August 15, 2024 • 55 mins
In Episode 73, we join Bill as he starts his training under the hood for simulated IMC. We also introduce a new segment in this week's episode, "Beyond the Checkride". In this edition of the segment a special guest and I will talk about our first topic for actual, real-world flying that maybe weren't taught in flight school.
Links:
Hope you enjoy the episode and thanks for listening! Visit the SPC website at https://studentpilotcast.com. Please keep the feedback coming. You can use the contact form on the website or send email to bill at student pilot cast dot com. The theme song for our episodes is "To Be an Angel" by the band, "Uncle Seth".
Legal Notice: Remember, any instruction that you hear in this podcast was meant for me and me alone in the situation that we happened to be in at the time. Please do not try to apply anything you see or hear in this episode or any other episode to your own flying. If you have questions about any aspect of your flying, please consult a qualified CFI.
Copyright 2008-2024, studentpilotcast.com and Bill Williams
Mark as Played
Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
(00:00):
So it's time to get the foggleson and start some actual
simulated IMC training again.
I hadn't done that for 14 years, soit should get pretty interesting.
I'd be doing what are calledinstrument patterns, or I guess the
regular pilot skywriting, I guess.
I don't know.
Find out what happens in episode73 of the student pilot cast,
(00:22):
a different kind of pattern.
Oh, and I'm going to beintroducing a new regular segment.
(00:44):
Alright, like I said, it hadbeen almost 14 years since I
donned a view limiting device.
Ashamed of that, actually.
I mean, I did take the last 11 yearsoff of flying, but then I should have
done this about 11 years beforehand.
I think even for non instrument ratedpilots, this should be done with an
instructor or a safety pilot on board,of course, but it should be done
(01:07):
more regularly than we probably do.
One of the killers of private pilotsis unintended flight into IMC.
And that little bit of trainingwe do in our private training
is the bare minimum, of course.
And after a year or so, it's probablyclose to useless if we're not refreshing
and practicing that skill once in a while.
(01:28):
So So let's talk about this for a fewminutes from the perspective, mostly,
of a non instrument rated private pilot.
But we're going to revisitthat in a little bit.
That's what I was at thetime of this training.
I was a non instrumentrated private pilot.
For the private pilot certificate, youhave to have three hours of IMC training.
(01:49):
Usually using a view limiting deviceto simulate IMC and VFR conditions.
This set of skills that you needcould save your life and that of your
passengers should you accidentallyget yourself into IMC while flying.
And it may not even be weather related.
It could just happen to be flyingin an area of very little light
(02:10):
at night, which is somehow legal.
and these skills couldget you back to safety.
Apparently this VFR flightinto IMC conditions.
ends very badly 86 percentof the time in non commercial
flights in fixed wing aircraft.
Those aren't great odds.
(02:30):
So avoiding this would be thefirst big step, of course, but
also being ready if you do do this.
Could go a long way to saving yourlife, but the skills are perishable.
They're fleeting whenyou don't practice them.
So you've got to practice them.
Not just before the check ride either.
Ongoing.
(02:52):
These skills involve being able to focuson the instruments and of course trust
them over what your body's telling you.
You have to be practiced atscanning them so you don't focus
too much on one of the instruments.
to the detriment of the others.
so you have to develop aneffective scan in other words.
While doing that, you must be able to turnaround safely or otherwise head towards
(03:15):
VMC conditions while not descending intoterrain or other obstacles without getting
yourself into a death spiral and whilemaintaining some situational awareness of
where you are and where you're heading.
You have to be able to simultaneouslytune in a radio to get some help and
then confess that you need some help.
In this situation, it would most likelybe important that you declare an emergency
(03:38):
if you're not instrument rated so thatyou can get focused help, get that
help that you need from a controller.
You might need to be guidedto safety for a while, and you
want all of their attention.
so why do you need all of their attention?
According to that famous video fromAOPA Safety Foundation, on average,
you might have about 178 seconds tolive once you enter IMC inadvertently.
(04:04):
So yeah.
You want all the help you can getto improve your time and your odds.
You know how I know thatthis is a perishable skill?
Because I've had to keep myselfcurrent since I achieved my
instrument rating over a year ago.
We'll talk more aboutcurrency in another episode.
But while I've stayed current,I've noticed when I've done some
(04:26):
instrument practice, how muchproficiency that I've lost while not
using and practicing these skills.
in fact, you know that 86 percentnumber I threw out earlier?
According, again, to AOPA, one thirdof those fatalities from VFR into
IMC were instrument rated pilots.
(04:47):
Just having the training isn't enough.
It requires you to be proficient.
because it is a perishable skill.
Okay, so back to my training.
All that is to say that this was thefirst time in a while that I'd be
training in IMC, albeit simulated ofcourse, in a very, very long time.
(05:10):
So we'd be keeping it pretty simple.
I'll go into a little more detail ina few minutes on this training flight
coming up today, but for now, But I wantedto do something pretty exciting first.
I've got a new regular segment that I'mgoing to introduce today on the podcast.
I'm calling it Beyond the Checkride,and I'm bringing back another
(05:30):
voice you'll recognize from thepast to help me with this segment.
Actually, I'm just going to bring himin right now to help me introduce it.
Bill (05:44):
All right.
I'm so happy to have with me inthe student pilot cast today.
Uh, your old friend Kent Shookfrom the pilot cast days.
Hey Kent, how are you doing?
Great.
Really glad to be here.
Awesome.
So Kent and I at Oshkosh, as you do,talk about ideas and, and things about
(06:05):
aviation that you've been thinking about.
And one of the things westarted talking about are these
tips beyond the check ride.
So when you get into your regular flying.
How you really weren't taught somebasic things that you might need
to know as you get out in the worldand do real cross countries and do
real flying with friends and family.
(06:27):
So we're going to kick this segment off.
Our first one is going to be aboutflying with non pilot passengers.
It's the first thing you wantto do most of the time when
you first get your ticket.
Who was your first passenger, Kent?
Kent (06:41):
You know, I'd have to go and look.
It's been so long, I cannot remember.
Um, maybe I should have looked for thatbefore we started doing this segment.
Um, you know, really my first passengerwas my primary CFI because the first
thing that I did after my checkride,which I did all my flight training in
Cessnas, and I wanted to have the bestpossibility of being able to rent an
(07:04):
airplane whenever, and so the very firstflight after my checkride was going
to get checked out in the Cherokees.
So Maybe I'll try and look at mylog book quick before we're done
here and see, see who it was.
But yeah, I've flown a whole lot of peopleover the years, uh, for the first time.
And I mean, I think that's a thing thatalmost every pilot wants to do just about
(07:26):
right away after their check ride, right?
Is, you know, you've, I've beensitting here with your instructor for
so long and you know, uh, probablyspouses are a frequent first flight
passenger because they want toknow where all this money's going.
Um, so, you know, it's a thing that Ithink everybody does at some point, but.
(07:49):
Nobody ever really talks about what to do.
And, you know, this segment isall about experience, right?
And so I'm going to tell you a fewthings that I've done wrong and a few
things that I've hopefully done right.
But we want everybody to havethe best experience possible,
especially those spouses, because,uh, spousal support is extremely
(08:10):
important if you want to keep flying.
No question about it.
So who was your first passenger, Bill?
Bill (08:16):
My first passenger was my wife.
That's right.
Hey, there you go.
And I do have a littlestory along these lines.
I was trying to be the most conscientiouspilot of a new non pilot passenger ever.
Um, obviously I wanted it tobe a great experience for her.
And so I was explaining everythingI was doing in the pre flight.
(08:38):
I did a great passenger briefing,you know, I was in the mode because
I had just done my check ride.
It And I made sure I was saying,you know, in the very unlikely event
that we do have to land off airport,here are some things to think about.
I was being really conscientiousand I was telling her, okay,
this is what you can expect.
This is what, whatwe're going to be doing.
(08:58):
Of course.
I wasn't following allof the best guidelines.
It was summer in Phoenix after all.
And we were going to go take aflight up to the high country.
I was on the, upwind.
Basically I had taken off andI was flying straight out.
I was cleared to make a rightcrosswind departure to the north.
(09:23):
And again, I was explainingeverything that was going to happen.
And as soon as I banked right.
to make my right crosswinddeparture, I heard a little scream.
So even with all of my thinking andpre planning and making sure she was
(09:43):
comfortable and she was expectingeverything, I didn't prep her that she
was She was going to feel the banks alittle more in this small airplane than
maybe she does in a commercial jetliner.
So, um, that was my one tip I want toadd here, especially to a new, a new
passenger who's never been in a smallairplane before you're going to feel
(10:05):
things more and it's probably good tokind of explain that and maybe even
before your first banks, um, justsay, Hey, I'm about to turn right.
And I wish I would've done that.
She was fine.
She got used to it really quickand we had a great weekend trip
and it all worked out right.
And she loves flying with me.
She's not scared of any of it.
So everything worked out perfectly,but she did let out a little Yelp
(10:29):
when I first put her down towardsthe ground on the right side of the
airplane when I made that right turn.
So something to be thinking about.
Kent (10:40):
Yeah, that's actually, that brings up kind of the, the first, the bullet
on my list here, which is to alwaysexplain everything that you're doing,
uh, which, you know, if you're a newpilot, hopefully your flight instructor
prepared you and coached you to dothat during the check ride as well,
because, you know, the examiner wantsto know what you're thinking as well.
(11:00):
So hopefully you're in practice whenit comes to, uh, what you're going to
be talking about throughout the flight.
I mean, really for yourpassengers, it's all about comfort.
Okay.
So think about what you're saying.
Tell them what you're doing.
I mean, even something as simple asa run up will confuse somebody who's
(11:20):
never been in a small airplane before.
So, uh, you know, Hey, we're just goingto check a couple of things on the engine.
We'll rev it up here, but we'renot going to go anywhere yet.
And that sort of thing, uh, planemight bounce around a little bit from
the prop wash and that sort of thing.
I can definitely tell you that what youdon't want to do is right after take off.
(11:41):
When you realize you forgot toturn your transponder to altitude
from standby before takeoff,you really shouldn't say, Oh,
or that's a very inconsequentialthing, but or, Oh yeah,
that's, that's right, right.
Bill (12:05):
Yeah.
That's a good
Kent (12:06):
one.
Yep.
That was one of my things that I didearly on that was, Not a great idea.
So going along with kind of keepingthem in the loop as to what's
going to happen, uh, you alsowant to fly really, really smooth.
for some reason, a lot of people,they're like, Ooh, I'm a pilot now and
(12:27):
they feel the need to either show offor, Show their passenger every maneuver
they had to learn to get their pilots.
Yeah.
Don't
Bill (12:37):
do stalls.
Right.
Don't do stalls with a new passenger.
