September 5, 2024 • 62 mins
In Episode 76 of The Student Pilot Cast, host Bill recounts a challenging
instrument training flight under the guidance of instructor Eddie. The flight
proved difficult due to busier-than-usual airport conditions, turbulence, and
Bill's struggle to stay ahead of the airplane. Flying under the hood, Bill
faced issues with altitude management and task saturation, emphasizing the
importance of staying current and proficient. Despite the hectic experience,
Bill reflects on the essential lessons learned about maintaining focus,
prioritizing tasks, and the constant need for practice in aviation.
Hope you enjoy the episode and thanks for listening! Visit the SPC website at https://studentpilotcast.com. Please keep the feedback coming. You can use the contact form on the website or send email to bill at student pilot cast dot com. The theme song for our episodes is "To Be an Angel" by the band, "Uncle Seth".
Legal Notice: Remember, any instruction that you hear in this podcast was meant for me and me alone in the situation that we happened to be in at the time. Please do not try to apply anything you see or hear in this episode or any other episode to your own flying. If you have questions about any aspect of your flying, please consult a qualified CFI.
Copyright 2008-2024, studentpilotcast.com and Bill Williams
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
(00:00):
Can I get through.
(00:01):
What would turn out to be a bitof a challenging training flight?
And actually get something out of it.
Find out today in episode 76.
Of the student pilot cast.
Last call.
(00:29):
Welcome back SPC listeners.
Thanks for listening to today's episode.
We'll be covering my next instrumenttraining flight in this one.
Which turns out to be a little bit ofa difficult one, nothing bad happened.
Don't worry.
But I just didn't have a great day, butwe'll get into that in a little bit.
First, I want to thank those of you who'vereached out and given me feedback and
(00:49):
let me know what you're doing in aviationand how things are going as always.
I love hearing from you.
So please keep the feedbackand the stories coming.
What I haven't gotten yet though, isanyone with a beyond the checkride story
about how they learn something importantthat they just didn't learn in training?
Please tell us your stories andhopefully we can feature those on
(01:12):
future behind the check ride segments.
You can reach me as usual atbill at student pilot, cast.com.
Speaking of beyond the checkridetoday's flight is a little bit long.
So we'll forgo the beyond the checkride segment for today's episode.
And we'll be sure toinclude one in the next one.
Hope this doesn't make anyone too sad.
(01:33):
But if it does.
And to reach out and let me know.
Okay, so let's get on with the flight.
For this lesson, I was with Eddieagain, but this would be one of my
last flights with him for awhile.
I think as my main training would gettransitioned over to another instructor.
But we'll introduce him next time.
Today.
Eddie.
And I would be doing someair work under the hood.
(01:54):
So my training would soon start evolving.
Into the normal things that peoplethink of with instrument training,
like holds and approaches and departureprocedures and all of that stuff.
But for this flight.
We'd be focusing on controlof the airplane Using only
reference to the instruments.
So it's like training for the training,kind of getting comfortable with the
(02:16):
airplane in various configurations.
Without the ability to see outside.
So all that other stuff will come later.
But for now, this is what we'llbe focusing on for this flight.
Also the airport wasparticularly busy that day.
Part of it was that one of the runwaysand several of the taxiways were closed
(02:37):
and ATC personnel were understaffed,which was happening quite a bit.
Back then.
But there didn't seem to beany less traffic than usual.
So alas, a really busy airport.
In fact, he'll hear a couple of timesthat pattern work was not available and
even so it seemed busier than normal,even though people couldn't, you know,
(02:57):
do a bunch of pattern work there.
So go figure.
In any case we didn't need pattern work.
As landings don't happen ininstrument training, obviously.
I'm just kidding.
Of course I'm kidding, but itseems like that sometimes landing
is almost like an afterthought.
And once you take the foggles offduring the landing, it seems like.
Everything else is justputting the airplane away.
(03:19):
The training's over right.
Oh, anyway.
As per usual, we'll startby getting the ATUs.
This will be the first indicationof a busier than normal airport.
Fcon tire information.
LIMA 1 9 0 5 4.
Zulu Wind 3 0 0 8.
