July 2, 2024 • 33 mins
In Episode 68, we join Bill as he finishes flight one of his Flight Review with Ryan on his way back to being a pilot.
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.
(00:01):
Welcome back SPC listeners todaywe're going to conclude my first
training flight to get currentafter my 11 year break from flying.
We head back to busy Falconfield and I get to do my first
landing for quite a while.
The first of many.
What a great time.
I hope you enjoy episode 68, "Bam!
(00:22):
Back in the saddle, baby!"
(00:49):
All right, so let's do this.
I'm happy to have you back with me inthe cockpit for my kick-the-rust-off
flight as I attempt to get current again.
This is going to be fun.
At least it was for me.
If you haven't heard episode 67 yet goback and listen to that one first, since
that's the first part of this flight.
But once you're done, comeback and let's finish it.
(01:11):
Before we get into the flight though.
There's a few more topics tobring you further up to speed.
I didn't talk about the flight schoolspecifically in the last episode,
but it's not a state secret either.
I mean, we were using call signsduring that whole episode and
our company traffic was too.
So you probably gathered thatI was training at my buddies
(01:32):
school, red rock flight school.
Just north of the field there there'sa beautiful Mesa or hill or mountain.
Jetting out of the desert.
Over a thousand feet tall.
It's a landmark in the area andbecause of its red coloration
it's known as red mountain.
In fact, my boys all graduated fromred mountain high school in Mesa.
(01:54):
I mean, everyone aroundhere knows red mountain.
In the last episode, you may havenoticed that we were asked to start
our base over the granite reef dam,when we were coming back to Falcon.
And that's just in front of,or south of red mountain.
So it's this landmark that theflight school is named after, as
it is in fact, a giant red rock.
(02:16):
It would make sense if you lived here.
Oh, and I'm sure you figured this outby now, but we're flying in red rock 66.
That's our call sign for theairplane I was in that day.
Another topic I should coverreal quick is how I was flying
from a medical standpoint.
You may have guessed that back in the daywhen I was flying a lot, I held a couple
of third class medicals over that time.
(02:36):
When I stopped flying.
I let those lapse.
In the interim basic med had beenimplemented, which allowed me to use
that to easily get back in the air.
About a year before I started flyingagain, I had taken care of basic
med because I wanted to be readywhen I did start flying again.
And basic med is an awesomeway to easily stay legal, to
fly from a medical perspective.
(02:58):
Nothing ever gets sent to theFAA for this, unless they ask
for it on a ramp check or becauseof an incident or something, it
stays in your possession only.
I have to show it to an examiner forcheck rides, but that's about it.
Because I had held a third class medicalbefore, and I'd never been denied.
And because I was in relativelygood health, I was just able
(03:18):
to go to my regular doctor.
Show him the forms, and after him doinga very thorough exam, he signed all the
papers for the physical and filled it out.
I then had to take an online coursethrough AOPA, get that printout
along with my physical report.
And that became my medical.
I just carried around a digitalscan of that whole packet and
(03:41):
that acts as your medical.
It's pretty cool.
And it's easy to take care of and youdon't need a regular medical from an AME.
I highly recommend using basic med ifyou don't need the regular medical.
Seriously, do it.
I've since gone ahead and gotten myfirst-class medical more recently and
let me tell you it's a lot more expensiveand a much bigger pain to do that.
(04:02):
Do basic med, if you can.
It's great.
If you're listening from another country,well, that's a bummer because you won't
have basic med and I have no idea whatyour jurisdiction requires, but if
you're in the US and you don't needsomething else, Basic med for the win.
Okay.
I guess we should get backto what you came here for.
Let's finish the flight.
(04:23):
So we left off last time with medoing some slow flight and we were
about to get into some stalls.
To start Ryan demonstrated a poweroff stall, so we'll pick it up there.
alright, what do you say we, uh, doa power off stall here real quick?
I'm sorry, on or off?
Off.
Off.
Okay.
Yeah, we'll do a power off first.
Alright.
Alright, so go ahead andturn us back to the west.
Alright.
(04:43):
Stargate tracks area, Red Rock 71,
3, 700 over the confluence maneuver.
Just kind of try and stay over ourgeneral little area right here.
Northeast, Oxford 5643, 4,500, Sycamore Creek, uh, pilot,
private pilot maneuvers northeast.
Northeast practice, Red Rock66, over Rio Verde community,
(05:05):
5, 500, maneuvering northeast.
Northeast practice, Red Rock 5643,west side of the street pattern, 5,
000 feet, steep turny boys, northeast.
Steep turny boys.
Alright, that's about agood heading right here.
Okay.
Alright, cool.
So we'll do this first one together again,just kind of shadow me on everything.
(05:27):
Okay.
Alright, so power off stalls arenice because the setup is pretty
much exactly the same as slow flight.
So, we'll go to 2, 000 RPM here, about.
100 miles an hour, we'llget our first onto flaps.
You want me to do it or you got it?
Yeah, I'll do it the first timeand then you just shadow me again.
Alright.
Then I'll have you do it the second time.
I again use trim, there's 100.
(05:48):
I go a little bit below 1, 800just so I can do it a bit quicker.
I'll slow down.
There's 90.
No one about to kill us.
At least that I don't see.
Not that I can
see.
There's 80.
We'll get our last one.
Then before we go and pitch up to afirst stall, we're going to pull the
(06:09):
power out to idle, and then we're goingto let our nose drop for a stabilized
descent of about 500 feet per minute.
Interesting.
Right
there.
Yeah, that's what you got todo on the private check ride.
So we just kind of liketo keep it like that.
After you do that, we're smoothly, don'tpitch up super high, but just, just above
the horizon, like you're coming into land.
Now we'll just hold herback until it stalls.
You gotta pull back pretty dang far.
(06:30):
You'll feel it.
There it is.
Full power.
One notch flaps out.
Let it get a little bit ofspeed and then slowly bring that
nose back up to the horizon.
And just get a very, veryslight rate of climb.
We're just trying to climb awayfrom the ground because we're
pretending this is a, uh, you know,approachable landing stall, right?
So, positive rate ofclimb in 80 miles an hour.
(06:52):
We'll get our, uh, second notch out.
And then at 90, and a paused rate, getour second one up, er, last one, sorry.
And that's it.
Just kind of nose it overand reset your power.
And you want to still climbback to your original altitude?
Yeah, so
you can keep on climbing up.
Alright, so if you want to, uh, climbup to 5500, you want to go ahead
(07:14):
and do a 180 back that way again?
Or just actually to the southwill work over that, all
those little orchards there.
Yeah, yeah, so go ahead and turn.
There's someone over the street pattern.
Got it.
Get out of their way.
Oops, I was letting it descend a little.
So now it's my turn to trya power off stall again.
(07:35):
So here we go.
Alright, get her up to 55 andyou can start going through it.
Yeah, that's hard to get out too.
Yeah.
Okay, back to 2, 000.
Right?
Yep.
Or a little less.
100, right?
Yep.
190, 80 for your flaps.
Yep.
90.
Alright.
And then go ahead and pull your powerto idle and kind of relax some back
(07:57):
pressure on that yoke and stabilizeabout a 500 foot per minute descent down.
There you go.
That's more than enough.
Right there.
Yep.
Okay.
Go ahead and bring yournose up above the horizon.
Pretty much in like a flaring attitude.
So bring it up a little more.