Kent (12:41):
And you know, my first ride at a GA plane was with my uncle and I
loved it, but I do remember he stalledthe plane a few times and, you know,
he was showing me all those things.
And I was fine in the airplane.
I ended up getting sick whenhe got back on the ground.
Um, Later on, so it might not have hadanything to do with the flight, but
(13:03):
yeah, that's a thing that I have donethat with some people, but only people
who were actually interested in learninghow to fly and in fact were concerned
about what stalls were going to be like.
And that guy went, Oh, that's all it is.
Yeah.
If he had not been a person whois interested in learning how to
fly and already had some concernsabout stalls and wanted to see a
(13:25):
stall, then yeah, that's definitelya thing that you don't want to do.
Along with that, you'll sensethere's this comfort theme throughout
everything that we say here.
Try and fly when there's aslittle turbulence as possible.
Um, I don't know.
Uh, what causes the most turbulencedown in your area, but up here you
get, uh, a lot of turbulence in thespring and fall because you have a,
(13:51):
uh, when you get the solar heating onthe ground from the sun, the ground is
starting out really cold in the spring.
And so the temperature drops.
Difference between the light areasand the dark areas is pretty extreme.
And then as you're into summer, orif you're in the middle of winter,
there's very little thermal activity.
Time of day makes a differencethough, with that, of course, late
(14:12):
afternoon or mid afternoon as well,are both going to be really turbulent.
Most of the time, um, if surfacewinds are really, really strong,
you'll get some mechanicalturbulence and that sort of thing.
So.
Do your best to go up at atime where you're not going
to have as much turbulence.
One thing that I really like to do ifthey're someone that I think is really
(14:36):
going to be into it and doesn't have anymotion sickness issues to worry about or
anything like that, sometimes what I'lldo is I'll take them for a hundred dollar
hamburger and we'll fly somewhere in theevening as the sun is going down and then.
You know, eat some food and thenfly back at night so that they
can experience that as well.
That
Bill (14:54):
flight at night is usually very smooth.
Kent (14:57):
Yes.
Yes.
Bill (14:59):
Out here in the desert, we get a lot of lifting action in the summer
and the spring and the fall becauseit's still hot at those times as well.
So we get a lot of that.
And then of course, out here inthe West where we have lots of
mountains, we get a lot of mechanicalturbulence from wind as well.
So, yeah, it's a goodthing to think about.
Go when.
Turbulence is lighter.
(15:20):
Speaking of that, one of the thingsthat ForeFlight's been working a lot on
is being able to see actual turbulencebased on people using their sentries
and the adhars that are part of that aregiving a lot of data back to ForeFlight.
And so that might be a tool to help youchoose a time and a day, that's maybe
a little lighter on the turbulence.
(15:41):
So something to think aboutjust popped into my head.
Kent (15:44):
Yeah, that's a great point.
It's one of the newestfeatures of ForeFlight, the
actual reported turbulence.
And they're, I guess, using somethingspecific about the sensor package
that they have in the Sentry tobe able to detect turbulence.
And if you sign up with ForeFlight tosubmit the data from your Sentry at the
end of a flight, then you get that featurefor free and the rest of us have to pay.
(16:10):
that's, I mean, I'm, I'm kind of excitedto see where things go with that feature.
I haven't pulled it up recently, but Ihope that there's lots of people signing
up to do that and giving us lots of data.
So that feature becomes reallyuseful because that is really
a great tool that we have nothad anywhere in aviation before.
Bill (16:29):
Automatic and real PyReps without you having to do PyReps.
Yeah.
It's great.
Yeah.
What else, what else can you think ofthat, people should be thinking about
when they take their first passengers?
Kent (16:43):
Well, I do have to say, I was just looking and my first
flight was my best friend, aswell as someone else that I knew.
And I did exactly the wrong thingwith what we were talking about.
It was a late afternoon flightat the end of May in Wisconsin.
And it was.
Really, really bumpy, you know,even 20 years later, that was
(17:04):
some of the worst turbulence.
Great first flight.
Yeah.
And you were mentioningmountains in the Southwest.
I think the worst turbulence I've had,at least in terms of being more than just
one bump and extended period of turbulencewas flying West out of Albuquerque.
So yeah.
Anyway, that friend, uh, I know he'sflown with me at least one more time,
(17:31):
but he's not super eager to go with me.
So that, you know, maybe why.
Yeah, you
Bill (17:36):
can't definitely attribute it to that, I guess,
but it certainly didn't help.
I'm sure.
Kent (17:41):
Yeah well, and I guess You should be prepared with barf bags and all that
kind of stuff You can just use a ziplockif you don't have the special airplane
ones But once in a while people willsteal barf bags off an airline flight.
Yeah, give them to me
Bill (17:59):
They've got stacks of them.
Kent (18:00):
You can just ask for
Bill (18:01):
them
Kent (18:02):
Yeah I've actually only ever had one person who had an
issue with that that I was flying.
Well, I guess Two once in part 91 personalflying and once in professional flying
the the second one had just had his COVIDvaccine and he got the Was it Johnson and
(18:23):
Johnson that was making everybody sick?
And so He was actually Gettingsick before he even got to the
airplane, uh, for us to fly him home.
So that one definitely wasn't my fault.
Bill (18:36):
So tell me a couple of reasons that you've thought about that.
It's so important to makeyour passengers comfortable.
Kent (18:46):
Well, you know, we mentioned one already, which is that you want them
to come fly with you again, right?
Yeah.
But the other one is, uh, You know,I used to train truck drivers and
I used to always take my traineesflying at some point, usually when
they were getting successful withthings, that was kind of the reward
of, Hey, I think we're almost done andgoing to get you in your own truck.
(19:09):
Hey, do you want to go flying?
And one of them that I specificallyremember, his brother had been
a cargo pilot and had taken himflying in a three 10 and was just.
Making jokes about, gee, our hope, ourwing doesn't fall off and stuff like that.
And, you know, it was justpurposely trying to freak him out.
(19:32):
Cause I mean, I guess that's whatbrothers do sometimes, but you
Bill (19:36):
know, it's that, or a, it's that, or a noogie.
So,
Kent (19:39):
right, right.
Yeah, but yeah, he never got on anairplane again and he, he wouldn't go
flying with me and I'm not even surehe flies on the airlines anymore.
You know, GA is just a very,very, very small community.
But, we do need to make friends with therest of the world, because their taxes
pay for our airports in a lot of cases.
(20:01):
And so, you know, next time yourlocal airport is in trouble, you
don't want that person whose brotherfreaked them out and they never went
flying again, to be speaking up atthe town meeting and saying, Nyeh.
Screw those guys.
Let's get rid of all thosedumb little airplanes, right?
You want to have a bunch of peoplethat you've taken flying and given
a wonderful experience and hopefullyyou've taken their kids flying maybe
(20:25):
in young Eagles and, um, you know,maybe you've brought them a puppy with
pilots and paws or something like that.
Show people the good side ofaviation and, um, going up with you.
Absolutely.
You know, we need more friendsof this industry for sure.
So that's incredibly important.
Bill (20:47):
Yeah.
So if I could sum it up one, don't freakout your passion passengers, find ways
to not freak them out or make them sick.
And two, let's make friendsoutside of aviation.
Absolutely.
We want all the non pilots to likethe airplanes and like flying with us.
(21:08):
It gives us more opportunities tofly if they want to fly with us.
Right.
So that's part of our challenge.
Kent (21:14):
Yup.
Just make it smooth andcomfortable and fun.
And the fact that you're a pilot isthe coolest thing in the world to them.
Bill (21:21):
Yeah.
Kent (21:21):
There's nothing else you need to show off, you know, that is a really good
Bill (21:24):
point.
Yeah.
It was a really good point.
Well, Kent, this was super fun toreprise our roles on the pilot cast
a little bit and get back together.
So appreciate you coming on and I'll sayto the SPC listeners that we're going
to be doing more of this and we're goingto do a new topic for a lot of episodes.
So this feature will hopefullykeep going and we'll hear a lot
(21:48):
more from Kent and the wisdom ofall of the experience that he has.
So appreciate you coming on Kent.
It was really fun.
Kent (21:55):
Well, and I hope people will write back in and offer their comments
and maybe give us some ideas of thingsto talk about on this, because, you
know, I've been flying these littleairplanes for 20 plus years now, and
I still definitely don't know it all.
So, um, tell us what you wantto hear and we'll talk about
Bill (22:13):
awesome.
Thanks.
We'll talk to you
So that's our first installmentof the new segment and I hope
you love where we take it.
We'll figure it out over time and thebest way to bring these topics to you.
And I'm sure we'll getbetter and faster at it.
In other words, most of the time, I thinkthere'll be a little shorter than that.
But it's our first one.
So cut us some slack.
(22:34):
Like we mentioned in the segment though.
We'd love suggestions on whatto cover in future episodes.
We have a decent list goingalready, and the plan is to keep
adding them to most episodesuntil we simply run out of topics.
So that's where you come in.
Don't let us run out of topics.
So send your suggestions to me atbill at student pilot, cast.com.
(22:57):
Thanks.
All.
Alright, so let's getback to today's flight.
I'd be starting simple today, likeI said earlier, and doing what
are called instrument patterns.
These are simply littleinstruction cards that tell you
what patterns to make in the sky.
Unfortunately, the ones we wereusing didn't write anything
cool like a skywriter would.
(23:18):
Nothing like that.
They were simply directions to flycertain headings or relative headings,
altitudes, et cetera, and told me how longto fly them, how long to fly each leg.
This is designed to help me practicemy instrument scans and divide my
attention across altitude, time, heading,standard rate turns, all that stuff.
(23:40):
Basically, it starts letting mepractice in a very simple way,
all the things I have to do as Iput instrument flight together and
as I get better and better at it.
If you're not familiar, I'msure you'll get the picture as
you hear more of the training.
Essentially, I'd be flying seeminglyrandom patterns based on these little
(24:01):
cards that they gave me, and timingeach leg so I know where and when to
start another turn in the pattern.
Another leg, if you will.
So let's get on with it.
Oh, and I should mention that I'm breakingthis flight up into two because of
the new beyond the check ride segment.
I didn't want it to get way too long.
(24:27):
so to kick this one off, I'll throw inmy ground call, but in the same theme
of keeping this shorter, I'll cut alot of the monotony out where I can.
I'm trying to strike the right balanceof helping you guys feel like you're
there on the flight with all of theother traffic, the practice area
congestion, you know, the context of theflight, but at the same time, not bore
(24:50):
you with every minute of the flight.
So definitely let me know how I'm doing.
Give me feedback on howI'm editing the flights up.
That said, here's that ground call.
Red Rock sixty at spot five, would likea south departure, and we have PAPA.
(25:10):
Red Rock sixty, thousand ground,runway four right, taxi via delta.
