June 25, 2024 • 43 mins
In Episode 67 we join Bill as he becomes a pilot again after an 11-year break from flying. This is the first part of his first flight review flight back after the hiatus. It's full of re-learning and discovery, and we're happy to have you back along with me in the cockpit as I try to shake off the cobwebs and get back to it.
Links:
Hope you enjoy the episode and thanks for listening! Visit the SPC website at https://studentpilotcast.com. Please keep the feedback coming. You can use the contact form on the website or send email to bill at student pilot cast dot com. The theme song for our episodes is "To Be an Angel" by the band, "Uncle Seth".
Legal Notice: Remember, any instruction that you hear in this podcast was meant for me and me alone in the situation that we happened to be in at the time. Please do not try to apply anything you see or hear in this episode or any other episode to your own flying. If you have questions about any aspect of your flying, please consult a qualified CFI.
Copyright 2008-2024, studentpilotcast.com and Bill Williams
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
(00:00):
Well, here we go again.
I'm getting more episodes out.
A lot has happened since I last published.
So this is going to be funto bring you up to speed.
We'll start here with an episode thatgets me back in the air after an 11.
Year.
Hiatus.
I know it's inexcusable, but here I am.
Enjoy episode 67.
(00:22):
Here we go again.
(00:46):
Welcome back SBC listeners.
As I said in the intro, a lot of stuffhas happened since we last spoke.
So over the next few episodes, Iam sure I'll get you up to speed.
But for now, I'll just giveyou some of the basics.
After 11 years, I thought it was timeto get back in the cockpit as PIC.
And then do some more training.
(01:07):
So in early 2012, after having myprivate pilot license for almost four
years and having a great time flying,I moved to San Diego with my family.
I had to leave my awesome flightclub when I did that here in Arizona.
And then when I got to my new homenear Carlsbad, California, I quickly
joined, uh, another flight club there.
(01:28):
I got checked out in a few ofthe airplanes in that club.
But then my job got really, reallydemanding and I stopped flying for a while
due to lack of time and funds and youknow, all the reasons people stop flying.
I also found that since I was coveringall of Southern California for my work.
That I was spending a lot oftime on Southern Cal freeways.
(01:49):
Instead of flying.
, My family was having a great timeat the beach and I was driving
three hours to a customer meetingfirst thing in the morning.
So, so yeah, that's when myhiatus from flying first started.
And once you've stopped for a whileand you let the skills deteriorate.
It gets more and more dauntingto get it going again.
(02:11):
Two and a half years later, we movedback to Arizona and after a great
time in, so Cal making lifelongfriends and enjoying what must be the
most amazing weather in the country.
When we moved back, my sons wereteenagers and we started spending all
of our time and money on wakeboarding.
(02:32):
Uh, boats, dirt bikes, RVs for going tothe dunes, all kinds of awesome stuff.
But all of that awesome stuff,still relegated, flying to the
proverbial back-burner if you will.
But it kept holding ahuge place in my head.
And in my heart.
I know this is likely going toresonate with a lot of you out there.
(02:53):
So you probably know exactlywhat I'm talking about.
Well, I planned on getting back in the aira couple of years ago, and I even started
releasing new episodes on the podcast.
I took my boys who were thenadults and our adults still,
of course, to air venture.
For the first time we dida bunch of features there.
And then I was doingfeatures on the podcast.
(03:13):
I was interviewing a lot of folks whoare involved in flight training before
and after Oshkosh in one way or another.
And one of my friends from yearsago, I've known a long time who's
a captain at a major airline, hestarted a flight school here locally
with his wife a few years earlier.
So I reached out to see if he'd come onthe podcast and talk about the experience
of running a flight school and what hewas seeing in the industry, and so on.
(03:37):
He agreed immediately, but ourschedules never really aligned
and it just didn't happen.
For months, it didn't happen.
And then something happened in my life.
It was a catalyst and near the beginningof 2023, I had some major changes.
And they happened all of a sudden Iwas working on my health at the time
and my career and making decisionsabout my future, and I had a major
(04:01):
change happen in my work and my career.
I immediately decided it was timeto jump back in and in a big way.
And I also decided that I wantedto make aviation a big part of
my future, not just my past.
So I decided to start collecting ratingsand certs at least to start with.
But I had to start with justsimply getting current and safe.
(04:24):
So I went to see my friend atthe flight school and he was
thrilled for me and helped me getset up and start training again.
I would definitely have some ups anddowns as we do over the next 16 months
or so, but I will say this, I've gota lot of content in the can, if you
will ready to be edited and released.
(04:45):
So rest assured.
I'm sure we'll have another15 years or so of the podcast
with huge breaks in between.
No, I'm just kidding.
We're not going to do that.
We're going to try not to do that.
But I am ready to start bringing youall back up to speed and bringing some
great training content back to you.
Bringing you along with me throughthe ups and downs, the triumphs
(05:06):
and the defeats, as I do, allthe way back to where I am now.
So, where am I now?
Well, I'm still havingups and downs as we do.
Still learning a ton and working myway through my own aviation journey.
But what this means for you is thatit's time to start bringing you
with me again and today we startthat with the first half of my first
(05:30):
come-back flight with an instructor.
Why only the first half?
Well, It's because this is a reallyperishable skill we have here.
And after 11 years, it had basicallyvanished quite a bit for me.
So this flight was so full of relearningand discovery that as I started
editing it and started listening toit again, I realized how much of the
(05:54):
flight I really wanted to leave in.
So you can come along with me while Ireconnect a whole bunch of synapses in my
brain that had been lost along the way.
So to make this episodenot be over an hour or two.
I decided to break it up into two pieces.
I'm sure that we'll be able to speed upthe episodes a bit as I get back into the
(06:16):
training and release a few more episodes,but for this one, man, I was rusty.
But it was a blast.
It was to get back up there.
Back in the cockpit back in the air.
I remembered immediately whyaviation would never leave my heart.
This is an amazingthing that we get to do.
(06:37):
And I realized I was still in love.
I hope you enjoy the first partof my foray back into the fold.
So let's get started.
By the way my local airport that I'mtalking about here and that I'd be flying
out of is called Falcon field or K F F Z.
It's one of two airports here in Mesa.
(06:59):
And you'll note that as we go throughmore of my flights in these episodes,
that when I fly south, I fly rightover Chandler municipal, or K C H D.
And if you're a long time listener, you'llrecognize that as the home airport where
I did my initial training back in 2008.
That's another class Delta airport inthe east valley of the Phoenix area.
(07:22):
And we have quite a fewairports around here.
But now I'm flying out of Falcon,which is an airport I've always loved.
It's busy.
There's a lot of flight training andlots of other traffic that occurs
there, but it's one of my favorites.
And it always has been, sinceI've lived in Arizona, I've
always lived somewhere near it.
(07:42):
And I've always just lovedthe vibe at Falcon field.
And it's only 10 or 15 minutesaway from my current house,
so that's pretty nice too.
So as usual.
We'll get started after getting backin the airplane and getting the ATIS.
I was with an excellent young mannamed Ryan, my CFI, but just for my
flight review, which would take acouple of flights if I remember right.
(08:05):
Ryan was ready to head off to a regionalairline, but his experience as a CFI
and his demeanor was super helpfulin helping me get back in the saddle.
Here you go.
Is the compass working?
It is, yeah, it's just missing thelittle, uh, plastic plate on the top.
So basically whatever's on top ofthere is your heading it should say.
(08:26):
And it's probably going to have toadjust a lot because I turned it around.
Okay.
Oops.
That's the wrong thing.
You're getting, you're getting warmer.
Yep.
Alright, so we are at13, 13 it looks like.
I'd call it about 130.
Falcon Ground, Oxtra
5841 at spot 5 with informationNovember looking for a Chandler.
Alright.
Okay.
(08:47):
And
Uh, ATIS is first.
Oh yeah, you're right.
We'll go ahead and getour ATIS here first.
Uh, our frequency for that isone, one eight point two five.
You can do it however you like.
I like to use the bottom numbertwo radio for your ATIS's and
the top for stuff I'm talking on.
Sounds good.
Um, this comm here, it hastwo green lights on com.
One means you're talking to and listening.
(09:08):
This would be monitoring thatover the top of that information.
Contact.
I put everything down here.
All arrive contact tower on 1, 2, 4 0.6.
Advise initial contact.
You have information.
November,
November, November.
Gotta get our altimeterand winds and runway
Falcon tower information.
November 1, 5 5, 4.
Zulu wind, calm.
Temperature three dew point minus one.
(09:28):
Altimeter 3029.
That
is what it is.
Cool, you good with that?
(09:49):
Uh, yeah, winds calm, departing Runways 4.
Yep, and go ahead and hit thatbottom one, that'll move both your
comms over.
This
is
ground?
Yep, so 121.
3 is ground and 124.
6 is tower here.
Okay.
Uh, flight instruments.
Okay, so we got this one.
Does that jive with whatyou'll normally see?
Yep, that's good enough.
Our elevation here is 1,
(10:11):
394 feet, so that's close enough.
Okay.
And the ATIS did say 3029.
Yep, so you got that set up.
I think it's 8, but
Yeah, it's 8, so you
gotta go up a little more.
Okay.
Um, airport diagram.
I'll be your airport diagram.
Thank you.
You got one right in that pocket there.
(10:33):
Okay.
Alright,
I think we're
Alright.
ready to go.
And we'll go ahead and pullup where that guy was sitting
over there by that dashed line.
Okay.