Temperature niner dewpoint minus six T 3 0 0 5.
(03:40):
Visual approaching use landing runway.
Two two left only.
Notums 5 2 2 left.
Further information.
Contact servicefrequencies runway two two.
Right closed 3 0 0 5.
Taxiway Charlie closed taxiway Echo.
Between Echo four and Echo six.
Carly's closed.
I need all arrivals.
(04:00):
Contact tower 1, 2, 4, 0.6.
Advise on initial contact.
You have Lima.
All right, you got your altimeter setting?
I did.
I already put it in Lima one.
I got altimeter 3 0 0 5 3.
That's what I have.
Temperature niner.
I forgot this one.
Six three.
0, 0 5.
I did that one.
The one that doesn't work as well.
Two.
Two left Only.
(04:21):
Okay.
Just head out here, is that spot 5?
Uh, that is, spot 5 is up there, soyou can just taxi straight ahead.
And then just turn left up there.
And since we're going to 2 2 left,let's go to Delta 7 intersection.
(04:48):
All right, so we'll make our ground call.
Now I wanted to mention, orat least explain the blue tail
thing you're about to hear.
And you might've heard this beforeon my other episodes, but here again,
you'll hear a controller mentionedto follow the blue tail traffic.
That's just an easy way to identifyplanes from the biggest flight
school on our field, which is cau.
(05:10):
They use the call sign Oxford,which you've definitely heard
before in my other episodes.
And if you ever fly aroundthe Mesa, Arizona area, You'll
definitely hear Oxford airplanes.
Their planes.
Have you guessed it?
Blue tails.
Thus the moniker.
I just wanted to explain a littlebit about what you're hearing
I
(05:31):
Falcon Ground Red Rock.
71 is at Delta seven.
Uh, with Lima.
We're gonna be headed to the north.
Red Rock 71, Falcon Ground, passbehind the blue tail archer that's
heading to your left on Delta.
Runway 22L, taxi via Delta.
Taxi to 22L via Delta, and we willfollow the traffic that's almost
in front of us, Red Rock 71.
(05:55):
Smooth with it.
Can you hear me?
Yes, I can.
Perfect.
Very nice radio call.
Falcon Ground, Red Rock 83 isat Delta 7 with Lima, requesting
taxi for southbound departure.
(06:16):
Red Rock 22L, taxi via Delta.
22L via Delta, Red Rock 83.
What's flashing here?
That's just the oil temperature becauseyou're at a really low power setting.
Hasn't warmed up yet.
Tell me how to enterthis run up area again.
Just go to about where I'm going to be.
(06:36):
You're going to hold short because ofall these guys right here, so you're
just going to be on standby for now.
Oh.
So you're just going to gonext to that CAE guy for now.
Come to the right.
Where at?
You can just hold itright here, right here.
Unless you think you can squeeze inthere, but I don't know if we can.
(06:57):
So let's just, let's just stay here.
Wait for someone.
Oh, I'm gonna pull in.
There we go.
Try to just go in front of this guy.
(07:17):
Go in front of him?
Yeah, and then just makea really tight U turn.
Uh, come to your left just a little bit.
There you go.
You're clear.
Perfect.
Very nice.
All right.
So we were ready for therun-up at this point.
Eddie went over some instrumentchecks with me and I was already
(07:38):
forgetting some stuff when movingonto the next thing, which doesn't
bode well for the rest of the flight.
I had taken over a week offfrom flying due to other
things going on and scheduling.
And it turns out Eddiehad been on vacation too.
So neither of us had flownin, in the last week.
I said it before, and I'll say it again,flying, especially for someone with low
(08:00):
overall timeline me Is a perishable skill.
And you'll notice it when youhaven't been flying much recently.
Everything just takes a littlemore thought and effort.
So here we go with the run-up.
Runout brakes, parking brake is set.
Mixture full rich.
Flight controls
(08:25):
free and correct.
Throttle 2, 000.
Carb heat.
Oh, carb heat's working.
Little drop.
Crab.
Huh?
Uh, not much.
Yeah.
Amps, uh, let's see, I think I needto go to the next screen, right?