Four right, taxi viadelta, Red Rock sixty.
Couldn't hear the beginning part.
No, you're good.
Clear the intersection.
That guy's going to the right, perfect.
Clear the intersection, coming left.
(25:32):
Okay, he's coming this way.
Uh, he's just clearing the runway.
Okay, we're good.
Good S.
A.
though.
He's gonna call ground right now.
After taxiing out, wedid the run up as usual.
Okay.
Alright, so what you do with
(25:53):
Hold that down.
Eight oh 1000 Ground street.
Delta.
Delta.
Alright.
Runup parking brake is set.
Mixture rich light controls
fountain ground, Oxford 49 55, correct.
Spot three AJ Departure with 2049.
55,000 ground runway.
(26:14):
Four eight.
Text Delta.
Alright, Magneto's left.
Barely a drop.
That's nice.
Barely.
And right.
Barely.
Okay, both on.
Carb heat.
(26:36):
Barely.
Wow.
Amps.
Probably here, huh?
Yep, exactly.
Okay, 13.
6 volts.
There's no ammeter.
Oh, okay.
Vacuum, we're at 5.
3.
Uh, oil and fuel.
(26:57):
All in the green.
Okay.
And throttle back to idle.
Make sure it doesn't die.
We also, we missed one thingon the checklist there.
(27:18):
I believe flight, oh no, excuse me,flight instruments are afterward.
Perfect.
So we're still a little tilted.
I'll try and remember that.
Where's the compass?
Magnetic compass is over here.
So we can set it to about 320.
That's three four zero.
(27:39):
My bad.
You're good.
Three two zero.
Alright.
Yes.
You already put something in there?
Oh yeah, I threw a Chandler.
Okay.
Um, are we going to betransitioning Chandler?
Or are we going to beabove their airspace?
We're going to be above them, yep.
All right, and, uh, Transponder, Iwas, someone was squawking yesterday.
(28:04):
I guess they did like a VFR,so I just set us to VFR.
Okay, you got us.
Okay.
1200.
All right, so we are goingto do a normal takeoff.
Yep.
Um, we'll probably, she'll probably putus in a right pattern to go south, right?
Yep, exactly.
Um, at 400 feet, you're goingto ask me to put my foggles on.
(28:25):
Yep.
Which, I don't remember where I put them.
I put them somewhere to be handy.
Okay.
I can grab mine if need, but.
There.
Perfect.
There you go.
You can just, uh.
Put them on my head.
Good deal.
Okay.
(28:46):
Um, if we have any problems withthe engine or otherwise, uh, while
we're on the ground we're goingto break and get off the runway.
If we are rotated, buthave runway remaining.
We're going to land and heavy break.
Um, if we don't have any runway remaining,we're going to head over maybe to
(29:08):
Phillips Road or to the golf courses overthere, if we can't maintain altitude.
Um, alright.
Anything else?
Nope.
You can switch over to tower.
When we come to a stop, you can,uh, you can throw in one, two, two,
eight, five, to kind of help yourselfout, stay ahead of the airplane.
(29:33):
That's the south practice area?
Yep.
Eight, five, there
you go.
And when this guy starts rolling, then youcan call him up saying, uh, Falcon Tower,
Red Rock sixty holding short, four right.
Okay.
Steel pump is on.
Flaps are and light set to zero.
(29:53):
Heading light.
There you go.
Ending light is on.
Perfect.
Right.
Falcon Tower.
Yep.
Falcon Tower.
Red Rock.
60 is holding short of four.
Right?
Ready to go.
Red Rock.
60 Falcon Tower.
Good morning.
Right turn.
Southbound approved wind 03 0 at one four runway four.
Right.
Clear for takeoff.
Clear for takeoff.
On for right and right turn.
(30:15):
Approved.
Red Rock 60.
That's a nice guy.
Yeah.
Good vibes.
Alright sir, takeoff is all on you.
Have a bit of a left crosswind.
Yep, just a little bit, so youcan add a little bit of aileron.
Alright, here we go.
(30:37):
Airspeed is alive.
Engine instruments are green.
And we're at sixty five.
Rotate.
Helicopter 3A Gulf Mikeready to go with Yankee 2.
Helicopter 3A Gulf Mike,Yankee 2 pattern approved.
Inbound traffic for Yankee 2pattern four miles northwest.
Five.
(31:02):
Okay.
So at about 400 feet, my instructortook over the controls so I could get my
foggles on and start the simulated IMC.
I'll go over some of therequirements to get your instrument
rating in the next episode.
But this would basically be my life in theairplane for the next couple of months.
Here you go.
Alright, I'll take the controls.
Alright, your controls.
(31:23):
your foggles on.
Alright.
You got the airplane?
My controls.
Alright, you can come right heading 220.
Right, heading 220.
And we'll climb up to 3, 700.
3, 700.
Universal 1 9 traffic helicopter,left downwind 2 pattern.
(31:44):
Traffic in sight, Universal 1 9.
You can start your wings level.
There you go.
And we can do our after takeoff checklist.
And really small movements.
Don't need to go crazy with it.
After takeoff, flaps set to zero,mixture rich, landing light is off,
(32:10):
back on my heading,and we'll go level off.
Okay, fuel pump off, say again?
You can level off right here.
And now you can turn direct to 190.
1 9 0.
(32:33):
Yep, left 1 9 0.
Stay out of Phoenix's airspace.
Falcon Tower, Oaxala 7251, Fountainarrival with V formation pop up.
Request And you can descenddown, watch your altitude.
A 3 72 51 F Tower.
Good morning.
Make left traffic runway four left.
There you go.
Where do you want?
(32:54):
Uh, just about 23 outof that yellow, right?
Yep.
Okay.
After.
All right, cool.
Out the feel to not look outside.
A little weird.
Yeah, it's been a longtime since I've done that.
(33:16):
Welcome to I
Red Rock 60 traffic, twomiles south your position.
Diamond Star 3,700indicated also southbound.
Frequency Change Prove Good day.
Frequency change approved, and we'relooking for that traffic redox you see.
I don't see him.
I'll worry about him, youjust worry about the airplane.
(33:36):
So
we're staying clear of gateways, stayingclear of the Phoenix Bravo, and the shell
starts at 4, 000 so 3, 700 is perfect.
We're going to fly rightover the top of Chantler.
You can do your cruise checklist for now.
(34:01):
Cruise checklist, throttle, cruise.
Sir Lane,
uh, heading indicator, we have 1 9 0.
You'll already got the timer going.
(34:21):
South Spencer is the 5 86 4,500over Gila River Memorial, heading
towards , slow point stall.
South Spencer,
south , north America Mountain maneuveringbetween four and 5,000 feet in Southwest.
Oh, it's so busy down there already.
(34:43):
This is gonna be tough.
This is going
Okay, so we're flying along.
And we hear this, the segmentthat I've got coming up.
I'm adding this in because I want togive a little shout out to APS where they
do, well, more than do, they basicallywrote the book on what's called Upset
(35:04):
Prevention and Recovery Training or UPRT.
My youngest son is about to startA& P school and recently he started
working at APS and he is loving it.
They have eight extras and acouple of experimental jets
for high altitude UPRT as well.
Well, We happen to hear a few ofthem in a section of the Southeast
(35:25):
practice area having a little bitmore fun than we probably were.
I mean, I like instrument trainingand all, but here was their call.
Notice the call sign.
They use upset as the beginning ofthe call sign for all of their planes.
(35:51):
Man, that sounds like a lot of fun, right?
I know they're mostlydoing serious training.
I mean, they do fun aero rides too,but most of their training is for
professional pilots being sent thereby their company or by the military.
But that doesn't mean it's not fun, right?
Well, this is how we reactedat the time in the airplane.
(36:16):
And I'm still kind of jealous.
My son who started working thererecently is apparently going to be
getting a pretty cool ride soon.
Part of their perks as employees.
So I'll live vicariously throughhim for at least a little while.
That said, I did have my own littleaerobatic adventure very recently, but
(36:36):
again, in the interest of time, I'llcover that hopefully in the next episode.
So stay subscribed.
All right.
Jealous pilots aside, let'sget on with the flight.
There you go.
Really good job.
So far, so good.
We'll just kind of get clear ofeveryone's airspace and then we'll, uh,
As far as straight sky, 4190, Victorover, written half, sat 3, 500, heading
(36:58):
back into gateway, last call, Sunday.
I realize we don't have a lot of bumps.
But, this is so much easier than the simp.
I know I'm not doing anything yet.
But even this, it's like,at least it holds altitude.
(37:22):
The error on the latitude indicatoris giving me some problems though.
Well, I try and hold it level andthen I realize I'm turning left.
Uh, I just have to keep remembering.
about
(37:45):
3 miles to the northwestAmeriCorps mountain.
Setting up for slow flight stall.
Southeast practice area, Skyhawk 1752,uh, at 5, 600 descending down to 4, 500
and over Coolidge heading to the gap.
Southeast
(38:08):
practice area, Skyhawk 1752.
Alright, um, for sake of spacing,timing, time, and traffic.
We're going to just start ourfirst leg, um, on a south heading.
So we're going to kind of doeverything reference to south.
Okay.
Because there's a lot of traffic,and there's a lot of airspace
that we have to worry about.
Um, so we'll justcontinue on this heading.
(38:30):
And we'll climb up to, climb up to 4, 500.
4, 500.
Yep.
Don't forget to put in uh, your mixturewhen you climb, and then your power.
Okay.
Let me jump in here real quickfor some local information.
You're going to hear my instructorsaying Bob Choulet, I think, or something
(38:53):
like that a bit in this episode.
I honestly thought it was a joke asI was re listening to the recording
because we do pronounce it that way asa joke sometimes, something I learned
to do as my training progressed.
But I think in this case, hemight've been serious as I listened
more, which is understandable.
My instructor was.
Not from this area.
And as I mentioned in the last episode,was new to instructing and to the airport.
(39:18):
So how would he know?
There is this tiniest ofcommunities South of the East
Valley of Phoenix called Bapchule.
It's spelled B A P C H U L E.
So you can see why someone pronounce it.
as Bob Shuley, which is what wedo when we're flying often so much
(39:41):
that I sometimes have to thinkabout how it's really pronounced.
We've come up with all kinds of waysof saying it, sometimes with an English
accent, sometimes with a Southern accent.
It's all fair game.
I've never even been to thisplace on the ground before.
And when I say small, it'slike a couple of buildings.
But it's surrounded by open desert.
(40:02):
So it makes for a nicereference point from the air.
It's easy to see, and it standsout against that open desert.
And it's on the way to a lot of places.
If you're coming out of the gap overChandler, the gap is that air space
gap between the Phoenix class Bravo,And, Williams Mesa Gateway Airport, and
(40:23):
where you come from Falcon Field, whenyou're kind of heading to the south,
you can go through this little gapwhere you get through this airspace.