Okay, let her move a little bit,maybe give your brakes a quick
stop to make sure they work.
Oh, and I do not have brakes onmy side, so if I reach for the uh,
(10:54):
If I reach for the parking brake,that's why I don't have brakes.
Alright, clear to theleft and to the right.
Now we're just gonna stop upthere before that dash line.
You're not required to stop there,but it's just uh, we just stop here
because they know where spot 3 is.
That's what this is called?
Oh, it's right there on the pavement.
(11:15):
This is
all a non movement areahere, so you can do whatever.
But we just stop here because whenyou say spot three, when you call
them, they know where you are.
Alrighty.
Okay.
So, it'll be, and you want to go aheadand put that back up to a thousand.
Gear power when we're sitting here.
Yeah, if you get it below about900, the alternator will stop
(11:35):
charging the battery and it'll startfalling off the plugs eventually.
Gotcha.
Alright, we'll go FalconGround, Red Rock 66.
Where's my push to talk?
It is right there.
Okay.
All right, just getready for a theme here.
I was not very comfortable afterso long off, so I felt, and
now that I'm listening, again,sounded like almost a new student.
I had some good base knowledgeand experience, but it was so far
(11:58):
removed that I felt like I wasstarting almost from the ground up.
I had about 220 hours at the time andI would rely on that experience as I
relearned, but 220 is not very much inthe big scheme of things, especially
when it was all 11 to 15 years before.
So I made my ground call andthe controller surprised us
with a pretty funny question.
(12:19):
The flight school I was at had movedthe airplanes all out to the tie-downs
and on the flight line, instead ofat, or near the hangar where the
school was because of some sortof construction that was going on.
So when we went out to a plane,it was either a pretty long
walk or a golf cart ride.
It was temporary maybe a monthor so, but the planes were parked
(12:40):
sort of out in front of the tower.
So they saw us coming andgoing like crazy all day long.
Oh, yeah.
Before I play it.
, you'll hear in the background whilewe're having the back and forth, one
of the instructors, one of the otherinstructors in a different airplane,
I think tried to answer as well.
You can hear it in the background.
Anyway, this is a pretty funny exchange.
Here it is.
(13:01):
Falcon Ground, Red Rock 66, at spot 3with November, requesting north departure.
What's
Rock 66 Falcon, uh, ground.
How long does it take youto walk over to your plane?
Depends on if we have thecart or we're using our feet.
(13:22):
I saw you guys usingyour feet this morning.
We sit in planes all day.
Anyways, we need to walk once in a while.
About 7 minutes.
How long does it take you to walkfrom the building over there?
Oh,
about 7 8 minutes probably.
Okay, I guess you guys need the exercise.
(13:42):
Runway four right taxivia Delta Red Rock 66.
Four right via Delta Red Rock 66.
Alright.
That's the first time I heard that one.
Yeah.
So, yeah, that was a good time.
I'm glad with even an extremely busyairport and controllers who are not only
busy, but perpetually shorthanded, theystill have a little fun with the pilots.
(14:05):
And, speaking of busy, let'stalk about that for a minute.
As you hear me training here more and moreover the next episodes, you'll hear how
busy it is, but a quick search shows it'sdefinitely in the top 10 of the country's
busiest, general aviation airports.
In fact, at least three of thetop 10 are in the Phoenix area.
It's definitely a popularplace to flight train.
(14:25):
So there's a lot of traffic from thatas well as all the other normal traffic.
Anyway, glad these overworked controllerstake a moment to have fun sometimes.
So then we taxied out to the run-uparea near the approach end of runway 4R?
Okay.
So you just leave it and use brakes then?
You leave it at 1, 000?
(14:45):
Even though I wouldnormally pull it back here?
No, once I get going,
I like to keep it between ninehundred and a thousand I don't
like pulling it that low.
Because uh, in the summer it'll foulup your plugs real fast, how hot it is.
Just a lot of brakes, I guess.
Alright, she said Delta, right?
Yes sir.
You'll see, once you get slowing, youcan pretty much keep it at 900 and it'll,
(15:08):
you don't need to ride the brakes much.
Okay.
And once I do need to slow down abit, I just add brakes to about a
walking speed, then let go of them.
Okay.
And keep it going.
But, right here is, Trying to get
the sight picture.
Help me, help me with the nose wheel.
Am I on?
Yes.
Okay.
Basically, take that yellow line,pretend it's coming inside the cockpit,
and keep it on your inside leg.
(15:28):
That'll keep your rightsmack dab on the middle.
All right, good.
Lower down a little bit.
All right, not this leftright here, but the next one.
We're gonna go and pull in here.
It says run up.
Oops, my bad.
Go ahead and start slowingdown here a little bit.
Okay, so just follow the line.
Keep following it.
And we're just gonna pull up into oneof these stalls next to these guys.
(15:52):
Oh, I see.
Okay.
Okay, these are just run up areas.
Really doesn't matter, right?
Nah, you can take any one you want.
Whichever one you're feeling like.
I'm feeling this one.
Ah, yeah, this, this one looks nice.
Looks comfortable.
And just out before thedash line there again.
So, as you heard, I'm doing things assimple as asking for help to get the site
(16:15):
picture for what it looks like in theseplanes, when you're on center line taxing.
Pretty basic stuff.
So about the airplanes I'd be flying.
If you remember from my initialtraining, I learned to fly in Piper
Cherokees, PA-28-161 models, mostly.
They were from the early eightiesfor the most part, maybe a couple
from the late seventies, then.
Later in my career, after getting mycert, I joined a local flying club, and
(16:39):
back then that club only had Cessnas.
Two 182s and a 172 SP.
So by the time I was back to this flight,most of my time had been accumulated
in a 182, which is a type that Ireally, really love even to this day.
Well, the school uses mostly PA-28-180s,the extra power is nice out here
(17:02):
in the desert when it gets hot, butyou'll notice that they are not 181s.
These are mostly sixties eraairplanes, and they are well used
in a very busy flight school.
They are airworthy of course, but theyare not going to win any beauty contests.
Let's put it that way.
But you'll hear coming upa pretty funny situation.
(17:22):
I had to get over where my musclememory was thwarting my ability
to fly these older planes.
We'll get to that in a minute.
For now we do the run-up back in a PA28 for the first time in about 13 years.
Alright, we're gonna need a run up.
Parking brake.
And up.
(17:43):
Mixture rich.
Do we want it rich?
Yep,
you can go all the way rich.
Okay.
Flight controls.
Cleared the right side and going to,uh I believe it's Falcon Aviation.
Up on this side, down on that side.
Delta Tango, Falcon.
Are you correct?
Roger, stand by.
Throttle 2, 000.
(18:04):
I wish you had brakes too.
Nope, I can hold
your, uh, parking brake.
Uh, Magnetos.
Right there.
About
a hundred.
And About seventy five.
Look good to you?
Yeah, looks good to me.
(18:29):
Uh,
carb heat.
Drop.
I'm waiting for you.
Uh, that ammeter reads so barelyabove zero you can't tell.
But right here is a battery voltage meter.
If you're anywhere around 14, you're good.
If you see it constantly goingdown, you know you got an issue.
Alright, thank you.
Vacuum.
Right there, we're lookingfor anywhere between 4 and 6.
(18:51):
Alright, we're at 5.
Oil and fuel gauges.
Our oil temperature's still low.
Oil pressure's good.
Fuel's good.
Throttle, back to idle.
a thousand.
Pull her all the way out.
Can't pull it anymore, we're justmaking sure it's not going to die on us.
Oh, you want to pull it all the way out?
Yeah, pull it all the way
out to idle and just makesure it keeps running.
(19:12):
Okay.
And then once you know itwill, then go up to a thousand.
And this isn't on the checklist, butI always re lean it after my run up.
Because, uh, that's about good.
Most of the time here, you'll sit inline behind ten other people in line.
Yeah.
And if you sit there idlingforever, It'll foul it up.
It'll foul up your plugs, andyou'll go to take off and be like,
oh my god, my engine's dying.
(19:34):
But your plugs are juststuffed full of lead.
Alright, flight instruments.
That looks good.
We're at zero.
Uh, it doesn't really match anymore.
About three, yeah, usually Oscar, uh,
gets a little bit
off of it, yeah.
Vacuum took a while.
We're at 300.
Those heading indicatorsconstantly process when you turn.
(19:57):
Man, you can't get it tostop where you want it.
Yeah, it's good
enough.
It's good enough.
Uh, any other flightinstruments I need to check?
I always just look overeverything one more time.
Airspeed, that, altimeter.
I'll look at that.
Mostly this is the only one thatmoves, but I just look at everything.
Okay.
Transponder is 1, 200.
And we want to go to altitude, right?
(20:18):
That'll
automatically cycle toaltitude once you take off.
Automation.
Yep.
Uh, before takeoff brief.
Alright.
Doing a normal takeoff?
Normal takeoff.
If, uh, anything happens on therunway, we'll come to a stop, get off.
Uh, anything off the runway and wecan't turn back, we got golf courses
right off the ends of the runways orwe got McDowell Road which is pretty
(20:38):
wide and usually not very busy.
Thousand feet or higher, we'llmake a 180 and we'll land on
22 right facing to the south.
Okay.
That's usually how I like to My game plan.
All right.
And radio's set.
Cool.
So you can go flip over to tower now.
We were cleared to taxi allthe way down to the runway.
This is just pit stop along the way.
Okay.
And then I always put thenext frequency we're gonna use
(20:59):
too, just to have it ready.