About right there.
Just hold it there.
And ready on the throttle.
We'll keep pulling back.
We'll try to get it to a full stall.
So keep pulling back, back,back, back, back, back, back,
(08:17):
back, back, back, back, back.
And there it is.
Nose down.
Full power.
Get a notch of flaps out,keep that nose down for a sec.
Get a notch of flaps.
And another.
Oh, I'm already there.
Yep, just one first and thenstart bringing your nose up
above the horizon a little.
Okay.
Just get a nice, gentle,positive rate of climb.
We're already past 80, soget that second one out.
(08:39):
That was the last one.
Yeah, I think he accidentallygot two out there.
Sorry.
No,
you're good, you're good.
We're
still alive.
Still positive rate.
Good job.
Yep.
Nice job.
Alright, I'm gonna go ahead and turnback, uh, towards the lake out there.
And keep climbing us up to 55.
Good job!
That looked really nice.
Good job on, uh, getting yournose down, but not too much.
(09:02):
Usually people put it into a secondstall, or they point the nose,
like, straight towards the ground.
Yeah, these are pretty docile airplanes.
Yeah, they
are, they are.
You gotta really try toactually get them to stall.
We'll do a power on next.
You'll see you can't even get it to stall.
Yeah, it'll just kind of buffetIt'll sit there and buffet real hard.
What heading do you want
me on?
Um, about north is fine.
(09:23):
Okay, this is about north?
About north, yeah.
I just kind of want tobe pointed that way.
All right, I'm going to go to 22.
55.
You
know what, let's actually godown to like 5, 000 or so.
Oh,
okay.
Because with these power onstalls, we're going to climb.
We're going to climb and I don'twant to climb through the brunt.
(09:44):
Or we'll just stay at 55 herefor another second until we get
out from underneath this one.
Alright, but power on stall,no flaps, wait and stall.
Uh, it's a takeoff stall, sowe take off, pitch up way too
high, and we stall and we're justtrying not to hit the ground here.
All right.
Not too bad, a littlerusty, but it'll get better.
Now Ryan was going to do aquick demo of a power on stall.
(10:10):
I'm gonna pull some power if youwant me to descend, is that alright?
Absolutely.
So we can just stay at 55 here,we're out from underneath that shell.
Oh, you did say, okay.
I did tell you to descend, but then I saidnever mind, I can't make up my mind here.
Alright, so again, I'll showyou this first one here real
quick, just shadow me here.
So, it says in your binder thatyou'll read to set 2000, but if you
do that, you'll never slow down.
Or it'll take years.
(10:31):
So I set about 17 knots.
Now we're going to slow all the waydown to 70 miles an hour, kind of
mimicking our takeoff speed, right?
And this is the one where we needright rudder to keep our ball
centered so we don't go into a spin.
As we slow down, just
keep pitching up.
At
70, we're going to add full power andpitch up to about 20 degrees or so.
(10:56):
It's just, all it's going to do is buffet.
You can pull all dayand it will never stall.
So there's full power.
It's already doing it's thing, butwe're just going to keep pitching up.
Keep our ball centered.
We're going to go till the buffet.
You can already start to feel it.
Yep.
There it is.
Yep.
Nose down.
Just a little bit below thehorizon, just break that stall,
(11:17):
and slowly bring it back up.
And establish a nice littlepositive rate of climb.
You almost touched the ground.
Almost, almost.
We
might have scraped ourwheels a little bit.
That's what they're for, right?
Yeah, yeah.
Put them to work.
They cost a lot, so youmay as well use them.
(11:41):
And again, following the samepattern we've been seeing.
It was time for me todo the power on stall.
Alright, whenever you'reready sir, go ahead.
Okay, so I'm going to power back to,oops, that was way too far, to 18, out.
17,
18, out.
Yep.
Slow her down.
(12:03):
Let it come down a little bit.
That does not want to slow down.
Yeah, so
you're in a tiny bit of a descent, sojust slowly pitch your nose up a tad.
That should do the trick for ya.
There we go.
Alright, there's about 70, so let'sgo full power, start pitching her up.
Keep your ball in between the lines there.
(12:25):
Step on your ball.
There you go, and once you feelthe buffet, you can go ahead
and let the nose come down.
And there it is.
There it is.
About as much as you're going to get.
Nose down.
There you go.
Break that stall, and then just starta gentle positive rate of climb.
Fly away from the ground.
(12:47):
Away from the ground.
Away from the ground.
Perfect.
Good job.
Alright, so we get back to cruise, right?
Yes, sir.
Alright, so we're going to goahead and start heading back
here, so go ahead and do your postmaneuver checklist here real quick.
Post maneuver checklist.
Carb heat is off.
(13:08):
Landing light off.
Fuel pump off.
And mixture lean.
Yeah, right.
The maneuvers for the day were over.
So it was time to headback south to Falcon field.
Ryan also reintroduced me to myold friend, the Garmin 430 GPS.
We had these in the planes, in the club.
(13:29):
I mean, who didn't really, thesethings sold like crazy ever since
the nineties when they came out.
So they're pretty ubiquitous.
But again, I was well removed frommy days using the 430 as a VFR pilot.
I hadn't ever done aninstrument approach before.
So I was kind of barely usingthe 430, even back when I did.
But I did use them forflight paths and VFR flight.
(13:52):
And for situational awareness.
And since I was about to take on theinstrument rating and most of the planes
in the school, at least the ones used forinstrument ratings use the 430, it was
time I started getting familiar again.
So let's head back towardsFalcon and get ready to land.
Damn, nice pull.
Got that perfect.
(14:12):
That was pretty good, wasn't it?
All right, let's start heading back.
Are you familiar withthese Garmin 430s at all?
Yeah, I used one for a long time,but I'm way out of practice.
Ah,
you're good.
They're really easy to figure out, so.
Direct KFFZ, right?
Yeah, let's say just hit theD with the arrow through it.
And then, you can either typeit in if you want the hard way.
Oh.
Since we're pretty close, you can actuallyjust scroll down to that nearest, and
(14:33):
it's probably going to be in there.
And then use the little knob, and go tothe right, and it should be right there.
Here you go, hit enter.
Oh.
Enter, damn it.
Yeah, hit enter.
Oh!
Jeez.
Scroll down, now hit enter.
And enter.
Boom.
There we go.
Negative.
Where'd you say you were?
Sorry I missed it.
(14:53):
And, uh, let's start
also de descend That right turn.
Perfect.
We'll, we'll have good separation.
We're just, what's a descent?
RRP 2000 about,
yeah.
Two thousand's.
Fine.
Like a cruise descent.
Yeah.
We're turning off to zero six.
Time to five.
Let the come down.
Yeah, we're good.
Thanks all.
While we're starting to headback too, we'll start getting
our ais and all that stuff.
(15:13):
Okay.
Uh, if you just wannaclick it back on there.
Right here, right?
Yep.
point six.
Arrivals north of runway centerline,contact tower one one niner point seven.
Advise on initial contact,you have information, Oscar.
Oscar.
Talcot Tower, information Oscar one sixfive four Zulu, wind one one zero at
(15:35):
four, temperature five, dew point minusone, altimeter three zero two niner.
Visual approach in use,landing and departing runways
four left and four right.
Notice air missions, attentionall aircraft, 5G NOTAM's in
effect for Falcon Airport.
For further information, contactflight service frequencies.