So it's called the gap.
So we use BAPTULE all the time as kind of,oh, there, you know, I know where I'm at.
If you're observant, you'll hear at leastone other pilot on the radio, pronouncing
(40:44):
it correctly during this episode.
Points to the first listenerwho reaches out to me with the
timestamp of when that happens.
Anyway, I didn't want you wonderingwhat we're talking about every time
my instructor is on the radio andhe's talking about this Bob guy, Bob.
Bob Choulet.
(41:05):
I don't even remember.
We've said it so many different ways.
I don't even remember what hewas saying, but you'll hear it.
So let's carry on.
I'll let most of this play and tellabout the halfway mark of the flight.
So you can follow my patterns, but I'llcut out a bunch of silence or near silence
so that times won't necessarily matchwith the wall clock while you're listening
(41:27):
on the timing I'm doing for the legs.
Here you go.
'We'll be right behind you.
When we reach Bob Chulet, then wecan start our instrument pattern.
Do you want me on one eightzero or still on one nine zero?
We're gonna do one nine zero for now.
Okay.
And then when we start our instrumentpattern, we're gonna go one eight zero,
get ourselves a stab at four thousandfive hundred, and then we'll, uh,
(41:48):
we'll start that instrument pattern.
Alright.
Brenda, cool?
Yep.
Sweet.
And, um, just make sure I heard correctly,you said four thousand five hundred.
Four thousand five hundred, yep.
Got it.
And you can come left oneeight zero for spacing.
Worth another traffic.
1 8 0.
Uh, we're going to go left actually 1 6 0.
1 6 0.
1 6 0, level off 4, 500.
(42:12):
Alright, you can start your level off.
And you can start to slow yourselfdown to 100 miles an hour.
(42:32):
It's going to be like 2150, right?
Around that, yep.
So that's called our control performance.
So RPM for a 100 miles per hour, perfect.
Perfect.
And
you can get yourself backestablished on a 1 8 0 heading.
Alright, 1 8 0.
And when you're ready, you canstart your instrument pattern.
Very nice job so far, Bill.
(42:53):
Give me just one second hereto get my speed and altitude.
Yeah, get yourself situated.
Sorry about that.
Oh, you're good.
I know, it's hard withthe attitude indicator.
With our attitude indicator, we canalso reference other instruments to
make sure that we're turning right.
We've got our track coordinator,we've got our heading indicator.
(43:16):
Okay, so I've got a bit of a problem.
I can't, I can't seem to holdaltitude and get it to 100 miles an
hour without going into the yellow.
Okay, um, what do you want me to do?
Yeah, we can add in a little bit of power.
We'll go 110.
Okay.
Just for that sake.
We'll stay at 2300 RPM.
(43:38):
And that should give usabout 110 or so, 105.
And we'll just use that.
Just
kind of get yourself trimmed out.
Perfect.
Not quite there yet.
Sorry.
Don't apologize.
I need you to get comfortable with theairplane before you start doing anything.
(44:01):
I know these airplanes reallyaren't easy for instruments, so.
You're doing great.
I'd be doing the exactsame thing you're doing
South Practice area, red Rock sixties,4,500, Bob Chile heading southbound
and maneuvering, staying at 4,500.
So, okay.
(44:24):
So 1 7 5 2 Tango, Ithink Wichita Southeast.
I'll help you out for today with a timer.
This one doesn't have a timer.
Okay, I can.
Because 8 0 Whiskeydoes, but not this one.
I can help you out with it if you need.
Time to change tanks.
Okay, perfect.
So your fuel pump should come on andthen we'll switch tanks to the right.
(44:46):
Alright, fuel pump.
I got the airplane if you need.
Fuel pump is on.
Switch tanks.
Cool.
Fuel pressure.
Good.
Fuel pump off.
Perfect.
Fuel pressure.
Alright.
Good deal.
Um, the timer.
Okay.
Okay, my airplane?
(45:06):
Your airplane.
South, right?
Uh, yep.
so if we get started here,
alright, it starts righthere for one minute.
Ready?
Sir.
(45:31):
Going 45
Uh, it's the first leg, just one minute.
I meant 45 degree turn to the left, sorry.
Oh, yeah, yeah, yeah, I was about to say.
I should have met CA better.
Oh, you're good.
(45:52):
Southeast Oxford.
10 10, 6, 5.
Overwater Ski Lake will besetting up for slow seconds.
Southbound go
Three zero Golf, which hashad three, five for the gap.
Lost fall South
Southeast Practice Oxford 70 49.
(46:14):
Water Ski Lake 5,500 southbound.
That is a one minute leg sir.
We'll do a standard 180 degrees.
Uh, turn to the right.
Take one minute.
Yep.
Right at one minute weshould be heading about 320.
(46:40):
There
we go.
Standard rate.
Be sure to compensatefor that loss of lift.
Good.
Very
(47:00):
nice.
Right
there, right on.
One minute.
On the money.
Okay, then this leg
Thirty seconds?
Two minutes.
Don't scare me like that.
(47:22):
I am on the right leg, right?
It's two minutes?
I thought you were on, I thoughtyou just did your Oh, you're
right, you're right, you're right.
Okay.
I was thinking the wrong one.
I want to go north.
There you go.
In five seconds.
I was about to say, two minutes, alright,that's a That's a long one, yeah.
Okay, standard rate.
(47:43):
Little back pressure.
Yep.
Run from your mistakes.
That's perfect.
Could be about 15 seconds.
Is whoop overdid it A little.
All right, now this one's two minutes,five outstanding goes over black water.
(48:05):
Five nine descending three five emergency.
Sent with a couple of fe
Sarah Red Rock, 64,500 North testtrack and northbound gonna be
maneuvering circles and south.
Keeping up that scan.
(48:43):
Alright, one minute to go, roll.
Alright, one minute to go, roll.
Southwest practice area, SS734,
Hotel Charlie is at 4, 500over Bapchul, moving westbound.
30
(49:06):
seconds,
I'll be making a turn to
Zero four five.
Yes sir.
Zero four five heading.
(49:27):
Standard rate.
Go.
Reset.
I
don't know why we ballooned so much.
Probably some turbulence.
This one is Forty five seconds.
(49:52):
Forty five seconds, we'reabout halfway there.
Alright, ten seconds.
be doing a two seventy.
Alright?
Yes sir.
I'll be turning to the south.
Yep, you're going to be heading south.
To the left.
(50:12):
Right now.
Yep.
Standard rate.
I could lose a tiny bit of altitude.
Practice Aero to X 60, 4, 500, BobChoulet heading southbound, south.
Bill, you're doing a great job.
Thank you.
(50:33):
Keeping a right of standard rate,you're keeping this game going, and I
know you are, because your altitude'sgood, your coordinator's good, your air
speed's good, your power setting's good.
Fantastic.
This is going to be fun, man.
Challenging, but fun.
Yeah, oh yeah.
It's just the beginning.
Then you're going to be doingchecklists in the next lesson with us.
Yeah.
And changing air speeds anddoing all kinds of stuff.
(50:55):
Then we can start talkingabout control performance.
Alright, I'm going tobe rolling out on south.
Alright, that'll have to do it forthe instrument patterns for today and
we'll pick this back up next week.
But it was good to be doing actualsimulated IMC training again.
I was doing alright, but I was inkindergarten with these patterns.
(51:16):
This rating would get challenging forsure, juggling all of the new knowledge,
the new skills in the cockpit, andmostly just how busy everything would
get, and I couldn't get enough of it.
You know what else I can't get enough of?
Yep, you're right, comments from you guys.
As usual, I Want you to know thatI'd love hearing from you again.
You can send me email anytimeat bill at studentpilotcast.
(51:42):
com.
It's easy.
And I don't charge that much for emails.
It'll only cost you.
Let's see, one carry the two.
Oh yeah, it's free.
And it's easy.
You can also find me on X using thehandle at bill will that's Bravo,
India, Lima, Lima, whiskey, India, Lima.
I know a few of you have reachedout that way and that's cool too.
(52:04):
However you do it, let me knowwhat you're up to in aviation.
If you're flying, let me knowwhat and where you're doing it.
And let me know what you'relearning right now too.
Seriously.
I love it.
So I'm in the middle of my firsttraining under the hood in a while.
And like I said, we'll finishup this flight next week, but.
(52:27):
I'll be doing a lot of thisover the next little while.
Like I said, I couldn't get enough of it.
There would come a time when I wouldlong to look out of the airplane
again, but for now I was learning andpracticing some new skills to me, and
that usually keeps me really happy.
It's like a fix I was able to get acouple of times a week, sometimes more.
(52:51):
I'd also start flying a bit in the basictraining device or the basic SIM that
I'd use for some of my training hours.
And.
In fact, I had done my first SIM session aday or two before this flight, where I was
introduced to the instrument patterns inthe SIM before we did it in the airplane.
I'll talk more about training in thesim in future episodes a little bit.
(53:14):
Nobody wants to hearaudio of a sim session.
Suffice it to say right now, it'snot nearly as fun as it sounds.
The real airplane is way, way better.
I found the sim actuallyreally hard to control.
Nothing felt as natural as thereal plane, and the controls
were just too simulated feeling.
So, yeah, real flying is best.
(53:36):
That said There is a goodplace in trading for the sim.
And the better, like the more expensivethe sim, probably the better it is.
But I much prefer real flying.
I use my own non certified gamingsims to practice certain things,
including procedures from time to time.
While it's not loggable and notnearly as fun as the real thing,
(53:59):
it can be instructive and helpful.
So yes, there is a place for it.
But I'll keep bringingyou to the real thing.
And maybe, Talk about someof the sim experience that
I got during this training.
So until next week, whenwe finish this one up, just
remember I was loving it so far.
I was learning a ton and I hadno idea what was in store for
(54:20):
me, even if I thought I did.
I was blissfully ignorant of thebrain overload that I'd soon feel.
I would actually soon be an overloadedpilot who could only stammer
nonsensical phrases like hold entrywhile looking at my thumb and VDP what?
I might have even been heard sayingsomething like why does he keep
(54:41):
telling me how far I am away fromthis final approach fix and what
was all that other stuff he said?
I'd figure it out soon enough, I guess.
So it's time to get the foggleson and start some actual
simulated IMC training again.
I hadn't done that for 14 years, soit should get pretty interesting.
I'd be doing what are calledinstrument patterns, or I guess the
regular pilot skywriting, I guess.
I don't know.
Find out what happens in episode73 of the student pilot cast,
(00:22):
a different kind of pattern.
Oh, and I'm going to beintroducing a new regular segment.
(00:44):
Alright, like I said, it hadbeen almost 14 years since I
donned a view limiting device.
Ashamed of that, actually.
