out after landing he asked, "Are you ready?" "Yes," I said trying to sound self-assured and confident though it came out rather tersely. So with that, Jim promptly called the tower to request taxi to Weeks for first solo. "Are you gonna need to let an instructor off somewhere?" she asked. "Yes, we'll go to Weeks," Jim replied.

At taxiway B2, Jim had me turn the plane around 180-degrees to face the airport and, after a few final words of advice, he unlatched the canopy and climbed out, reminding me not to forget to latch it again before takeoff. "I'll meet you by the fuel pump after you make three landings," were his parting words. With that, I was alone and on my own. As I taxied out once again, I found my nervousness had mostly gone and felt calm and assured that I could do this. I've done it before after all, I thought. Why should I be nervous? I almost didn't notice that Jim wasn't in the seat next to me--it's not quite as obvious as it was in the tandem-seat Cub.

Now lined up at Runway 9, I waited for Duchess 969RA to takeoff ahead of me, then called the tower and received my takeoff clearance. I taxied onto the runway and, just as I'd done so many times with Jim, advanced the throttle to full power and was quickly airborne. I didn't notice the extra buoyancy of the plane on this occasion as much as I did with the Cub but it was there nonetheless. Already well into my climb, I was suddenly taken quite by surprise to find that a low scattered layer of clouds had moved in from the direction of the lake and was right at my altitude! While it didn't totally obliterate sight of the ground for the moment, I found it a bit unnerving. It was like driving in fog. And I hadn't even quite made it to pattern altitude yet I realized as I made my turn to downwind. I reported midfield, keeping visual contact with the ground as best I could. Jim had told me before he got out that if the weather started closing in, I could just come back after one landing and his words rang in my mind now but I couldn't do it. I couldn't make just one solo landing! This was my chance to make those three required solo takeoffs and landings at a towered airport and I was going to do it!

However, I had a landing to make first. Turning base, I found myself quite high with reference to the runway and plenty fast even though I never made it up to 1800 feet. "Adjust power, add some flaps," I told myself inwardly and made my turn to final. "Now full flaps on, power off. Glide down, keep it straight, lined up with the runway. You're coming down fine. Okay, you're over the threshold, now start to round out. It's starting to sink, raise the nose just a bit...gently now...a little more...keep it smooth and...touchdown! Ah yes! There's one. I did one okay. Surely I can do another."

And so I took off again. I soon began to wonder if I should have. As I turned crosswind, I found myself both in the fog and over it such that, for a second or two, the ground disappeared and all was milky white below. My heart went into my throat and just as my eyes went reflexively to the instruments, the cloud below thinned and there was the ground again. Whew! Again, I never quite made it to pattern altitude and yet, still ended up high on final. I made the necessary adjustments however, and, in accordance with the tower's alert, kept an eye on the lawn mower just off the end of the runway (a flashback to my first solo at HXF) and was soon settling down to earth once more in landing number two.

Only one more and I would meet the requirement. And so, without further consideration, I pushed the throttle to full power one final time and was soon climbing again. I determined that this time, however, I would climb up to pattern altitude as quickly as possible and stay there until it was time for me to begin my descent. As I flew downwind, the controller asked me "How are the clouds?" "They're okay," I replied. And they were. I actually found them thinner this time around than any of the others and so was able to keep visual contact with the runway from midfield downwind all the way to the runway. By thinking and acting ahead, I came in on a much better glideslope this time and made a final beautiful landing.

On rollout, the controller told me "Good job up there", and then gave me taxi instructions to the fuel pump. "Thanks," I replied. As I exited the runway, a feeling of quiet elation mingled with relief began to wash over me as I realized I'd just done another thing I'd thought I'd never do--solo at a towered airport! As I approached the fuel pump, I could see Jim there  waiting to congratulate me and take my picture. He told me that from what he could see, I'd done very well but said there were a few times I'd disappeared from sight. That must've been when I was in the clouds!

Well after we'd fueled the plane, Jim said he'd meet me back at the hangar and left me to taxi back on my own. I've done it enough times it was no problem. "Have a nice day", the controller said after giving me the taxi route. Jim was just pushing open the big doors as I taxied up and shut the engine down. Together, we pushed the plane inside and then closed the door and latched it.