So we're going onto to the northpractice area, and that's 1 2, 2 0.75.
These, those guys.
Four at Cliff Takeoff, 1890.
There you go.
Perfect.
122.
75, radios are set.
We don't do the before takeoffuntil we get down there, right?
(21:20):
I usually do it if I'm going to benumber one down there, but that guy
might be taxiing out by the time weget there, so I would just do it here.
Okay, so fuel pump on.
You okay with it on now?
Yes sir.
That's not it.
Landing
light on.
And the only thing I wait todo is my mixture, I leave that.
Yep, okay.
(21:41):
Flaps?
Uh, we don't do any flapsfor a normal takeoff.
Mixture, we'll do that,and door is secured?
Yes sir.
So, our takeoff checklist is done.
We'll
Okay, so we're ready to head upto the runway and hold short.
Here you go.
get out on the runway there, youneed your feet off the brakes.
(22:02):
Uh, please keep one hand on the yokeand one hand on the throttle the
whole entire way down the runway.
And for about the first fewhundred feet that we climb up.
Sure.
We rotate at 60 miles anhour and we climb at 85.
Alright, this is miles per hour?
Yes sir.
Okay.
I just like to pop her off theground and just keep the nose on the
horizon for a bit so you can see.
And, uh, it takes, it takesa few seconds to gain speed.
(22:23):
Tell me,
like, tell me the climbout, climb out speed again.
It's
85.
85.
Yes sir.
Okay, is that VY?
Yes sir.
Okay.
60 and 85.
Yippers.
And checklists complete.
And at the whole Shortline,we're good to go.
Here's the takeoff and climb out.
They beat us up here.
(22:45):
Yeah.
Red Rock 53 factor, fly straight out,runway four right, cleared for takeoff.
Red
Rock 53 , clear for takeoff.
Straight out.
Foreright.
Go to the hold short?
Yep.
Okay.
I just like to stop so I can seethe whole thing over my nose.
Give yourself plenty of room.
(23:05):
Can I hear her?
Yeah, that's about good right there.
Alright, you can just give them a shout.
Uh, just, Falcon Tower, Red Rock66, holding short of foreright.
Falcon Tower, Red Rock 66,holding short foreright.
Red Rock
66 back there, fly straight out,Runway 4R, cleared for takeoff.
(23:27):
Cleared for takeoff, flystraight out, Red Rock 66.
Oh, I didn't say the runway.
Yeah, he might ask
you.
But it doesn't soundlike it, so keep going.
Some of them ask you, some of them don't.
Yeah.
Alright, get your mixture there.
That was improper.
There you go.
Alright, now do you want me to
do a brief pause or just roll into it?
No, you can just roll into it.
Yep, just roll
(23:48):
into it.
Once you get out there, scoot thoseheels down to the floor though for
me and get those feet off the brakes.
Okay.
Alrighty.
There we go.
All the way.
And everything is in the green.
Okay.
And we're at 60.
(24:09):
Nice smooth back pressure.
Keep that bit of right rudder in there.
Keep pulling her up.
There you go.
There we go.
And 85.
Connection three, left turn first.
Nice
job.
Oops.
Is it pulling on you prettyhard or does it feel alright?
It's okay.
Okay.
I'll reset it here in a second.
(24:30):
Sounds good.
I'm all over the place.
You're fine!
You're doing good!
Okay.
So remember I was back in aPiper after quite awhile, but
not only that I had never flown aCherokee from the sixties before.
In the Cherokees I had flownthe trim wheel was on the center
(24:51):
console down by the flap handle.
And in the Cessnas, it's ina relatively similar place on
the lower portion of the panel.
, in the center.
On these older PA 28s, thetrim handle looks like the
old time car, window cranks.
Uh, , those crank handles andit's overhead on the ceiling in
(25:12):
the middle between the pilots.
I reverted to my primacy of learningand all of my experience and when I
go to trim I would reach down, not up.
The crazy thing was I kept doing it andit wasn't obvious which way to crank the,
to lower or raise the nose with trim.
Since it's a horizontal crank.
(25:34):
I figured it out within a few flights.
But we had a good laugh at my expenseevery time I would reach down to
trim and nothing was there to turn.
Looking great!
Okay.
Just need a little where is that?
It's up
under your ceiling.
You Cessna, boys.
(25:55):
That was just pure muscle memory.
Which way is, uh, forward?
Just
swivel it and see what it does.
That's
the wrong
way.
Okay.
Red
X 66, left turn for
That's you.
Yep.
Left turn approved, Red Rock 66.
I've got over a thousand hoursin these and I still don't know
which way is which with the trim.
(26:15):
I just give it a couple swivels, shit,wrong way, then I go the other way.
We went ahead due north.
Uh, you see where all thosehouses are out there in like the
foothills of those mountains?
That's uh, Fountain Hills.
That's where we usually point whenwe got to North practice area.
So, you see where they go?
Those guys right ahead of us?
Yes sir.
About 11 o'clock.
Just follow them.
Okay.
And we're gonna go up to 3,700 feet.
3,700?
(26:36):
Yep.
We're under a 4,000 footBravo shelf right now.
Sure.
So we usually do 37 going out and 33come back in just 'cause so many people
funnel in and outta the same place.
Or sorry, four right at in your head on.
So it just kind of keeps you, you know,not on a head-on collision course.
Gotcha.
Coming
back.
You do
what we do.
33 coming in 33 and 30 going out.
(26:56):
Yep.
And when you're ready, get yourafter takeoff there real quick.
Oh yeah.
Oh, it's nice and smooth out here.
Yeah,
you wouldn't know itfrom my takeoff though.
After takeoff,
flaps, zero, mixture, rich, landinglight off, and pump off probably.
(27:17):
Yeah, yeah, you can go ahead and turn
to zero.
Still have fuel pressure,
airspeed,
cruise climb, 100.
After takeoff complete.
Man, did you turn the autopilot on?
Yeah, it's my feet.
I'm a little fast at 90, are we okay?
No, you're fine.
(27:37):
The crew,
it tells you on your aftertakeoff to pitch over to 100.
Okay.
So you can if you want.
Usually when you're a littleheavier, uh, like the plane, I
shoot for about 90, because 100you'll just basically barely climb.
Yeah, but 95 or so, whatever's good.
Just basically get the nosedown far enough so you can
see over the, uh, over it.
Ah, look at you.
Muscle memory.
(28:00):
So we go out to the north practicearea and he wanted to start me slow
with just some regular old turns.
Take a listen.
Cool.
All right.
So you just want togive me a nice left 360.
Just try and maintain your altitude.
Do about maybe, I don'tknow, 30 degrees bank or so.
(28:20):
30 degrees.
All
right.
Do you do?
Okay,
let's see.
Hey, we look clear to the left.
Before I do any turns out here,so clear left, clear right.
Or just the way you'returning, so clear left.
Okay.
Left turn.
Gizzard.
Just get into that bank and thenjust kind of work on using the
horizon to keep yourself level.
Yep.
(28:44):
Let it do all the work for ya.
And if you see you're gettinga little, there you go.
Yep.
Trying to figure outthe sight picture again.
Yeah, you're good.
That's why we're doing circles here.
Oops,
I let my turn out.
I'll just give her a littlemore back pressure and a
little bit of a descent there.
Oh, yeah.
Kind of keep the rippleright on the horizon, right?
(29:06):
Uh huh.
Yeah, this one I think is a littlemore difficult to keep low than the
other ones because this dash is all,you can't really, you can't see the
nose where the other ones are set upnice and high, you can see the whole
calendar.
emergency descent, uh, northeast.
Northeast
practice, Red Rock 66 over Rio Verdecommunity at 5, 500 circling northeast.
(29:28):
Want me to roll out north again?
Yeah, roll out north andthen go back the other way.
Okay.
There's that little burble.
Yeah, might have a wake of error there.
Okay.
Alright.
Clear?
Clear right.
Northeast Pakistan Air, what's going on?
500, just north of Dynamite Road, gonnabe maneuvering northeastbound, northeast.
(29:53):
Oh, this is totallydifferent on this side.
Yes
it is.
Oh, they're over Rio Verde at 5, 000.
We'll keep an eye out for them.
I've become such a wuss without sunglassessince I know, once I started wearing them.
(30:18):
It would kill me, man.
If there's any light out, I can't see.
Alright.
Roll
out on north again there.
Nice job!
That looked pretty good.
It's nice, it's pretty still.
Yeah!
This thing is pretty stable.
They fly like trucks.
Alright, go ahead and giveme a left turn at 240.
(30:39):
Try to do the same amount of bank.
240 at 30.
Yep.
Okay,
it's
clear.
And when you're rolling to your turn,relax a little bit on that left rudder.
You don't really need it untilyou're actually in the turn.
Okay.
You barely need any.
Northeast practice, Oxford 4263,simulator emergency landing, we're
going to be on the north side ofthe Ah, a little too much right.
Oops, I'm not on my heading.
(31:01):
I rolled out on the street.
I didn't see nothing.
Alright, now let's goback to, uh, how about
030?
030.
All right.
So not too bad after all that time, butthese were just turns for crying out loud.
(31:22):
It was time to move onto a few other things.
So Ryan wanted to demonstrate slowflight once and then have me try it.
Beautiful.
Okay, that's easy for you.
Should we start with some slow flight?
Sure.
Go ahead and do that.
You feel up for it?
Yeah.
Cool, cool.
(31:42):
All right, so on your checklist,we got a pre maneuver checklist
that we'll go through first.