I mean, I did take the last 11 yearsoff of flying, but then I should have
done this about 11 years beforehand.
I think even for non instrument ratedpilots, this should be done with an
instructor or a safety pilot on board,of course, but it should be done
(01:07):
more regularly than we probably do.
One of the killers of private pilotsis unintended flight into IMC.
And that little bit of trainingwe do in our private training
is the bare minimum, of course.
And after a year or so, it's probablyclose to useless if we're not refreshing
and practicing that skill once in a while.
(01:28):
So So let's talk about this for a fewminutes from the perspective, mostly,
of a non instrument rated private pilot.
But we're going to revisitthat in a little bit.
That's what I was at thetime of this training.
I was a non instrumentrated private pilot.
For the private pilot certificate, youhave to have three hours of IMC training.
(01:49):
Usually using a view limiting deviceto simulate IMC and VFR conditions.
This set of skills that you needcould save your life and that of your
passengers should you accidentallyget yourself into IMC while flying.
And it may not even be weather related.
It could just happen to be flyingin an area of very little light
(02:10):
at night, which is somehow legal.
and these skills couldget you back to safety.
Apparently this VFR flightinto IMC conditions.
ends very badly 86 percentof the time in non commercial
flights in fixed wing aircraft.
Those aren't great odds.
(02:30):
So avoiding this would be thefirst big step, of course, but
also being ready if you do do this.
Could go a long way to saving yourlife, but the skills are perishable.
They're fleeting whenyou don't practice them.
So you've got to practice them.
Not just before the check ride either.
Ongoing.
(02:52):
These skills involve being able to focuson the instruments and of course trust
them over what your body's telling you.
You have to be practiced atscanning them so you don't focus
too much on one of the instruments.
to the detriment of the others.
so you have to develop aneffective scan in other words.
While doing that, you must be able to turnaround safely or otherwise head towards
(03:15):
VMC conditions while not descending intoterrain or other obstacles without getting
yourself into a death spiral and whilemaintaining some situational awareness of
where you are and where you're heading.
You have to be able to simultaneouslytune in a radio to get some help and
then confess that you need some help.
In this situation, it would most likelybe important that you declare an emergency
(03:38):
if you're not instrument rated so thatyou can get focused help, get that
help that you need from a controller.
You might need to be guidedto safety for a while, and you
want all of their attention.
so why do you need all of their attention?
According to that famous video fromAOPA Safety Foundation, on average,
you might have about 178 seconds tolive once you enter IMC inadvertently.
(04:04):
So yeah.
You want all the help you can getto improve your time and your odds.
You know how I know thatthis is a perishable skill?
Because I've had to keep myselfcurrent since I achieved my
instrument rating over a year ago.
We'll talk more aboutcurrency in another episode.
But while I've stayed current,I've noticed when I've done some
(04:26):
instrument practice, how muchproficiency that I've lost while not
using and practicing these skills.
in fact, you know that 86 percentnumber I threw out earlier?
According, again, to AOPA, one thirdof those fatalities from VFR into
IMC were instrument rated pilots.
(04:47):
Just having the training isn't enough.
It requires you to be proficient.
because it is a perishable skill.
Okay, so back to my training.
All that is to say that this was thefirst time in a while that I'd be
training in IMC, albeit simulated ofcourse, in a very, very long time.
(05:10):
So we'd be keeping it pretty simple.
I'll go into a little more detail ina few minutes on this training flight
coming up today, but for now, But I wantedto do something pretty exciting first.
I've got a new regular segment that I'mgoing to introduce today on the podcast.
I'm calling it Beyond the Checkride,and I'm bringing back another
(05:30):
voice you'll recognize from thepast to help me with this segment.
Actually, I'm just going to bring himin right now to help me introduce it.
Bill (05:44):
All right.
I'm so happy to have with me inthe student pilot cast today.
Uh, your old friend Kent Shookfrom the pilot cast days.
Hey Kent, how are you doing?
Great.
Really glad to be here.
Awesome.
So Kent and I at Oshkosh, as you do,talk about ideas and, and things about
(06:05):
aviation that you've been thinking about.
And one of the things westarted talking about are these
tips beyond the check ride.
So when you get into your regular flying.
How you really weren't taught somebasic things that you might need
to know as you get out in the worldand do real cross countries and do
real flying with friends and family.
(06:27):
So we're going to kick this segment off.
Our first one is going to be aboutflying with non pilot passengers.
It's the first thing you wantto do most of the time when
you first get your ticket.
Who was your first passenger, Kent?
Kent (06:41):
You know, I'd have to go and look.
It's been so long, I cannot remember.
Um, maybe I should have looked for thatbefore we started doing this segment.
Um, you know, really my first passengerwas my primary CFI because the first
thing that I did after my checkride,which I did all my flight training in
Cessnas, and I wanted to have the bestpossibility of being able to rent an
(07:04):
airplane whenever, and so the very firstflight after my checkride was going
to get checked out in the Cherokees.
So Maybe I'll try and look at mylog book quick before we're done
here and see, see who it was.
But yeah, I've flown a whole lot of peopleover the years, uh, for the first time.
And I mean, I think that's a thing thatalmost every pilot wants to do just about
(07:26):
right away after their check ride, right?
Is, you know, you've, I've beensitting here with your instructor for
so long and you know, uh, probablyspouses are a frequent first flight
passenger because they want toknow where all this money's going.
Um, so, you know, it's a thing that Ithink everybody does at some point, but.
(07:49):
Nobody ever really talks about what to do.
And, you know, this segment isall about experience, right?
And so I'm going to tell you a fewthings that I've done wrong and a few
things that I've hopefully done right.
But we want everybody to havethe best experience possible,
especially those spouses, because,uh, spousal support is extremely
(08:10):
important if you want to keep flying.
No question about it.
So who was your first passenger, Bill?
Bill (08:16):
My first passenger was my wife.
That's right.
Hey, there you go.
And I do have a littlestory along these lines.
I was trying to be the most conscientiouspilot of a new non pilot passenger ever.
Um, obviously I wanted it tobe a great experience for her.
And so I was explaining everythingI was doing in the pre flight.
(08:38):
I did a great passenger briefing,you know, I was in the mode because
I had just done my check ride.
It And I made sure I was saying,you know, in the very unlikely event
that we do have to land off airport,here are some things to think about.
I was being really conscientiousand I was telling her, okay,
this is what you can expect.
This is what, whatwe're going to be doing.
(08:58):
Of course.
I wasn't following allof the best guidelines.
It was summer in Phoenix after all.
And we were going to go take aflight up to the high country.
I was on the, upwind.
Basically I had taken off andI was flying straight out.
I was cleared to make a rightcrosswind departure to the north.
(09:23):
And again, I was explainingeverything that was going to happen.
And as soon as I banked right.
to make my right crosswinddeparture, I heard a little scream.
So even with all of my thinking andpre planning and making sure she was
(09:43):
comfortable and she was expectingeverything, I didn't prep her that she
was She was going to feel the banks alittle more in this small airplane than
maybe she does in a commercial jetliner.
So, um, that was my one tip I want toadd here, especially to a new, a new
passenger who's never been in a smallairplane before you're going to feel
(10:05):
things more and it's probably good tokind of explain that and maybe even
before your first banks, um, justsay, Hey, I'm about to turn right.
And I wish I would've done that.
She was fine.
She got used to it really quickand we had a great weekend trip
and it all worked out right.
And she loves flying with me.
She's not scared of any of it.
So everything worked out perfectly,but she did let out a little Yelp
(10:29):
when I first put her down towardsthe ground on the right side of the
airplane when I made that right turn.
So something to be thinking about.
Kent (10:40):
Yeah, that's actually, that brings up kind of the, the first, the bullet
on my list here, which is to alwaysexplain everything that you're doing,
uh, which, you know, if you're a newpilot, hopefully your flight instructor
prepared you and coached you to dothat during the check ride as well,
because, you know, the examiner wantsto know what you're thinking as well.
(11:00):
So hopefully you're in practice whenit comes to, uh, what you're going to
be talking about throughout the flight.
I mean, really for yourpassengers, it's all about comfort.
Okay.
So think about what you're saying.
Tell them what you're doing.
I mean, even something as simple asa run up will confuse somebody who's
(11:20):
never been in a small airplane before.
So, uh, you know, Hey, we're just goingto check a couple of things on the engine.
We'll rev it up here, but we'renot going to go anywhere yet.
And that sort of thing, uh, planemight bounce around a little bit from
the prop wash and that sort of thing.
I can definitely tell you that what youdon't want to do is right after take off.
(11:41):
When you realize you forgot toturn your transponder to altitude
from standby before takeoff,you really shouldn't say, Oh,
or that's a very inconsequentialthing, but or, Oh yeah,
that's, that's right, right.
Bill (12:05):
Yeah.
That's a good
Kent (12:06):
one.
Yep.
That was one of my things that I didearly on that was, Not a great idea.
So going along with kind of keepingthem in the loop as to what's
going to happen, uh, you alsowant to fly really, really smooth.
for some reason, a lot of people,they're like, Ooh, I'm a pilot now and
(12:27):
they feel the need to either show offor, Show their passenger every maneuver
they had to learn to get their pilots.
Yeah.
Don't
Bill (12:37):
do stalls.
Right.
Don't do stalls with a new passenger.
Kent (12:41):
And you know, my first ride at a GA plane was with my uncle and I
loved it, but I do remember he stalledthe plane a few times and, you know,
he was showing me all those things.
And I was fine in the airplane.
I ended up getting sick whenhe got back on the ground.
Um, Later on, so it might not have hadanything to do with the flight, but
(13:03):
yeah, that's a thing that I have donethat with some people, but only people
who were actually interested in learninghow to fly and in fact were concerned
about what stalls were going to be like.
And that guy went, Oh, that's all it is.
Yeah.
If he had not been a person whois interested in learning how to
fly and already had some concernsabout stalls and wanted to see a
(13:25):
stall, then yeah, that's definitelya thing that you don't want to do.
Along with that, you'll sensethere's this comfort theme throughout
everything that we say here.
Try and fly when there's aslittle turbulence as possible.
Um, I don't know.
Uh, what causes the most turbulencedown in your area, but up here you
get, uh, a lot of turbulence in thespring and fall because you have a,
(13:51):
uh, when you get the solar heating onthe ground from the sun, the ground is
starting out really cold in the spring.
And so the temperature drops.
Difference between the light areasand the dark areas is pretty extreme.
And then as you're into summer, orif you're in the middle of winter,
there's very little thermal activity.
Time of day makes a differencethough, with that, of course, late
(14:12):
afternoon or mid afternoon as well,are both going to be really turbulent.
Most of the time, um, if surfacewinds are really, really strong,
you'll get some mechanicalturbulence and that sort of thing.
So.