Arrivals south of runway centerlines, contact tower 124.
(15:57):
6.
Arrivals north of runway centerlines, contact tower 119.
7.
Advise on initial contact,you have information, Oscar.
Falcon Tower.
Oscar.
And I'm going to go ahead and stay on thispractice area for a little bit longer.
Okay.
And then just about before we hit FountainHills, I'll go ahead and switch over.
Got it.
All right.
(16:17):
So I like to kind of be at least below 4,000 before I even touch Fountain Hills.
Just because that Bravo shelf, ifhe could be at 3, 300 before you
get there, that's even better.
But cool.
This is a 4, 000 shelf?
Uh, this is a
6,
000 shelf.
Okay.
This is seven and that's eight.
And then that line right there,right above my fingernail,
(16:39):
that's four and that's five.
But, as long as you're at3300, you're totally fine.
For this practice, Red Rock 66,mile north, Fountain Hills, 3300.
Headed back to Falcon,last call, Northeast.
Seeya.
Seeya..
All right, you can go flip over nowand then Go ahead and throw on 124.6.
(17:01):
Go off to cross runways and talk to
four five Quebec.
Make left traffic.
Alright.
Then basically we'll just call rightover the middle of Fountain Hills.
That's about 10 miles,
50 48 traffic.
Do I say Fountain
Hills or do I say 10 miles North
Mile?
You
could say
either.
I just say Fountain Hills.
Okay.
It is a VFR reporting point, right?
It is.
Okay.
(17:22):
It is has its own GPS waypoint too.
Ah.
All right now that we were overfountain Hills, I needed to
call Falcon tower to get patternentry and landing instructions.
You might listen to some of my radio workat least thus far and think, ah, that's
not bad for being out of it for so long.
But the truth is I listen now andthe amount of prep before I pressed
(17:47):
the push to talk, the slowness ofmy requests, and now you'll see
me miss radio calls completely.
Then you start to see howcrazy out of practice I was.
When you're flying a lot you don't evenreally need to think that much about the
radio and you generally don't miss calls.
There's like a weird piece of yourbrain always listening for your call
(18:08):
sign or tail numbers subconsciously.
Well, I wasn't there yet, so you'llhear that quite a bit coming up.
Luckily Ryan took over some of theradio work when I got a little task
saturated and my brain was ignoring stuff.
Anyway, this is us coming back in.
Oscar.
Oscar.
(18:28):
I'm glad you were payingattention because I wasn't.
When they turn to me and they go,what was the information like?
I was going to ask you.
But writing
it down comes in handy.
Exactly.
All right,
then go ahead and
sneak down to 3300.
33?
Yeah, we do 33 in, so we got 400feet between the people coming
(18:49):
out and the people going in.
That's right.
Because everybody funnels to Falcon andout of Falcon through Fountain Hills.
Yep, you told me thatearlier, I just forgot.
Alright, and then you can callthem whenever and just let
them know we want a full stop.
Do
you usually give your altitude?
Yeah.
Falcon Tower, Red Rock 66 over FountainHills with Oscar inbound full stop.
(19:12):
Red Rock
66, Falcon Tower, make lefttraffic running for left.
Roger.
Left traffic for 4 left, Red Rock 66.
Beautiful.
It's
like riding a bike, man.
I say, it sounds like youhaven't taken a day off.
All right.
Well, you're on a perfect headingright now for 45 for the left downwind.
(19:33):
Cessna
3027 Foxtrot flight straightout runway four left.
I've flown over Fountain
And then, uh, once we're pastFountain Hills, we usually
start going down to the TPA.
And that is 2, 400 feet.
Would you consider this passed?
Yeah, it's close enough.
(19:54):
We just don't go below it because theypolitely asked airplanes to stay at this
altitude, but you're, you're far enough.
Can you give me some numbers, uh, on adownwind where should I be on the RPMs?
Uh, about 2100.
In this one it likes 2000 a bit better.
Okay.
That'll give you about 100 miles an hour.
Okay, so 100.
100 on downwind, 90 on base, 80 on final.
(20:16):
Okay, one notch of flaps each time.
Yes, sir.
First notch in, a beam.
Yep.
Okay.
Red Rock 66, continue your descentto pattern altitude and enter left
downwind over the Granite Reef Dam.
Copy, I'm gonna get that.
Alright, we'll continue ourdescent under the left downwind
over the Granite Reef Dam.
Red Rock 66.
Alright, she's kind of tellingus to hustle down here.
Okay.
(20:36):
Because there's people climbingup as they're coming out.
Got it.
Now the Granite Reef Dam, they'lltell you all the time to turn your
base over it or start your downwind.
And that is that right there.
So it basically just sets you up ona super wide, or like a wide base.
So if you just follow thiscanal, it takes you right to it.
That would be a wide base for 22.
Yeah, either a wide base for 22, or theytell you to enter your left down for 4
(20:59):
left.
Right now we're doingthe down one for 4 left.
And she wanted
us where?
Uh, she just said continueyour descent and turn your left
down over the Granite Reef Dam.
Okay.
Yeah, see that's shows my out of practice.
I didn't even know that was for us.
Yep.
I'll call
your turn.
I'm gonna turn it up a little.
Yeah, go ahead.
That's okay.
Or I guess I could justturn up my own headset.
Might be all the way up already.
(21:21):
You can, I turned it down alittle so you can turn up.
That is beautiful
Confluence.
Stop.
So close to
the Red Rock.
Yep.
Red Rock.
71.
Red Rock, 71 Falcon Tower, makeleft traffic, running for left.
So the confluence is right outthere, so he's coming in through this
way, so we gotta watch out for him.
9 3 Golf, are you familiarwith Gilbert Road?
(21:43):
I don't see him.
I don't either, but he'ssomewhere out there.
9 They
kinda want me at patternaltitude, I'm guessing.
Yeah, but you're already there.
2400
is
TPA here.
Oh, 24, I thought you said 22.
My bad.
Nah, you're good.
9
3 Golf, turn right, suggest at 30 degrees,turn right, suggest at 30 degrees.
Right.
Who is that for?
(22:04):
Not us.
Cessna 27F, left turn southbound,approved traffic ahead into your
left, 2 miles from the gate, 2200,and climbing southbound Cessna.
It's nice having the call sign.
Anytime you hear say Red Rock, that'skind of your cue to perk up and listen.
Cessna 4
5 Quebec, fly straight out.
Straight out, 4
5 Quebec.
Cessna 27, uh, Foxtrot, additionalinformation, Class Bravo
(22:26):
airspace, it starts at 4, 000.
So,
should I still be heading towardsthe airport, or should I be
parallel?
It sounds like she wants you to turnyour left downwind over the dam, so I'd
probably just start turning your downwind.
Alright.
It's pretty wide.
Oh yeah, it is wide.
Cessna
9 3, Golf.
Makes me nervous.
Nah, you're fine.
(22:49):
Ow, we got a Bravo Buster out right now.
Yeah,
Cessna 93GN2, follow Archeron the left base to a 2 mile
final, report traffic in sight.
Looking for this traffic.
5048, running 4 left,clear to touch and go.
(23:10):
Uh, can we make this anapproach stop, Archer 5048?
5048, running 4 left,clear to land number 1.
Alright, I see a guy wayout there turning his
left base.
Probably didn't want us to
watch.
93GN4 left, clear to land number2, follow Archer 2 mile final.