(08:51):
Positive.
Positive.
oil fuel gauges.
Everything's in the green.
You can hit it one moretime for your oil gauges.
Oil temperature's still a little low.
It'll warm up.
Yeah, low is good.
Alright, so back to idle.
(09:16):
Okay, flight instruments,we're good on the altitude.
Can you remember yourinstrument cockpit check at all?
Instrument cockpit check.
Yep.
We talked about that on the last flight.
Going through all theinstrument checks, right?
Yep.
Okay, so we're readingzero, which we would expect.
We've got zero climb.
This matches, Uh, transponderis 1200 oh GPS set.
(09:42):
Do you want anything there besidesgetting rid of the message?
Uh, you can throw in direct to V-P-F-T-N.
Enter, enter.
Perfect.
And, uh, you are missing one otherthing on the instrument cockpit check.
Oh yeah.
Two other things.
Um, so we're not showing a turnhere, um, ball is centered, and
(10:05):
we've got,
let's see, three, 25, and we'reshowing 325 so that matches.
And this is leveled at the horizon.
Alright, so there's two other things.
So you want to make sureyou have a clock handy.
Do it right here.
(10:25):
Perfect.
And then, uh, once you start moving,you want to check your inclinometer.
So you're going to see the purple.
Okay.
Alright, so um, I've got a clock.
Right here.
Perfect.
You're good to go.
You're good to go.
You just released that parking brake.
(10:47):
East departure
temperatures.
Two two left taxi via delta theretwo two left taxi via Delta 8 8 4.
And I am seeing the inclinometer.
Yep.
Inclinometer is reading true?
Do you have your fogles on you?
I do.
Perfect.
They're right here.
(11:13):
Alright, this is eight.
Eight.
Im gonna switch over to tower.
And then what is the, uh,practice area Interview?
1, 2, 2, 7, 5.
Takeoff, takeoff.
2 2 68.
One.
Very nice.
Staying ahead of the airplane.
I was just going to tell you to do that.
(11:33):
So now that we're done with the run-up, wewere ready to hurry up and wait in line.
When we talk a little bit aboutbeing glad to be back in the cockpit,
after a little break, but thenwe start joking about most of the
practice we'd get on such a busy day.
Things like, you know, idle and breaking.
I here you go.
Was good.
(11:53):
I haven't flown in almost a week.
This is nice.
Excited.
I missed it.
Me too.
And I don't fly nearly as much as you.
True.
You will one day, 56, 43, you're followassessment your after kids 2000 at 700.
They're slightly slower.
Gonna get lots of, um,Roger that we have that.
(12:15):
We'll try.
You're gonna be doing alot, a lot of brake checks.
Well, I don't know why that runway is.
I'm gonna look at the note right now.
I do.
so we were finally number one.
And ready to go.
(12:36):
And we got our clearance.
As you'll hear.
I forgot to say therunway in my read back.
And then when contacted againto say it, I got a little bit
flustered and then it distractsme from the other things going on.
So you'll likely notice throughoutthis plight things would start to pile
up on me a little bit simple things.
And I'd get behind the airplane again.
(12:56):
Anyone who's done any training knows aboutthat phrase, getting behind the airplane.
But for those who've not flown yet.
It should be somewhat simple to grasp.
When you get task, saturatedthings, start building up on you.
Things that need to getdone, things you need to do.
And pretty soon you're barelykeeping up or not keeping up.
You're behind the airplane.
(13:17):
Ideally, you're keeping yourselfahead of the airplane or
anticipating what needs to be next.
And either taking care of it orgetting prepared to take care of it.
This is always important,but never more important than
when your instrument flying.
The task load gets much higherthan just flying visually.
There's always parts of every flight,basically where there's a lot to do.
(13:41):
But it just gets intensifiedwhen your instrument flying.
There's simply more to do.
More to consider more tasks in general.
But no more time to do them.
So a lot of instrument flying haspracticing to the point where you
can stay ahead of the airplane,even with more tasks to do such as
(14:02):
you have when you're flying IFR.
So today I wasn't even on aninstrument flight plan and I wasn't.
Doing all the things that you would haveto do when you're flying by instruments.