The clearing turns you can skip.
We just, we'll call thoseall our clearing turns.
Just need a little bit of
trim here.
Okay.
Nope.
Maybe.
Maybe not.
Okay, before, cruise,
It's on like the very,there it is, the very back.
(32:03):
Okay, clearing turns complete.
Just did them.
Fuel pump on.
Landing light on.
Nice.
There we go.
Mixture rich.
Wanna do that?
Yep.
Carb heat.
I don't know.
Think we need it?
No, we only use carpeet when we, yeah,we get, we use carpeet when we get car
(32:26):
biasing, otherwise you leave it cold.
Alright.
And throttle.
Okay.
Alrighty.
So, I'll go ahead and just kind ofdo it with you first, and just run
you through our procedure to do it.
So, what we're going to do, we're goingto pick a starting heading, I don't really
care about you maintaining your headingperfectly today, just kind of look at
something out front and just point at it.
I'll just kind of pointout towards Bartlett here.
(32:47):
Keep away from the mountainsso we don't hit any bumps.
We'll try and maintain about 5, 500 here.
So first thing we're going to do,pull our power down to 2, 000 rpm.
Okay.
And then once we're at 100 milesan hour, we're going to get
our first notch of flaps in.
There you go.
So if you want to go andpull it, kind of feel it.
First one doesn't really do much to you.
The second one is the onethat likes to blow you up.
(33:08):
All right, then 90 miles anhour, we'll get our second notch.
I'm a big fan of trim too.
Oh yeah.
Make it do the work for you.
Uh,
close enough, get 90 for the second notch.
There we go.
Built that one a little more.
And this is the one I swear to Godit just stops on down, sometimes
you gotta pull a little extra power.
(33:30):
I get more trim in.
And 80 you'll get your last.
So it's just 190, 80 with the flaps.
And then we'll go ahead and slowthis sucker all the way down until
we get a first indication of stall.
Probably get it to about 55 miles an hour.
And you're sitting at about 17?
Yeah, it'll come down a
little bit on its own while you slow down.
(33:50):
Okay, just holding altitude.
Yep, just holding altitude, and we'repretty much going to go till the stall
light blinks, and we'll do our thingabout five miles an hour above that.
I'm not pulling.
Yeah, you're good.
It's your airplane, right?
Uh, yeah, for the most part.
Okay.
Just kind of
feel me do this.
I'm, that's what I'm doing, yeah.
So, I'll just keep getting our noseup slightly, get ready with the
power, just to get a little bit in.
(34:12):
And, there's our light, so about 55 milesan hour, so we'll do this at about 60.
Okay, we'll get a little bit ofpower and nose it down just a tad.
And, yeah, that's right where I want it.
Alright, so slow flight, you're going tokind of use your pitch to control your
airspeed and your power for your altitude.
So, now you see we're about 50 feet low.
If I want to get back up, I'm justgoing to add a little bit of power.
(34:33):
Yep.
Now when I add that power, I'm tryingto stay at 60, so I'm going to nose up a
little bit too, so I don't just speed up.
Yep.
Remember we're going to need agood, decent amount of right rudder
here, because we're pitched up high,high power setting, and very slow.
There we go, right where I want tobe, so I'll pull my power back out.
Around 2, 000 rpm seems to bethe sweet spot with this thing.
I'll give you a coupleturns too when we do it.
(34:54):
We'll do no more than 10 degrees of bank.
So shoot for about 10.
Be a nice low flight.
I like everything to be slow.
Like we're a
little fast.
Yep.
Even though we're in a left turn,we're still adding right rudder just
because of our high power and all that.
I know.
Glorious 180.
(35:14):
Horsepower, amount oftorque working against us.
Did you just pull a little power?
I just pulled a tiny bit of power, yep.
My airspeed is pretty muchright where I want it.
I like to try and staywithin 10 miles an hour.
Minus zero plus ten is the ACS standard,so if you can hold that, that's wonderful.
But, see we're getting a tad bit high,so I'll just pull out a smidge of power,
(35:36):
just let her sink down into place.
Eh, I'm going to roll out about here.
And our recovery, so thisis what we're going to do.
We're going to try and maintainour altitude still on our heading,
so we're going to go full power.
Get one notch flaps out right away, andI put a ton of trim in there So I like to
kind of trim nose down while I speed up.
Yep
(35:57):
Kind of like a little a boat planning downon top of the water once it speeds up 80.
We'll get our second notch And then at90 we'll get our last Or nose down trim.
There's 90 and around ahundred miles an hour.
I'll reset my power to mycruise 21 22 There we go.
All
right,
(36:18):
It was my turn now toget my slow flight on.
If you don't know, or you don't rememberslow flight is helpful in getting a
feel for controlling the airplane invarious configurations, getting it
slow, and then being on the backsideof the power curve, as they say,
or in the area of reverse command.
Where you have to add power to go slower.
(36:39):
And then importantly, therecovery is great practice for
controlling the airplane, havingit do what you want rather than
being mostly along for the ride.
So, this is how it went for me.
Right, let
me get a shot
Yes, sir.
Go for it.
What, what
heading?
Uh, just this way is fine.
Okay.
I'll go ahead and kind of talkyou through it while you do it.
(37:01):
First thing, power to 2, 000 andwe'll try and stay around 5, 500 feet.
That's good.
Okay.
And then 100 miles an hour, youcan get your first notch flaps.
Alright, and then 90,we'll get our second notch.
If you see you're not slowingdown at all, it's probably because
you're in a little bit of a descent.
Yeah.
Gotcha.
(37:21):
And if we need to pull out a littlebit of power too, its all northeast
practice area.
Oxford 50 48.
Sometimes it takes a long time in thewinter to slow down over the fountain.
Headed back to Falcon.
Last call, Northeast.
A little low and
bit there.
Is there.
I got it.
Okay.
This, this flap lever isn'tvery cliquey in this plane.
The other ones, it'sreally like, you feel it?
Yeah.
(37:42):
Okay.
Might need to slow it down a little bit.
Yep.
And then just pitch up your nose.
Just a tiny, tiny bit.
That'll.
Get rid of a few extramiles per hour for you.
There you go.
And there we go.
80.
And let's
slow down.
I can't tell when it gets it.
Let's just do it at basically60 like we did last time.
Keep pulling that noseup as you slow down.
(38:04):
And it's up to you.
If you want to make life easier, use trim.
But if
you want to get an armworkout, then don't.
You can use as much oras little as you want.
Okay.
All right, cool.
So keep pitching that nose up.
We got a little extra air speedto get rid of and we're also
starting to get a little low.
Oh, yes, we are.
So let's kind of get our hand on thatthrottle and maybe get some power in.
(38:25):
They get about 2000.
About 2000 RPM will keep you level.
Okay.
So if you need to climb a littlebit, you'll probably have to
go a little higher than that.
Got it.
And
keep it above 60
with pitch.
Get a little right rotor there.
Yeah.
There you go.
Beautiful.
(38:46):
I'm climbing on purpose alittle bit just to get back.
Oh, I see what you're
doing, and I'm liking it.
Yeah, 100, 200 foot per minuteclimb is perfect for slow flight.
There you go.
And when you're ready, give me a leftturn to, uh, about zero, nine, zero.
Zero, nine, zero.
Keep it about 10 degrees of bank.
You're probably still going to haveto keep that right rudder in there.
(39:06):
Okay.
Just keep using that power and thatpitch, control your airspeed and altitude.
Beautiful.
Oh, roll out.
Yeah.
Alright.
Hey, let's go ahead and recover.
Okay.
So, recovery, remind me of the RPM.
Okay,
it'll go
full power.
Full power, okay.
Yes,
sir.
And I'm gonna
(39:26):
need all the way, and then get onenotch of flaps out right off the bat.
All And then just try andmaintain your altitude.
Remember, it's going to kind ofballoon up on you as you speed up.
And at 80, we'll get our second one out.
And 90, the last one.
And then coming up on 100, I'llset my power back to where I had
(39:48):
it at cruise, about 2100 or so.
Dude, that was beautiful.
Out of Passed a commercialcheckride right there.
Again, it helps
the air is still.
No, that, that is true.
It's a little more difficult
when it's, uh, when it's bumpy out, but.
I did get five degreesright in my heading.
(40:09):
Ah, that's alright.
Commercially you get plus minus five, so.
Good job.
Well, hopefully I'll bedoing that in a few months.
Yeah, yeah, for sure.
Alright, so how'd that feel?
Good.
Good.
It looked great.
It looked great.
I really got nothing for ya.
Every, every time you starteddescending or ascending, you
did the correct, uh, fix for it.
(40:31):
Used your power, and I heard yousaying you were using your pitch for
airspeed, so that's, that's perfect.
So that's where we'llleave it for this episode.
We'll pick this flight backup in the next one, which I
promised to release next week.
We'll head back into Falcon fieldand do my first landing in a minute.
So I do appreciate any of you whoare still listening, or anyone
(40:52):
who's just discovering the podcast.
Like I said, I've got a lot of editingand releasing to do, but I am not
wanting for content or drama, so I'llrelease an episode each week . Right
now we'll be doing that on Tuesdays.
So hopefully you stick around and we goon this learning journey again together.
As always, I would love to hear from you.
(41:13):
Questions, comments, and critiques.
Doesn't matter to me.
Just reach out.
And the easiest way is tojust send an email to bill at
student pilot cast dot com.
