Instrument Flying

Lesson 35
1-4-13
1.1 hours logged
43.3 hours total recorded in logbook

It was a beautiful day for flying. I met Joe at Jack Mark, pre-flighted 6YE, and we rolled her out and climbed in--or bundled in. Once again I noticed that the cockpit doesn't seem quite so roomy when both occupants are wearing at least 3 inches of extra clothing!

How many planes, or parts of planes, can you spot in this
photo?

We started up, listened to the Automatic Terminal Information Service (more commonly known as ATIS, a continuous broadcast of recorded noncontrol information containing weather observations, altimeter setting, and other airport information), and taxied out . Prior to entering the main taxiway however, we had to call ground control for permission of course. When Joe told me I was going to do it, however, I was surprised. I knew I'd have to do it eventually but wasn't exactly expecting it this soon. But Joe was already telling me what to say. He repeated it several times and I repeated it back to him. I took a deep breath, pushed mic button and spoke:
"Oshkosh Ground, Experimental six Yankee Echo is at Weeks, with Hotel, for westbound departure."

Ground control came right back with taxi instructions which Joe repeated back since I'm not sure I would've remembered everything. They cleared us to taxi via Bravo to the ramp, to taxiway Echo, across Runway 22 and hold short of runway 27. At the hold short line, we did our run-up and had to call the tower--or rather, I had to. Once again, Joe made me do it. But this transmission was quite simple. The controller cleared us for takeoff and we taxied onto the runway, paused a moment to make sure everything was set, then throttle forward, stick back slightly. The nose came up and we were airborne.

What flying "under the hood" looks like

It still surprises me how steeply the nose must be pointed up to keep the speed within the appropriate range. We flew west of town then Joe handed me a large visor with blinders on either side, otherwise known as "the hood." He took the controls while I put it on. The purpose of this device is to limit one's view to the instrument panel, simulating flight in instrument conditions.

With the visor properly adjusted, Joe gave me the controls again and let me practice holding altitude and heading in straight and level flight. Without the visual cues of outside reference, you must rely only on the indications of the instruments to tell you if you're succeeding. It's a very odd sensation at first and makes you feel a little strange. I guess you just don't quite realize how much you rely on outside references until they are gone. It's a weird feeling and to keep it to a minimum, you must avoid rapid head movements.

After flying along straight and level for a while, Joe had me make first some 90-degree turns, then a few 180's. Eyes continually scanning the instruments, this isn't too hard as long as you stay on top of things. Catch errors early and adjust gradually. A key to instrument flying, in addition to having faith in the instruments rather than trusting your bodily sensations, is to make any needed adjustments to the controls in small increments.

When he finally let me take the visor off, I found we were flying south just about parallel my house but west of highway M. We turned back toward OSH and Joe had me call the tower once again to request permission to land. It was given and we flew a righthand pattern and made a beautiful landing. Joe said it was the best I'd ever made in the RV but I'm not sure how much the credit is due me. The plane as Joe said is "a real sweetheart" when it comes to landings. I'm almost beginning to doubt it's possible to made a bad one in it!

We taxied to the fuel pump to fill the tanks before taxiing back to Weeks to put the plane away for the day. Another lesson completed, my first in the new year, my first taste of instrument flying and another lesson closer to finishing. I hope it's not too much longer.

Return to OSH

Lesson 34
12-11-12
1.0 hours logged
42.2 hours total recorded in logbook

Today I went flying in Oshkosh again, my second lesson there. The weather, though somewhat sketchy, was just good enough so we could go. It was snowing but sunny at the same time as we prepared to pre-flight the RV-6. Sitting in the plane waiting for the engine to warm up before taxiing out, I quickly learned two things:

6YE nestled under one engine of EAA's Ford Trimotor which
is stored in the Jack Mark hangar, along with many other
during the winter months.

1). This plane really isn't much more roomy than the Cub, especially when you're bundled in layers.
2). The heater isn't much more effective than that of the Cub. There's just fewer cracks for the cold to get in! It's still chilly though.

A takeoff on 27 to the west soon had us over the practice area. We spent much of the time focusing on the instruments and their readings through turns. It was a sort of orientation flight for the next step in my training--instrument flying. We flew south for a bit but not quite far enough to be over my house though I could see it from our position over Pickett. Sooner than I realized, it was time to head back to the airport and land.

Cockpit of the RV-6

As I flew the pattern, I couldn't help thinking how huge the airport seemed in comparison to HXF. The plane settled gently in another beautiful landing just like last time. It lands well as long as you're slow enough and that is the hard part--getting it to slow down! You have to start slowing down before you've even reached the airport!

We taxied to the self-serve fuel pump and my ears froze standing in the cold as I helped Joe pump the fuel. The wind was cutting! After only the few minutes it took to get fuel, we had to go through the whole ordeal of bundling and buckling ourselves into the plane, then call the tower for permission to taxi to the hangar. This was granted and soon we were climbing out into the cold once more to push the plane back inside. We were all glad to be out of the wind! Oh, the joys of winter flying!