Cleared to land, forwardleft, looking for the
Archer.
Archer 4263, fly straight out.
Alright, so it's, uh, 4253.
453,
remain outside of class delta for now.
(23:32):
Ooh,
we got back just in
time.
She seems quieter than everybody
else.
To
me.
monitor.
Appreciate
it.
Oh.
My
bad.
What, squelch?
(23:53):
Yeah, sometimes a few.
If you turn that too hard,you'll push the squelch on.
Oh, go on the
runway.
Why isn't that working?
It'll take a
few times to get
used to that.
(24:19):
So now that we're well into the patternand a beam, the touchdown point, Ryan
helped guide me the rest of the way.
Again, pay attention to the runwaychange and the fast pace of the
controllers and pilots, which wereoutpacing me with my rusty radio skills.
Ryan kind of took over and withlightning speed, not only read back
instructions while I was talking to him.
(24:39):
But switch to another frequency.
When we changed runways andtook our landing clearance.
I did not cut anything out or speed,anything up, uh, in this whole clip.
So you'll see the pace.
And.
Yeah, it's all real time.
He was obviously ready.
I was not.
So that's why he was there.
Let's take this down to the ground.
(25:00):
Alright, so just basically you'vebeaten the numbers, you can go ahead
and pull your power at about 1,
800.
Alright, I think I see the
guy we're going to be following.
Go ahead and pull your power.
I
see him.
18.
Yep, 18, and then start about a 500 foot
per minute descent.
Traffic in sight,
(25:21):
Red Rock 66.
Rock 66.
Roger.
Number two.
Fellow says number only four left land
number two four left clear land.
Red Rock 66.
Alright, that's our guy we're follow
off your left wingArcher four traffic site
At our 500 foot per minute descent,we should still be at about a hundred.
So if you need, if you're fast, youneed to pull a little bit of power.
Go ahead.
(25:42):
42 60
and I would go ahead andstart your base here.
58.
Do you do this before or after?
I
usually do it once.
I finish my turn before right.
Uh, taxi.
Bravo holding short.
Officer 50 48.
Oh, I'm a little fast.
No, you're fine.
Just finish
your
turn and then we can pitch the nose
up a little bit to slow us down.
(26:02):
Want me to hit
it?
Yeah.
Turn base now and, uh, cancel landingclearance, change to 4 right and
contact tower on 24 6, Red Rock 66.
FAC tower, Red Rock 66, left
base 4 right.
Alright, so we're on the other runway now.
Yep.
(26:22):
1693.
You copy, can you repeat?
That
was nice of her.
Yeah.
1693.
Disregard.
Turn base number two, runway.
Four.
Right foot lane traffic.
Turning one mile final Cherokee.
Alright, let's go ahead and start that.
Turn
a little bit low here.
Show at a schmid of powerand get our nose up.
1593 runway with four rightfoot land and I should be on 80.
(26:44):
Changed your room withfour right code land.
What was that?
I should be at 80?
Yeah, be at 80 and uh, you got alittle airspeed you can give up, so
just kind of get the nose up a bit.
Okay.
Get rid of some airspeed.
There you go, that's good.
Now start getting your nose back downand get your last ounce of flaps in.
Looks like we got a littlebit of a right crosswind here.
Okay.
(27:04):
So, I'll go ahead
and pull out a little powerhere a little bit fast
here.
These things slow down real fast, sowhen you pull the power it'll slow down
pretty quick.
You're looking good.
Side slip a little.
Yeah, it's little Left.
A little left rudder in thereand a little bit of right Aon.
And keep us lined up over the fence at 80.
(27:27):
Just keep that nose pointerright for those numbers.
Maintain current,
keep that nose down.
Maybe be a little less Right.
Rudder or less left rudder.
Sorry.
Keep that nose down and goahead and pull your power out.
Look at the end of therunway and hold her off.
15 at
93 off base low Cherokee.
Nice.
That was all you.
Whoa.
(27:48):
Yeah, you gotta let it shopping cart fora little bit before it strains itself
out.
Turn right, Delta 6, contact ground.
Turn right, Delta 6,contact ground, Red Rock 66.
Alrighty.
That's right here.
Yep.
All right.
Still no time to waste.
I was used to the old days ofclearing the runway and stopping to
(28:10):
complete my after landing checklist.
But there's no time forthat sometimes here.
The controller and Ryan are tryingto get me to get my pace up, but I
can only go so fast at this point.
Again, luckily Ryan was there to help.
We'll take this all the way intoparking and you'll get an idea.
I mean, it was okay.
But, , obviously.
(28:30):
Everyone around me, wanted the paceto be faster than I was able to do.
At that moment.
Go ahead,
uh, and try not to take your timegetting off, they'll yell at you.
Promise steering with the Oklahoma.
Ha ha
ha.
Yeah.
I'll punch ground in therefor you, because I think
(28:51):
we're going to have someone
following us off.
Okay.
Get over, come to a stop, then we'llgo ahead and flip over to ground here.
Okay.
Do we have an after landing checklist?
We'll do that once we get out of the wayhere, so just, I put ground in there.
Red Rock 6 6, down ground.
Red Rock 6 6.
Red Rock 6 6, start moving.
(29:12):
Taxi parking via Delta, trucks behind you.
Parking via Delta, Red Rock 6 6.
Yeah, you gotta be quick at that.
They usually, they rush you across.
They don't give you any time tostop or flip to ground or anything.
So, we used to be able to doour after takeoff checklist.
This is
us, right?
Yeah, so take a right here.
We basically have to do ourafter takeoff checklist.
I'm gonna put the flaps down.
Okay.
(29:33):
At the very least.
Are we parking over
here?
Yep.
Okay, I've got a little turn to go around.
Yeah, you're good.
And you can just pull straight into one.
You want to pull into this one right here?
Right here?
Yeah.
Point it this way, right?
Yep.
Okay.
(29:53):
Yeah, I've got to talk to this
place.
There we go.
Right ahead.
And stop just before thatyellow line goes under the wing.
Okay.
About right.
There's perfect.
Oh,
All right.
How did I do for my first flight back?
It was all right, I think, butluckily it exposed a lot of things
(30:14):
I needed to get back and work on.
And again, luckily, I was going to have alot of practice over the next few months.
I'll take you with me onmy journey, don't worry.
So flight one in the books, literally.
I had to dust off my, my old log bookand this day I filled in one more row.
(30:34):
With a large time gap in between, butjust one small little line on the paper.
It was time to really startfilling that thing out again.
Please, let me know what you thinkyou can reach out to me in email
at bill at student pilot, cast dotcom or via the contact page on the
website at studentpilotcast.com.
There are some changes happeningright now with the hosting of the
(30:56):
podcast and the hosting of thewebsite, so if you don't see a
contact page right now, or it doesn'tseem to be working, don't sweat it.
Just send the email to the emailI mentioned above because that's
all the contact page does anyway,so you could skip the middleman.
Again, the address is bill atstudent pilot cast dot com.
You can also find me onTwitter or X using @billwil.
(31:17):
That's Bravo, India, Lima,Lima, whiskey, India, Lima.
I did mention earlier that I was goingto start my instrument training right
after getting my flight review done.
So I was studying for tests andtrying to learn all the book
knowledge at the same time, and Iwould start flying again right away.
(31:38):
My life was going to be busy for awhile and my brain was going to be full.
But I was loving it.
I was flying again.
