August 7, 2024 • 55 mins
In Episode 72, we join Bill as he embarks on his instrument rating. This is the first flight lesson in that endeavor as he gets familiar with the airplane and a new instructor.
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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".
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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):
All right.
It's time for me to get startedon my instrument rating.
It'd be a long row to hoe, but.
It has to start somewhereand that somewhere is, well.
Today.
It's the start of some seriouslearning and practice I'm sure.
So join me in studentpilot cast episode 72.
The first step to the clouds.
(00:42):
Welcome back SPC listeners.
We're back with another trainingflight this week and yeah, I've
got some more special episodesoutside of the training lined up.
But I figured it was time to throwanother training flight at y'all.
After all, this is the main thing.
This podcast is about flight training.
So stay subscribed for some more differenttypes of content coming your way.
(01:04):
But today, We fly.
This would be the officialstart to my instrument training.
Although this flight would not seemtoo different from a flight review or
even private pilot training flight or,or some other type of training flight.
I'd be flying in a different airplanethat I hadn't been in before.
More about that plane later, butthere were only a couple of planes
(01:25):
at this school that were used for.
Instrument flight training.
So I'd be spending some serioustime in this airplane for
the next couple of months.
This would be the main Steed.
For my training, so I neededto be familiar with it.
And so this little flightwas the beginning of that.
I was doing ground training at thesame time in preparation for some
more of the instrument flights.
(01:46):
And of course I was doing quite a bit ofself study for the instrument airplane
written test that I had coming up.
That test had to be completedbefore I did my check.
Right.
Of course.
But for practical reasonsand policy reasons, I really
needed to get it done soon.
Ideally, before I evenscheduled the check.
Right.
Which has most nosgetting difficult to do.
(02:06):
Not the test.
Those are easy to schedule, butDBEs are hard to come by and,
and are still for that matter.
So for getting the check rides done,it took a while to get those scheduled
and it was kind of imperative thatI try to get the written completed
successfully very, very soon.
The problem was, I had barely decidedto start doing all this training.
(02:27):
So I wasn't as prepared as I would havebeen if I'd been planning for this for
months or something along those lines.
So I would just do it all simultaneously.
No big deal.
It was pretty fun to do.
Is.
Fun for me to do the ground,the flying or whatever.
So let's go, let's do it.
Before we get going.
(02:47):
My instructor for this flight, Eddie.
Had just finished his own trainingin another state at one of the
university programs and was a prettynew instructor in general and brand new
to this flight school and this airport.
And since he already had his CFWand everybody was pretty busy.
Training their students.
He got stuck with me.
Starting my instrument training.
(03:09):
When he already had a prettygood load of private students.
So you'll probably notice a few timeswhere he was probably treating me a little
more like a new private student, ratherthan a new instrument rating student.
But with my long time off,I didn't mind too much.
And was a great instructor.
And in this episode, you'll hear meask him about how it's been for him,
(03:30):
transitioning into the instructor role.
And I actually wouldn't endup flying a ton with Eddie.
He got really busy with primary students.
And I would end up transitioning to acouple of other instructors over my time
working on the instrument rating, butlike I've talked about before I actually
liked training with different instructors.
So it was fine with me.
(03:50):
Actually even then I was already workingin the background with the instructor
who was in charge of the instrumentprogram at the school at the time.
And I would end up flyingwith him quite a bit too.
So it's suited me just fine.
I would later do a flight or two withEddie when I was doing my commercial
training and we always had a great time.
So while Eddie was super new, I couldalready tell that I love flying with him.
(04:11):
That he was going tobe a great instructor.
So I hope you enjoy today's episode.
As I actually get startedon my instrument flights.
So we'll start here as normal, getting theATUs taxing, doing the run-up and I'll cut
in a few times here and there to comment.
but also cut out.
You know, some of the dead airor things that aren't pertinent.
(04:32):
for a bit of time savings, but Istill want to give you the flavor.
So I do leave some of that in.
Somehow, we both miss the altimetersetting here at the beginning.
So we had to pop the ATUs back on.
Verify it.
And you'll also hear me fumbling arounda little bit with the altimeter setting.
Doing the entry into the instrumentsand as well as checking some
of the flight instruments.
(04:52):
So let me explain that for a minute.
I was flying in what was a new to me,airplane that the school used mostly
for instrument training and check rides.
And this'll warrior had to GarminG five instruments in place of
the attitude indicator and thedirectional gyro or heading indicator.
This airplane also hadno vacuum system anymore.
It had been removed when the chief fives.
(05:14):
Were installed.
As there was no more need for it sincethere were no vacuum instruments anymore.
The turn coordinator, whichwas still there uses a gyro,
but it's electrically driven.
So no vacuum system needed.
Like I said, also that meant sincethere were two altimeters, there was
the altimeter tape on the G five.
Well on either G five they'reinterchangeable, but usually
(05:37):
we had it on the top G five.
Where the, attitudeindicator would normally be.
anyway.
That had an altitude tape.
And we also had the steam gauge altimeter,which was still in the airplane.
So now I had to get in the habitof setting the altimeter setting
twice one on each instrument.
Doing this.
(05:57):
They almost never matched.
Exactly.
So my emo would later turn intome setting it on the Jeep five.
Whenever I got an updated setting.
And then setting the analoginstrument to match the altimeter.
On the G five.
I didn't want conflicting informationdepending on which instrument I looked at.
So I would set them up to be the sameif they ever conflicted after that.
(06:20):
Something was probablywrong with one of them.
Also this mint on the heading indicator,there was nothing to set and no procession
to worry about as the heading indicatorfrom the G five would set itself.
All I had to do was make sure itbasically matched the wet campus.
So with these instruments totallynew to me, it gave me a bit of pause.
I would grow to love these G.
(06:41):
by the way, I'm a big fan of those things.
They back each other upgave me better information.
Reduce the workload there.
Awesome.
Highly recommended.
Anyway.
We'll pick it up from thetop there with the ATUs.
You got me?
Yep.
Runway centerline contact tower on 124.
6.
Arrivals north of runwaycenterline contact tower 119.
(07:05):
7.
Advise on our initial contact,you have information Kilo.
Kilo.
Falcon tower, information Kilo 1654Zulu, wind 010 at 6, temperature 13,
dew point minus 3, altitude 300 niner.
Visual approach in use, landing anddeparting, runways 4 left and 4 right.
Attention all aircraft, 5G NOTAMis in effect for Falcon airport.
(07:27):
For further information, contactflight service frequencies.
Arrivals south of runwaycenterline to contact tower on 124.
6.
Arrivals north of runwaycenterline to contact tower on 119.
7.
Advise on initial contact,you have information?
Kilo.
Okay,
we got kilo, and Ididn't get the altimeter,
so.
Oh, yeah, I just didn't.
Hold on.
(07:48):
Kilo 1654Z, wind 010 at 6, temperature13, dewpoint minus 3, altimeter 3009.
Visual approach in use, landingand departing runways 4L and 4R.
3 0 0 9
er.
And we are on ground.
And you set this, 3 0 0
(08:09):
9.
Oh.
There you go.
I wasn't even looking at that one.
You know what we're checking for,um, when we set our altimeter?
Within 75 feet of field elevation.
We're at 1, 394, so we're 6feet off, so that's perfect.
Alright, continuing with the checklist.
Um, flight instruments check.
Cool.
So, let me just, oh, we don'thave, we don't have one.
(08:31):
It's right here.
Okay.
That'll, that'll set itself up.
It set itself,
right?
Good.
So, it looks like it may bemore accurate than the compass.
Yep, probably.
Because, yep, 4 0, so we'lljust go off this for now.
Okay.
Um, airport diagram open.
Cool.
Alright.
There we are.
(08:53):
And just kind of hold short at this.
And then what you're going to tellground is you're going to say, Falcon
ground, Red Rock 71, spot 5, northdeparture, with information, Kilo.
So you can practice saying it.
I got it.
Okay.
That's just spot 5?
Yep, that's spot 5.
So north departure with Kilo.
All right, so I'll jumpin right here again.
(09:13):
It was a very busy day atthe airport and on the radio.
So we then sat here for a while.
Walk, call after call came in fortaxing out or back to the ramp.
I'll cut most of it out.
But there's some other airplanes infront of us at our spot five as well.
I'll leave in the last callbefore us, because you'll hear
(09:35):
me voice my frustration on howbusy it is with my deduction.
On the possibility of themgetting what they were asking
for, which was short approaches.
It was all in.
Good fun.
And it wouldn't be the last timeI'd be waiting during this flight.
Good morning, Oxford5841, spot 5 with Kilo.
What's the possibility of multipleshort approaches on the pattern?
(09:58):
Five percent.
5841, I can't guarantee them.
It's looking pretty good out there.
There's only a few in the pattern,so you might get a couple.
5841, can we stay in the patternfor multiple touch and go?
Roger, 5841, affirmative, follow companystraight ahead, runway four right taxi
via Delta, advise runoff complete.
Roger.
Company straight ahead, 4 rightvia Delta, and we'll advise
runoff complete, 5241, thank you.
(10:19):
Next out of spot 5.
Falcon Ground, Red Rock 71, spot5, uh, we are looking for a north
departure, and we have Kilo, sir.
Red Rock 71, Falcon Ground, thank you.
Runway 4 right, taxi via Delta, adviseme run up complete, this frequency.
Alright, we'll taxi via Delta and adviseon completing the run up, Red Rock 71.
(10:39):
Runway 4 right.
Spot 5
pulling up, what's the call sign
request?
Very nice, Bill.
Very, very nice.
Clear center, left, clearright, and we'll turn left.
So as we were taxing, I asked Eddie aboutwhat it was like being an instructor.
I knew I'd likely end up there too.
And as a new instructor, I wascurious how it was going for him.
(11:02):
You know, how that transition wasgoing and how he was liking it.
Also, before we start the run up, you'llhear me futzing around with the throttle.
This warrior and most of the planes atthe school were old enough that it had
the older style push pull throttlesmore like Cessna's Slightly newer Pipers
had the lever throttle cluster with themixture and prop and for those planes with
(11:26):
constant speed prop It would have the propthere as well But at some point someone
had put in a throttle in this airplanewith a vernier assist control I guess some
people love them, but I really didn't.
If you're not familiar with what I'mtalking about, most push pull throttles
that I had used before, for example,ones in Cessnas, also in some of the
(11:47):
light sport airplanes I had flown andprobably many other airplanes, but
those are the ones I was familiar with.
The throttle Had a friction dialwhere the throttle rod entered
the panel where you could tightenthe friction or loosen it up.
But the throttle itself was just asimple push pull mechanism with the
(12:08):
extra friction that that frictionlock would cause or, or release,
depending on which way you turned it.
With the Vernier Assist, though,it's more like a, a lot of mixture
controls in Cessnas where you couldtwist the knob to fine tune it in or
out, or push a button on the handleor the knob to make bigger changes.
(12:29):
Anyway, in this airplane with a Vernierthrottle, I had never used one before.
You know, for the throttle lever, I foundit hard to make normal, fine changes.
Yeah, you could twist it to makereally fine changes, but they were
too fine in my opinion, and wouldtake many, many twists to make any
difference in the power setting.
(12:51):
So I found I usually had to push thebutton on the throttle knob to make more
macro moves, if you will, bigger moves.
That's easier when you needto make really big moves.
And so I find it difficult touse this throttle to fine tune.
I'd have to push that in and thenI couldn't rest my hand against the
panel to make small changes like Iwould with a normal friction lock.
(13:16):
Throttle.
I hope this is making sense, butbasically it made it very difficult
for me to make adjustments to the RPM.