It was actually prettynormal stuff I had to do.
And I was already getting behind.
Again, not a great signfor the rest of the flight.
(14:22):
But certainly good for my learning.
It's important in controlled situationslike this, like with an instructor.
To get yourself task saturated.
So you learn how to adapt.
How you'll react.
Get better at prioritizing.
All of those things.
One of the best reasons to be in thissituation is to feel what it's like.
(14:43):
Again.
Better in a controlled andsafe environment like this.
So you realize your limitationsand start to understand the
amount of practice and recency.
It takes not just to becurrent, but to be proficient.
Well, that was a big part ofthe lesson I got this day.
So that's just a long-winded wayof saying let's get on with the
(15:04):
flight, with my takeoff clearanceand the subsequent takeoff.
Red Rock Seventy One, Runway two, two,left, line up and wait, traffic downwind.
We'll line up and wait.
Uh, Red Rock Seventy One.
Red Rock Seventy One, Runwaytwo, two, left, line up and wait.
Fuel pump is on.
Traffic outside, 243.
8, do you copy.
Landing light.
Flaps are set.
Red Rock Seventy One, Ineed the runway with that.
(15:25):
Runway two, two, left, lineup and wait, traffic downwind.
Runway two, two, left, line up and wait.
Red Rock Seventy One.
Three ninety eight, X radiatorclimb through two thousand
seven hundred for traffic.
click.
Oxford 63 98 here before a takeout check.
So 74 holding left.
(15:46):
I don't know which oneis the landing light.
78 34 star.
March 44 61.
Turn base runway two two left.
Continue traffic and positionturning base for runway.
Runway two two Left Oxford 44 61
Falcon Tower Helicopter.
Six two Hotel Papa Fountain Hills.
Request Geco to arrivalLanding Thunderbird with Lima.
(16:09):
Helicopter from the north, landingThunderbird, cross midfield, one thousand
nine hundred hundred, falcon altimeter isthree zero zero five, transition approved.
Transition approved, that'shelicopter six two hotel papa.
Red Rock seventy one, right turn approved,runway two two left, cleared for takeoff.
Cleared takeoff for two two left, RedRock seventy one, right turn approved.
Rock seventy eight thirty four,delay approved, runway two
(16:30):
two left, cleared for takeoff.
Hey, airspeed is alive.
It's green.
Nine eight forty six, trafficahead is, uh, Chandler.
March 9846, traffic ahead is Chandler.
This is traffic, Oxford 9846.
March 4461, Runway 22L, go to land.
(16:51):
Cleared to land, Oscar 4461.
Cessna 38J, number 2, follow theArcher, runway 22L, go to land.
Number 2, following Archer,cleared to land, runway 22L, 2438J.
Archer 5643, follow the Cessna, headdownwind, runway 22L, go to land.
Runway 22L, cleared to land,following Cessna, Oscar 5643.
Red Rock 46, resume on navigation,make left traffic, runway 22L.
(17:12):
Number 4, follow Archer, beam thenumbers, runway 22L, go to land.
Runway two two left, clearedto land, Red Rock forty six.
Alright.
Cherokee six five seven,Joe and Julie, you up?
We are turning in frontof the other runway.
What's up?
Well, the other runway is closed.
I know.
Yeah, that's what I mean.
Alright, we're at
five hundred feet.
(17:32):
Alright, who's number 1?
Red Rock 83, number 1.
Who's number 2?
Experimental 5 2, Hotel Blank.
Who's number 3?
Oxford 45 60.
Who's number 4?
Skyhawk 2 0 8 8 4.
Who's number 5?
Okay.
It was time to get under the hoodor put my foggles on in this case.
(17:56):
No more looking out of the planeuntil we were coming into land.
The rest of this flight,I'd be blind to the outside.
Red Rock 46, do you have company?
You want me to go ahead and findthrough pattern altitude, right?
Yep, so I'll take the airplaneand you can throw on your hood.
you have the controls?
I have the controls.
Alright, turn left heading 360,please climb to maintain 3, 700.
(18:16):
3, 700, and turn left to heading what?
Uh, to heading 005.