Do your best to go up at atime where you're not going
to have as much turbulence.
One thing that I really like to do ifthey're someone that I think is really
(14:36):
going to be into it and doesn't have anymotion sickness issues to worry about or
anything like that, sometimes what I'lldo is I'll take them for a hundred dollar
hamburger and we'll fly somewhere in theevening as the sun is going down and then.
You know, eat some food and thenfly back at night so that they
can experience that as well.
That
Bill (14:54):
flight at night is usually very smooth.
Kent (14:57):
Yes.
Yes.
Bill (14:59):
Out here in the desert, we get a lot of lifting action in the summer
and the spring and the fall becauseit's still hot at those times as well.
So we get a lot of that.
And then of course, out here inthe West where we have lots of
mountains, we get a lot of mechanicalturbulence from wind as well.
So, yeah, it's a goodthing to think about.
Go when.
Turbulence is lighter.
(15:20):
Speaking of that, one of the thingsthat ForeFlight's been working a lot on
is being able to see actual turbulencebased on people using their sentries
and the adhars that are part of that aregiving a lot of data back to ForeFlight.
And so that might be a tool to help youchoose a time and a day, that's maybe
a little lighter on the turbulence.
(15:41):
So something to think aboutjust popped into my head.
Kent (15:44):
Yeah, that's a great point.
It's one of the newestfeatures of ForeFlight, the
actual reported turbulence.
And they're, I guess, using somethingspecific about the sensor package
that they have in the Sentry tobe able to detect turbulence.
And if you sign up with ForeFlight tosubmit the data from your Sentry at the
end of a flight, then you get that featurefor free and the rest of us have to pay.
(16:10):
that's, I mean, I'm, I'm kind of excitedto see where things go with that feature.
I haven't pulled it up recently, but Ihope that there's lots of people signing
up to do that and giving us lots of data.
So that feature becomes reallyuseful because that is really
a great tool that we have nothad anywhere in aviation before.
Bill (16:29):
Automatic and real PyReps without you having to do PyReps.
Yeah.
It's great.
Yeah.
What else, what else can you think ofthat, people should be thinking about
when they take their first passengers?
Kent (16:43):
Well, I do have to say, I was just looking and my first
flight was my best friend, aswell as someone else that I knew.
And I did exactly the wrong thingwith what we were talking about.
It was a late afternoon flightat the end of May in Wisconsin.
And it was.
Really, really bumpy, you know,even 20 years later, that was
(17:04):
some of the worst turbulence.
Great first flight.
Yeah.
And you were mentioningmountains in the Southwest.
I think the worst turbulence I've had,at least in terms of being more than just
one bump and extended period of turbulencewas flying West out of Albuquerque.
So yeah.
Anyway, that friend, uh, I know he'sflown with me at least one more time,
(17:31):
but he's not super eager to go with me.
So that, you know, maybe why.
Yeah, you
Bill (17:36):
can't definitely attribute it to that, I guess,
but it certainly didn't help.
I'm sure.
Kent (17:41):
Yeah well, and I guess You should be prepared with barf bags and all that
kind of stuff You can just use a ziplockif you don't have the special airplane
ones But once in a while people willsteal barf bags off an airline flight.
Yeah, give them to me
Bill (17:59):
They've got stacks of them.
Kent (18:00):
You can just ask for
Bill (18:01):
them
Kent (18:02):
Yeah I've actually only ever had one person who had an
issue with that that I was flying.
Well, I guess Two once in part 91 personalflying and once in professional flying
the the second one had just had his COVIDvaccine and he got the Was it Johnson and
(18:23):
Johnson that was making everybody sick?
And so He was actually Gettingsick before he even got to the
airplane, uh, for us to fly him home.
So that one definitely wasn't my fault.
Bill (18:36):
So tell me a couple of reasons that you've thought about that.
It's so important to makeyour passengers comfortable.
Kent (18:46):
Well, you know, we mentioned one already, which is that you want them
to come fly with you again, right?
Yeah.
But the other one is, uh, You know,I used to train truck drivers and
I used to always take my traineesflying at some point, usually when
they were getting successful withthings, that was kind of the reward
of, Hey, I think we're almost done andgoing to get you in your own truck.
(19:09):
Hey, do you want to go flying?
And one of them that I specificallyremember, his brother had been
a cargo pilot and had taken himflying in a three 10 and was just.
Making jokes about, gee, our hope, ourwing doesn't fall off and stuff like that.
And, you know, it was justpurposely trying to freak him out.
(19:32):
Cause I mean, I guess that's whatbrothers do sometimes, but you
Bill (19:36):
know, it's that, or a, it's that, or a noogie.
So,
Kent (19:39):
right, right.
Yeah, but yeah, he never got on anairplane again and he, he wouldn't go
flying with me and I'm not even surehe flies on the airlines anymore.
You know, GA is just a very,very, very small community.
But, we do need to make friends with therest of the world, because their taxes
pay for our airports in a lot of cases.
(20:01):
And so, you know, next time yourlocal airport is in trouble, you
don't want that person whose brotherfreaked them out and they never went
flying again, to be speaking up atthe town meeting and saying, Nyeh.
Screw those guys.
Let's get rid of all thosedumb little airplanes, right?
You want to have a bunch of peoplethat you've taken flying and given
a wonderful experience and hopefullyyou've taken their kids flying maybe
(20:25):
in young Eagles and, um, you know,maybe you've brought them a puppy with
pilots and paws or something like that.
Show people the good side ofaviation and, um, going up with you.
Absolutely.
You know, we need more friendsof this industry for sure.
So that's incredibly important.
Bill (20:47):
Yeah.
So if I could sum it up one, don't freakout your passion passengers, find ways
to not freak them out or make them sick.
And two, let's make friendsoutside of aviation.
Absolutely.
We want all the non pilots to likethe airplanes and like flying with us.
(21:08):
It gives us more opportunities tofly if they want to fly with us.
Right.
So that's part of our challenge.
Kent (21:14):
Yup.
Just make it smooth andcomfortable and fun.
And the fact that you're a pilot isthe coolest thing in the world to them.
Bill (21:21):
Yeah.
Kent (21:21):
There's nothing else you need to show off, you know, that is a really good
Bill (21:24):
point.
Yeah.
It was a really good point.
Well, Kent, this was super fun toreprise our roles on the pilot cast
a little bit and get back together.
So appreciate you coming on and I'll sayto the SPC listeners that we're going
to be doing more of this and we're goingto do a new topic for a lot of episodes.
So this feature will hopefullykeep going and we'll hear a lot
(21:48):
more from Kent and the wisdom ofall of the experience that he has.
So appreciate you coming on Kent.
It was really fun.
Kent (21:55):
Well, and I hope people will write back in and offer their comments
and maybe give us some ideas of thingsto talk about on this, because, you
know, I've been flying these littleairplanes for 20 plus years now, and
I still definitely don't know it all.
So, um, tell us what you wantto hear and we'll talk about
Bill (22:13):
awesome.
Thanks.
We'll talk to you
So that's our first installmentof the new segment and I hope
you love where we take it.
We'll figure it out over time and thebest way to bring these topics to you.
And I'm sure we'll getbetter and faster at it.
In other words, most of the time, I thinkthere'll be a little shorter than that.
But it's our first one.
So cut us some slack.
(22:34):
Like we mentioned in the segment though.
We'd love suggestions on whatto cover in future episodes.
We have a decent list goingalready, and the plan is to keep
adding them to most episodesuntil we simply run out of topics.
So that's where you come in.
Don't let us run out of topics.
So send your suggestions to me atbill at student pilot, cast.com.
(22:57):
Thanks.
All.
Alright, so let's getback to today's flight.
I'd be starting simple today, likeI said earlier, and doing what
are called instrument patterns.
These are simply littleinstruction cards that tell you
what patterns to make in the sky.
Unfortunately, the ones we wereusing didn't write anything
cool like a skywriter would.
(23:18):
Nothing like that.
They were simply directions to flycertain headings or relative headings,
altitudes, et cetera, and told me how longto fly them, how long to fly each leg.
This is designed to help me practicemy instrument scans and divide my
attention across altitude, time, heading,standard rate turns, all that stuff.
(23:40):
Basically, it starts letting mepractice in a very simple way,
all the things I have to do as Iput instrument flight together and
as I get better and better at it.
If you're not familiar, I'msure you'll get the picture as
you hear more of the training.
Essentially, I'd be flying seeminglyrandom patterns based on these little
(24:01):
cards that they gave me, and timingeach leg so I know where and when to
start another turn in the pattern.
Another leg, if you will.
So let's get on with it.
Oh, and I should mention that I'm breakingthis flight up into two because of
the new beyond the check ride segment.
I didn't want it to get way too long.
(24:27):
so to kick this one off, I'll throw inmy ground call, but in the same theme
of keeping this shorter, I'll cut alot of the monotony out where I can.
I'm trying to strike the right balanceof helping you guys feel like you're
there on the flight with all of theother traffic, the practice area
congestion, you know, the context of theflight, but at the same time, not bore
(24:50):
you with every minute of the flight.
So definitely let me know how I'm doing.
Give me feedback on howI'm editing the flights up.
That said, here's that ground call.
Red Rock sixty at spot five, would likea south departure, and we have PAPA.
(25:10):
Red Rock sixty, thousand ground,runway four right, taxi via delta.
Four right, taxi viadelta, Red Rock sixty.
Couldn't hear the beginning part.
No, you're good.
Clear the intersection.
That guy's going to the right, perfect.
Clear the intersection, coming left.
(25:32):
Okay, he's coming this way.
Uh, he's just clearing the runway.
Okay, we're good.
Good S.
A.
though.
He's gonna call ground right now.
After taxiing out, wedid the run up as usual.
Okay.
Alright, so what you do with
(25:53):
Hold that down.
Eight oh 1000 Ground street.
Delta.
Delta.
Alright.
Runup parking brake is set.
Mixture rich light controls
fountain ground, Oxford 49 55, correct.
Spot three AJ Departure with 2049.
55,000 ground runway.
(26:14):
Four eight.
Text Delta.
Alright, Magneto's left.
Barely a drop.
That's nice.
Barely.
And right.
Barely.
Okay, both on.
Carb heat.
(26:36):
Barely.
Wow.
Amps.
Probably here, huh?
Yep, exactly.
Okay, 13.
6 volts.
There's no ammeter.
Oh, okay.
Vacuum, we're at 5.
3.
Uh, oil and fuel.
(26:57):
All in the green.
Okay.
And throttle back to idle.
Make sure it doesn't die.
We also, we missed one thingon the checklist there.
(27:18):
I believe flight, oh no, excuse me,flight instruments are afterward.
Perfect.
So we're still a little tilted.
I'll try and remember that.
Where's the compass?
Magnetic compass is over here.