I would get used to it, ofcourse, but I never loved it.
I just tolerated it.
So this day was my first time using it.
And I would find myself flummoxedtrying to figure out how to
(13:36):
dial in the RPM that I wanted.
So I was learning a lot of idiosyncrasiesabout this airplane on this day, but
I would definitely get familiar with,with the airplane as I continued
throughout my instrument training.
In any case, let's get back to the flight.
Well, I know you haven't beendoing it long, but how do
you like being an instructor?
Um, so far so good.
I'm learning a lot.
I love the fact how I have to do it.
(13:58):
Really beyond my A game at all times.
I really like that pressure.
Um, and meeting people has been great.
I'm making a lot of new friends.
It's been great.
Definitely
scary at times though.
It almost put us in thegrass the other day.
Oh boy.
Yeah, it's a lot of responsibility.
It is.
It really is.
Especially for a young guy like me.
(14:19):
Right.
That's true.
Alright, we'll go
next to
um, We'll go in between these two
CA you guys.
The two closer ones?
Sounds good.
A lot of Oxford out here.
Yeah, this is their territory for sure.
(14:40):
Alright.
Very nice.
Run up.
That's still in there pretty good.
There you
go.
There you go.
It's really hard to do it lightly
because you have to push this.
Yeah, he's got to finesse it.
(15:01):
Much
better if it had a lock.
Okay.
Parking, brake, run up.
Parking, brake.
Mixture, rich light controls
up over here, down over three and correct.
(15:24):
Throttle 2000
and hop on those brakes too.
Geez.
Back on ground box.
So 78, 34.
Spot five because I information magnetos.
Screw drop no more than a hundredtwenty five, seventy thirty
four balcony for right tank.
Run up complete.
There's both, right?
(15:45):
Otherwise, engine up complete.
78.
Okay.
Right at
125
Back to both.
Okay.
Carb heat
got a drop
amperage, I'm guessing that's over here.
Yep.
So you're looking for fuel pressure.
We'll go select and we'relooking for amps bolts.
(16:08):
Okay, got it right there.
Cool.
Yep.
Alright, so positiveamperage and go back to fuel.
Uh, yes sir.
Okay.
Vacuum.
So we don't have a vacuum in thisairplane because we have electronic.
You're not.
Alright.
Throttle back to idle.
Flight instruments.
(16:30):
Check them again.
Okay, that's all the way out.
It only went down to 800.
Perfect.
So it doesn't
die on us.
That's the main thing.
Yeah.
Okay.
Uh, oil gauges.
We're in the green everywhere.
Cool.
Uh, throttle back.
(16:51):
Uh, flight instruments.
Checked him again.
You wanna do anything with the GPS?
Oh, yep.
So we're gonna hit that D button andthen we're gonna throw in V-P-F-T-N.
Okay.
And that's gonna be Fountain Hills.
Oh, okay.
Got it.
We're just
gonna fly kind of towards that.
It's a good littleintroduction to G four 30.
(17:12):
Okay, cool.
And you enter, enter.
And it should have a line.
Perfect.
Alright,
cool.
Okay.
Transponders, 1200.
Does that have an automatic altitude?
Yep, so it's pressure altitude,so it's altitude coded.
Um, for takeoff, so.
Yep.
Alright, we are going todo a normal takeoff, right?
Yep.
(17:32):
And if we see any problems,something not in the green,
any hiccups
with the engine, we're going toimmediately brake and get off the runway.
If
we're in the air but have runwayremaining, we're going to go ahead and put
it down, brake, maximum braking, get off.
If we are below a thousand, but norunway remaining, we're going to to put
(17:55):
it down in a golf course or something.
Probably a golf course,
yep.
Um, best glide is 79.
And, uh, we'll have a sterilecockpit till 1, 000 feet.
Sounds good to me.
Anything I'm missing?
Um, normally I alsolike to pre do the plan.
So say we're in taxi to 4 Right,we have enough runway remaining,
we'll do a north departure.
We'll plan for 3, 700, direct BPFDN.
(18:17):
We'll look outside, look fortraffic, and then the emergencies.
So, that's what I like to do.
3, 700.
And
Alright.
Go ahead.
Falcon Ground, Red Rock71, run up complete.
Red Rock 71, uh, continue your taxirunway 2 to correction, 4 right.
(18:38):
Alright, we'll continue ourtaxi to 4 right, Red Rock 71.
Very nice.
Thank you.
And then when we become number two,because we're number four right now,
when we become number two, we'lldo our before takeoff checklist.
Sounds good.
As soon as I get in line,are we switching to tower?
Ah, yes sir.
And it's already in 124.
(18:58):
6.
And you can switch this to 122.
75 when you get a chance.
122.
75, that's the practice area?
Yep.
You want to cross check me on that?
122.
75.
I got it.
I was wondering if you could do that.
I
(19:18):
So we worked our way up, did the beforetakeoff checklist, and got our clearance.
Red Rock, 71, Falcon Tower, flystraight out runway 4 right, cleared for
takeoff.
Cleared for takeoff on 4 right,Red Rock, 71, fly straight out.
Cool.
Very nice.
A lot of people don't get that.
Alright, before we take off checklistcomplete, you can close that door.
rudders.
(19:40):
Alright, you got it?
Yep, and we are cleared.
So you can start your right hand turn,
and you are good to go.
Alright.
We're in the green.
Airspeed is alive.
Alright, we'll take off
at 65.
Rotate at 65.
(20:01):
And rotate.
Runway four right at delta two, clear fortakeoff, and there is traffic on runway.
Yep, they are lining up to wait, youare clear for takeoff in front of them.
Runway four right at delta two,clear for takeoff, OXO 7834.
6841, continue straight out, changingright for left contact tower 119.
7.
Flying straight out, follow
that traffic.
(20:24):
Alright, we are headed to 37.
Yep.
Left turn north
approved.
After that traffic in frontof us, traffic in sight.
Red Rock 71.
Yep, on the outside of him.
Um, we will continue.
Very nice, Bill.
(20:45):
Making my life easy.
And we'll climb out at 85.
Now do we have a shelfwe need to worry about?
Uh, not here.
Okay.
It starts at 4, 000, sothat's why we go up to 3, 700.
Okay.
Situational awareness though.
Alright, so continue straight out.
So, after making our left turnheading towards Fountain Hills,
(21:08):
I did my after takeoff checklist.
ain hi
All right flaps are zero, mixtures
rich, uh, landing light off, and airspeed,climb, cruise climb at that hundred.
Oh yeah, there you go.
There you go, very nice.
(21:29):
So you're at 3, 200, we got 500feet to level off, we got Red
Mountain off the right hand side,and you're going direct to VPFDN.
And so just continue.
Climbs pretty good in the winter.
Oh yeah.
He's ripping.
Bill's ripping.
Bill's ripping Red Rock 71.
That's
right baby.
(21:51):
Alright, so continuing that climb, we gotsome traffic, another red rock traffic
kind of ahead of us at the same altitude.
So just, uh, be on the lookout.
And you know what?
We're going to come right about 10 degreesto a heading of I can't see the mountain.
No, we're clear of the mountain.
We're clear, okay.
Yep, so come right about 360 for traffic.
And we're at 37, so
Perfect, so just maintain that.
(22:14):
Perfect, and then we cando our cruise checklist.
Alright, well, uh, canI do memory items first?
Uh, sure.
Alright.
Going to help me keep fromclimbing if I go back to
22, right?
Yep, so it doesn't like to be in thecruise setting for too long, so just
make sure you're a little bit above that.
Okay.
So, see how it's in the red?
Yeah.
We'll just keep this right about,
(22:35):
right about there.
Okay.
Watch out for the bravo
shell, 3, 800 feet.
Alright, uh, turning base.
Cruise checklist.
Throttle set to cruise.
Mixture lean.
And follow a departure just westof the wagon wheel turning base.
Alright, push it back in.
There you go.
Alright, and heading indicator,K, fuel, 30 minute timer.
(22:57):
You've got that?
So we've still got a few minutes left.
Very
nice.
We're heading out that fast.
We're clear at Red Mountain.
We've got not too much traffic aroundhere, so this is all very, very good.
(23:19):
And now that we're out ofthere, we can switch to 122.
75.
Okay.
All right.
So let me talk about something that'lllikely come up a lot in this airplane.
Another idiosyncrasy, if you will, Iguess, because of a hollow crank shaft
that was fitted in this particular engine,I think that's what it was caused by.
Anyway, there are certain RPMs thatwe have to avoid in this airplane.
(23:42):
And if you set an RPM in this range,you get a red enunciator on the
panel, but also on the engine monitorthat this airplane is equipped with,
unfortunately, the RPM range was Kindof an important range for slower speed
operations, like within the patternfor an airport or when setting a slower
cruise speed, for example, I can'tremember for sure, but it went from,
(24:04):
I think like 2000 RPM to somethinglike 2350 RPM, something like that.
It could have been a little smaller.
It could have been bigger.
It could have been in a different spot,but it was, it was something like that.
I haven't flown thatairplane in quite some time.
So you had to be above.
Or below that RPM for anyextended period of time.
So again, learning how to flythis particular airplane since
(24:26):
this was my first time in it.
So let's keep going then as weentered the practice area, he had
me do a position call, and thenwe do our pre maneuver checklist
and get ready to do some air work.
You can say, uh, North PracticeArea, Red Rock 71, 3, 700,
Fountain Hills, northbound.
(24:51):
Northeast Practice Area, Red Rock 71, is3, 700, headed northbound over Fountain
Hills, uh, Northeast Practice Area.
And you've also got, uh,Honeywell 139, AWM 9 helicopter.
We're over, uh, Fountain Hills2500, uh, approaching, uh,
Sour Continent, where we are.
(25:13):
Should just
be down there.
Got him in sight.
Yep, got him.
Alright, we got you in sight, Northeast.
Good, so, um, I don't know ifyou got too familiar with it,
but this is Rio Verde, obviously.
Over there, see those kindof fields in front of us?
Yep.
With, uh, like the brown.
Yep.
Those are called the Orchards andthen that's Rio Verde up there.
(25:33):
Yeah, Rio
Verde community.
Yep.
Campground right there.
Oh yeah, Campground.
Yep.
Street Pattern is way up there.
Street Pattern is all those houses, right?
Yep.
Okay.
So, um, now what I'm going to have youdo is we're going to climb up to 4, 500.
And we're clear of the shelf?
Yep, so now we are.
(25:54):
Oh, we're already at climb power.
How did it sneak up like that?
Basically.
Well, because we
can't keep it See that little red thing?
Yeah, yeah.
Exactly.
Did you say 4, 500?
Yep.
And then from there we're going tostart to do some, uh, steep turns.
Maneuvering.
(26:17):
Alright.
So we got an instrument flying.
You're going to really make surethat you're on your heading because
you have really tight restrictions.
So it's a good habit for you tostart saying 300 to 200 to level off.
And then once we hit 4, 400,we'll go 100 or level off.
Start vocalizing what you're doing,because that's heavy an instrument.
so that's just a good call out,but normally I do 500 feet to level
off, then 100 feet to level off.
(26:38):
Okay.
So you could go 4, 400,100 feet to level off.
Alright, 100 feet to level off.
Here you go.
Looking outside, making sure thatthere's no traffic, right, always
keeping good consistency on the outside.
Okay, cool, 4, 500.
Now we can start ourpre maneuver checklist.
Pre maneuver checklist.
Clearing turns.
(26:59):
Alright, we'll do
one to the left.
So just a nice 30 degreebank looking for traffic.
And we'll head due west and then we'llcome back to the right due north.
Okay.