After filling out the paperwork and discussing what's next in my flight training, Jim left me, with final congratulations, to clean the windshield. I made the flight just in time it seems, for no sooner had we gotten the plane put away and the door closed then it began to rain--and rained steadily for the rest of the day!

I'm so glad I was able to solo on this day, not only for the sake of just getting it done but also because it was the anniversary of Lindbergh's arrival in Paris with the Spirit of St. Louis! It's nice to do something significant on a day of some significance.

 

Almost There...

Lesson 44
5-21-13
1.0 hours logged
51.8 hours total recorded in logbook

I had a lesson scheduled the 17th which we ended up cancelling because of iffy weather. The day of my next lesson, today, turned out much nicer. It was still cloudy but the clouds were high enough for our purposes--predictably more patternwork. We were operating off Runway 18, a runway which I hadn't yet used. My first takeoff was rather unstable and my landings weren't much better than last time. Was this to be another discouraging plateau lesson?

About halfway through the lesson, I finally made a landing I was satisfied with. It felt just right. "Now if I could just make about ten more landings just like that, I'd feel ready [to solo]", I told Jim. "Yes! That's exactly what we want! Now we're on the same page!" Jim exclaimed. Now, was that good landing only a freak, an accident? I was afraid to hope for more, but on the next time around, I made another good one and followed that with another--and another. At last something had clicked and I had it!

Jim had talked about going down to Fond du Lac and possibly soloing me there, but since I was on a run with good landings, he didn't want to upset it so I continued to fly the pattern at OSH. Yes, for the first time, I began to feel settled in this plane--even comfortable--and with each good landing, my confidence grew. I knew I was ready at last. I knew that I would know it--you reach a point where you just know. I was there but I didn't expect it would come quite so quickly, especially after last week's discouragement. I knew then that I was ready to solo and could do it if he asked me to, but I was tiring out and much as I wanted to get it done, I almost hoped he'd wait. When a rather rough landing after about five good ones signaled that it was time to call it a day, I was ready for it.

As we taxied to the fuel pump, Jim debriefed me. He made note of my amazing improvement over the course of the lesson and said I should be proud of myself. I was just pleased and happy.

Slow Progress

Lesson 43
5-15-13
0.5 hours logged
50.8 hours total recorded in logbook

A somewhat shorter flight early this morning brought my total hours logged to 50.8. Rather discouraging when I'd hoped to have my license by now. I was encouraged, however, by some slight progress in a considerable improvement from the day before.

We stayed in the pattern at OSH this time and made three or four landings and one "bounce-and-go" on Runway 31. With the exception of the latter, they were all fairly good though I still tend to flare a little high. Perhaps the wide runways, low-wing vs. high-wing, and nosewheel vs. tailwheel are contributing factors in this issue but I hope, whatever it is, that I'll soon overcome it.

The somewhat gusty wind along with a bit of spilled oil which came from the engine compartment and lightly spattered the windshield were the main reasons Jim decided to end our lesson earlier than usual. He had my heart in my throat for a few moments though, when he told me to taxi to the fuel pump after only four landings! I was afraid he was going to make me solo! But both he and I know that I'm not quite there yet though I'm getting ever closer. He again complimented me highly on my radio work and I was again thrilled to hear it. Yes, though slow, I am making progress.

Perseverance

Lesson 42
5-14-13
1.0 hours logged
50.3 hours total recorded in logbook

Another flying lesson this morning...

Though we were scheduled to fly at 9:00, we didn't actually get off the ground until much later for several reasons. My preflight inspection revealed that the towbar attach point was broken and the plane is simply too heavy for me to pull out alone without it so I had to wait until Jim arrived to do this. I'd also noticed that an entire row of screws was missing on the nosewheel fairing. By the time we'd tracked down and installed the appropriate replacements with the assistance of one of the mechanics and Weeks, we were quite delayed. Since it was in the interest of a potential safety concern, I couldn't mind too much but nevertheless, I was glad when we were finally able to start up and taxi out. I soon found it was going to prove a day of new learning experiences.