So we can set it to about 320.
That's three four zero.
(27:39):
My bad.
You're good.
Three two zero.
Alright.
Yes.
You already put something in there?
Oh yeah, I threw a Chandler.
Okay.
Um, are we going to betransitioning Chandler?
Or are we going to beabove their airspace?
We're going to be above them, yep.
All right, and, uh, Transponder, Iwas, someone was squawking yesterday.
(28:04):
I guess they did like a VFR,so I just set us to VFR.
Okay, you got us.
Okay.
1200.
All right, so we are goingto do a normal takeoff.
Yep.
Um, we'll probably, she'll probably putus in a right pattern to go south, right?
Yep, exactly.
Um, at 400 feet, you're goingto ask me to put my foggles on.
(28:25):
Yep.
Which, I don't remember where I put them.
I put them somewhere to be handy.
Okay.
I can grab mine if need, but.
There.
Perfect.
There you go.
You can just, uh.
Put them on my head.
Good deal.
Okay.
(28:46):
Um, if we have any problems withthe engine or otherwise, uh, while
we're on the ground we're goingto break and get off the runway.
If we are rotated, buthave runway remaining.
We're going to land and heavy break.
Um, if we don't have any runway remaining,we're going to head over maybe to
(29:08):
Phillips Road or to the golf courses overthere, if we can't maintain altitude.
Um, alright.
Anything else?
Nope.
You can switch over to tower.
When we come to a stop, you can,uh, you can throw in one, two, two,
eight, five, to kind of help yourselfout, stay ahead of the airplane.
(29:33):
That's the south practice area?
Yep.
Eight, five, there
you go.
And when this guy starts rolling, then youcan call him up saying, uh, Falcon Tower,
Red Rock sixty holding short, four right.
Okay.
Steel pump is on.
Flaps are and light set to zero.
(29:53):
Heading light.
There you go.
Ending light is on.
Perfect.
Right.
Falcon Tower.
Yep.
Falcon Tower.
Red Rock.
60 is holding short of four.
Right?
Ready to go.
Red Rock.
60 Falcon Tower.
Good morning.
Right turn.
Southbound approved wind 03 0 at one four runway four.
Right.
Clear for takeoff.
Clear for takeoff.
On for right and right turn.
(30:15):
Approved.
Red Rock 60.
That's a nice guy.
Yeah.
Good vibes.
Alright sir, takeoff is all on you.
Have a bit of a left crosswind.
Yep, just a little bit, so youcan add a little bit of aileron.
Alright, here we go.
(30:37):
Airspeed is alive.
Engine instruments are green.
And we're at sixty five.
Rotate.
Helicopter 3A Gulf Mikeready to go with Yankee 2.
Helicopter 3A Gulf Mike,Yankee 2 pattern approved.
Inbound traffic for Yankee 2pattern four miles northwest.
Five.
(31:02):
Okay.
So at about 400 feet, my instructortook over the controls so I could get my
foggles on and start the simulated IMC.
I'll go over some of therequirements to get your instrument
rating in the next episode.
But this would basically be my life in theairplane for the next couple of months.
Here you go.
Alright, I'll take the controls.
Alright, your controls.
(31:23):
your foggles on.
Alright.
You got the airplane?
My controls.
Alright, you can come right heading 220.
Right, heading 220.
And we'll climb up to 3, 700.
3, 700.
Universal 1 9 traffic helicopter,left downwind 2 pattern.
(31:44):
Traffic in sight, Universal 1 9.
You can start your wings level.
There you go.
And we can do our after takeoff checklist.
And really small movements.
Don't need to go crazy with it.
After takeoff, flaps set to zero,mixture rich, landing light is off,
(32:10):
back on my heading,and we'll go level off.
Okay, fuel pump off, say again?
You can level off right here.
And now you can turn direct to 190.
1 9 0.
(32:33):
Yep, left 1 9 0.
Stay out of Phoenix's airspace.
Falcon Tower, Oaxala 7251, Fountainarrival with V formation pop up.
Request And you can descenddown, watch your altitude.
A 3 72 51 F Tower.
Good morning.
Make left traffic runway four left.
There you go.
Where do you want?
(32:54):
Uh, just about 23 outof that yellow, right?
Yep.
Okay.
After.
All right, cool.
Out the feel to not look outside.
A little weird.
Yeah, it's been a longtime since I've done that.
(33:16):
Welcome to I
Red Rock 60 traffic, twomiles south your position.
Diamond Star 3,700indicated also southbound.
Frequency Change Prove Good day.
Frequency change approved, and we'relooking for that traffic redox you see.
I don't see him.
I'll worry about him, youjust worry about the airplane.
(33:36):
So
we're staying clear of gateways, stayingclear of the Phoenix Bravo, and the shell
starts at 4, 000 so 3, 700 is perfect.
We're going to fly rightover the top of Chantler.
You can do your cruise checklist for now.
(34:01):
Cruise checklist, throttle, cruise.
Sir Lane,
uh, heading indicator, we have 1 9 0.
You'll already got the timer going.
(34:21):
South Spencer is the 5 86 4,500over Gila River Memorial, heading
towards , slow point stall.
South Spencer,
south , north America Mountain maneuveringbetween four and 5,000 feet in Southwest.
Oh, it's so busy down there already.
(34:43):
This is gonna be tough.
This is going
Okay, so we're flying along.
And we hear this, the segmentthat I've got coming up.
I'm adding this in because I want togive a little shout out to APS where they
do, well, more than do, they basicallywrote the book on what's called Upset
(35:04):
Prevention and Recovery Training or UPRT.
My youngest son is about to startA& P school and recently he started
working at APS and he is loving it.
They have eight extras and acouple of experimental jets
for high altitude UPRT as well.
Well, We happen to hear a few ofthem in a section of the Southeast
(35:25):
practice area having a little bitmore fun than we probably were.
I mean, I like instrument trainingand all, but here was their call.
Notice the call sign.
They use upset as the beginning ofthe call sign for all of their planes.
(35:51):
Man, that sounds like a lot of fun, right?
I know they're mostlydoing serious training.
I mean, they do fun aero rides too,but most of their training is for
professional pilots being sent thereby their company or by the military.
But that doesn't mean it's not fun, right?
Well, this is how we reactedat the time in the airplane.
(36:16):
And I'm still kind of jealous.
My son who started working thererecently is apparently going to be
getting a pretty cool ride soon.
Part of their perks as employees.
So I'll live vicariously throughhim for at least a little while.
That said, I did have my own littleaerobatic adventure very recently, but
(36:36):
again, in the interest of time, I'llcover that hopefully in the next episode.
So stay subscribed.
All right.
Jealous pilots aside, let'sget on with the flight.
There you go.
Really good job.
So far, so good.
We'll just kind of get clear ofeveryone's airspace and then we'll, uh,
As far as straight sky, 4190, Victorover, written half, sat 3, 500, heading
(36:58):
back into gateway, last call, Sunday.
I realize we don't have a lot of bumps.
But, this is so much easier than the simp.
I know I'm not doing anything yet.
But even this, it's like,at least it holds altitude.
(37:22):
The error on the latitude indicatoris giving me some problems though.
Well, I try and hold it level andthen I realize I'm turning left.
Uh, I just have to keep remembering.
about
(37:45):
3 miles to the northwestAmeriCorps mountain.
Setting up for slow flight stall.
Southeast practice area, Skyhawk 1752,uh, at 5, 600 descending down to 4, 500
and over Coolidge heading to the gap.
Southeast
(38:08):
practice area, Skyhawk 1752.
Alright, um, for sake of spacing,timing, time, and traffic.
We're going to just start ourfirst leg, um, on a south heading.
So we're going to kind of doeverything reference to south.
Okay.
Because there's a lot of traffic,and there's a lot of airspace
that we have to worry about.
Um, so we'll justcontinue on this heading.
(38:30):
And we'll climb up to, climb up to 4, 500.
4, 500.
Yep.
Don't forget to put in uh, your mixturewhen you climb, and then your power.
Okay.
Let me jump in here real quickfor some local information.
You're going to hear my instructorsaying Bob Choulet, I think, or something
(38:53):
like that a bit in this episode.
I honestly thought it was a joke asI was re listening to the recording
because we do pronounce it that way asa joke sometimes, something I learned
to do as my training progressed.
But I think in this case, hemight've been serious as I listened
more, which is understandable.
My instructor was.
Not from this area.
And as I mentioned in the last episode,was new to instructing and to the airport.
(39:18):
So how would he know?
There is this tiniest ofcommunities South of the East
Valley of Phoenix called Bapchule.
It's spelled B A P C H U L E.
So you can see why someone pronounce it.
as Bob Shuley, which is what wedo when we're flying often so much
(39:41):
that I sometimes have to thinkabout how it's really pronounced.
We've come up with all kinds of waysof saying it, sometimes with an English
accent, sometimes with a Southern accent.
It's all fair game.
I've never even been to thisplace on the ground before.
And when I say small, it'slike a couple of buildings.
But it's surrounded by open desert.
(40:02):
So it makes for a nicereference point from the air.
It's easy to see, and it standsout against that open desert.
And it's on the way to a lot of places.
If you're coming out of the gap overChandler, the gap is that air space
gap between the Phoenix class Bravo,And, Williams Mesa Gateway Airport, and
(40:23):
where you come from Falcon Field, whenyou're kind of heading to the south,
you can go through this little gapwhere you get through this airspace.
So it's called the gap.
So we use BAPTULE all the time as kind of,oh, there, you know, I know where I'm at.
If you're observant, you'll hear at leastone other pilot on the radio, pronouncing
(40:44):
it correctly during this episode.
Points to the first listenerwho reaches out to me with the
timestamp of when that happens.
Anyway, I didn't want you wonderingwhat we're talking about every time
my instructor is on the radio andhe's talking about this Bob guy, Bob.
Bob Choulet.
(41:05):
I don't even remember.
We've said it so many different ways.
I don't even remember what hewas saying, but you'll hear it.
So let's carry on.
I'll let most of this play and tellabout the halfway mark of the flight.
So you can follow my patterns, but I'llcut out a bunch of silence or near silence
so that times won't necessarily matchwith the wall clock while you're listening
(41:27):
on the timing I'm doing for the legs.
Here you go.
'We'll be right behind you.
When we reach Bob Chulet, then wecan start our instrument pattern.
Do you want me on one eightzero or still on one nine zero?
We're gonna do one nine zero for now.
Okay.
And then when we start our instrumentpattern, we're gonna go one eight zero,
get ourselves a stab at four thousandfive hundred, and then we'll, uh,
(41:48):
we'll start that instrument pattern.
Alright.
Brenda, cool?
Yep.
Sweet.
And, um, just make sure I heard correctly,you said four thousand five hundred.
Four thousand five hundred, yep.