Yeah, there's 4, 500.
Alright,
5 degrees to west.
Perfect.
(27:23):
And then we'll come back to the right.
Alright.
Clear as far as I can see.
Gorgeous day to fly.
Yeah, it is really nice.
Alright.
So at this point, we wereready to do some stuff.
We'd start with a steep turn.
As I said earlier, this was mostlyabout getting comfortable in the
airplane and getting ready to startthe actual instrument training.
(27:46):
I wasn't even using the hood yet,so while it didn't seem like the
start to instrument, I think itwas time well spent in my case.
Alright.
We kind of have, we ownthe airspace for now.
The only guy above us is thatSouthwest Airlines at 7600 feet.
Doing a really good job holding altitude.
(28:06):
Alright, 5 degrees.
Air is 360, very nice.
Alright, next up we cancontinue on that checklist.
Clearing turns are complete.
Um, landing light on.
Fuel pump on, I went out of order.
Uh, mixture rich.
Go.
Carb heat,
(28:26):
push it back in.
Throttle as required.
Checklist complete.
Alright,
so now we can do a steep turn, whichis a 45 degree bank turn to the left.
And we'll do 460 degree, andthen we'll do one to the right.
Okay.
So just a really nice gradualturn over to the left.
(28:50):
There's 45 degrees.
Beautiful.
And keeping that bank injust a little bit more.
Getting a little shallow.
Beautiful.
And you want me to go where?
To the south?
Oh, 360.
Yep,
and then we'll do another360 degree turn to the right.
Okay, gotta keep that altitude.
Yep,
(29:15):
continue in that turn.
We'll come 45 degrees to the right.
Absolutely beautiful, Bill.
Beautiful.
Alright, watch that airspeed.
Watch that altitude.
Climb in just a little bit.
Totally different sight pictureon the cowl on this one.
Oh yeah,
completely.
I like how you're looking outside,kind of trying to keep that horizon
(29:36):
slicing right through the cowl.
Perfect.
I think I got it figured out.
Yep, that's very good.
And then we'll roll out to north andthen we'll switch the fuel tanks.
And there we go.
Perfect.
And you can switch that R to the L onthat red tank when you have a second.
(30:00):
And the fuel pump is on.
Yep.
Alright, we're on left.
Alright, so next up we'regoing to do a power on stall.
You remember the setup for that?
Well if you just remind me ofthe procedure I think I'm good.
Sure.
Alright we're going to slow
ourselves down because we didour pre maneuver checklist.
That's right.
So, oh, okay, that was aggressive.
You're fine.
Sorry
about that.
No you're good.
This throttle is killing me.
(30:21):
I thought the engine died somy heart sank for a second.
I'm glad that was you.
Where
do you want?
Um, so we're going to bringit back to about 1, 800.
And we're going to letourselves slow down to about 70.
Okay.
Then at 70 we're going to go 2, 000 RPM.
Keep pulling back, keep pulling back.
You don't want to lose that airspeed.
(30:44):
There you go.
In about 70, we're going to go 2000 RPM,
and you can start tobring that pitch back.
Keep on bringing it back, and thenext thing you're going to see
the stall warning light come on.
There it is.
And then you're going tofeel the engine buff it.
Keep that right rudder.
You want to stay coordinated.
(31:05):
Feel the engine buff it now.
Alright, push it.
Push the nose forward.
Just right below the horizon.
And
we're going to gain our airspeed.
And we're going to climb out back
at 85.
Alright, you want to make a radio callsaying that Red Rock 71, Northeast
Practice Area, Dynamite Road, 4, 500.
(31:27):
Northeast Practice Area, Red Rock 71, is4, 600 feet at Dynamite Road, Northeast.
Very nice.
Alright, cool.
I forgot the name of the road you told me.
Yeah, I know,
I know.
We'll do a power off stall next.
So, we'll go up to 100 miles an hour.
And we want to be about
(31:47):
24?
Uh, for now, just to get ourselves there.
And we'll go back to 2,000 once you hit 100.
Alright, there we are.
So you can bring it back to 2, 000.
There's 2, 000.
You're going to bring inthat first notch of flaps.
(32:10):
At 90, you're going to bringin your second notch of flaps.
Already there.
Cool.
And at 80, you're going to bringin your last notch of flaps.
A little bit premature, but that's fine.
Alright, now that we're at80, we're going to pitch down.
Simulate a landing.
Right, 500 feet descent per minute.
Once you hit that 500, you'regoing to pull the power to idle.
(32:32):
Now you're going to start to pitchup, slowly, and we're going to let
the airplane stall, so pitch up, thatairspeed, and make sure to keep that
right rudder in for coordination.
I'm actually having to use leftto keep it coordinated right now.
Really?
Yeah.
Alright.
It's kind of weird, right?
And then, once we stall, you're goingto go, there's the stall, full power,
full power, and you're going to take thefirst notch of flaps out immediately.
(32:53):
Alright.
80 knots,
second.
And
once we are in the positive VSI,we'll go last notch of flaps.
Alright.
And
traffic not available.
Yeah, I know.
So whenever we're in that redthing, it says that sometimes.
(33:13):
Alright, let's do a 180degree turn to the south.
Yep,
it's clear over here.
Alright, so I was a little out ofpractice, as can be expected, I guess, but
he walked me through both stalls nicely.
He then would surprise mewith an engine out drill.
I probably should have beenmore ready for it, but I wasn't.
So what can I say?
(33:35):
The other problem I was havinghere is that this area is just such
a vast stretch of desert below.
Not really any.
farm fields like we have south ofthe East Valley and it's just desert.
While seemingly a good place to puta plane down, there's all kinds of
medium sized and small vegetationand lots of dry creek beds with
(33:56):
undulations and washes and berms.
And so what might look flat fromway up high will ruin your day if
you have to try and land on it.
So I had a hard time pickinga place to shoot for.
Agricultural areas seem tohave a lot more safe options.
And while there is some ag in thisarea, albeit smaller areas, it's
(34:20):
mostly orchards, so not a good choice.
Anyway, it was a good learning experience.
Here's how it went.
You're doing very good, Bill.
That was great.
Engine just died.
So, first thing we're goingto do is go to airspeed.
We're going to pitch for 80.
So that's our ABC's, right?
Yep.
(34:40):
Best place to land.
Oh, best place to land.
Yep, so we're looking outside.
Where do you think is a good spot to land?
I should have been looking.
Um, well definitely inthe flat areas over here.
Okay.
and so we're continuing to look for that.
And then the C's are checked.
So maybe we fuel start our left tank.
So maybe we switch it over to the right.
(35:01):
We don't actually have to do it.
Okay.
We're going to make sure our master's on.
Uh, maybe we have carbizing.
Yep.
Make sure fuel comes on.
Maybe you have carbizing.
So pull the carpeet.
We don't need to.
Yep.
And then make sure our mixture's rich.
That's a good little flow.
If nothing's happening with that,then we're going to pull out
our forced landing checklist.
forced landing.
Airspeed 80.
(35:21):
Check.
Declare an emergency.
Squawk 7700.
Magnetos are off.
Masters off.
Fuel selectors off.
Uh, mixture off.
Seatbelts on.
ELT on.
Okay.
Flaps as required.
Airspeed minimum.
You're not looking outside.
You're not
looking outside.
There you go.
(35:43):
Yep.
Perfect.
Run through that.
Where would you go?
Probably on that little, uh,
We'll break it off right here just becausethere's, um, houses so you can climb up.
Go up to 4, 500.
I know, right?
Makes me think.
Yeah.
(36:06):
Um, yeah.
Alright.
And always double check your oil pressure.
Look at your fuel gauges like onceevery five minutes or so just to make
sure that everything is all good.
Alright.
So we did stalls, we did steepturns, we did climbs, we did
descents, we did uh, turns.
Um, let's see.
We used a little bit of theGPS and it's almost 1040, so
(36:30):
unfortunately we have to go back.
Alright, so it wasn't my finest andmost decisive hour, but like I said,
it's all part of the learning process.
We'd start to head back now, so he wantedto get me back in the box a little,
so to speak, or back on the GPS, asI would need to get pretty proficient
with that for my instrument writing.
(36:50):
Funny thing though, is he assumed I hadno experience with the old G430 Waz,
but I flew with one pretty extensivelyback in my club days, you know, 10, 11
years before with the 182s and the 172.
So he was telling me topunch in direct to kick.
KFFZ or Falconfield, but I used thenearest function instead to minimize
(37:12):
having to dial in the airport ID.
He started to stop me, but thenhe realized I was doing the same
thing, but just in a faster way.
So while I impressed this time,don't worry, that little old
GPS box would get the better ofme before I mastered it again.
So it'll have its winsin battle with me yet.
(37:33):
But today I won.
Here you go.
Alright, so what you're going todo now, you're going to hit that D
and you're going to throw in KFFZ.
So, nope.
I can get it right here.
Oh, perfect.
Alright.
Wow, look at you.
Alright.
I did use
that in my 182.
Awesome.
Alright, and then we're going to getweather, 20 miles out, because that's
(37:53):
part of our before landing checklist.
Okay.
That's us.
I didn't hear the uh, I haven't touched
anything.
Uh, do we have a carrier?
(38:14):
I don't think so.
Okay.
Visual approach in use,landing and departing.
four left and four right.
Attention all aircraft, 5G nodumis in effect for Falcon Airport.
For further information, contactflight service frequencies.
arrival south of runwaycenterline and we'll descend
(38:35):
after
Alright, we have Kilo.
Kilo.
Alright, so after we um, go overthese houses, We don't want to descend
low because of noise abatement.
We'll go down to 3, 300.
Alright, and you can pull out thatchecklist when you have a second.
(38:56):
There we go.
Cool.
And we'll
start to verify thebefore landing checklist.
Alright, 20 miles out, ATIS AWOS check.
Just got that.
10 miles out, Kilo, right?
Yep.
Uh, 10 miles out, first call.
That'll be over Fountain Hills.
Got 6 miles to
(39:16):
go.
Fuel pump
on.
We'll just do that after.
So we'll do our postmaneuver checklist now.
Okay.
So we just want to make sure that wegot that first part of it before landing
and then we'll do our post maneuver now.
Got
it.
Post maneuver.
Carb heat
still off.
Oh, that thing's annoying.
Landing light.
I think it's
(39:37):
this one.
Yep.
I know it's hard to read.
Fuel
pump off.
Cool.
Mixture
lean.
There it is.
Yep.
Perfect.
And we can start thatdescent down to 3, 300.
Okay.
I'm just going to go to 2, 000 RPM.
Does that sound okay?
Yeah, that's fine.
Or 2,
100.
Yeah, that's perfect.
And then you can also letthem know we're at campground.
(39:59):
Descending from 4, 500to 3, 300 northeast.
Northeast practice area,Red Rock 71 is at 4, 500.
Descending to 3, 300 overcampground northeast.
Very, very good.
Zero in 119.
7.
Perfect.
(40:22):
Good descent right here.
I think it's trimmed well.
Oh yeah, she's
ripping.
Good job.
I say ripping way toomuch from the Midwest.
That was a North Dakota thing.
I noticed you shot
me a shaka at one point.
Oh, yeah, that's the Hawaii in me.
I have North Dakota, Hawaii, andnow a little bit of the Southwest,
and I lived in Washington for ayear, so a little bit of everything.
(40:43):
Nice
West.
He's way
over there.
That's the Northwest, so he'ssome dude just ripping over here.
Alright, and we want to make sure thatwe're at 3, 300 because of the Shelf.
Um, so the Shelf startsat 4, 000, perfect.
Perfect.