I was learning again.
And I was going to be an instrument pilot.
Hopefully soon.
Welcome back SPC listeners todaywe're going to conclude my first
training flight to get currentafter my 11 year break from flying.
We head back to busy Falconfield and I get to do my first
landing for quite a while.
The first of many.
What a great time.
I hope you enjoy episode 68, "Bam!
(00:22):
Back in the saddle, baby!"
(00:49):
All right, so let's do this.
I'm happy to have you back with me inthe cockpit for my kick-the-rust-off
flight as I attempt to get current again.
This is going to be fun.
At least it was for me.
If you haven't heard episode 67 yet goback and listen to that one first, since
that's the first part of this flight.
But once you're done, comeback and let's finish it.
(01:11):
Before we get into the flight though.
There's a few more topics tobring you further up to speed.
I didn't talk about the flight schoolspecifically in the last episode,
but it's not a state secret either.
I mean, we were using call signsduring that whole episode and
our company traffic was too.
So you probably gathered thatI was training at my buddies
(01:32):
school, red rock flight school.
Just north of the field there there'sa beautiful Mesa or hill or mountain.
Jetting out of the desert.
Over a thousand feet tall.
It's a landmark in the area andbecause of its red coloration
it's known as red mountain.
In fact, my boys all graduated fromred mountain high school in Mesa.
(01:54):
I mean, everyone aroundhere knows red mountain.
In the last episode, you may havenoticed that we were asked to start
our base over the granite reef dam,when we were coming back to Falcon.
And that's just in front of,or south of red mountain.
So it's this landmark that theflight school is named after, as
it is in fact, a giant red rock.
(02:16):
It would make sense if you lived here.
Oh, and I'm sure you figured this outby now, but we're flying in red rock 66.
That's our call sign for theairplane I was in that day.
Another topic I should coverreal quick is how I was flying
from a medical standpoint.
You may have guessed that back in the daywhen I was flying a lot, I held a couple
of third class medicals over that time.
(02:36):
When I stopped flying.
I let those lapse.
In the interim basic med had beenimplemented, which allowed me to use
that to easily get back in the air.
About a year before I started flyingagain, I had taken care of basic
med because I wanted to be readywhen I did start flying again.
And basic med is an awesomeway to easily stay legal, to
fly from a medical perspective.
(02:58):
Nothing ever gets sent to theFAA for this, unless they ask
for it on a ramp check or becauseof an incident or something, it
stays in your possession only.
I have to show it to an examiner forcheck rides, but that's about it.
Because I had held a third class medicalbefore, and I'd never been denied.
And because I was in relativelygood health, I was just able
(03:18):
to go to my regular doctor.
Show him the forms, and after him doinga very thorough exam, he signed all the
papers for the physical and filled it out.
I then had to take an online coursethrough AOPA, get that printout
along with my physical report.
And that became my medical.
I just carried around a digitalscan of that whole packet and
(03:41):
that acts as your medical.
It's pretty cool.
And it's easy to take care of and youdon't need a regular medical from an AME.
I highly recommend using basic med ifyou don't need the regular medical.
Seriously, do it.
I've since gone ahead and gotten myfirst-class medical more recently and
let me tell you it's a lot more expensiveand a much bigger pain to do that.
(04:02):
Do basic med, if you can.
It's great.
If you're listening from another country,well, that's a bummer because you won't
have basic med and I have no idea whatyour jurisdiction requires, but if
you're in the US and you don't needsomething else, Basic med for the win.
Okay.
I guess we should get backto what you came here for.
Let's finish the flight.
(04:23):
So we left off last time with medoing some slow flight and we were
about to get into some stalls.
To start Ryan demonstrated a poweroff stall, so we'll pick it up there.
alright, what do you say we, uh, doa power off stall here real quick?
I'm sorry, on or off?
Off.
Off.
Okay.
Yeah, we'll do a power off first.
Alright.
Alright, so go ahead andturn us back to the west.
Alright.
(04:43):
Stargate tracks area, Red Rock 71,
3, 700 over the confluence maneuver.
Just kind of try and stay over ourgeneral little area right here.
Northeast, Oxford 5643, 4,500, Sycamore Creek, uh, pilot,
private pilot maneuvers northeast.
Northeast practice, Red Rock66, over Rio Verde community,
(05:05):
5, 500, maneuvering northeast.
Northeast practice, Red Rock 5643,west side of the street pattern, 5,
000 feet, steep turny boys, northeast.
Steep turny boys.
Alright, that's about agood heading right here.
Okay.
Alright, cool.
So we'll do this first one together again,just kind of shadow me on everything.
(05:27):
Okay.
Alright, so power off stalls arenice because the setup is pretty
much exactly the same as slow flight.
So, we'll go to 2, 000 RPM here, about.
100 miles an hour, we'llget our first onto flaps.
You want me to do it or you got it?
Yeah, I'll do it the first timeand then you just shadow me again.
Alright.
Then I'll have you do it the second time.
I again use trim, there's 100.
(05:48):
I go a little bit below 1, 800just so I can do it a bit quicker.
I'll slow down.
There's 90.
No one about to kill us.
At least that I don't see.
Not that I can
see.
There's 80.
We'll get our last one.
Then before we go and pitch up to afirst stall, we're going to pull the
(06:09):
power out to idle, and then we're goingto let our nose drop for a stabilized
descent of about 500 feet per minute.
Interesting.
Right
there.
Yeah, that's what you got todo on the private check ride.
So we just kind of liketo keep it like that.
After you do that, we're smoothly, don'tpitch up super high, but just, just above
the horizon, like you're coming into land.
Now we'll just hold herback until it stalls.
You gotta pull back pretty dang far.
(06:30):
You'll feel it.
There it is.
Full power.
One notch flaps out.
Let it get a little bit ofspeed and then slowly bring that
nose back up to the horizon.
And just get a very, veryslight rate of climb.
We're just trying to climb awayfrom the ground because we're
pretending this is a, uh, you know,approachable landing stall, right?
So, positive rate ofclimb in 80 miles an hour.
(06:52):
We'll get our, uh, second notch out.
And then at 90, and a paused rate, getour second one up, er, last one, sorry.
And that's it.
Just kind of nose it overand reset your power.
And you want to still climbback to your original altitude?
Yeah, so
you can keep on climbing up.
Alright, so if you want to, uh, climbup to 5500, you want to go ahead
(07:14):
and do a 180 back that way again?
Or just actually to the southwill work over that, all
those little orchards there.
Yeah, yeah, so go ahead and turn.
There's someone over the street pattern.
Got it.
Get out of their way.
Oops, I was letting it descend a little.
So now it's my turn to trya power off stall again.
(07:35):
So here we go.
Alright, get her up to 55 andyou can start going through it.
Yeah, that's hard to get out too.
Yeah.
Okay, back to 2, 000.
Right?
Yep.
Or a little less.
100, right?
Yep.
190, 80 for your flaps.
Yep.
90.
Alright.
And then go ahead and pull your powerto idle and kind of relax some back
(07:57):
pressure on that yoke and stabilizeabout a 500 foot per minute descent down.
There you go.
That's more than enough.
Right there.
Yep.
Okay.
Go ahead and bring yournose up above the horizon.
Pretty much in like a flaring attitude.
So bring it up a little more.
About right there.
Just hold it there.
And ready on the throttle.
We'll keep pulling back.