005.
So along with some of the other flubs,I was encountering in my skills.
I was having a hard timemanaging my altitude.
It was a pretty bumpy day.
It was turbulent and there were.
Updrafts and downdrafts, which werecontributing to this, but I should have
(18:39):
been able to manage my climbs and descentsand my altitude better than I was.
This added to my frustrationwith myself, as well as my task
saturation, as I had to constantlyallocate attention and brain power to
recovering from my altitude mistakes.
have been going to othertasks and preparing for what
was coming up in the flight.
It's one of the ways you get behind.
(19:00):
Also in this segment.
Patients was running thin.
Probably with a lot of people,but you'll hear on the radio.
One of the controllers clearlynearing the end of his rope.
He stayed professional as usual, but was.
Pretty clearly done with some of us.
Luckily it wasn't me this timethat was doing the frustrating, but
maybe I had contributed who knows.
(19:21):
Here you go.
feel the airplane start to climb, sojust watch your, um, This is a 38J,
Delta 6 is the one heading to yourright, hold short runway 22L at Delta 6.
Hold short runway 22R at Delta 6, 2438J.
Holding short 22L, stop, you're movingtoo fast, hold your position, it's
right there heading to your right.
And you're holding short 22L, the runwayis 922L, hold short runway 22L at Delta 6.
(19:48):
Holding short runway22L at Delta 6, 2438J.
Thank you.
Okay.
So at this point I really needed toget dialed back in, back into the
flight, to my altitude, to where Iwas headed and what I'd be doing.
(20:12):
I wasn't even doing anythingcomplex yet, and I was struggling.
So I had do my best and we'llsee where this would go.
We'd head out to the Northeastpractice area to do my maneuvers there.
What's the warning?
Here are
RPM's.
Falcon Tower, OX7119, request chandlerarrival with information Lima.
(20:34):
Say again the call sign one more time.
Thank you.
For 7119.
For 7119, roger, and makeleft traffic runway 22L.
You can just honestly pullyour power back to below that.
Just pull it out a little bit if you'restruggling to battle the airplane.
Small corrections, you don'thave to shock cool it, but
(20:54):
Red Rock 83, runway 22L, line up and wait.
Cool, you're out of the airspace and youcan switch over to the common traffic.
Okay.
All right.
Take me direct to VPF, the N, please.
All right, go back on altitude.
This is good.
(21:15):
Hey, you can make your firstradio call saying, uh, north
Practice area where you are.
And we're gonna be heading northat four thousand five hundred
four thousand five hundred.
Yep.
North Practice area.
Red Rock 71 is two one and a halfmiles south of Fountain Hills.
(21:36):
And we'll be heading.
north into the practice area at 4, 500.
It's for northeast.
Oh, northeast, not north.
Alright, we'll just continue on thisheading a little bit longer at this
altitude because of the Bravo shelf.
Okay.
And once we cross BPFTN let's climb to4, 500 and then, uh, on a heading of 360.
(22:02):
Okay.
And let's do this at, so you're in thatlittle RPM setting that doesn't like, so
you can start to bring your power back up.
Oh, back up?
Yep, so we can just get back, becausewe're going to climb now, right?
So you can bring that throttle way up.
Okay.
(22:24):
And there is VPFDN, so weclimb 4, 500, heading 360.
Heading 360 and climb 4, 500.
Yep, and then you're goingto set up for slow flight.
It's like I haven't flown in a week.
(22:45):
No, you're fine.
Geez.
Nice and bumpy out here.
Yeah, you know it's bumpy because wehave these cumulus clouds right above.
Not that you can see.
Nope.
Don't cheat.
I would have to cheat to see.
Don't cheat.
I tempted you.
Don't do it.
(23:06):
I was just saying, like, aircraftlimitations for, like, spins and stuff.
Yeah.
Oh, I was just holding thiswhile I was checking also.
Oh, gotcha.
Just to keep myself stable.
A little bumpy today.
So we'd start with slow flight.
Again, the idea is to stay underthe hood and do various private
pilot level maneuvers to feelthe airplane and control it.
(23:29):
Without being able to look outside.