So we'll just continue in this descent.
(41:05):
Everything's looking good.
And then at ten miles out you cancall them saying we have Kilo inbound
full stop from Fountain Hills.
Sounds good.
Most likely give us lefttraffic for four left.
And then switch us over to the right.
Uh, maybe.
Alright, we are 200feet from our altitude.
(41:26):
Epic 200 feet to level off.
Okay.
We'll just probablyenter direct on the 45.
Um, so at 10 miles out, so you cancall them in a mile just saying.
Will do.
You know what to say.
There's our altitude.
Would you keep, go to 22or 24 in this airplane?
Uh, at this point or just keep it slow?
(41:47):
No, no, go to 24.
Yep.
I'm good.
Yeah, perfect.
I know this throttles allkinds of hamma jank, but.
There we go.
Oops.
Now
I'm
climbing.
Really good use of trim.
Okay, so here's mybonehead move of the day.
The classic transmit on thewrong frequency mistake.
(42:10):
Luckily, I caught myself, andI don't think anyone was still
on the practice area frequency.
So maybe it went unnoticed outsidethe airplane, I don't know.
But I guess we all do it sometimes.
So one could cut me some slack onthat one, but then listen to me
when I did call the right frequency.
You'll hear it.
(42:31):
English is hard.
Foggin Tower Red Rock 71.
Oh, no, no, wrong frequency.
Yep, there you go.
Four company.
You terminal.
Cross one ahead.
I was like, it's really quiet.
Following the AL Officer 61 54
Red Rock Tower FalconTower Red Rock, 71 is over.
(42:51):
Fountain Hills, 3,300 inbound.
Full stop with Kilo
Red Rock.
Seven one Falcon uh, towerMake left traffic going.
Four Left.
We'll make left traffic for four Left.
Red Rock.
71.
I always say Red Rock Tower too.
. Okay, uh, the thing that we needto know is by the time we hit that
circle, because that's Falcon, wejust want to be at pattern altitude,
(43:14):
2,
400.
I don't want to descend any lower thanthis because of all the hull behind us.
Exactly, so once we cross MountainHills, I'll just wing on over to 2, 400.
Sounds good.
We're staying ahead of the airplane,which is great, and then we can continue
in that before landing checklist,because now we had our first call.
(43:34):
Got it.
Ten miles out.
Before landing, ten miles out.
Heel pump is
There you go.
Uh, fuel tank, still on the good one.
Uh, mixture rich.
Carb heat, push it back in.
Landing light on.
(43:56):
There you go.
And
five miles out, position planned.
Okay, so you see in front of us,we have Falcon Tower up there.
Yep, I see it.
So we'll just enter on this 45and we'll square us off for a 4
left.
You know what to do.
Yes sir.
Alright, so now we're just aboutpast Fountain Hills so you can
start that descent down to 2, 400.
(44:18):
It's weird we can't use those,uh, useful RPMs right there.
I know, it's super weird.
I flew this thing solo once, like whenI started here, and I was like freaking
out, because I was like, what is that?
You're getting a red warning.
Yeah, that's just from that.
Okay, alright,
got it.
Those enunciator lightsare freaking me out.
Oh, I know, I know.
Just to get used to it.
Alright, pull back just a hair more.
(44:40):
So it stops yelling at me?
Yeah, exactly.
Oxford 6154, follow a seminaldownwind ahead, number 2, runway
4L, cleared to touch and go.
Number
2,
cleared to touch and go, 4L, Oxford 6154.
Red Rock 70 01, uh, followan archer crossing downwind
12 o'clock in about 2 miles.
(45:03):
Alright, we're looking fortraffic, and we'll follow him
on the downwind, Red Rock 71.
70
01.
70 01.
70 01.
Call your crosswind turn.
Got him, perfect, yep.
I think that's him.
Yep, I
think that
is.
I'll
let him know it's in sight, right?
Uh, yep.
Yeah, we have the Archer on downwind.
Alright, Anaclon,
(45:26):
we'll inform them.
Falcon Tower, Red Rock 71,we have the traffic in sight.
Red
Rock 71, roger.
You still got him?
He's like almost.
He's
almost a beam.
Really, really nice Entry on the 45, 50,
41 follow company officer.
Turning base run withfour left Clear touching.
(45:47):
Go.
54 traffic and site four left.
Clear touch.
Go,
go,
go off.
Roger Crossman approve of your discretion.
I hear those guys fly wide patterns too.
Those Red Rock.
71.
Number three, follow theArcher approach in Downend.
Number runway four, left
Number three, clear to land on.
Four left Red Rock.
71.
(46:09):
Follow the archerapproaching on down wind.
Copy
the read back, thank you.
Yeah,
the archer I saw wasthe one we're following.
Oh, I think, okay, that's a Cessna.
Because he was talking aboutcompany traffic that was turning
crosswind, so I think we're good.
I'm getting a little low.
(46:31):
Yeah, watch that altitude.
Alright, we should be at twothousand on downwind, yeah?
2,
000.
2, 000 RPM.
2,
400, yep.
I mean RPM.
We should be at 2, 100, but in our case,that's going to be like right at that.
100 miles an
hour on downwind.
You can start that turn.
(46:55):
We're going to
square ourselves off.
You're
Yeah, I noticed that, butI can't, I can't add power.
Oh, yeah.
True.
It's really annoying.
(47:17):
Alright, you might want to widen your,uh, down one out just a little bit,
because we don't want to overshoot.
I had an issue with that this morning.
Okay.
But the student, he overshot.
We almost, we got into theother approach path, so.
I really can't.
No, I know, I know.
Do
anything with the power right now.
No, so you can start your descent now.
Okay.
Perfect.
And we'll slow ourselves down.
You can get that first notch of flaps.
(47:37):
There you go.
And start
to
pull
that power back to 1800.
Falcon tower
61 54 going around continuing
your descent.
This is . Do you have thearcher head and she left side?
Uh, we have 'em in site.
7 3 8.
I go.
Hey,
that's about 45.
Thank you.
Number three, we're onlyfour left clear land.
They're also full stop.
I'll follow this.
(47:58):
Follow the 7 61 54.
All I wanna be at 90.
Yep.
In the base.
Perfect.
And I'm gonna just continue the turn here.
Okay.
For final.
Yep.
Because we were a little close.
Thank you.
And see the traffic on short.
Final, see if he's still on the runway.
(48:18):
We we're gonna go around.
I got it.
And you're a little fast, so we'lljust bring that last onto to flap flaps
and kind of slow ourselves down a bit.
We are.
And I wanna get to 80.
Yeah.
Uh, yeah, exactly.
80 full flaps on final.
And we should be 1800 r pm.
(48:43):
A little low.
Beautiful Bill.
Alright, that guy is off the runway.
Alright, I'm
going to go ahead
(49:05):
and
get
some light
rudder in.
Get
it
aligned.
Alright, runway is made.
Start to pull that back.
Stop that energy.
(49:25):
Pull back, pull back.
There you go.
Oop,
little balloon.
You can start to add in those brakes.
There you go.
Uh, not that.
So you can just let it off.
Let off.
Red
Rock 71, turn right at the end.
Hold short.
Runway 4 right.
(49:49):
We'll turn right at the end.
And hold short of 4 right.
Red Rock 71.
Roger.
9 6 10.
Company, Archer, 12 o'clock onfinal landing the south runway.
Traffic.
I guess I might as
well get on the center line.
Red Rock 71 monitor.
Tower 1 2 4 0.6.
She'll give you a call again,
we'll monitor one two four 0.6.
Red Rock 71 brake
(50:10):
tower 4 5 1 holding short
echo.
1, 2, 4 what?
2 4 6 Holding short traffic not available.
Tower.
This is Cherokee.
1 6 3 1 8.
We're holding short four.
Right.
A bravo so you can turn everybody in
between the runways holding.
Trying to get on the other side.
I have you standby.
(50:32):
I
can't get that stupid
throttle.
Oh,
I know, you're good, you're
good.
You're in
Alright, so then we literally spentThe next 10 minutes or so waiting to
(50:53):
cross the end of runway four, right?
It was getting pretty ridiculous,but the amount of traffic at Falcon
Field can be ridiculous sometimes.
So I guess that's life.
We did finally get the call to crossand then neither one of us remembered
if they had said to contact ground.
or monitor ground.
(51:14):
So I had to key back up and askground if we were good to taxi.
In listening back, of course, I cansee, I can hear, I guess I should
say that we had already been clearedto taxi all the way to the ramp.
But since we weren't sure,we stopped and asked.
Rookie move for sure, but betterto confess than get a deviation.
(51:34):
So whatever.
7 1, cross runway 4 right at Charlie,taxi via Delta to parking, monitor
ground traffic, go to position.
Roger.
We're crossing 4 right, uh, and we'lltaxi via Delta to parking Red Rock 71.
Cessna 0A, runway 4R, continuetraffic holding position.
Alright.
4R, continue 610A.
(51:55):
Right on
those brakes, brakes.
Roger.
6154, traffic holding position, crossrunway 4R at Charlie, and taxi via Delta.
Did
you say contact or monitor ground?
I wasn't sure.
Alright, we'll contact ground.
Alright, I had somebody, I don't know,
MD ramp or something.
Stop right here.
Trying to call, say again.
Kodiak 619 Bravo Kilo
R& D Ramp with Kilo taxi negative run up.
(52:15):
I gotta give room for the one behind me.
Yep.
Falcon Ground, Red Rock 71,we didn't catch if we were
supposed to contact our monitor.
Red Rock 71, for ya.
I just say Red Rock taxi to the ramp.
Red Rock
71 is taxiing to the ramp.
Red Rock 71, I see you down there,Charlie, taxi to the ramp via Delta.
We'll taxi to the rampvia Delta, Red Rock 71.
(52:39):
Falcon Ground, Oxford six one.
Oh.
He's gonna double check at Delta 10.
Agreed.
6 1 54 Taxi around viadelta and the runup area.
So another successful trainingmission in the books, so to speak.
I was having a good time with Eddie,but as I mentioned before, I'd only have
something like four more lessons withEddie during my instrument training.
I would fly with a few otherinstructors as we went, but Most
(53:02):
of my training would be with twoinstructors I hadn't flown with yet.
So you'll need to follow therest of my instrument training
to see how that all goes.
For now, I was just getting back into theswing of things, learning the airplane
and trying to take one step at a time.
So I hope you're enjoying the beginningof the new era of training on the podcast.
As usual, I'd love to hear feedback.
(53:24):
So let me know what you think, what you'dlike to hear more of or less of, any
insights you want that I'm not bringing.
Basically, let me know how thepodcast is working for you.
I always hope that it's one helpingsome people out there while they're
training and two, maybe helping someof you get started on your training.
(53:44):
Of course, I hope it'sentertaining for y'all too.
if you do have feedback, send me anemail at bill at student pilot cast.
com.
You can also find me onX with the handle app.
Bill will that's Bravo, India,Lima, Lima, whiskey, India, Lima.
I was feeling pretty good at thispoint about My decision to get the
(54:05):
training going again, I was having ablast, but I wouldn't always feel like
that as there were definitely bumpsin the road coming my way for sure.
Part of the reason for the gauntletwe run when building experience
and training and getting ratingsand certs, et cetera, is just the
(54:27):
experience is sometimes the point.
It's like a refinery breaking downthe crude into something usable.
It can be quite a ride, andthere's always ups and downs.
But the experience gained throughall of it could save a life one day.
So I try to embrace it all,learn what I can, and just keep
(54:50):
putting one foot in front of theother on my way to my next goal.
I try not to worry about what comes next,but that's not always that easy to do.
that said, at this point, I was, welllike Eddie would say, I was ripping.