We were assigned Runway 18 for takeoff. I've never yet used this one but it was our only option for, although the wind was fairly insignificant and it really wouldn't have mattered too much which runway we used, all the others were closed because the grass around them was being mowed. A new runway meant new taxi instructions to not only read back but also to remember and follow--somewhat more of a challenge than you might think. 

Having reached the hold-short point of our runway, we went through the pre-takeoff checklist which, of course, includes the engine run-up. Everything was routine until this point but as I turned the key to the right mag position, the engine began to run very rough. Clearly, this was unacceptable for takeoff and I looked questioningly at Jim. His diagnosis was fouled spark plugs from taxiing a somewhat longer distance with the mixture too rich. He showed me how that by increasing RPM and leaning out the mixture as much as possible the situation could be remedied by burning the deposits off the spark plugs. It took a few minutes but at last, the problem was taken care of and we were ready to go.

Waiting to go

Cleared for takeoff and a departure to the south, we headed toward Fond du Lac where Jim had decided we would spend the lesson. Thus began another learning experience. FLD is of course of non-towered airport and so that was one adjustment to make as far as radio communication goes. Then of course, there was the challenge of flying to a new and unfamiliar airport. Finding it was not at all difficult--I've driven past it a hundred times on the highway after all but there's a difference between what you see from the ground versus the air and so yes--having never before flown in there, it was unfamiliar.

The planning for our landings there began the moment we left the OSH Class D airspace. We got the wind info at FLD and found it to be different in both direction and velocity than it had been at OSH. We knew we'd use Runway 27 based on the info we'd gotten so the the next thing was planning how we'd enter our pattern and descend to pattern altititude by which time, believe it or not, we were practically there! From then on, it was back to the old pattern work with the added twist of being at a different airport and using a runway too short for stop-and-goes. It was just as well. The taxi back to the runway threshold after each landing gave me a couple minutes to relax, regroup and prepare for the next time around. I did alright I guess but for some reason found the adjustment to this airport more difficult even than Appleton. Maybe it was the difference in size.

Since it was now mid-morning and the air quite warm, it was also a little bumpy. That always makes things more interesting! Then, after a few, well, shall I say "normal landings?", Jim had me try a few with power off in a simulated engine failure in the pattern. Again, a new experience in this plane and one that changes the normal landing pattern and procedures just when I'd begun to adjust a little. It felt like a lot and I was relieved when Jim told me to take us back to OSH.

Now it was time to go back to the towered airport environment. In short order, we were cleared to land on 18, the same runway on which we'd taken off, and I came in around for the final landing of the day. How was it? I groaned as we touched down with a pronounced jolt. I'd done it again; I'd flared way too high. Not a very encouraging end to an already stressful lesson. I sighed with disappointment as we taxied to the fuel pump. When will I ever get it? Once again, thoughts that it shouldn't be taking this long haunted me and feelings of discouragement again crept into my heart. I was doing so well as of Thursday last week. What happened? Dejectedly, I taxied back to Weeks. Learning to fly, perhaps more difficult than anything else I've ever done in my life has exposed my learning weaknesses and has shown me myself as I truly am. Will I ever gain the confidence and skill I need to become a safe and competent pilot? Can I do this? Can I keep on? I must!

Deep in concentration at FLD

A Three-Day Transformation

A Three-Day Transformation
5-9-13
1.0 hours logged
49.3 hours total recorded in logbook

 Next morning, in spite of some earlier doubts about the weather, we flew again. When I met Jim at the hangar at 7:30, there were a few clouds but they were high and the sun shone easily through them. The wind again was less than five knots. Again, another perfect morning for flying. Rather than stay in the pattern the entire time however, Jim had a different plan for the day's flight.

Once we were seated in the plane, Jim spent the next ten or fifteen minutes quizzing me on what this or that instrument, lever, or switch does or how it operates. I knew most of the answers, but it was a good exercise for me to give the answers verbally and I was almost surprised to find that I actually could.