Using only reference to the instruments.
Like I said before the practice forthe practice of instrument flying.
We'll see how this goes.
Alright, you can make another radiocall saying you're at the Orchards.
And you're 4, 000, 3,uh, climbing to 4, 500.
When you level off 4, 500,you'll make a call saying you're
(23:50):
at the Orchards northbound.
Slow flight for northeast.
Northeast practice area,Redbox 71 is 4, 500.
We're headed north for slow flightover the Orchards northeast.
Perfect.
Alrighty, sir.
Okay.
(24:11):
You can do your pre maneuver checklistwhen you get yourself nice and set up.
Alright, clearing turns.
Fuel pump is still on.
Uh, I can't do a clearing turn.
Yep.
No, I have an eye out for traffic.
It doesn't look like there is any.
Okay.
So, I'm the safety pilot right now.
Landing light is still on.
Mixture is rich.
(24:33):
Carb heat and throttle as required,so I need to be back at 22,
Oop, that's the 2200, getting a
little high.
This is really hard to do slowflight and like maneuvers in
because of the power settings.
So you want me to go below it then?
Yeah, we'll just go below it.
Okay.
(24:53):
Just slightly.
There you go.
Ready, sir.
Okay.
You're at 100.
Get to 90.
What's your altitude?
4, 500.
Okay.
If you want, you can justkind of set yourself up again.
Descend back down.
Okay.
Leave the flaps the first notch.
(25:14):
Yeah, you can leave that first notch.
So you can just pull your power outand get you where you need to go.
Power is your friend.
Northwest Fax Area, weare 14 over Antel 5, 000.
We'll be doing some stalls.
Northwest.
There you go.
Okay.
4, 500 and there is just about 90.
(25:39):
Oops.
More.
Watch for that.
Balloon.
Yeah, compensate for that.
Extra lift that's being produced.
Come on.
Anything just pitch up a little bit.
There you go.
(26:00):
And then, uh, what's my speed?
You should be lookingfor between 65 to 70.
Okay.
So, plus 10.
And we're doing?
And we're going to go no lower than 65.
Because the standardsare plus 10 minus zero.
So, let's maintain 4, 500 soyou can add a bit of power.
Let's do a slow flight climb with4, And do not go below 65 because
(26:21):
that's what would mark you.
Okay.
So you can stay a few knots above that.
Okay.
Very nice.
Alright, keep that power injust a little bit longer.
You've still got a little ways to go.
Yep.
(26:44):
Alrighty, when you get to 4, 500,let's do a left hand turn to west.
And it's 2 o'clock, so when youmake that left turn to west, let's,
uh, let's switch our fuel tanks.
Uh, no more than 10 degreesof bank to your left.
Okay, here we go.
I'm
going all the way to 090.
I mean 270.
(27:04):
Yeah, 270, I was about tosay, that doesn't sound right.
Yep, 270.
Traffic not available.
Don't worry, that's just the RPM thing.
Descend down to 4, 500.
(27:27):
When we get to 4, 500, we'lldo another turn to the north.
While you're doing so, and you'renot task saturated, you can
switch the fuel tanks please.
Alright, fuel pump is on.
You can leave the fuel pump on.
Yep, left tank.
(27:48):
It was already on, I was just verifying.
Okay,
we still have pressure.
Oh, getting work today a little bit.
A lot going on.
(28:09):
I'm on.
So if you are still high, just point nosedown a little bit and pull that power.
Alright.
Okay.
There you go, you're pretty much on it.
Perfect.
And let's do a turn back to north.
Okay, turn to north.
Right 360, no more than 10 degrees.
Remember, when you're turning, youhave a little bit of that loss of
(28:30):
vertical component of lift, so maybejust a hair of power if need be.
Or a little bit of back pressure.
Yeah, I can't get any moreback pressure in that 65.
There we go.
Alrighty,
(28:56):
you can recover from slow flight.
And we'll just stay at 4, 500.
Good job on correcting.
And all examiners really like andappreciate verbalism, so if you say, oh,
I'm off on altitude, I'm off on heading,correcting, correcting, correcting,
correcting, instead of just being silent.