I was gonna soon be an instrument pilot.
All right.
It's time for me to get startedon my instrument rating.
It'd be a long row to hoe, but.
It has to start somewhereand that somewhere is, well.
Today.
It's the start of some seriouslearning and practice I'm sure.
So join me in studentpilot cast episode 72.
The first step to the clouds.
(00:42):
Welcome back SPC listeners.
We're back with another trainingflight this week and yeah, I've
got some more special episodesoutside of the training lined up.
But I figured it was time to throwanother training flight at y'all.
After all, this is the main thing.
This podcast is about flight training.
So stay subscribed for some more differenttypes of content coming your way.
(01:04):
But today, We fly.
This would be the officialstart to my instrument training.
Although this flight would not seemtoo different from a flight review or
even private pilot training flight or,or some other type of training flight.
I'd be flying in a different airplanethat I hadn't been in before.
More about that plane later, butthere were only a couple of planes
(01:25):
at this school that were used for.
Instrument flight training.
So I'd be spending some serioustime in this airplane for
the next couple of months.
This would be the main Steed.
For my training, so I neededto be familiar with it.
And so this little flightwas the beginning of that.
I was doing ground training at thesame time in preparation for some
more of the instrument flights.
(01:46):
And of course I was doing quite a bit ofself study for the instrument airplane
written test that I had coming up.
That test had to be completedbefore I did my check.
Right.
Of course.
But for practical reasonsand policy reasons, I really
needed to get it done soon.
Ideally, before I evenscheduled the check.
Right.
Which has most nosgetting difficult to do.
(02:06):
Not the test.
Those are easy to schedule, butDBEs are hard to come by and,
and are still for that matter.
So for getting the check rides done,it took a while to get those scheduled
and it was kind of imperative thatI try to get the written completed
successfully very, very soon.
The problem was, I had barely decidedto start doing all this training.
(02:27):
So I wasn't as prepared as I would havebeen if I'd been planning for this for
months or something along those lines.
So I would just do it all simultaneously.
No big deal.
It was pretty fun to do.
Is.
Fun for me to do the ground,the flying or whatever.
So let's go, let's do it.
Before we get going.
(02:47):
My instructor for this flight, Eddie.
Had just finished his own trainingin another state at one of the
university programs and was a prettynew instructor in general and brand new
to this flight school and this airport.
And since he already had his CFWand everybody was pretty busy.
Training their students.
He got stuck with me.
Starting my instrument training.
(03:09):
When he already had a prettygood load of private students.
So you'll probably notice a few timeswhere he was probably treating me a little
more like a new private student, ratherthan a new instrument rating student.
But with my long time off,I didn't mind too much.
And was a great instructor.
And in this episode, you'll hear meask him about how it's been for him,
(03:30):
transitioning into the instructor role.
And I actually wouldn't endup flying a ton with Eddie.
He got really busy with primary students.
And I would end up transitioning to acouple of other instructors over my time
working on the instrument rating, butlike I've talked about before I actually
liked training with different instructors.
So it was fine with me.
(03:50):
Actually even then I was already workingin the background with the instructor
who was in charge of the instrumentprogram at the school at the time.
And I would end up flyingwith him quite a bit too.
So it's suited me just fine.
I would later do a flight or two withEddie when I was doing my commercial
training and we always had a great time.
So while Eddie was super new, I couldalready tell that I love flying with him.
(04:11):
That he was going tobe a great instructor.
So I hope you enjoy today's episode.
As I actually get startedon my instrument flights.
So we'll start here as normal, getting theATUs taxing, doing the run-up and I'll cut
in a few times here and there to comment.
but also cut out.
You know, some of the dead airor things that aren't pertinent.
(04:32):
for a bit of time savings, but Istill want to give you the flavor.
So I do leave some of that in.
Somehow, we both miss the altimetersetting here at the beginning.
So we had to pop the ATUs back on.
Verify it.
And you'll also hear me fumbling arounda little bit with the altimeter setting.
Doing the entry into the instrumentsand as well as checking some
of the flight instruments.
(04:52):
So let me explain that for a minute.
I was flying in what was a new to me,airplane that the school used mostly
for instrument training and check rides.
And this'll warrior had to GarminG five instruments in place of
the attitude indicator and thedirectional gyro or heading indicator.
This airplane also hadno vacuum system anymore.
It had been removed when the chief fives.
(05:14):
Were installed.
As there was no more need for it sincethere were no vacuum instruments anymore.
The turn coordinator, whichwas still there uses a gyro,
but it's electrically driven.
So no vacuum system needed.
Like I said, also that meant sincethere were two altimeters, there was
the altimeter tape on the G five.
Well on either G five they'reinterchangeable, but usually
(05:37):
we had it on the top G five.
Where the, attitudeindicator would normally be.
anyway.
That had an altitude tape.
And we also had the steam gauge altimeter,which was still in the airplane.
So now I had to get in the habitof setting the altimeter setting
twice one on each instrument.
Doing this.
(05:57):
They almost never matched.
Exactly.
So my emo would later turn intome setting it on the Jeep five.
Whenever I got an updated setting.
And then setting the analoginstrument to match the altimeter.
On the G five.
I didn't want conflicting informationdepending on which instrument I looked at.
So I would set them up to be the sameif they ever conflicted after that.
(06:20):
Something was probablywrong with one of them.
Also this mint on the heading indicator,there was nothing to set and no procession
to worry about as the heading indicatorfrom the G five would set itself.
All I had to do was make sure itbasically matched the wet campus.
So with these instruments totallynew to me, it gave me a bit of pause.
I would grow to love these G.
(06:41):
by the way, I'm a big fan of those things.
They back each other upgave me better information.
Reduce the workload there.
Awesome.
Highly recommended.
Anyway.
We'll pick it up from thetop there with the ATUs.
You got me?
Yep.
Runway centerline contact tower on 124.
6.
Arrivals north of runwaycenterline contact tower 119.
(07:05):
7.
Advise on our initial contact,you have information Kilo.
Kilo.
Falcon tower, information Kilo 1654Zulu, wind 010 at 6, temperature 13,
dew point minus 3, altitude 300 niner.
Visual approach in use, landing anddeparting, runways 4 left and 4 right.
Attention all aircraft, 5G NOTAMis in effect for Falcon airport.
(07:27):
For further information, contactflight service frequencies.
Arrivals south of runwaycenterline to contact tower on 124.
6.
Arrivals north of runwaycenterline to contact tower on 119.
7.
Advise on initial contact,you have information?
Kilo.
Okay,
we got kilo, and Ididn't get the altimeter,
so.
Oh, yeah, I just didn't.
Hold on.
(07:48):
Kilo 1654Z, wind 010 at 6, temperature13, dewpoint minus 3, altimeter 3009.
Visual approach in use, landingand departing runways 4L and 4R.
3 0 0 9
er.
And we are on ground.
And you set this, 3 0 0
(08:09):
9.
Oh.
There you go.
I wasn't even looking at that one.
You know what we're checking for,um, when we set our altimeter?
Within 75 feet of field elevation.
We're at 1, 394, so we're 6feet off, so that's perfect.
Alright, continuing with the checklist.
Um, flight instruments check.
Cool.
So, let me just, oh, we don'thave, we don't have one.
(08:31):
It's right here.
Okay.
That'll, that'll set itself up.
It set itself,
right?
Good.
So, it looks like it may bemore accurate than the compass.
Yep, probably.
Because, yep, 4 0, so we'lljust go off this for now.
Okay.
Um, airport diagram open.
Cool.
Alright.
There we are.
(08:53):
And just kind of hold short at this.
And then what you're going to tellground is you're going to say, Falcon
ground, Red Rock 71, spot 5, northdeparture, with information, Kilo.
So you can practice saying it.
I got it.
Okay.
That's just spot 5?
Yep, that's spot 5.
So north departure with Kilo.
All right, so I'll jumpin right here again.
(09:13):
It was a very busy day atthe airport and on the radio.
So we then sat here for a while.
Walk, call after call came in fortaxing out or back to the ramp.
I'll cut most of it out.
But there's some other airplanes infront of us at our spot five as well.
I'll leave in the last callbefore us, because you'll hear
(09:35):
me voice my frustration on howbusy it is with my deduction.
On the possibility of themgetting what they were asking
for, which was short approaches.
It was all in.
Good fun.
And it wouldn't be the last timeI'd be waiting during this flight.
Good morning, Oxford5841, spot 5 with Kilo.
What's the possibility of multipleshort approaches on the pattern?
(09:58):
Five percent.
5841, I can't guarantee them.
It's looking pretty good out there.
There's only a few in the pattern,so you might get a couple.
5841, can we stay in the patternfor multiple touch and go?
Roger, 5841, affirmative, follow companystraight ahead, runway four right taxi
via Delta, advise runoff complete.
Roger.
Company straight ahead, 4 rightvia Delta, and we'll advise
runoff complete, 5241, thank you.
(10:19):
Next out of spot 5.
Falcon Ground, Red Rock 71, spot5, uh, we are looking for a north
departure, and we have Kilo, sir.
Red Rock 71, Falcon Ground, thank you.
Runway 4 right, taxi via Delta, adviseme run up complete, this frequency.
Alright, we'll taxi via Delta and adviseon completing the run up, Red Rock 71.
(10:39):
Runway 4 right.
Spot 5
pulling up, what's the call sign
request?
Very nice, Bill.
Very, very nice.
Clear center, left, clearright, and we'll turn left.
So as we were taxing, I asked Eddie aboutwhat it was like being an instructor.
I knew I'd likely end up there too.
And as a new instructor, I wascurious how it was going for him.
(11:02):
You know, how that transition wasgoing and how he was liking it.
Also, before we start the run up, you'llhear me futzing around with the throttle.
This warrior and most of the planes atthe school were old enough that it had
the older style push pull throttlesmore like Cessna's Slightly newer Pipers
had the lever throttle cluster with themixture and prop and for those planes with
(11:26):
constant speed prop It would have the propthere as well But at some point someone
had put in a throttle in this airplanewith a vernier assist control I guess some
people love them, but I really didn't.
If you're not familiar with what I'mtalking about, most push pull throttles
that I had used before, for example,ones in Cessnas, also in some of the
(11:47):
light sport airplanes I had flown andprobably many other airplanes, but
those are the ones I was familiar with.
The throttle Had a friction dialwhere the throttle rod entered
the panel where you could tightenthe friction or loosen it up.
But the throttle itself was just asimple push pull mechanism with the
(12:08):
extra friction that that frictionlock would cause or, or release,
depending on which way you turned it.
With the Vernier Assist, though,it's more like a, a lot of mixture
controls in Cessnas where you couldtwist the knob to fine tune it in or
out, or push a button on the handleor the knob to make bigger changes.
(12:29):
Anyway, in this airplane with a Vernierthrottle, I had never used one before.
You know, for the throttle lever, I foundit hard to make normal, fine changes.
Yeah, you could twist it to makereally fine changes, but they were
too fine in my opinion, and wouldtake many, many twists to make any
difference in the power setting.
(12:51):
So I found I usually had to push thebutton on the throttle knob to make more
macro moves, if you will, bigger moves.
That's easier when you needto make really big moves.
And so I find it difficult touse this throttle to fine tune.
I'd have to push that in and thenI couldn't rest my hand against the
panel to make small changes like Iwould with a normal friction lock.
(13:16):
Throttle.
I hope this is making sense, butbasically it made it very difficult
for me to make adjustments to the RPM.
I would get used to it, ofcourse, but I never loved it.
I just tolerated it.
So this day was my first time using it.