I'll have some other ways to reach outsoon too, but my old trusty Twitter
or X account is still there too.
You'll find me there under, at@billwil, that's Bravo, India,
(41:36):
Lima, Lima, whiskey, India, Lima.
And if you're training or you're teaching,or you'd like to be, let me know about
you and your own journey in aviation.
But again, being backin the air was awesome.
It had obviously been too long.
But I was thrilled.
(41:56):
I had some more practice todo quite a bit of it actually.
But I knew then.
That I was going to be a pilot.
Again.
Well, here we go again.
I'm getting more episodes out.
A lot has happened since I last published.
So this is going to be funto bring you up to speed.
We'll start here with an episode thatgets me back in the air after an 11.
Year.
Hiatus.
I know it's inexcusable, but here I am.
Enjoy episode 67.
(00:22):
Here we go again.
(00:46):
Welcome back SBC listeners.
As I said in the intro, a lot of stuffhas happened since we last spoke.
So over the next few episodes, Iam sure I'll get you up to speed.
But for now, I'll just giveyou some of the basics.
After 11 years, I thought it was timeto get back in the cockpit as PIC.
And then do some more training.
(01:07):
So in early 2012, after having myprivate pilot license for almost four
years and having a great time flying,I moved to San Diego with my family.
I had to leave my awesome flightclub when I did that here in Arizona.
And then when I got to my new homenear Carlsbad, California, I quickly
joined, uh, another flight club there.
(01:28):
I got checked out in a few ofthe airplanes in that club.
But then my job got really, reallydemanding and I stopped flying for a while
due to lack of time and funds and youknow, all the reasons people stop flying.
I also found that since I was coveringall of Southern California for my work.
That I was spending a lot oftime on Southern Cal freeways.
(01:49):
Instead of flying.
, My family was having a great timeat the beach and I was driving
three hours to a customer meetingfirst thing in the morning.
So, so yeah, that's when myhiatus from flying first started.
And once you've stopped for a whileand you let the skills deteriorate.
It gets more and more dauntingto get it going again.
(02:11):
Two and a half years later, we movedback to Arizona and after a great
time in, so Cal making lifelongfriends and enjoying what must be the
most amazing weather in the country.
When we moved back, my sons wereteenagers and we started spending all
of our time and money on wakeboarding.
(02:32):
Uh, boats, dirt bikes, RVs for going tothe dunes, all kinds of awesome stuff.
But all of that awesome stuff,still relegated, flying to the
proverbial back-burner if you will.
But it kept holding ahuge place in my head.
And in my heart.
I know this is likely going toresonate with a lot of you out there.
(02:53):
So you probably know exactlywhat I'm talking about.
Well, I planned on getting back in the aira couple of years ago, and I even started
releasing new episodes on the podcast.
I took my boys who were thenadults and our adults still,
of course, to air venture.
For the first time we dida bunch of features there.
And then I was doingfeatures on the podcast.
(03:13):
I was interviewing a lot of folks whoare involved in flight training before
and after Oshkosh in one way or another.
And one of my friends from yearsago, I've known a long time who's
a captain at a major airline, hestarted a flight school here locally
with his wife a few years earlier.
So I reached out to see if he'd come onthe podcast and talk about the experience
of running a flight school and what hewas seeing in the industry, and so on.
(03:37):
He agreed immediately, but ourschedules never really aligned
and it just didn't happen.
For months, it didn't happen.
And then something happened in my life.
It was a catalyst and near the beginningof 2023, I had some major changes.
And they happened all of a sudden Iwas working on my health at the time
and my career and making decisionsabout my future, and I had a major
(04:01):
change happen in my work and my career.
I immediately decided it was timeto jump back in and in a big way.
And I also decided that I wantedto make aviation a big part of
my future, not just my past.
So I decided to start collecting ratingsand certs at least to start with.
But I had to start with justsimply getting current and safe.
(04:24):
So I went to see my friend atthe flight school and he was
thrilled for me and helped me getset up and start training again.
I would definitely have some ups anddowns as we do over the next 16 months
or so, but I will say this, I've gota lot of content in the can, if you
will ready to be edited and released.
(04:45):
So rest assured.
I'm sure we'll have another15 years or so of the podcast
with huge breaks in between.
No, I'm just kidding.
We're not going to do that.
We're going to try not to do that.
But I am ready to start bringing youall back up to speed and bringing some
great training content back to you.
Bringing you along with me throughthe ups and downs, the triumphs
(05:06):
and the defeats, as I do, allthe way back to where I am now.
So, where am I now?
Well, I'm still havingups and downs as we do.
Still learning a ton and working myway through my own aviation journey.
But what this means for you is thatit's time to start bringing you
with me again and today we startthat with the first half of my first
(05:30):
come-back flight with an instructor.
Why only the first half?
Well, It's because this is a reallyperishable skill we have here.
And after 11 years, it had basicallyvanished quite a bit for me.
So this flight was so full of relearningand discovery that as I started
editing it and started listening toit again, I realized how much of the
(05:54):
flight I really wanted to leave in.
So you can come along with me while Ireconnect a whole bunch of synapses in my
brain that had been lost along the way.
So to make this episodenot be over an hour or two.
I decided to break it up into two pieces.
I'm sure that we'll be able to speed upthe episodes a bit as I get back into the
(06:16):
training and release a few more episodes,but for this one, man, I was rusty.
But it was a blast.
It was to get back up there.
Back in the cockpit back in the air.
I remembered immediately whyaviation would never leave my heart.
This is an amazingthing that we get to do.
(06:37):
And I realized I was still in love.
I hope you enjoy the first partof my foray back into the fold.
So let's get started.
By the way my local airport that I'mtalking about here and that I'd be flying
out of is called Falcon field or K F F Z.
It's one of two airports here in Mesa.
(06:59):
And you'll note that as we go throughmore of my flights in these episodes,
that when I fly south, I fly rightover Chandler municipal, or K C H D.
And if you're a long time listener, you'llrecognize that as the home airport where
I did my initial training back in 2008.
That's another class Delta airport inthe east valley of the Phoenix area.
(07:22):
And we have quite a fewairports around here.
But now I'm flying out of Falcon,which is an airport I've always loved.
It's busy.
There's a lot of flight training andlots of other traffic that occurs
there, but it's one of my favorites.
And it always has been, sinceI've lived in Arizona, I've
always lived somewhere near it.
(07:42):
And I've always just lovedthe vibe at Falcon field.
And it's only 10 or 15 minutesaway from my current house,
so that's pretty nice too.
So as usual.
We'll get started after getting backin the airplane and getting the ATIS.
I was with an excellent young mannamed Ryan, my CFI, but just for my
flight review, which would take acouple of flights if I remember right.
(08:05):
Ryan was ready to head off to a regionalairline, but his experience as a CFI
and his demeanor was super helpfulin helping me get back in the saddle.
Here you go.
Is the compass working?
It is, yeah, it's just missing thelittle, uh, plastic plate on the top.
So basically whatever's on top ofthere is your heading it should say.
(08:26):
And it's probably going to have toadjust a lot because I turned it around.
Okay.
Oops.
That's the wrong thing.
You're getting, you're getting warmer.
Yep.
Alright, so we are at13, 13 it looks like.
I'd call it about 130.
Falcon Ground, Oxtra
5841 at spot 5 with informationNovember looking for a Chandler.
Alright.
Okay.
(08:47):
And
Uh, ATIS is first.
Oh yeah, you're right.
We'll go ahead and getour ATIS here first.
Uh, our frequency for that isone, one eight point two five.
You can do it however you like.
I like to use the bottom numbertwo radio for your ATIS's and
the top for stuff I'm talking on.
Sounds good.
Um, this comm here, it hastwo green lights on com.
One means you're talking to and listening.
(09:08):
This would be monitoring thatover the top of that information.
Contact.
I put everything down here.
All arrive contact tower on 1, 2, 4 0.6.
Advise initial contact.
You have information.
November,
November, November.
Gotta get our altimeterand winds and runway
Falcon tower information.
November 1, 5 5, 4.
Zulu wind, calm.
Temperature three dew point minus one.
(09:28):
Altimeter 3029.
That
is what it is.
Cool, you good with that?
(09:49):
Uh, yeah, winds calm, departing Runways 4.
Yep, and go ahead and hit thatbottom one, that'll move both your
comms over.
This
is
ground?
Yep, so 121.
3 is ground and 124.
6 is tower here.
Okay.
Uh, flight instruments.
Okay, so we got this one.
Does that jive with whatyou'll normally see?
Yep, that's good enough.
Our elevation here is 1,
(10:11):
394 feet, so that's close enough.
Okay.
And the ATIS did say 3029.
Yep, so you got that set up.
I think it's 8, but
Yeah, it's 8, so you
gotta go up a little more.
Okay.
Um, airport diagram.
I'll be your airport diagram.
Thank you.
You got one right in that pocket there.
(10:33):
Okay.
Alright,
I think we're
Alright.
ready to go.
And we'll go ahead and pullup where that guy was sitting
over there by that dashed line.
Okay.
Okay, let her move a little bit,maybe give your brakes a quick
stop to make sure they work.
Oh, and I do not have brakes onmy side, so if I reach for the uh,
(10:54):
If I reach for the parking brake,that's why I don't have brakes.
Alright, clear to theleft and to the right.
Now we're just gonna stop upthere before that dash line.
You're not required to stop there,but it's just uh, we just stop here
because they know where spot 3 is.
That's what this is called?
Oh, it's right there on the pavement.