Cleared to the west, we took off, made right traffic, and exited the pattern. Near Rush Lake, we made clearing turns to right and left then Jim had me try a power off stall. Reducing power a little at a time I flew first at 80 mph, then 75. At 69, I was expecting the stall within seconds but was amazed to find that at 65, we were still flying (though very sluggishly) despite our nose high attitude and the fact that the throttle was now pulled all the way to idle. Finally, somewhere between 65 and 60 the wing could fly no longer and the nose dropped. Almost reflexively, I released back pressure on the stick, added power and we were again in level flight. It was actually rather fun and had we had time for it, I would have done another but today we were flying to Appleton and had to be on our way.

I pointed the nose northeast and tuned in the Appleton ATIS, then called the Appleton tower--I thought. When it was Oshkosh which replied, I realized I'd forgotten to switch the frequency! That was a little embarrassing! Now on the correct frequency, I called Appleton tower and reported our position. They asked my altitude. I gave it and we were told to report entering a right downwind for runway 21. We had flown below some hazy gray clouds and a little rain sprinkled the windshield.

Still a few miles from entering the pattern began the work of slowing the airplane down. Without a reduction in power, the plane will never get down to pattern altitude so you must start early. Once in the pattern, everything was just the same as at OSH. I didn't calculate my first turn to final very well but still managed to get realigned to the runway and apply full flaps before touchdown. Braking to a stop, I readjusted the flaps for takeoff and, applying power, we were on our way again, this time making left traffic. I did better with approach this time and also found I was doing a much better job of coming down on centerline at touch down here than at OSH too. You wouldn't think it would be hard to do but remember, once you're in the landing flare, the nose is high and you can't see a thing in front of you and when the runway is so wide you can't easily tell if you're off to one side or not.

We flew one more pattern and made another decent landing before requesting permission to exit the pattern to the south. It was given and we were on our way back to OSH. We requested a frequency change which, though denied at first, was given a few minutes later. After getting the ATIS info at OSH, I made the position report and we were told to report a three mile left base for Runway 9. A couple minutes later, I made the report and we were cleared for the option on 9. A couple stop-and-goes and one touch-and-go around to a final beautiful landing completed our lesson for the day.

As we taxied to the fuel pump, Jim praised me highly. He said I'd done a great job and should be proud of myself. My landings were good and my radio work solid. I beamed with pleasure. My radio work solid? I never thought I'd hear those words! And my landings once again were good enough to restore a little of my self-esteem and confidence! Two days ago, I expected that would take a month! What a transformation had taken place over just three days! Of course, most of the credit belongs to Jim for keeping on me about the pitch/power adjustments and continually repeating while in the pattern, "Keep it at 90! Keep it at 90! Don't let your speed get above 90!"

Nothing could keep the grin off my face as we taxied back to Weeks, pushed the plane back inside, closed the doors and then sat down to fill out paperwork and talk over the lesson. "You did a good job today," Jim told me again, then added that he could've probably soloed me today only he wanted me to have a little more practice landing in stronger winds. My mouth dropped open. Solo? Oh my! I guess I have come a long ways in three days! After scrubbing down the windshield, I tripped away with a light heart and step, well satisfied with the day's lesson.

Flying--a Great Way to Start the Day!

Lesson 40
5-8-13
1.0 hours logged
48.3 hours total recorded in logbook

Early the next morning, I was back at the hangar ready for another lesson. Jim had asked if we could fly at 7:00 instead of 8 that day as he had an appointment to get to. I agreed even though it meant I'd have to arrive at the hangar about 6:30. I pushed open the big hangar doors, then pulled the plane out on my own for the first time. It's a sight heavier than a Cub! 

By the time I'd completed my preflight, Jim had arrived and we were ready to go. Like the day before, the wind was calm, the sky clear and the temperature warm. Another beautiful morning for flying! Also like the previous day, we stayed in the pattern the entire time, again doing stop-and-goes.

I did somewhat better that day and felt the handling of the plane begin to feel more settled and routine though I still had to keep a sharp watch on the airspeed and altitude so as not to let one or the other, or both, get away. My landings were getting better too, though I still had a bit of a tendency to flare high and couldn't seem to come down right on the runway centerline.