And I would find myself flummoxedtrying to figure out how to
(13:36):
dial in the RPM that I wanted.
So I was learning a lot of idiosyncrasiesabout this airplane on this day, but
I would definitely get familiar with,with the airplane as I continued
throughout my instrument training.
In any case, let's get back to the flight.
Well, I know you haven't beendoing it long, but how do
you like being an instructor?
Um, so far so good.
I'm learning a lot.
I love the fact how I have to do it.
(13:58):
Really beyond my A game at all times.
I really like that pressure.
Um, and meeting people has been great.
I'm making a lot of new friends.
It's been great.
Definitely
scary at times though.
It almost put us in thegrass the other day.
Oh boy.
Yeah, it's a lot of responsibility.
It is.
It really is.
Especially for a young guy like me.
(14:19):
Right.
That's true.
Alright, we'll go
next to
um, We'll go in between these two
CA you guys.
The two closer ones?
Sounds good.
A lot of Oxford out here.
Yeah, this is their territory for sure.
(14:40):
Alright.
Very nice.
Run up.
That's still in there pretty good.
There you
go.
There you go.
It's really hard to do it lightly
because you have to push this.
Yeah, he's got to finesse it.
(15:01):
Much
better if it had a lock.
Okay.
Parking, brake, run up.
Parking, brake.
Mixture, rich light controls
up over here, down over three and correct.
(15:24):
Throttle 2000
and hop on those brakes too.
Geez.
Back on ground box.
So 78, 34.
Spot five because I information magnetos.
Screw drop no more than a hundredtwenty five, seventy thirty
four balcony for right tank.
Run up complete.
There's both, right?
(15:45):
Otherwise, engine up complete.
78.
Okay.
Right at
125
Back to both.
Okay.
Carb heat
got a drop
amperage, I'm guessing that's over here.
Yep.
So you're looking for fuel pressure.
We'll go select and we'relooking for amps bolts.
(16:08):
Okay, got it right there.
Cool.
Yep.
Alright, so positiveamperage and go back to fuel.
Uh, yes sir.
Okay.
Vacuum.
So we don't have a vacuum in thisairplane because we have electronic.
You're not.
Alright.
Throttle back to idle.
Flight instruments.
(16:30):
Check them again.
Okay, that's all the way out.
It only went down to 800.
Perfect.
So it doesn't
die on us.
That's the main thing.
Yeah.
Okay.
Uh, oil gauges.
We're in the green everywhere.
Cool.
Uh, throttle back.
(16:51):
Uh, flight instruments.
Checked him again.
You wanna do anything with the GPS?
Oh, yep.
So we're gonna hit that D button andthen we're gonna throw in V-P-F-T-N.
Okay.
And that's gonna be Fountain Hills.
Oh, okay.
Got it.
We're just
gonna fly kind of towards that.
It's a good littleintroduction to G four 30.
(17:12):
Okay, cool.
And you enter, enter.
And it should have a line.
Perfect.
Alright,
cool.
Okay.
Transponders, 1200.
Does that have an automatic altitude?
Yep, so it's pressure altitude,so it's altitude coded.
Um, for takeoff, so.
Yep.
Alright, we are going todo a normal takeoff, right?
Yep.
(17:32):
And if we see any problems,something not in the green,
any hiccups
with the engine, we're going toimmediately brake and get off the runway.
If
we're in the air but have runwayremaining, we're going to go ahead and put
it down, brake, maximum braking, get off.
If we are below a thousand, but norunway remaining, we're going to to put
(17:55):
it down in a golf course or something.
Probably a golf course,
yep.
Um, best glide is 79.
And, uh, we'll have a sterilecockpit till 1, 000 feet.
Sounds good to me.
Anything I'm missing?
Um, normally I alsolike to pre do the plan.
So say we're in taxi to 4 Right,we have enough runway remaining,
we'll do a north departure.
We'll plan for 3, 700, direct BPFDN.
(18:17):
We'll look outside, look fortraffic, and then the emergencies.
So, that's what I like to do.
3, 700.
And
Alright.
Go ahead.
Falcon Ground, Red Rock71, run up complete.
Red Rock 71, uh, continue your taxirunway 2 to correction, 4 right.
(18:38):
Alright, we'll continue ourtaxi to 4 right, Red Rock 71.
Very nice.
Thank you.
And then when we become number two,because we're number four right now,
when we become number two, we'lldo our before takeoff checklist.
Sounds good.
As soon as I get in line,are we switching to tower?
Ah, yes sir.
And it's already in 124.
(18:58):
6.
And you can switch this to 122.
75 when you get a chance.
122.
75, that's the practice area?
Yep.
You want to cross check me on that?
122.
75.
I got it.
I was wondering if you could do that.
I
(19:18):
So we worked our way up, did the beforetakeoff checklist, and got our clearance.
Red Rock, 71, Falcon Tower, flystraight out runway 4 right, cleared for
takeoff.
Cleared for takeoff on 4 right,Red Rock, 71, fly straight out.
Cool.
Very nice.
A lot of people don't get that.
Alright, before we take off checklistcomplete, you can close that door.
rudders.
(19:40):
Alright, you got it?
Yep, and we are cleared.
So you can start your right hand turn,
and you are good to go.
Alright.
We're in the green.
Airspeed is alive.
Alright, we'll take off
at 65.
Rotate at 65.
(20:01):
And rotate.
Runway four right at delta two, clear fortakeoff, and there is traffic on runway.
Yep, they are lining up to wait, youare clear for takeoff in front of them.
Runway four right at delta two,clear for takeoff, OXO 7834.
6841, continue straight out, changingright for left contact tower 119.
7.
Flying straight out, follow
that traffic.
(20:24):
Alright, we are headed to 37.
Yep.
Left turn north
approved.
After that traffic in frontof us, traffic in sight.
Red Rock 71.
Yep, on the outside of him.
Um, we will continue.
Very nice, Bill.
(20:45):
Making my life easy.
And we'll climb out at 85.
Now do we have a shelfwe need to worry about?
Uh, not here.
Okay.
It starts at 4, 000, sothat's why we go up to 3, 700.
Okay.
Situational awareness though.
Alright, so continue straight out.
So, after making our left turnheading towards Fountain Hills,
(21:08):
I did my after takeoff checklist.
ain hi
All right flaps are zero, mixtures
rich, uh, landing light off, and airspeed,climb, cruise climb at that hundred.
Oh yeah, there you go.
There you go, very nice.
(21:29):
So you're at 3, 200, we got 500feet to level off, we got Red
Mountain off the right hand side,and you're going direct to VPFDN.
And so just continue.
Climbs pretty good in the winter.
Oh yeah.
He's ripping.
Bill's ripping.
Bill's ripping Red Rock 71.
That's
right baby.
(21:51):
Alright, so continuing that climb, we gotsome traffic, another red rock traffic
kind of ahead of us at the same altitude.
So just, uh, be on the lookout.
And you know what?
We're going to come right about 10 degreesto a heading of I can't see the mountain.
No, we're clear of the mountain.
We're clear, okay.
Yep, so come right about 360 for traffic.
And we're at 37, so
Perfect, so just maintain that.
(22:14):
Perfect, and then we cando our cruise checklist.
Alright, well, uh, canI do memory items first?
Uh, sure.
Alright.
Going to help me keep fromclimbing if I go back to
22, right?
Yep, so it doesn't like to be in thecruise setting for too long, so just
make sure you're a little bit above that.
Okay.
So, see how it's in the red?
Yeah.
We'll just keep this right about,
(22:35):
right about there.
Okay.
Watch out for the bravo
shell, 3, 800 feet.
Alright, uh, turning base.
Cruise checklist.
Throttle set to cruise.
Mixture lean.
And follow a departure just westof the wagon wheel turning base.
Alright, push it back in.
There you go.
Alright, and heading indicator,K, fuel, 30 minute timer.
(22:57):
You've got that?
So we've still got a few minutes left.
Very
nice.
We're heading out that fast.
We're clear at Red Mountain.
We've got not too much traffic aroundhere, so this is all very, very good.
(23:19):
And now that we're out ofthere, we can switch to 122.
75.
Okay.
All right.
So let me talk about something that'lllikely come up a lot in this airplane.
Another idiosyncrasy, if you will, Iguess, because of a hollow crank shaft
that was fitted in this particular engine,I think that's what it was caused by.
Anyway, there are certain RPMs thatwe have to avoid in this airplane.
(23:42):
And if you set an RPM in this range,you get a red enunciator on the
panel, but also on the engine monitorthat this airplane is equipped with,
unfortunately, the RPM range was Kindof an important range for slower speed
operations, like within the patternfor an airport or when setting a slower
cruise speed, for example, I can'tremember for sure, but it went from,
(24:04):
I think like 2000 RPM to somethinglike 2350 RPM, something like that.
It could have been a little smaller.
It could have been bigger.
It could have been in a different spot,but it was, it was something like that.
I haven't flown thatairplane in quite some time.
So you had to be above.
Or below that RPM for anyextended period of time.
So again, learning how to flythis particular airplane since
(24:26):
this was my first time in it.
So let's keep going then as weentered the practice area, he had
me do a position call, and thenwe do our pre maneuver checklist
and get ready to do some air work.
You can say, uh, North PracticeArea, Red Rock 71, 3, 700,
Fountain Hills, northbound.
(24:51):
Northeast Practice Area, Red Rock 71, is3, 700, headed northbound over Fountain
Hills, uh, Northeast Practice Area.
And you've also got, uh,Honeywell 139, AWM 9 helicopter.
We're over, uh, Fountain Hills2500, uh, approaching, uh,
Sour Continent, where we are.
(25:13):
Should just
be down there.
Got him in sight.
Yep, got him.
Alright, we got you in sight, Northeast.
Good, so, um, I don't know ifyou got too familiar with it,
but this is Rio Verde, obviously.
Over there, see those kindof fields in front of us?
Yep.
With, uh, like the brown.
Yep.
Those are called the Orchards andthen that's Rio Verde up there.
(25:33):
Yeah, Rio
Verde community.
Yep.
Campground right there.
Oh yeah, Campground.
Yep.
Street Pattern is way up there.
Street Pattern is all those houses, right?
Yep.
Okay.
So, um, now what I'm going to have youdo is we're going to climb up to 4, 500.
And we're clear of the shelf?
Yep, so now we are.
(25:54):
Oh, we're already at climb power.
How did it sneak up like that?
Basically.
Well, because we
can't keep it See that little red thing?
Yeah, yeah.
Exactly.
Did you say 4, 500?
Yep.
And then from there we're going tostart to do some, uh, steep turns.
Maneuvering.
(26:17):
Alright.
So we got an instrument flying.
You're going to really make surethat you're on your heading because
you have really tight restrictions.
So it's a good habit for you tostart saying 300 to 200 to level off.
And then once we hit 4, 400,we'll go 100 or level off.
Start vocalizing what you're doing,because that's heavy an instrument.
so that's just a good call out,but normally I do 500 feet to level
off, then 100 feet to level off.
(26:38):
Okay.
So you could go 4, 400,100 feet to level off.
Alright, 100 feet to level off.
Here you go.
Looking outside, making sure thatthere's no traffic, right, always
keeping good consistency on the outside.
Okay, cool, 4, 500.
Now we can start ourpre maneuver checklist.
Pre maneuver checklist.
Clearing turns.
(26:59):
Alright, we'll do
one to the left.
So just a nice 30 degreebank looking for traffic.
And we'll head due west and then we'llcome back to the right due north.
Okay.
Yeah, there's 4, 500.
Alright,
5 degrees to west.
Perfect.