Got it.
And you can come left oneeight zero for spacing.
Worth another traffic.
1 8 0.
Uh, we're going to go left actually 1 6 0.
1 6 0.
1 6 0, level off 4, 500.
(42:12):
Alright, you can start your level off.
And you can start to slow yourselfdown to 100 miles an hour.
(42:32):
It's going to be like 2150, right?
Around that, yep.
So that's called our control performance.
So RPM for a 100 miles per hour, perfect.
Perfect.
And
you can get yourself backestablished on a 1 8 0 heading.
Alright, 1 8 0.
And when you're ready, you canstart your instrument pattern.
Very nice job so far, Bill.
(42:53):
Give me just one second hereto get my speed and altitude.
Yeah, get yourself situated.
Sorry about that.
Oh, you're good.
I know, it's hard withthe attitude indicator.
With our attitude indicator, we canalso reference other instruments to
make sure that we're turning right.
We've got our track coordinator,we've got our heading indicator.
(43:16):
Okay, so I've got a bit of a problem.
I can't, I can't seem to holdaltitude and get it to 100 miles an
hour without going into the yellow.
Okay, um, what do you want me to do?
Yeah, we can add in a little bit of power.
We'll go 110.
Okay.
Just for that sake.
We'll stay at 2300 RPM.
(43:38):
And that should give usabout 110 or so, 105.
And we'll just use that.
Just
kind of get yourself trimmed out.
Perfect.
Not quite there yet.
Sorry.
Don't apologize.
I need you to get comfortable with theairplane before you start doing anything.
(44:01):
I know these airplanes reallyaren't easy for instruments, so.
You're doing great.
I'd be doing the exactsame thing you're doing
South Practice area, red Rock sixties,4,500, Bob Chile heading southbound
and maneuvering, staying at 4,500.
So, okay.
(44:24):
So 1 7 5 2 Tango, Ithink Wichita Southeast.
I'll help you out for today with a timer.
This one doesn't have a timer.
Okay, I can.
Because 8 0 Whiskeydoes, but not this one.
I can help you out with it if you need.
Time to change tanks.
Okay, perfect.
So your fuel pump should come on andthen we'll switch tanks to the right.
(44:46):
Alright, fuel pump.
I got the airplane if you need.
Fuel pump is on.
Switch tanks.
Cool.
Fuel pressure.
Good.
Fuel pump off.
Perfect.
Fuel pressure.
Alright.
Good deal.
Um, the timer.
Okay.
Okay, my airplane?
(45:06):
Your airplane.
South, right?
Uh, yep.
so if we get started here,
alright, it starts righthere for one minute.
Ready?
Sir.
(45:31):
Going 45
Uh, it's the first leg, just one minute.
I meant 45 degree turn to the left, sorry.
Oh, yeah, yeah, yeah, I was about to say.
I should have met CA better.
Oh, you're good.
(45:52):
Southeast Oxford.
10 10, 6, 5.
Overwater Ski Lake will besetting up for slow seconds.
Southbound go
Three zero Golf, which hashad three, five for the gap.
Lost fall South
Southeast Practice Oxford 70 49.
(46:14):
Water Ski Lake 5,500 southbound.
That is a one minute leg sir.
We'll do a standard 180 degrees.
Uh, turn to the right.
Take one minute.
Yep.
Right at one minute weshould be heading about 320.
(46:40):
There
we go.
Standard rate.
Be sure to compensatefor that loss of lift.
Good.
Very
(47:00):
nice.
Right
there, right on.
One minute.
On the money.
Okay, then this leg
Thirty seconds?
Two minutes.
Don't scare me like that.
(47:22):
I am on the right leg, right?
It's two minutes?
I thought you were on, I thoughtyou just did your Oh, you're
right, you're right, you're right.
Okay.
I was thinking the wrong one.
I want to go north.
There you go.
In five seconds.
I was about to say, two minutes, alright,that's a That's a long one, yeah.
Okay, standard rate.
(47:43):
Little back pressure.
Yep.
Run from your mistakes.
That's perfect.
Could be about 15 seconds.
Is whoop overdid it A little.
All right, now this one's two minutes,five outstanding goes over black water.
(48:05):
Five nine descending three five emergency.
Sent with a couple of fe
Sarah Red Rock, 64,500 North testtrack and northbound gonna be
maneuvering circles and south.
Keeping up that scan.
(48:43):
Alright, one minute to go, roll.
Alright, one minute to go, roll.
Southwest practice area, SS734,
Hotel Charlie is at 4, 500over Bapchul, moving westbound.
30
(49:06):
seconds,
I'll be making a turn to
Zero four five.
Yes sir.
Zero four five heading.
(49:27):
Standard rate.
Go.
Reset.
I
don't know why we ballooned so much.
Probably some turbulence.
This one is Forty five seconds.
(49:52):
Forty five seconds, we'reabout halfway there.
Alright, ten seconds.
be doing a two seventy.
Alright?
Yes sir.
I'll be turning to the south.
Yep, you're going to be heading south.
To the left.
(50:12):
Right now.
Yep.
Standard rate.
I could lose a tiny bit of altitude.
Practice Aero to X 60, 4, 500, BobChoulet heading southbound, south.
Bill, you're doing a great job.
Thank you.
(50:33):
Keeping a right of standard rate,you're keeping this game going, and I
know you are, because your altitude'sgood, your coordinator's good, your air
speed's good, your power setting's good.
Fantastic.
This is going to be fun, man.
Challenging, but fun.
Yeah, oh yeah.
It's just the beginning.
Then you're going to be doingchecklists in the next lesson with us.
Yeah.
And changing air speeds anddoing all kinds of stuff.
(50:55):
Then we can start talkingabout control performance.
Alright, I'm going tobe rolling out on south.
Alright, that'll have to do it forthe instrument patterns for today and
we'll pick this back up next week.
But it was good to be doing actualsimulated IMC training again.
I was doing alright, but I was inkindergarten with these patterns.
(51:16):
This rating would get challenging forsure, juggling all of the new knowledge,
the new skills in the cockpit, andmostly just how busy everything would
get, and I couldn't get enough of it.
You know what else I can't get enough of?
Yep, you're right, comments from you guys.
As usual, I Want you to know thatI'd love hearing from you again.
You can send me email anytimeat bill at studentpilotcast.
(51:42):
com.
It's easy.
And I don't charge that much for emails.
It'll only cost you.
Let's see, one carry the two.
Oh yeah, it's free.
And it's easy.
You can also find me on X using thehandle at bill will that's Bravo,
India, Lima, Lima, whiskey, India, Lima.
I know a few of you have reachedout that way and that's cool too.
(52:04):
However you do it, let me knowwhat you're up to in aviation.
If you're flying, let me knowwhat and where you're doing it.
And let me know what you'relearning right now too.
Seriously.
I love it.
So I'm in the middle of my firsttraining under the hood in a while.
And like I said, we'll finishup this flight next week, but.
(52:27):
I'll be doing a lot of thisover the next little while.
Like I said, I couldn't get enough of it.
There would come a time when I wouldlong to look out of the airplane
again, but for now I was learning andpracticing some new skills to me, and
that usually keeps me really happy.
It's like a fix I was able to get acouple of times a week, sometimes more.
(52:51):
I'd also start flying a bit in the basictraining device or the basic SIM that
I'd use for some of my training hours.
And.
In fact, I had done my first SIM session aday or two before this flight, where I was
introduced to the instrument patterns inthe SIM before we did it in the airplane.
I'll talk more about training in thesim in future episodes a little bit.
(53:14):
Nobody wants to hearaudio of a sim session.
Suffice it to say right now, it'snot nearly as fun as it sounds.
The real airplane is way, way better.
I found the sim actuallyreally hard to control.
Nothing felt as natural as thereal plane, and the controls
were just too simulated feeling.
So, yeah, real flying is best.
(53:36):
That said There is a goodplace in trading for the sim.
And the better, like the more expensivethe sim, probably the better it is.
But I much prefer real flying.
I use my own non certified gamingsims to practice certain things,
including procedures from time to time.
While it's not loggable and notnearly as fun as the real thing,
(53:59):
it can be instructive and helpful.
So yes, there is a place for it.
But I'll keep bringingyou to the real thing.
And maybe, Talk about someof the sim experience that
I got during this training.
So until next week, whenwe finish this one up, just
remember I was loving it so far.
I was learning a ton and I hadno idea what was in store for
(54:20):
me, even if I thought I did.
I was blissfully ignorant of thebrain overload that I'd soon feel.
I would actually soon be an overloadedpilot who could only stammer
nonsensical phrases like hold entrywhile looking at my thumb and VDP what?
I might have even been heard sayingsomething like why does he keep
(54:41):
telling me how far I am away fromthis final approach fix and what
was all that other stuff he said?
I'd figure it out soon enough, I guess.
Popular Podcasts
Amy Robach & T.J. Holmes present: Aubrey O’Day, Covering the Diddy Trial
Introducing… Aubrey O’Day Diddy’s former protege, television personality, platinum selling music artist, Danity Kane alum Aubrey O’Day joins veteran journalists Amy Robach and TJ Holmes to provide a unique perspective on the trial that has captivated the attention of the nation. Join them throughout the trial as they discuss, debate, and dissect every detail, every aspect of the proceedings. Aubrey will offer her opinions and expertise, as only she is qualified to do given her first-hand knowledge. From her days on Making the Band, as she emerged as the breakout star, the truth of the situation would be the opposite of the glitz and glamour. Listen throughout every minute of the trial, for this exclusive coverage. Amy Robach and TJ Holmes present Aubrey O’Day, Covering the Diddy Trial, an iHeartRadio podcast.
Betrayal: Season 4
Karoline Borega married a man of honor – a respected Colorado Springs Police officer. She knew there would be sacrifices to accommodate her husband’s career. But she had no idea that he was using his badge to fool everyone. This season, we expose a man who swore two sacred oaths—one to his badge, one to his bride—and broke them both. We follow Karoline as she questions everything she thought she knew about her partner of over 20 years. And make sure to check out Seasons 1-3 of Betrayal, along with Betrayal Weekly Season 1.
Crime Junkie
Does hearing about a true crime case always leave you scouring the internet for the truth behind the story? Dive into your next mystery with Crime Junkie. Every Monday, join your host Ashley Flowers as she unravels all the details of infamous and underreported true crime cases with her best friend Brit Prawat. From cold cases to missing persons and heroes in our community who seek justice, Crime Junkie is your destination for theories and stories you won’t hear anywhere else. Whether you're a seasoned true crime enthusiast or new to the genre, you'll find yourself on the edge of your seat awaiting a new episode every Monday. If you can never get enough true crime... Congratulations, you’ve found your people. Follow to join a community of Crime Junkies! Crime Junkie is presented by audiochuck Media Company.