We'll try to get it to a full stall.
So keep pulling back, back,back, back, back, back, back,
(08:17):
back, back, back, back, back.
And there it is.
Nose down.
Full power.
Get a notch of flaps out,keep that nose down for a sec.
Get a notch of flaps.
And another.
Oh, I'm already there.
Yep, just one first and thenstart bringing your nose up
above the horizon a little.
Okay.
Just get a nice, gentle,positive rate of climb.
We're already past 80, soget that second one out.
(08:39):
That was the last one.
Yeah, I think he accidentallygot two out there.
Sorry.
No,
you're good, you're good.
We're
still alive.
Still positive rate.
Good job.
Yep.
Nice job.
Alright, I'm gonna go ahead and turnback, uh, towards the lake out there.
And keep climbing us up to 55.
Good job!
That looked really nice.
Good job on, uh, getting yournose down, but not too much.
(09:02):
Usually people put it into a secondstall, or they point the nose,
like, straight towards the ground.
Yeah, these are pretty docile airplanes.
Yeah, they
are, they are.
You gotta really try toactually get them to stall.
We'll do a power on next.
You'll see you can't even get it to stall.
Yeah, it'll just kind of buffetIt'll sit there and buffet real hard.
What heading do you want
me on?
Um, about north is fine.
(09:23):
Okay, this is about north?
About north, yeah.
I just kind of want tobe pointed that way.
All right, I'm going to go to 22.
55.
You
know what, let's actually godown to like 5, 000 or so.
Oh,
okay.
Because with these power onstalls, we're going to climb.
We're going to climb and I don'twant to climb through the brunt.
(09:44):
Or we'll just stay at 55 herefor another second until we get
out from underneath this one.
Alright, but power on stall,no flaps, wait and stall.
Uh, it's a takeoff stall, sowe take off, pitch up way too
high, and we stall and we're justtrying not to hit the ground here.
All right.
Not too bad, a littlerusty, but it'll get better.
Now Ryan was going to do aquick demo of a power on stall.
(10:10):
I'm gonna pull some power if youwant me to descend, is that alright?
Absolutely.
So we can just stay at 55 here,we're out from underneath that shell.
Oh, you did say, okay.
I did tell you to descend, but then I saidnever mind, I can't make up my mind here.
Alright, so again, I'll showyou this first one here real
quick, just shadow me here.
So, it says in your binder thatyou'll read to set 2000, but if you
do that, you'll never slow down.
Or it'll take years.
(10:31):
So I set about 17 knots.
Now we're going to slow all the waydown to 70 miles an hour, kind of
mimicking our takeoff speed, right?
And this is the one where we needright rudder to keep our ball
centered so we don't go into a spin.
As we slow down, just
keep pitching up.
At
70, we're going to add full power andpitch up to about 20 degrees or so.
(10:56):
It's just, all it's going to do is buffet.
You can pull all dayand it will never stall.
So there's full power.
It's already doing it's thing, butwe're just going to keep pitching up.
Keep our ball centered.
We're going to go till the buffet.
You can already start to feel it.
Yep.
There it is.
Yep.
Nose down.
Just a little bit below thehorizon, just break that stall,
(11:17):
and slowly bring it back up.
And establish a nice littlepositive rate of climb.
You almost touched the ground.
Almost, almost.
We
might have scraped ourwheels a little bit.
That's what they're for, right?
Yeah, yeah.
Put them to work.
They cost a lot, so youmay as well use them.
(11:41):
And again, following the samepattern we've been seeing.
It was time for me todo the power on stall.
Alright, whenever you'reready sir, go ahead.
Okay, so I'm going to power back to,oops, that was way too far, to 18, out.
17,
18, out.
Yep.
Slow her down.
(12:03):
Let it come down a little bit.
That does not want to slow down.
Yeah, so
you're in a tiny bit of a descent, sojust slowly pitch your nose up a tad.
That should do the trick for ya.
There we go.
Alright, there's about 70, so let'sgo full power, start pitching her up.
Keep your ball in between the lines there.
(12:25):
Step on your ball.
There you go, and once you feelthe buffet, you can go ahead
and let the nose come down.
And there it is.
There it is.
About as much as you're going to get.
Nose down.
There you go.
Break that stall, and then just starta gentle positive rate of climb.
Fly away from the ground.
(12:47):
Away from the ground.
Away from the ground.
Perfect.
Good job.
Alright, so we get back to cruise, right?
Yes, sir.
Alright, so we're going to goahead and start heading back
here, so go ahead and do your postmaneuver checklist here real quick.
Post maneuver checklist.
Carb heat is off.
(13:08):
Landing light off.
Fuel pump off.
And mixture lean.
Yeah, right.
The maneuvers for the day were over.
So it was time to headback south to Falcon field.
Ryan also reintroduced me to myold friend, the Garmin 430 GPS.
We had these in the planes, in the club.
(13:29):
I mean, who didn't really, thesethings sold like crazy ever since
the nineties when they came out.
So they're pretty ubiquitous.
But again, I was well removed frommy days using the 430 as a VFR pilot.
I hadn't ever done aninstrument approach before.
So I was kind of barely usingthe 430, even back when I did.
But I did use them forflight paths and VFR flight.
(13:52):
And for situational awareness.
And since I was about to take on theinstrument rating and most of the planes
in the school, at least the ones used forinstrument ratings use the 430, it was
time I started getting familiar again.
So let's head back towardsFalcon and get ready to land.
Damn, nice pull.
Got that perfect.
(14:12):
That was pretty good, wasn't it?
All right, let's start heading back.
Are you familiar withthese Garmin 430s at all?
Yeah, I used one for a long time,but I'm way out of practice.
Ah,
you're good.
They're really easy to figure out, so.
Direct KFFZ, right?
Yeah, let's say just hit theD with the arrow through it.
And then, you can either typeit in if you want the hard way.
Oh.
Since we're pretty close, you can actuallyjust scroll down to that nearest, and
(14:33):
it's probably going to be in there.
And then use the little knob, and go tothe right, and it should be right there.
Here you go, hit enter.
Oh.
Enter, damn it.
Yeah, hit enter.
Oh!
Jeez.
Scroll down, now hit enter.
And enter.
Boom.
There we go.
Negative.
Where'd you say you were?
Sorry I missed it.
(14:53):
And, uh, let's start
also de descend That right turn.
Perfect.
We'll, we'll have good separation.
We're just, what's a descent?
RRP 2000 about,
yeah.
Two thousand's.
Fine.
Like a cruise descent.
Yeah.
We're turning off to zero six.
Time to five.
Let the come down.
Yeah, we're good.
Thanks all.
While we're starting to headback too, we'll start getting
our ais and all that stuff.
(15:13):
Okay.
Uh, if you just wannaclick it back on there.
Right here, right?
Yep.
point six.
Arrivals north of runway centerline,contact tower one one niner point seven.
Advise on initial contact,you have information, Oscar.
Oscar.
Talcot Tower, information Oscar one sixfive four Zulu, wind one one zero at
(15:35):
four, temperature five, dew point minusone, altimeter three zero two niner.
Visual approach in use,landing and departing runways
four left and four right.
Notice air missions, attentionall aircraft, 5G NOTAM's in
effect for Falcon Airport.
For further information, contactflight service frequencies.
Arrivals south of runway centerlines, contact tower 124.
(15:57):
6.