(27:23):
And then we'll come back to the right.
Alright.
Clear as far as I can see.
Gorgeous day to fly.
Yeah, it is really nice.
Alright.
So at this point, we wereready to do some stuff.
We'd start with a steep turn.
As I said earlier, this was mostlyabout getting comfortable in the
airplane and getting ready to startthe actual instrument training.
(27:46):
I wasn't even using the hood yet,so while it didn't seem like the
start to instrument, I think itwas time well spent in my case.
Alright.
We kind of have, we ownthe airspace for now.
The only guy above us is thatSouthwest Airlines at 7600 feet.
Doing a really good job holding altitude.
(28:06):
Alright, 5 degrees.
Air is 360, very nice.
Alright, next up we cancontinue on that checklist.
Clearing turns are complete.
Um, landing light on.
Fuel pump on, I went out of order.
Uh, mixture rich.
Go.
Carb heat,
(28:26):
push it back in.
Throttle as required.
Checklist complete.
Alright,
so now we can do a steep turn, whichis a 45 degree bank turn to the left.
And we'll do 460 degree, andthen we'll do one to the right.
Okay.
So just a really nice gradualturn over to the left.
(28:50):
There's 45 degrees.
Beautiful.
And keeping that bank injust a little bit more.
Getting a little shallow.
Beautiful.
And you want me to go where?
To the south?
Oh, 360.
Yep,
and then we'll do another360 degree turn to the right.
Okay, gotta keep that altitude.
Yep,
(29:15):
continue in that turn.
We'll come 45 degrees to the right.
Absolutely beautiful, Bill.
Beautiful.
Alright, watch that airspeed.
Watch that altitude.
Climb in just a little bit.
Totally different sight pictureon the cowl on this one.
Oh yeah,
completely.
I like how you're looking outside,kind of trying to keep that horizon
(29:36):
slicing right through the cowl.
Perfect.
I think I got it figured out.
Yep, that's very good.
And then we'll roll out to north andthen we'll switch the fuel tanks.
And there we go.
Perfect.
And you can switch that R to the L onthat red tank when you have a second.
(30:00):
And the fuel pump is on.
Yep.
Alright, we're on left.
Alright, so next up we'regoing to do a power on stall.
You remember the setup for that?
Well if you just remind me ofthe procedure I think I'm good.
Sure.
Alright we're going to slow
ourselves down because we didour pre maneuver checklist.
That's right.
So, oh, okay, that was aggressive.
You're fine.
Sorry
about that.
No you're good.
This throttle is killing me.
(30:21):
I thought the engine died somy heart sank for a second.
I'm glad that was you.
Where
do you want?
Um, so we're going to bringit back to about 1, 800.
And we're going to letourselves slow down to about 70.
Okay.
Then at 70 we're going to go 2, 000 RPM.
Keep pulling back, keep pulling back.
You don't want to lose that airspeed.
(30:44):
There you go.
In about 70, we're going to go 2000 RPM,
and you can start tobring that pitch back.
Keep on bringing it back, and thenext thing you're going to see
the stall warning light come on.
There it is.
And then you're going tofeel the engine buff it.
Keep that right rudder.
You want to stay coordinated.
(31:05):
Feel the engine buff it now.
Alright, push it.
Push the nose forward.
Just right below the horizon.
And
we're going to gain our airspeed.
And we're going to climb out back
at 85.
Alright, you want to make a radio callsaying that Red Rock 71, Northeast
Practice Area, Dynamite Road, 4, 500.
(31:27):
Northeast Practice Area, Red Rock 71, is4, 600 feet at Dynamite Road, Northeast.
Very nice.
Alright, cool.
I forgot the name of the road you told me.
Yeah, I know,
I know.
We'll do a power off stall next.
So, we'll go up to 100 miles an hour.
And we want to be about
(31:47):
24?
Uh, for now, just to get ourselves there.
And we'll go back to 2,000 once you hit 100.
Alright, there we are.
So you can bring it back to 2, 000.
There's 2, 000.
You're going to bring inthat first notch of flaps.
(32:10):
At 90, you're going to bringin your second notch of flaps.
Already there.
Cool.
And at 80, you're going to bringin your last notch of flaps.
A little bit premature, but that's fine.
Alright, now that we're at80, we're going to pitch down.
Simulate a landing.
Right, 500 feet descent per minute.
Once you hit that 500, you'regoing to pull the power to idle.
(32:32):
Now you're going to start to pitchup, slowly, and we're going to let
the airplane stall, so pitch up, thatairspeed, and make sure to keep that
right rudder in for coordination.
I'm actually having to use leftto keep it coordinated right now.
Really?
Yeah.
Alright.
It's kind of weird, right?
And then, once we stall, you're goingto go, there's the stall, full power,
full power, and you're going to take thefirst notch of flaps out immediately.
(32:53):
Alright.
80 knots,
second.
And
once we are in the positive VSI,we'll go last notch of flaps.
Alright.
And
traffic not available.
Yeah, I know.
So whenever we're in that redthing, it says that sometimes.
(33:13):
Alright, let's do a 180degree turn to the south.
Yep,
it's clear over here.
Alright, so I was a little out ofpractice, as can be expected, I guess, but
he walked me through both stalls nicely.
He then would surprise mewith an engine out drill.
I probably should have beenmore ready for it, but I wasn't.
So what can I say?
(33:35):
The other problem I was havinghere is that this area is just such
a vast stretch of desert below.
Not really any.
farm fields like we have south ofthe East Valley and it's just desert.
While seemingly a good place to puta plane down, there's all kinds of
medium sized and small vegetationand lots of dry creek beds with
(33:56):
undulations and washes and berms.
And so what might look flat fromway up high will ruin your day if
you have to try and land on it.
So I had a hard time pickinga place to shoot for.
Agricultural areas seem tohave a lot more safe options.
And while there is some ag in thisarea, albeit smaller areas, it's
(34:20):
mostly orchards, so not a good choice.
Anyway, it was a good learning experience.
Here's how it went.
You're doing very good, Bill.
That was great.
Engine just died.
So, first thing we're goingto do is go to airspeed.
We're going to pitch for 80.
So that's our ABC's, right?
Yep.
(34:40):
Best place to land.
Oh, best place to land.
Yep, so we're looking outside.
Where do you think is a good spot to land?
I should have been looking.
Um, well definitely inthe flat areas over here.
Okay.
and so we're continuing to look for that.
And then the C's are checked.
So maybe we fuel start our left tank.
So maybe we switch it over to the right.
(35:01):
We don't actually have to do it.
Okay.
We're going to make sure our master's on.
Uh, maybe we have carbizing.
Yep.
Make sure fuel comes on.
Maybe you have carbizing.
So pull the carpeet.
We don't need to.
Yep.
And then make sure our mixture's rich.
That's a good little flow.
If nothing's happening with that,then we're going to pull out
our forced landing checklist.
forced landing.
Airspeed 80.
(35:21):
Check.
Declare an emergency.
Squawk 7700.
Magnetos are off.
Masters off.
Fuel selectors off.
Uh, mixture off.
Seatbelts on.
ELT on.
Okay.
Flaps as required.
Airspeed minimum.
You're not looking outside.
You're not
looking outside.
There you go.
(35:43):
Yep.
Perfect.
Run through that.
Where would you go?
Probably on that little, uh,
We'll break it off right here just becausethere's, um, houses so you can climb up.
Go up to 4, 500.
I know, right?
Makes me think.
Yeah.
(36:06):
Um, yeah.
Alright.
And always double check your oil pressure.
Look at your fuel gauges like onceevery five minutes or so just to make
sure that everything is all good.
Alright.
So we did stalls, we did steepturns, we did climbs, we did
descents, we did uh, turns.
Um, let's see.
We used a little bit of theGPS and it's almost 1040, so
(36:30):
unfortunately we have to go back.
Alright, so it wasn't my finest andmost decisive hour, but like I said,
it's all part of the learning process.
We'd start to head back now, so he wantedto get me back in the box a little,
so to speak, or back on the GPS, asI would need to get pretty proficient
with that for my instrument writing.
(36:50):
Funny thing though, is he assumed I hadno experience with the old G430 Waz,
but I flew with one pretty extensivelyback in my club days, you know, 10, 11
years before with the 182s and the 172.
So he was telling me topunch in direct to kick.
KFFZ or Falconfield, but I used thenearest function instead to minimize
(37:12):
having to dial in the airport ID.
He started to stop me, but thenhe realized I was doing the same
thing, but just in a faster way.
So while I impressed this time,don't worry, that little old
GPS box would get the better ofme before I mastered it again.
So it'll have its winsin battle with me yet.
(37:33):
But today I won.
Here you go.
Alright, so what you're going todo now, you're going to hit that D
and you're going to throw in KFFZ.
So, nope.
I can get it right here.
Oh, perfect.
Alright.
Wow, look at you.
Alright.
I did use
that in my 182.
Awesome.
Alright, and then we're going to getweather, 20 miles out, because that's
(37:53):
part of our before landing checklist.
Okay.
That's us.
I didn't hear the uh, I haven't touched
anything.
Uh, do we have a carrier?
(38:14):
I don't think so.
Okay.
Visual approach in use,landing and departing.
four left and four right.
Attention all aircraft, 5G nodumis in effect for Falcon Airport.
For further information, contactflight service frequencies.
arrival south of runwaycenterline and we'll descend
(38:35):
after
Alright, we have Kilo.
Kilo.
Alright, so after we um, go overthese houses, We don't want to descend
low because of noise abatement.
We'll go down to 3, 300.
Alright, and you can pull out thatchecklist when you have a second.
(38:56):
There we go.
Cool.
And we'll
start to verify thebefore landing checklist.
Alright, 20 miles out, ATIS AWOS check.
Just got that.
10 miles out, Kilo, right?
Yep.
Uh, 10 miles out, first call.
That'll be over Fountain Hills.
Got 6 miles to
(39:16):
go.
Fuel pump
on.
We'll just do that after.
So we'll do our postmaneuver checklist now.
Okay.
So we just want to make sure that wegot that first part of it before landing
and then we'll do our post maneuver now.
Got
it.
Post maneuver.
Carb heat
still off.
Oh, that thing's annoying.
Landing light.
I think it's
(39:37):
this one.
Yep.
I know it's hard to read.
Fuel
pump off.
Cool.
Mixture
lean.
There it is.
Yep.
Perfect.
And we can start thatdescent down to 3, 300.
Okay.
I'm just going to go to 2, 000 RPM.
Does that sound okay?
Yeah, that's fine.
Or 2,
100.
Yeah, that's perfect.
And then you can also letthem know we're at campground.
(39:59):
Descending from 4, 500to 3, 300 northeast.
Northeast practice area,Red Rock 71 is at 4, 500.
Descending to 3, 300 overcampground northeast.
Very, very good.
Zero in 119.
7.
Perfect.
(40:22):
Good descent right here.
I think it's trimmed well.
Oh yeah, she's
ripping.
Good job.
I say ripping way toomuch from the Midwest.
That was a North Dakota thing.
I noticed you shot
me a shaka at one point.
Oh, yeah, that's the Hawaii in me.
I have North Dakota, Hawaii, andnow a little bit of the Southwest,
and I lived in Washington for ayear, so a little bit of everything.
(40:43):
Nice
West.
He's way
over there.
That's the Northwest, so he'ssome dude just ripping over here.
Alright, and we want to make sure thatwe're at 3, 300 because of the Shelf.
Um, so the Shelf startsat 4, 000, perfect.
Perfect.
So we'll just continue in this descent.
(41:05):
Everything's looking good.
