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.