I guess Jim figured I was ready to start handling the radio in the pattern also so this added a new item to the patternwork mix. I did alright though. Well after 7 takeoffs and landings, we at last came around a final pattern for our final landing of the day. Back at Weeks, Jim told me I'd improved considerably from the day before. My only real snafu was the time I forgot to turn downwind until Jim reminded me to, by which time I was ridiculously far from the airport. Up until this point however, Jim had always been telling me when to make my turns and so I think I'd come to rely on this. I was so absorbed in keeping my speed down that when Jim didn't say anything, I didn't even think about flying the pattern! It was a rather embarrassing mistake but Jim said that once I got back where I was supposed to be, I was in perfect control and did fine and, I might add, I never forgot to turn again.

Since Jim had to get off to his appointment, I told him I could put the plane away by myself. I'd gotten it out alright after all. So Jim left. I cleaned the windshield and just as I was opening the doors to put it back in, a couple guys came over from Weeks and one of them offered to help me. I was much obliged. It is a heavy plane and I still find that towbar a little difficult to handle--but I'm getting better at that too.

With the plane safely stowed and the doors closed once more, I went my way. As Jim said, flying is a great way to start the day! I must agree. I liked flying early like that. the air is still so fresh and smooth. It's great!

Like Starting Over

Lesson 39
5-7-13
1.0 hours logged
47.3 hours total recorded in logbook

The weather has been really beautiful this week--in the 70's, sunny, clear--it's perfect. The grass has come up thick and green, there are tiny leaves on the small trees and buds about to burst on the hickorys. The tulips budded almost overnight and are now in full bloom. It's beautiful. Beautiful flying weather too.

Preflight complete, we taxied out, this time to Runway 9 on the opposite end from 27. Having completed our pre-takeoff checks and run-up, we had to continue to hold short of the runway for a few minutes. Apparently we were not the only ones who thought it a beautiful day for a flight. We had to wait for two planes to land before we could take the runway. Reminding the controller that we were still holding short of the runway, he cleared us for takeoff. At last we were on our way.

Waiting to take off as a Cessna 150 comes in for a landing.

We weren't going far today though. We stayed in the pattern the entire time doing stop-and-goes. Jim handled the radio in the pattern so I could focus on flying and this was just as well. I had all I could handle just slowing the plane down enough to land. Even keeping the plane slow while flying the pattern, though tough, is essential when sharing it with slower aircraft.The RV-6 was not designed for pattern work and so is not ideal as a primary trainer but I view it this way: If I can fly a Cub at one end of the performance spectrum and the RV-6 which is toward the opposite end as far as single-engine airplanes go, I figure it should be fairly easy to fly the 150s and 172s that fall in between in their performance characteristics.

Jim flew one landing with me and then let me try. I'm sure I flew the pattern far too fast and was very much behind the plane the entire approach with the consequence that my first landing was a total wreck! Well, not literally. I had made the somewhat bitter discovery that it is possible to make a bad landing in that plane. I was so disappointed in myself! I thought my days of making those kinds of landings were over! How wrong I was. A few more landings were a considerable improvement over that first one but I still had trouble slowing it down in the pattern. It seemed that all I'd have to do was glance away for a second and I'd suddenly be coming up on 100 mph!

Contemplating the day's lesson

When at last we made the final landing and exited the runway, I told Jim it's like starting out all over again and, in a way, I am. It's a totally different airplane than the Cub. But still, I found the thought rather depressing. I've already been at this so long and a part of me feels I should have been done with my flight training long ago even while I keep trying to tell myself it doesn't matter how long it takes to get to the end as long as I get there. Why is it taking so long?  Jim tried to tell me I'd improved greatly in that lesson but I felt keenly my lack of confidence. I'd hoped to solo the RV-6 at OSH before June 15, the date the tower is set to close, but I could see this hope quickly fading. Solo seemed months away! The discouragement with which I have often struggled throughout the course of my training was weighing heavily on me as I taxied to the fuel pump at the close of the lesson.

Back at Weeks, Jim again pointed out the progress I'd made in the day's lesson and assured me that I will continue to improve. I hope so. It feels like I've such a long ways to go.