(11:15):
This is
all a non movement areahere, so you can do whatever.
But we just stop here because whenyou say spot three, when you call
them, they know where you are.
Alrighty.
Okay.
So, it'll be, and you want to go aheadand put that back up to a thousand.
Gear power when we're sitting here.
Yeah, if you get it below about900, the alternator will stop
(11:35):
charging the battery and it'll startfalling off the plugs eventually.
Gotcha.
Alright, we'll go FalconGround, Red Rock 66.
Where's my push to talk?
It is right there.
Okay.
All right, just getready for a theme here.
I was not very comfortable afterso long off, so I felt, and
now that I'm listening, again,sounded like almost a new student.
I had some good base knowledgeand experience, but it was so far
(11:58):
removed that I felt like I wasstarting almost from the ground up.
I had about 220 hours at the time andI would rely on that experience as I
relearned, but 220 is not very much inthe big scheme of things, especially
when it was all 11 to 15 years before.
So I made my ground call andthe controller surprised us
with a pretty funny question.
(12:19):
The flight school I was at had movedthe airplanes all out to the tie-downs
and on the flight line, instead ofat, or near the hangar where the
school was because of some sortof construction that was going on.
So when we went out to a plane,it was either a pretty long
walk or a golf cart ride.
It was temporary maybe a monthor so, but the planes were parked
(12:40):
sort of out in front of the tower.
So they saw us coming andgoing like crazy all day long.
Oh, yeah.
Before I play it.
, you'll hear in the background whilewe're having the back and forth, one
of the instructors, one of the otherinstructors in a different airplane,
I think tried to answer as well.
You can hear it in the background.
Anyway, this is a pretty funny exchange.
Here it is.
(13:01):
Falcon Ground, Red Rock 66, at spot 3with November, requesting north departure.
What's
Rock 66 Falcon, uh, ground.
How long does it take youto walk over to your plane?
Depends on if we have thecart or we're using our feet.
(13:22):
I saw you guys usingyour feet this morning.
We sit in planes all day.
Anyways, we need to walk once in a while.
About 7 minutes.
How long does it take you to walkfrom the building over there?
Oh,
about 7 8 minutes probably.
Okay, I guess you guys need the exercise.
(13:42):
Runway four right taxivia Delta Red Rock 66.
Four right via Delta Red Rock 66.
Alright.
That's the first time I heard that one.
Yeah.
So, yeah, that was a good time.
I'm glad with even an extremely busyairport and controllers who are not only
busy, but perpetually shorthanded, theystill have a little fun with the pilots.
(14:05):
And, speaking of busy, let'stalk about that for a minute.
As you hear me training here more and moreover the next episodes, you'll hear how
busy it is, but a quick search shows it'sdefinitely in the top 10 of the country's
busiest, general aviation airports.
In fact, at least three of thetop 10 are in the Phoenix area.
It's definitely a popularplace to flight train.
(14:25):
So there's a lot of traffic from thatas well as all the other normal traffic.
Anyway, glad these overworked controllerstake a moment to have fun sometimes.
So then we taxied out to the run-uparea near the approach end of runway 4R?
Okay.
So you just leave it and use brakes then?
You leave it at 1, 000?
(14:45):
Even though I wouldnormally pull it back here?
No, once I get going,
I like to keep it between ninehundred and a thousand I don't
like pulling it that low.
Because uh, in the summer it'll foulup your plugs real fast, how hot it is.
Just a lot of brakes, I guess.
Alright, she said Delta, right?
Yes sir.
You'll see, once you get slowing, youcan pretty much keep it at 900 and it'll,
(15:08):
you don't need to ride the brakes much.
Okay.
And once I do need to slow down abit, I just add brakes to about a
walking speed, then let go of them.
Okay.
And keep it going.
But, right here is, Trying to get
the sight picture.
Help me, help me with the nose wheel.
Am I on?
Yes.
Okay.
Basically, take that yellow line,pretend it's coming inside the cockpit,
and keep it on your inside leg.
(15:28):
That'll keep your rightsmack dab on the middle.
All right, good.
Lower down a little bit.
All right, not this leftright here, but the next one.
We're gonna go and pull in here.
It says run up.
Oops, my bad.
Go ahead and start slowingdown here a little bit.
Okay, so just follow the line.
Keep following it.
And we're just gonna pull up into oneof these stalls next to these guys.
(15:52):
Oh, I see.
Okay.
Okay, these are just run up areas.
Really doesn't matter, right?
Nah, you can take any one you want.
Whichever one you're feeling like.
I'm feeling this one.
Ah, yeah, this, this one looks nice.
Looks comfortable.
And just out before thedash line there again.
So, as you heard, I'm doing things assimple as asking for help to get the site
(16:15):
picture for what it looks like in theseplanes, when you're on center line taxing.
Pretty basic stuff.
So about the airplanes I'd be flying.
If you remember from my initialtraining, I learned to fly in Piper
Cherokees, PA-28-161 models, mostly.
They were from the early eightiesfor the most part, maybe a couple
from the late seventies, then.
Later in my career, after getting mycert, I joined a local flying club, and
(16:39):
back then that club only had Cessnas.
Two 182s and a 172 SP.
So by the time I was back to this flight,most of my time had been accumulated
in a 182, which is a type that Ireally, really love even to this day.
Well, the school uses mostly PA-28-180s,the extra power is nice out here
(17:02):
in the desert when it gets hot, butyou'll notice that they are not 181s.
These are mostly sixties eraairplanes, and they are well used
in a very busy flight school.
They are airworthy of course, but theyare not going to win any beauty contests.
Let's put it that way.
But you'll hear coming upa pretty funny situation.
(17:22):
I had to get over where my musclememory was thwarting my ability
to fly these older planes.
We'll get to that in a minute.
For now we do the run-up back in a PA28 for the first time in about 13 years.
Alright, we're gonna need a run up.
Parking brake.
And up.
(17:43):
Mixture rich.
Do we want it rich?
Yep,
you can go all the way rich.
Okay.
Flight controls.
Cleared the right side and going to,uh I believe it's Falcon Aviation.
Up on this side, down on that side.
Delta Tango, Falcon.
Are you correct?
Roger, stand by.
Throttle 2, 000.
(18:04):
I wish you had brakes too.
Nope, I can hold
your, uh, parking brake.
Uh, Magnetos.
Right there.
About
a hundred.
And About seventy five.
Look good to you?
Yeah, looks good to me.
(18:29):
Uh,
carb heat.
Drop.
I'm waiting for you.
Uh, that ammeter reads so barelyabove zero you can't tell.
But right here is a battery voltage meter.
If you're anywhere around 14, you're good.
If you see it constantly goingdown, you know you got an issue.
Alright, thank you.
Vacuum.
Right there, we're lookingfor anywhere between 4 and 6.
(18:51):
Alright, we're at 5.
Oil and fuel gauges.
Our oil temperature's still low.
Oil pressure's good.
Fuel's good.
Throttle, back to idle.
a thousand.
Pull her all the way out.
Can't pull it anymore, we're justmaking sure it's not going to die on us.
Oh, you want to pull it all the way out?
Yeah, pull it all the way
out to idle and just makesure it keeps running.
(19:12):
Okay.
And then once you know itwill, then go up to a thousand.
And this isn't on the checklist, butI always re lean it after my run up.
Because, uh, that's about good.
Most of the time here, you'll sit inline behind ten other people in line.
Yeah.
And if you sit there idlingforever, It'll foul it up.
It'll foul up your plugs, andyou'll go to take off and be like,
oh my god, my engine's dying.
(19:34):
But your plugs are juststuffed full of lead.
Alright, flight instruments.
That looks good.
We're at zero.
Uh, it doesn't really match anymore.
About three, yeah, usually Oscar, uh,
gets a little bit
off of it, yeah.
Vacuum took a while.
We're at 300.
Those heading indicatorsconstantly process when you turn.
(19:57):
Man, you can't get it tostop where you want it.
Yeah, it's good
enough.
It's good enough.
Uh, any other flightinstruments I need to check?
I always just look overeverything one more time.
Airspeed, that, altimeter.
I'll look at that.
Mostly this is the only one thatmoves, but I just look at everything.
Okay.
Transponder is 1, 200.
And we want to go to altitude, right?
(20:18):
That'll
automatically cycle toaltitude once you take off.
Automation.
Yep.
Uh, before takeoff brief.
Alright.
Doing a normal takeoff?
Normal takeoff.
If, uh, anything happens on therunway, we'll come to a stop, get off.
Uh, anything off the runway and wecan't turn back, we got golf courses
right off the ends of the runways orwe got McDowell Road which is pretty
(20:38):
wide and usually not very busy.
Thousand feet or higher, we'llmake a 180 and we'll land on
22 right facing to the south.
Okay.
That's usually how I like to My game plan.
All right.
And radio's set.
Cool.
So you can go flip over to tower now.
We were cleared to taxi allthe way down to the runway.
This is just pit stop along the way.
Okay.
And then I always put thenext frequency we're gonna use
(20:59):
too, just to have it ready.
So we're going onto to the northpractice area, and that's 1 2, 2 0.75.
These, those guys.
Four at Cliff Takeoff, 1890.
There you go.
Perfect.
122.
75, radios are set.
We don't do the before takeoffuntil we get down there, right?
(21:20):
I usually do it if I'm going to benumber one down there, but that guy
might be taxiing out by the time weget there, so I would just do it here.
Okay, so fuel pump on.
You okay with it on now?
Yes sir.