And then at ten miles out you cancall them saying we have Kilo inbound
full stop from Fountain Hills.
Sounds good.
Most likely give us lefttraffic for four left.
And then switch us over to the right.
Uh, maybe.
Alright, we are 200feet from our altitude.
(41:26):
Epic 200 feet to level off.
Okay.
We'll just probablyenter direct on the 45.
Um, so at 10 miles out, so you cancall them in a mile just saying.
Will do.
You know what to say.
There's our altitude.
Would you keep, go to 22or 24 in this airplane?
Uh, at this point or just keep it slow?
(41:47):
No, no, go to 24.
Yep.
I'm good.
Yeah, perfect.
I know this throttles allkinds of hamma jank, but.
There we go.
Oops.
Now
I'm
climbing.
Really good use of trim.
Okay, so here's mybonehead move of the day.
The classic transmit on thewrong frequency mistake.
(42:10):
Luckily, I caught myself, andI don't think anyone was still
on the practice area frequency.
So maybe it went unnoticed outsidethe airplane, I don't know.
But I guess we all do it sometimes.
So one could cut me some slack onthat one, but then listen to me
when I did call the right frequency.
You'll hear it.
(42:31):
English is hard.
Foggin Tower Red Rock 71.
Oh, no, no, wrong frequency.
Yep, there you go.
Four company.
You terminal.
Cross one ahead.
I was like, it's really quiet.
Following the AL Officer 61 54
Red Rock Tower FalconTower Red Rock, 71 is over.
(42:51):
Fountain Hills, 3,300 inbound.
Full stop with Kilo
Red Rock.
Seven one Falcon uh, towerMake left traffic going.
Four Left.
We'll make left traffic for four Left.
Red Rock.
71.
I always say Red Rock Tower too.
. Okay, uh, the thing that we needto know is by the time we hit that
circle, because that's Falcon, wejust want to be at pattern altitude,
(43:14):
2,
400.
I don't want to descend any lower thanthis because of all the hull behind us.
Exactly, so once we cross MountainHills, I'll just wing on over to 2, 400.
Sounds good.
We're staying ahead of the airplane,which is great, and then we can continue
in that before landing checklist,because now we had our first call.
(43:34):
Got it.
Ten miles out.
Before landing, ten miles out.
Heel pump is
There you go.
Uh, fuel tank, still on the good one.
Uh, mixture rich.
Carb heat, push it back in.
Landing light on.
(43:56):
There you go.
And
five miles out, position planned.
Okay, so you see in front of us,we have Falcon Tower up there.
Yep, I see it.
So we'll just enter on this 45and we'll square us off for a 4
left.
You know what to do.
Yes sir.
Alright, so now we're just aboutpast Fountain Hills so you can
start that descent down to 2, 400.
(44:18):
It's weird we can't use those,uh, useful RPMs right there.
I know, it's super weird.
I flew this thing solo once, like whenI started here, and I was like freaking
out, because I was like, what is that?
You're getting a red warning.
Yeah, that's just from that.
Okay, alright,
got it.
Those enunciator lightsare freaking me out.
Oh, I know, I know.
Just to get used to it.
Alright, pull back just a hair more.
(44:40):
So it stops yelling at me?
Yeah, exactly.
Oxford 6154, follow a seminaldownwind ahead, number 2, runway
4L, cleared to touch and go.
Number
2,
cleared to touch and go, 4L, Oxford 6154.
Red Rock 70 01, uh, followan archer crossing downwind
12 o'clock in about 2 miles.
(45:03):
Alright, we're looking fortraffic, and we'll follow him
on the downwind, Red Rock 71.
70
01.
70 01.
70 01.
Call your crosswind turn.
Got him, perfect, yep.
I think that's him.
Yep, I
think that
is.
I'll
let him know it's in sight, right?
Uh, yep.
Yeah, we have the Archer on downwind.
Alright, Anaclon,
(45:26):
we'll inform them.
Falcon Tower, Red Rock 71,we have the traffic in sight.
Red
Rock 71, roger.
You still got him?
He's like almost.
He's
almost a beam.
Really, really nice Entry on the 45, 50,
41 follow company officer.
Turning base run withfour left Clear touching.
(45:47):
Go.
54 traffic and site four left.
Clear touch.
Go,
go,
go off.
Roger Crossman approve of your discretion.
I hear those guys fly wide patterns too.
Those Red Rock.
71.
Number three, follow theArcher approach in Downend.
Number runway four, left
Number three, clear to land on.
Four left Red Rock.
71.
(46:09):
Follow the archerapproaching on down wind.
Copy
the read back, thank you.
Yeah,
the archer I saw wasthe one we're following.
Oh, I think, okay, that's a Cessna.
Because he was talking aboutcompany traffic that was turning
crosswind, so I think we're good.
I'm getting a little low.
(46:31):
Yeah, watch that altitude.
Alright, we should be at twothousand on downwind, yeah?
2,
000.
2, 000 RPM.
2,
400, yep.
I mean RPM.
We should be at 2, 100, but in our case,that's going to be like right at that.
100 miles an
hour on downwind.
You can start that turn.
(46:55):
We're going to
square ourselves off.
You're
Yeah, I noticed that, butI can't, I can't add power.
Oh, yeah.
True.
It's really annoying.
(47:17):
Alright, you might want to widen your,uh, down one out just a little bit,
because we don't want to overshoot.
I had an issue with that this morning.
Okay.
But the student, he overshot.
We almost, we got into theother approach path, so.
I really can't.
No, I know, I know.
Do
anything with the power right now.
No, so you can start your descent now.
Okay.
Perfect.
And we'll slow ourselves down.
You can get that first notch of flaps.
(47:37):
There you go.
And start
to
pull
that power back to 1800.
Falcon tower
61 54 going around continuing
your descent.
This is . Do you have thearcher head and she left side?
Uh, we have 'em in site.
7 3 8.
I go.
Hey,
that's about 45.
Thank you.
Number three, we're onlyfour left clear land.
They're also full stop.
I'll follow this.
(47:58):
Follow the 7 61 54.
All I wanna be at 90.
Yep.
In the base.
Perfect.
And I'm gonna just continue the turn here.
Okay.
For final.
Yep.
Because we were a little close.
Thank you.
And see the traffic on short.
Final, see if he's still on the runway.
(48:18):
We we're gonna go around.
I got it.
And you're a little fast, so we'lljust bring that last onto to flap flaps
and kind of slow ourselves down a bit.
We are.
And I wanna get to 80.
Yeah.
Uh, yeah, exactly.
80 full flaps on final.
And we should be 1800 r pm.
(48:43):
A little low.
Beautiful Bill.
Alright, that guy is off the runway.
Alright, I'm
going to go ahead
(49:05):
and
get
some light
rudder in.
Get
it
aligned.
Alright, runway is made.
Start to pull that back.
Stop that energy.
(49:25):
Pull back, pull back.
There you go.
Oop,
little balloon.
You can start to add in those brakes.
There you go.
Uh, not that.
So you can just let it off.
Let off.
Red
Rock 71, turn right at the end.
Hold short.
Runway 4 right.
(49:49):
We'll turn right at the end.
And hold short of 4 right.
Red Rock 71.
Roger.
9 6 10.
Company, Archer, 12 o'clock onfinal landing the south runway.
Traffic.
I guess I might as
well get on the center line.
Red Rock 71 monitor.
Tower 1 2 4 0.6.
She'll give you a call again,
we'll monitor one two four 0.6.
Red Rock 71 brake
(50:10):
tower 4 5 1 holding short
echo.
1, 2, 4 what?
2 4 6 Holding short traffic not available.
Tower.
This is Cherokee.
1 6 3 1 8.
We're holding short four.
Right.
A bravo so you can turn everybody in
between the runways holding.
Trying to get on the other side.
I have you standby.
(50:32):
I
can't get that stupid
throttle.
Oh,
I know, you're good, you're
good.
You're in
Alright, so then we literally spentThe next 10 minutes or so waiting to
(50:53):
cross the end of runway four, right?
It was getting pretty ridiculous,but the amount of traffic at Falcon
Field can be ridiculous sometimes.
So I guess that's life.
We did finally get the call to crossand then neither one of us remembered
if they had said to contact ground.
or monitor ground.
(51:14):
So I had to key back up and askground if we were good to taxi.
In listening back, of course, I cansee, I can hear, I guess I should
say that we had already been clearedto taxi all the way to the ramp.
But since we weren't sure,we stopped and asked.
Rookie move for sure, but betterto confess than get a deviation.
(51:34):
So whatever.
7 1, cross runway 4 right at Charlie,taxi via Delta to parking, monitor
ground traffic, go to position.
Roger.
We're crossing 4 right, uh, and we'lltaxi via Delta to parking Red Rock 71.
Cessna 0A, runway 4R, continuetraffic holding position.
Alright.
4R, continue 610A.
(51:55):
Right on
those brakes, brakes.
Roger.
6154, traffic holding position, crossrunway 4R at Charlie, and taxi via Delta.
Did
you say contact or monitor ground?
I wasn't sure.
Alright, we'll contact ground.
Alright, I had somebody, I don't know,
MD ramp or something.
Stop right here.
Trying to call, say again.
Kodiak 619 Bravo Kilo
R& D Ramp with Kilo taxi negative run up.
(52:15):
I gotta give room for the one behind me.
Yep.
Falcon Ground, Red Rock 71,we didn't catch if we were
supposed to contact our monitor.
Red Rock 71, for ya.
I just say Red Rock taxi to the ramp.
Red Rock
71 is taxiing to the ramp.
Red Rock 71, I see you down there,Charlie, taxi to the ramp via Delta.
We'll taxi to the rampvia Delta, Red Rock 71.
(52:39):
Falcon Ground, Oxford six one.
Oh.
He's gonna double check at Delta 10.
Agreed.
6 1 54 Taxi around viadelta and the runup area.
So another successful trainingmission in the books, so to speak.
I was having a good time with Eddie,but as I mentioned before, I'd only have
something like four more lessons withEddie during my instrument training.
I would fly with a few otherinstructors as we went, but Most
(53:02):
of my training would be with twoinstructors I hadn't flown with yet.
So you'll need to follow therest of my instrument training
to see how that all goes.
For now, I was just getting back into theswing of things, learning the airplane
and trying to take one step at a time.
So I hope you're enjoying the beginningof the new era of training on the podcast.
As usual, I'd love to hear feedback.
(53:24):
So let me know what you think, what you'dlike to hear more of or less of, any
insights you want that I'm not bringing.
Basically, let me know how thepodcast is working for you.
I always hope that it's one helpingsome people out there while they're
training and two, maybe helping someof you get started on your training.
(53:44):
Of course, I hope it'sentertaining for y'all too.
if you do have feedback, send me anemail at bill at student pilot cast.
com.
You can also find me onX with the handle app.
Bill will that's Bravo, India,Lima, Lima, whiskey, India, Lima.
I was feeling pretty good at thispoint about My decision to get the
(54:05):
training going again, I was having ablast, but I wouldn't always feel like
that as there were definitely bumpsin the road coming my way for sure.
Part of the reason for the gauntletwe run when building experience
and training and getting ratingsand certs, et cetera, is just the
(54:27):
experience is sometimes the point.
It's like a refinery breaking downthe crude into something usable.
It can be quite a ride, andthere's always ups and downs.
But the experience gained throughall of it could save a life one day.
So I try to embrace it all,learn what I can, and just keep
(54:50):
putting one foot in front of theother on my way to my next goal.
I try not to worry about what comes next,but that's not always that easy to do.
that said, at this point, I was, welllike Eddie would say, I was ripping.
I was gonna soon be an instrument pilot.
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