Arrivals north of runway centerlines, contact tower 119.
7.
Advise on initial contact,you have information, Oscar.
Falcon Tower.
Oscar.
And I'm going to go ahead and stay on thispractice area for a little bit longer.
Okay.
And then just about before we hit FountainHills, I'll go ahead and switch over.
Got it.
All right.
(16:17):
So I like to kind of be at least below 4,000 before I even touch Fountain Hills.
Just because that Bravo shelf, ifhe could be at 3, 300 before you
get there, that's even better.
But cool.
This is a 4, 000 shelf?
Uh, this is a
6,
000 shelf.
Okay.
This is seven and that's eight.
And then that line right there,right above my fingernail,
(16:39):
that's four and that's five.
But, as long as you're at3300, you're totally fine.
For this practice, Red Rock 66,mile north, Fountain Hills, 3300.
Headed back to Falcon,last call, Northeast.
Seeya.
Seeya..
All right, you can go flip over nowand then Go ahead and throw on 124.6.
(17:01):
Go off to cross runways and talk to
four five Quebec.
Make left traffic.
Alright.
Then basically we'll just call rightover the middle of Fountain Hills.
That's about 10 miles,
50 48 traffic.
Do I say Fountain
Hills or do I say 10 miles North
Mile?
You
could say
either.
I just say Fountain Hills.
Okay.
It is a VFR reporting point, right?
It is.
Okay.
(17:22):
It is has its own GPS waypoint too.
Ah.
All right now that we were overfountain Hills, I needed to
call Falcon tower to get patternentry and landing instructions.
You might listen to some of my radio workat least thus far and think, ah, that's
not bad for being out of it for so long.
But the truth is I listen now andthe amount of prep before I pressed
(17:47):
the push to talk, the slowness ofmy requests, and now you'll see
me miss radio calls completely.
Then you start to see howcrazy out of practice I was.
When you're flying a lot you don't evenreally need to think that much about the
radio and you generally don't miss calls.
There's like a weird piece of yourbrain always listening for your call
(18:08):
sign or tail numbers subconsciously.
Well, I wasn't there yet, so you'llhear that quite a bit coming up.
Luckily Ryan took over some of theradio work when I got a little task
saturated and my brain was ignoring stuff.
Anyway, this is us coming back in.
Oscar.
Oscar.
(18:28):
I'm glad you were payingattention because I wasn't.
When they turn to me and they go,what was the information like?
I was going to ask you.
But writing
it down comes in handy.
Exactly.
All right,
then go ahead and
sneak down to 3300.
33?
Yeah, we do 33 in, so we got 400feet between the people coming
(18:49):
out and the people going in.
That's right.
Because everybody funnels to Falcon andout of Falcon through Fountain Hills.
Yep, you told me thatearlier, I just forgot.
Alright, and then you can callthem whenever and just let
them know we want a full stop.
Do
you usually give your altitude?
Yeah.
Falcon Tower, Red Rock 66 over FountainHills with Oscar inbound full stop.
(19:12):
Red Rock
66, Falcon Tower, make lefttraffic running for left.
Roger.
Left traffic for 4 left, Red Rock 66.
Beautiful.
It's
like riding a bike, man.
I say, it sounds like youhaven't taken a day off.
All right.
Well, you're on a perfect headingright now for 45 for the left downwind.
(19:33):
Cessna
3027 Foxtrot flight straightout runway four left.
I've flown over Fountain
And then, uh, once we're pastFountain Hills, we usually
start going down to the TPA.
And that is 2, 400 feet.
Would you consider this passed?
Yeah, it's close enough.
(19:54):
We just don't go below it because theypolitely asked airplanes to stay at this
altitude, but you're, you're far enough.
Can you give me some numbers, uh, on adownwind where should I be on the RPMs?
Uh, about 2100.
In this one it likes 2000 a bit better.
Okay.
That'll give you about 100 miles an hour.
Okay, so 100.
100 on downwind, 90 on base, 80 on final.
(20:16):
Okay, one notch of flaps each time.
Yes, sir.
First notch in, a beam.
Yep.
Okay.
Red Rock 66, continue your descentto pattern altitude and enter left
downwind over the Granite Reef Dam.
Copy, I'm gonna get that.
Alright, we'll continue ourdescent under the left downwind
over the Granite Reef Dam.
Red Rock 66.
Alright, she's kind of tellingus to hustle down here.
Okay.
(20:36):
Because there's people climbingup as they're coming out.
Got it.
Now the Granite Reef Dam, they'lltell you all the time to turn your
base over it or start your downwind.
And that is that right there.
So it basically just sets you up ona super wide, or like a wide base.
So if you just follow thiscanal, it takes you right to it.
That would be a wide base for 22.
Yeah, either a wide base for 22, or theytell you to enter your left down for 4
(20:59):
left.
Right now we're doingthe down one for 4 left.
And she wanted
us where?
Uh, she just said continueyour descent and turn your left
down over the Granite Reef Dam.
Okay.
Yeah, see that's shows my out of practice.
I didn't even know that was for us.
Yep.
I'll call
your turn.
I'm gonna turn it up a little.
Yeah, go ahead.
That's okay.
Or I guess I could justturn up my own headset.
Might be all the way up already.
(21:21):
You can, I turned it down alittle so you can turn up.
That is beautiful
Confluence.
Stop.
So close to
the Red Rock.
Yep.
Red Rock.
71.
Red Rock, 71 Falcon Tower, makeleft traffic, running for left.
So the confluence is right outthere, so he's coming in through this
way, so we gotta watch out for him.
9 3 Golf, are you familiarwith Gilbert Road?
(21:43):
I don't see him.
I don't either, but he'ssomewhere out there.
9 They
kinda want me at patternaltitude, I'm guessing.
Yeah, but you're already there.
2400
is
TPA here.
Oh, 24, I thought you said 22.
My bad.
Nah, you're good.
9
3 Golf, turn right, suggest at 30 degrees,turn right, suggest at 30 degrees.
Right.
Who is that for?
(22:04):
Not us.
Cessna 27F, left turn southbound,approved traffic ahead into your
left, 2 miles from the gate, 2200,and climbing southbound Cessna.
It's nice having the call sign.
Anytime you hear say Red Rock, that'skind of your cue to perk up and listen.
Cessna 4
5 Quebec, fly straight out.
Straight out, 4
5 Quebec.
Cessna 27, uh, Foxtrot, additionalinformation, Class Bravo
(22:26):
airspace, it starts at 4, 000.
So,
should I still be heading towardsthe airport, or should I be
parallel?
It sounds like she wants you to turnyour left downwind over the dam, so I'd
probably just start turning your downwind.
Alright.
It's pretty wide.
Oh yeah, it is wide.
Cessna
9 3, Golf.
Makes me nervous.
Nah, you're fine.
(22:49):
Ow, we got a Bravo Buster out right now.
Yeah,
Cessna 93GN2, follow Archeron the left base to a 2 mile
final, report traffic in sight.
Looking for this traffic.
5048, running 4 left,clear to touch and go.
(23:10):
Uh, can we make this anapproach stop, Archer 5048?
5048, running 4 left,clear to land number 1.
Alright, I see a guy wayout there turning his
left base.
Probably didn't want us to
watch.
93GN4 left, clear to land number2, follow Archer 2 mile final.
Cleared to land, forwardleft, looking for the
Archer.
Archer 4263, fly straight out.