That's not it.
Landing
light on.
And the only thing I wait todo is my mixture, I leave that.
Yep, okay.
(21:41):
Flaps?
Uh, we don't do any flapsfor a normal takeoff.
Mixture, we'll do that,and door is secured?
Yes sir.
So, our takeoff checklist is done.
We'll
Okay, so we're ready to head upto the runway and hold short.
Here you go.
get out on the runway there, youneed your feet off the brakes.
(22:02):
Uh, please keep one hand on the yokeand one hand on the throttle the
whole entire way down the runway.
And for about the first fewhundred feet that we climb up.
Sure.
We rotate at 60 miles anhour and we climb at 85.
Alright, this is miles per hour?
Yes sir.
Okay.
I just like to pop her off theground and just keep the nose on the
horizon for a bit so you can see.
And, uh, it takes, it takesa few seconds to gain speed.
(22:23):
Tell me,
like, tell me the climbout, climb out speed again.
It's
85.
85.
Yes sir.
Okay, is that VY?
Yes sir.
Okay.
60 and 85.
Yippers.
And checklists complete.
And at the whole Shortline,we're good to go.
Here's the takeoff and climb out.
They beat us up here.
(22:45):
Yeah.
Red Rock 53 factor, fly straight out,runway four right, cleared for takeoff.
Red
Rock 53 , clear for takeoff.
Straight out.
Foreright.
Go to the hold short?
Yep.
Okay.
I just like to stop so I can seethe whole thing over my nose.
Give yourself plenty of room.
(23:05):
Can I hear her?
Yeah, that's about good right there.
Alright, you can just give them a shout.
Uh, just, Falcon Tower, Red Rock66, holding short of foreright.
Falcon Tower, Red Rock 66,holding short foreright.
Red Rock
66 back there, fly straight out,Runway 4R, cleared for takeoff.
(23:27):
Cleared for takeoff, flystraight out, Red Rock 66.
Oh, I didn't say the runway.
Yeah, he might ask
you.
But it doesn't soundlike it, so keep going.
Some of them ask you, some of them don't.
Yeah.
Alright, get your mixture there.
That was improper.
There you go.
Alright, now do you want me to
do a brief pause or just roll into it?
No, you can just roll into it.
Yep, just roll
(23:48):
into it.
Once you get out there, scoot thoseheels down to the floor though for
me and get those feet off the brakes.
Okay.
Alrighty.
There we go.
All the way.
And everything is in the green.
Okay.
And we're at 60.
(24:09):
Nice smooth back pressure.
Keep that bit of right rudder in there.
Keep pulling her up.
There you go.
There we go.
And 85.
Connection three, left turn first.
Nice
job.
Oops.
Is it pulling on you prettyhard or does it feel alright?
It's okay.
Okay.
I'll reset it here in a second.
(24:30):
Sounds good.
I'm all over the place.
You're fine!
You're doing good!
Okay.
So remember I was back in aPiper after quite awhile, but
not only that I had never flown aCherokee from the sixties before.
In the Cherokees I had flownthe trim wheel was on the center
(24:51):
console down by the flap handle.
And in the Cessnas, it's ina relatively similar place on
the lower portion of the panel.
, in the center.
On these older PA 28s, thetrim handle looks like the
old time car, window cranks.
Uh, , those crank handles andit's overhead on the ceiling in
(25:12):
the middle between the pilots.
I reverted to my primacy of learningand all of my experience and when I
go to trim I would reach down, not up.
The crazy thing was I kept doing it andit wasn't obvious which way to crank the,
to lower or raise the nose with trim.
Since it's a horizontal crank.
(25:34):
I figured it out within a few flights.
But we had a good laugh at my expenseevery time I would reach down to
trim and nothing was there to turn.
Looking great!
Okay.
Just need a little where is that?
It's up
under your ceiling.
You Cessna, boys.
(25:55):
That was just pure muscle memory.
Which way is, uh, forward?
Just
swivel it and see what it does.
That's
the wrong
way.
Okay.
Red
X 66, left turn for
That's you.
Yep.
Left turn approved, Red Rock 66.
I've got over a thousand hoursin these and I still don't know
which way is which with the trim.
(26:15):
I just give it a couple swivels, shit,wrong way, then I go the other way.
We went ahead due north.
Uh, you see where all thosehouses are out there in like the
foothills of those mountains?
That's uh, Fountain Hills.
That's where we usually point whenwe got to North practice area.
So, you see where they go?
Those guys right ahead of us?
Yes sir.
About 11 o'clock.
Just follow them.
Okay.
And we're gonna go up to 3,700 feet.
3,700?
(26:36):
Yep.
We're under a 4,000 footBravo shelf right now.
Sure.
So we usually do 37 going out and 33come back in just 'cause so many people
funnel in and outta the same place.
Or sorry, four right at in your head on.
So it just kind of keeps you, you know,not on a head-on collision course.
Gotcha.
Coming
back.
You do
what we do.
33 coming in 33 and 30 going out.
(26:56):
Yep.
And when you're ready, get yourafter takeoff there real quick.
Oh yeah.
Oh, it's nice and smooth out here.
Yeah,
you wouldn't know itfrom my takeoff though.
After takeoff,
flaps, zero, mixture, rich, landinglight off, and pump off probably.
(27:17):
Yeah, yeah, you can go ahead and turn
to zero.
Still have fuel pressure,
airspeed,
cruise climb, 100.
After takeoff complete.
Man, did you turn the autopilot on?
Yeah, it's my feet.
I'm a little fast at 90, are we okay?
No, you're fine.
(27:37):
The crew,
it tells you on your aftertakeoff to pitch over to 100.
Okay.
So you can if you want.
Usually when you're a littleheavier, uh, like the plane, I
shoot for about 90, because 100you'll just basically barely climb.
Yeah, but 95 or so, whatever's good.
Just basically get the nosedown far enough so you can
see over the, uh, over it.
Ah, look at you.
Muscle memory.
(28:00):
So we go out to the north practicearea and he wanted to start me slow
with just some regular old turns.
Take a listen.
Cool.
All right.
So you just want togive me a nice left 360.
Just try and maintain your altitude.
Do about maybe, I don'tknow, 30 degrees bank or so.
(28:20):
30 degrees.
All
right.
Do you do?
Okay,
let's see.
Hey, we look clear to the left.
Before I do any turns out here,so clear left, clear right.
Or just the way you'returning, so clear left.
Okay.
Left turn.
Gizzard.
Just get into that bank and thenjust kind of work on using the
horizon to keep yourself level.
Yep.
(28:44):
Let it do all the work for ya.
And if you see you're gettinga little, there you go.
Yep.
Trying to figure outthe sight picture again.
Yeah, you're good.
That's why we're doing circles here.
Oops,
I let my turn out.
I'll just give her a littlemore back pressure and a
little bit of a descent there.
Oh, yeah.
Kind of keep the rippleright on the horizon, right?
(29:06):
Uh huh.
Yeah, this one I think is a littlemore difficult to keep low than the
other ones because this dash is all,you can't really, you can't see the
nose where the other ones are set upnice and high, you can see the whole
calendar.
emergency descent, uh, northeast.
Northeast
practice, Red Rock 66 over Rio Verdecommunity at 5, 500 circling northeast.
(29:28):
Want me to roll out north again?
Yeah, roll out north andthen go back the other way.
Okay.
There's that little burble.
Yeah, might have a wake of error there.
Okay.
Alright.
Clear?
Clear right.
Northeast Pakistan Air, what's going on?
500, just north of Dynamite Road, gonnabe maneuvering northeastbound, northeast.
(29:53):
Oh, this is totallydifferent on this side.
Yes
it is.
Oh, they're over Rio Verde at 5, 000.
We'll keep an eye out for them.
I've become such a wuss without sunglassessince I know, once I started wearing them.
(30:18):
It would kill me, man.
If there's any light out, I can't see.
Alright.
Roll
out on north again there.
Nice job!
That looked pretty good.
It's nice, it's pretty still.
Yeah!
This thing is pretty stable.
They fly like trucks.
Alright, go ahead and giveme a left turn at 240.
(30:39):
Try to do the same amount of bank.
240 at 30.
Yep.
Okay,
it's
clear.
And when you're rolling to your turn,relax a little bit on that left rudder.
You don't really need it untilyou're actually in the turn.
Okay.
You barely need any.
Northeast practice, Oxford 4263,simulator emergency landing, we're
going to be on the north side ofthe Ah, a little too much right.
Oops, I'm not on my heading.
(31:01):
I rolled out on the street.
I didn't see nothing.
Alright, now let's goback to, uh, how about
030?
030.
All right.
So not too bad after all that time, butthese were just turns for crying out loud.
(31:22):
It was time to move onto a few other things.
So Ryan wanted to demonstrate slowflight once and then have me try it.
Beautiful.
Okay, that's easy for you.
Should we start with some slow flight?
Sure.
Go ahead and do that.
You feel up for it?
Yeah.
Cool, cool.
(31:42):
All right, so on your checklist,we got a pre maneuver checklist
that we'll go through first.
The clearing turns you can skip.
We just, we'll call thoseall our clearing turns.
Just need a little bit of
trim here.
Okay.
Nope.
Maybe.
Maybe not.
Okay, before, cruise,
It's on like the very,there it is, the very back.
(32:03):
Okay, clearing turns complete.
Just did them.
Fuel pump on.
Landing light on.
Nice.
There we go.
Mixture rich.
Wanna do that?
Yep.
Carb heat.
I don't know.
Think we need it?
No, we only use carpeet when we, yeah,we get, we use carpeet when we get car
(32:26):
biasing, otherwise you leave it cold.
Alright.
And throttle.
Okay.
Alrighty.
So, I'll go ahead and just kind ofdo it with you first, and just run
you through our procedure to do it.
So, what we're going to do, we're goingto pick a starting heading, I don't really
care about you maintaining your headingperfectly today, just kind of look at
something out front and just point at it.
I'll just kind of pointout towards Bartlett here.
(32:47):
Keep away from the mountainsso we don't hit any bumps.
We'll try and maintain about 5, 500 here.
So first thing we're going to do,pull our power down to 2, 000 rpm.
Okay.
And then once we're at 100 milesan hour, we're going to get
our first notch of flaps in.
There you go.
So if you want to go andpull it, kind of feel it.
First one doesn't really do much to you.
The second one is the onethat likes to blow you up.
(33:08):
All right, then 90 miles anhour, we'll get our second notch.
I'm a big fan of trim too.
Oh yeah.
Make it do the work for you.
Uh,
close enough, get 90 for the second notch.
There we go.
Built that one a little more.
And this is the one I swear to Godit just stops on down, sometimes
you gotta pull a little extra power.
(33:30):
I get more trim in.
And 80 you'll get your last.
So it's just 190, 80 with the flaps.
And then we'll go ahead and slowthis sucker all the way down until
we get a first indication of stall.
Probably get it to about 55 miles an hour.
And you're sitting at about 17?
Yeah, it'll come down a
little bit on its own while you slow down.
(33:50):
Okay, just holding altitude.
Yep, just holding altitude, and we'repretty much going to go till the stall
light blinks, and we'll do our thingabout five miles an hour above that.
I'm not pulling.
Yeah, you're good.
It's your airplane, right?
Uh, yeah, for the most part.
Okay.
Just kind of
feel me do this.
I'm, that's what I'm doing, yeah.
So, I'll just keep getting our noseup slightly, get ready with the
power, just to get a little bit in.
(34:12):
And, there's our light, so about 55 milesan hour, so we'll do this at about 60.
Okay, we'll get a little bit ofpower and nose it down just a tad.
And, yeah, that's right where I want it.
Alright, so slow flight, you're going tokind of use your pitch to control your
airspeed and your power for your altitude.
So, now you see we're about 50 feet low.
If I want to get back up, I'm justgoing to add a little bit of power.
(34:33):
Yep.
Now when I add that power, I'm tryingto stay at 60, so I'm going to nose up a
little bit too, so I don't just speed up.
Yep.
Remember we're going to need agood, decent amount of right rudder
here, because we're pitched up high,high power setting, and very slow.
There we go, right where I want tobe, so I'll pull my power back out.
Around 2, 000 rpm seems to bethe sweet spot with this thing.
I'll give you a coupleturns too when we do it.
(34:54):
We'll do no more than 10 degrees of bank.
So shoot for about 10.
Be a nice low flight.
I like everything to be slow.
Like we're a
little fast.
Yep.
Even though we're in a left turn,we're still adding right rudder just
because of our high power and all that.
I know.
Glorious 180.
(35:14):
Horsepower, amount oftorque working against us.
Did you just pull a little power?
I just pulled a tiny bit of power, yep.
My airspeed is pretty muchright where I want it.
I like to try and staywithin 10 miles an hour.
Minus zero plus ten is the ACS standard,so if you can hold that, that's wonderful.
But, see we're getting a tad bit high,so I'll just pull out a smidge of power,
(35:36):
just let her sink down into place.
Eh, I'm going to roll out about here.
And our recovery, so thisis what we're going to do.
We're going to try and maintainour altitude still on our heading,
so we're going to go full power.
Get one notch flaps out right away, andI put a ton of trim in there So I like to
kind of trim nose down while I speed up.
Yep
(35:57):
Kind of like a little a boat planning downon top of the water once it speeds up 80.
We'll get our second notch And then at90 we'll get our last Or nose down trim.
There's 90 and around ahundred miles an hour.
I'll reset my power to mycruise 21 22 There we go.
All
right,
(36:18):
It was my turn now toget my slow flight on.
If you don't know, or you don't rememberslow flight is helpful in getting a
feel for controlling the airplane invarious configurations, getting it
slow, and then being on the backsideof the power curve, as they say,
or in the area of reverse command.
Where you have to add power to go slower.
(36:39):
And then importantly, therecovery is great practice for
controlling the airplane, havingit do what you want rather than
being mostly along for the ride.
So, this is how it went for me.
Right, let
me get a shot
Yes, sir.
Go for it.
What, what
heading?
Uh, just this way is fine.
Okay.
I'll go ahead and kind of talkyou through it while you do it.
(37:01):
First thing, power to 2, 000 andwe'll try and stay around 5, 500 feet.
That's good.
Okay.
And then 100 miles an hour, youcan get your first notch flaps.
Alright, and then 90,we'll get our second notch.
If you see you're not slowingdown at all, it's probably because
you're in a little bit of a descent.
Yeah.
Gotcha.
(37:21):
And if we need to pull out a littlebit of power too, its all northeast
practice area.
Oxford 50 48.
Sometimes it takes a long time in thewinter to slow down over the fountain.
Headed back to Falcon.
Last call, Northeast.
A little low and
bit there.
Is there.
I got it.
Okay.
This, this flap lever isn'tvery cliquey in this plane.
The other ones, it'sreally like, you feel it?
Yeah.
(37:42):
Okay.
Might need to slow it down a little bit.
Yep.
And then just pitch up your nose.
Just a tiny, tiny bit.
That'll.
Get rid of a few extramiles per hour for you.
There you go.
And there we go.
80.
And let's
slow down.
I can't tell when it gets it.
Let's just do it at basically60 like we did last time.
Keep pulling that noseup as you slow down.
(38:04):
And it's up to you.
If you want to make life easier, use trim.
But if
you want to get an armworkout, then don't.
You can use as much oras little as you want.
Okay.
All right, cool.
So keep pitching that nose up.
We got a little extra air speedto get rid of and we're also
starting to get a little low.
Oh, yes, we are.
So let's kind of get our hand on thatthrottle and maybe get some power in.
(38:25):
They get about 2000.
About 2000 RPM will keep you level.
Okay.
So if you need to climb a littlebit, you'll probably have to
go a little higher than that.
Got it.
And
keep it above 60
with pitch.
Get a little right rotor there.
Yeah.
There you go.
Beautiful.
(38:46):
I'm climbing on purpose alittle bit just to get back.
Oh, I see what you're
doing, and I'm liking it.
Yeah, 100, 200 foot per minuteclimb is perfect for slow flight.
There you go.
And when you're ready, give me a leftturn to, uh, about zero, nine, zero.
Zero, nine, zero.
Keep it about 10 degrees of bank.
You're probably still going to haveto keep that right rudder in there.
(39:06):
Okay.
Just keep using that power and thatpitch, control your airspeed and altitude.
Beautiful.
Oh, roll out.
Yeah.
Alright.
Hey, let's go ahead and recover.
Okay.
So, recovery, remind me of the RPM.
Okay,
it'll go
full power.
Full power, okay.
Yes,
sir.
And I'm gonna
(39:26):
need all the way, and then get onenotch of flaps out right off the bat.
All And then just try andmaintain your altitude.
Remember, it's going to kind ofballoon up on you as you speed up.
And at 80, we'll get our second one out.
And 90, the last one.
And then coming up on 100, I'llset my power back to where I had
(39:48):
it at cruise, about 2100 or so.
Dude, that was beautiful.
Out of Passed a commercialcheckride right there.
Again, it helps
the air is still.
No, that, that is true.
It's a little more difficult
when it's, uh, when it's bumpy out, but.
I did get five degreesright in my heading.
(40:09):
Ah, that's alright.
Commercially you get plus minus five, so.
Good job.
Well, hopefully I'll bedoing that in a few months.
Yeah, yeah, for sure.
Alright, so how'd that feel?
Good.
Good.
It looked great.
It looked great.
I really got nothing for ya.
Every, every time you starteddescending or ascending, you
did the correct, uh, fix for it.
(40:31):
Used your power, and I heard yousaying you were using your pitch for
airspeed, so that's, that's perfect.
So that's where we'llleave it for this episode.
We'll pick this flight backup in the next one, which I
promised to release next week.
We'll head back into Falcon fieldand do my first landing in a minute.
So I do appreciate any of you whoare still listening, or anyone
(40:52):
who's just discovering the podcast.
Like I said, I've got a lot of editingand releasing to do, but I am not
wanting for content or drama, so I'llrelease an episode each week . Right
now we'll be doing that on Tuesdays.
So hopefully you stick around and we goon this learning journey again together.
As always, I would love to hear from you.
(41:13):
Questions, comments, and critiques.
Doesn't matter to me.
Just reach out.
And the easiest way is tojust send an email to bill at
student pilot cast dot com.
I'll have some other ways to reach outsoon too, but my old trusty Twitter
or X account is still there too.
You'll find me there under, at@billwil, that's Bravo, India,
(41:36):
Lima, Lima, whiskey, India, Lima.
And if you're training or you're teaching,or you'd like to be, let me know about
you and your own journey in aviation.
But again, being backin the air was awesome.
It had obviously been too long.
But I was thrilled.
(41:56):
I had some more practice todo quite a bit of it actually.
But I knew then.
That I was going to be a pilot.
Again.
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