Alright, so it's, uh, 4253.
453,
remain outside of class delta for now.
(23:32):
Ooh,
we got back just in
time.
She seems quieter than everybody
else.
To
me.
monitor.
Appreciate
it.
Oh.
My
bad.
What, squelch?
(23:53):
Yeah, sometimes a few.
If you turn that too hard,you'll push the squelch on.
Oh, go on the
runway.
Why isn't that working?
It'll take a
few times to get
used to that.
(24:19):
So now that we're well into the patternand a beam, the touchdown point, Ryan
helped guide me the rest of the way.
Again, pay attention to the runwaychange and the fast pace of the
controllers and pilots, which wereoutpacing me with my rusty radio skills.
Ryan kind of took over and withlightning speed, not only read back
instructions while I was talking to him.
(24:39):
But switch to another frequency.
When we changed runways andtook our landing clearance.
I did not cut anything out or speed,anything up, uh, in this whole clip.
So you'll see the pace.
And.
Yeah, it's all real time.
He was obviously ready.
I was not.
So that's why he was there.
Let's take this down to the ground.
(25:00):
Alright, so just basically you'vebeaten the numbers, you can go ahead
and pull your power at about 1,
800.
Alright, I think I see the
guy we're going to be following.
Go ahead and pull your power.
I
see him.
18.
Yep, 18, and then start about a 500 foot
per minute descent.
Traffic in sight,
(25:21):
Red Rock 66.
Rock 66.
Roger.
Number two.
Fellow says number only four left land
number two four left clear land.
Red Rock 66.
Alright, that's our guy we're follow
off your left wingArcher four traffic site
At our 500 foot per minute descent,we should still be at about a hundred.
So if you need, if you're fast, youneed to pull a little bit of power.
Go ahead.
(25:42):
42 60
and I would go ahead andstart your base here.
58.
Do you do this before or after?
I
usually do it once.
I finish my turn before right.
Uh, taxi.
Bravo holding short.
Officer 50 48.
Oh, I'm a little fast.
No, you're fine.
Just finish
your
turn and then we can pitch the nose
up a little bit to slow us down.
(26:02):
Want me to hit
it?
Yeah.
Turn base now and, uh, cancel landingclearance, change to 4 right and
contact tower on 24 6, Red Rock 66.
FAC tower, Red Rock 66, left
base 4 right.
Alright, so we're on the other runway now.
Yep.
(26:22):
1693.
You copy, can you repeat?
That
was nice of her.
Yeah.
1693.
Disregard.
Turn base number two, runway.
Four.
Right foot lane traffic.
Turning one mile final Cherokee.
Alright, let's go ahead and start that.
Turn
a little bit low here.
Show at a schmid of powerand get our nose up.
1593 runway with four rightfoot land and I should be on 80.
(26:44):
Changed your room withfour right code land.
What was that?
I should be at 80?
Yeah, be at 80 and uh, you got alittle airspeed you can give up, so
just kind of get the nose up a bit.
Okay.
Get rid of some airspeed.
There you go, that's good.
Now start getting your nose back downand get your last ounce of flaps in.
Looks like we got a littlebit of a right crosswind here.
Okay.
(27:04):
So, I'll go ahead
and pull out a little powerhere a little bit fast
here.
These things slow down real fast, sowhen you pull the power it'll slow down
pretty quick.
You're looking good.
Side slip a little.
Yeah, it's little Left.
A little left rudder in thereand a little bit of right Aon.
And keep us lined up over the fence at 80.
(27:27):
Just keep that nose pointerright for those numbers.
Maintain current,
keep that nose down.
Maybe be a little less Right.
Rudder or less left rudder.
Sorry.
Keep that nose down and goahead and pull your power out.
Look at the end of therunway and hold her off.
15 at
93 off base low Cherokee.
Nice.
That was all you.
Whoa.
(27:48):
Yeah, you gotta let it shopping cart fora little bit before it strains itself
out.
Turn right, Delta 6, contact ground.
Turn right, Delta 6,contact ground, Red Rock 66.
Alrighty.
That's right here.
Yep.
All right.
Still no time to waste.
I was used to the old days ofclearing the runway and stopping to
(28:10):
complete my after landing checklist.
But there's no time forthat sometimes here.
The controller and Ryan are tryingto get me to get my pace up, but I
can only go so fast at this point.
Again, luckily Ryan was there to help.
We'll take this all the way intoparking and you'll get an idea.
I mean, it was okay.
But, , obviously.
(28:30):
Everyone around me, wanted the paceto be faster than I was able to do.
At that moment.
Go ahead,
uh, and try not to take your timegetting off, they'll yell at you.
Promise steering with the Oklahoma.
Ha ha
ha.
Yeah.
I'll punch ground in therefor you, because I think
(28:51):
we're going to have someone
following us off.
Okay.
Get over, come to a stop, then we'llgo ahead and flip over to ground here.
Okay.
Do we have an after landing checklist?
We'll do that once we get out of the wayhere, so just, I put ground in there.
Red Rock 6 6, down ground.
Red Rock 6 6.
Red Rock 6 6, start moving.
(29:12):
Taxi parking via Delta, trucks behind you.
Parking via Delta, Red Rock 6 6.
Yeah, you gotta be quick at that.
They usually, they rush you across.
They don't give you any time tostop or flip to ground or anything.
So, we used to be able to doour after takeoff checklist.
This is
us, right?
Yeah, so take a right here.
We basically have to do ourafter takeoff checklist.
I'm gonna put the flaps down.
Okay.
(29:33):
At the very least.
Are we parking over
here?
Yep.
Okay, I've got a little turn to go around.
Yeah, you're good.
And you can just pull straight into one.
You want to pull into this one right here?
Right here?
Yeah.
Point it this way, right?
Yep.
Okay.
(29:53):
Yeah, I've got to talk to this
place.
There we go.
Right ahead.
And stop just before thatyellow line goes under the wing.
Okay.
About right.
There's perfect.
Oh,
All right.
How did I do for my first flight back?
It was all right, I think, butluckily it exposed a lot of things
(30:14):
I needed to get back and work on.
And again, luckily, I was going to have alot of practice over the next few months.
I'll take you with me onmy journey, don't worry.
So flight one in the books, literally.
I had to dust off my, my old log bookand this day I filled in one more row.
(30:34):
With a large time gap in between, butjust one small little line on the paper.
It was time to really startfilling that thing out again.
Please, let me know what you thinkyou can reach out to me in email
at bill at student pilot, cast dotcom or via the contact page on the
website at studentpilotcast.com.
There are some changes happeningright now with the hosting of the
(30:56):
podcast and the hosting of thewebsite, so if you don't see a
contact page right now, or it doesn'tseem to be working, don't sweat it.
Just send the email to the emailI mentioned above because that's
all the contact page does anyway,so you could skip the middleman.
Again, the address is bill atstudent pilot cast dot com.
You can also find me onTwitter or X using @billwil.
(31:17):
That's Bravo, India, Lima,Lima, whiskey, India, Lima.
I did mention earlier that I was goingto start my instrument training right
after getting my flight review done.
So I was studying for tests andtrying to learn all the book
knowledge at the same time, and Iwould start flying again right away.
(31:38):
My life was going to be busy for awhile and my brain was going to be full.
But I was loving it.
I was flying again.
I was learning again.
And I was going to be an instrument pilot.
Hopefully soon.
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