Okay.
Kind of explain to me what you'rethinking, what you're doing.
(29:17):
Alright.
On my heading, on my altitude.
Alrighty, sir.
Let's head, let's turn to a headingof west, 4, 500, and then you can set
me up for power off stall, please.
West?
Yep, let's go back to west.
And you can make a radio call.
Um, and you're at, you are 3 miles, 4miles to the east of street pattern.
(29:41):
Northeast practice area, Red Rock 71is 3 miles east of street pattern.
4, 500 northeast.
I would say normally just likeheading west stalls or something
like that, but that's fine.
Alright, once you hit a 270 you can startto set me up for, uh, power off stall.
(30:04):
Well, that didn't go great, but itshouldn't be that much of a surprise.
This seemed to be turning into ashakedown flight for my skills,
getting back into the swing of things.
Next step would be a power off stall.
Okay, start to set up I'm gonna go to2, 200 RPM or as close as I can do it.
Yeah, as close as you can.
(30:27):
That's fine right there.
Okay.
And you're almost at one hundo.
Correcting my altitude.
Very nice.
Now you can bring thatfirst notch of flaps in.
Alright, we're almost to ninety.
(30:52):
Slow it down.
Correcting my altitude again.
Power off, stall.
Power off, yep.
So you're descending to that 500feet per minute descent, then
you can pull your power to idle,
and slowly start to pitch up.
Maintain coordination,
(31:14):
Pulling back,
you're going to go to a full stall,
and there's a stall.
Full power, and immediatelytake out a first notch of flaps.
And I'm going to getback up my west heading.
(31:36):
Actually it wasn't terrible,just on the next, next time we do
stalls, just make sure you reallyadd that power in right away.
Got it.
There was like a two second delay.
That's true.
I'm going to get back to 4, 500.
Yeah, we'll go back up to 4, 500, andyou can take out um, last notch of flaps
once he has a positive rate, right?
Yep.
Alright, go to 4, 500 and thenwe'll do a 180 degree climbing
(31:58):
turn to the, uh, to east.
If you can come to the left,and we'll do a 180 degree turn.
I'm sorry, say again?
Yeah, we'll do a climbingleft turn to east.
Left, okay.
Yep.
On the way to 4, 500, soyou can start your turn.
Oh, on the way, got it.
Yep.
Okay, so I'm starting the turn.
Yeah, climbing.
Got it.
There you go.
(32:19):
Here's the power on stall withEddie helping walk me through it.
Uh,
we want to get down to2, 000 RPM, in this case.
It's a little hard, but.
You got it?
Yep, 2, 000 RPM, we'regoing to slow down to 70.
Oh, 70, got it.
Yep.
(32:40):
heading.
Okay, there's 70.
Alright, so you can bring it up 2,000 RPM so you can add a little bit
of power, just a hair, and then you'regoing to start to pitch up, pitch up,
and maintain coordination, and thenwhen you feel the buffet, not the light,
there's a stall light, when you feel thebuffet, then you can lower your nose.
(33:02):
Keep it coming, keep pulling back, and
there's the buffet.
Feel it, there you go.
Push down, yep.
A little bit of forwardpressure, keep it coordinated.
Got it.
Okay.
Perfect.
(33:23):
There's 80, there's, perfect.
And then climb back tothe altitude, right?
Yep.
Okay.
Time to move on to the steep turns.
How do you think thisis going to go for me?
Yeah.
Probably not great consideringthe rest of the flight.
Alright, cool.
Next thing we're going to do iswe're going to do steep turns.
(33:44):
So you can set up for steep turns.
So we'll just continue onthis heading to the east.
Okay.
And then you're going to bring the RPMto 2200, as close as you can get it.
And then we're goingto bank to 45 degrees.
Okay, right there.
(34:04):
We'll do a steep turn to the left.
We're going to do this at 100.
Okay, there we go.
You're doing one steep turn.
You can keep it in this for now.
Okay.
Just no more than like two minutes.
(34:26):
This is feeling weird.
Should be giving you up trim.
It's, feel it.
Yeah, it's like stuck.
Yeah.
Well, I'm definitelygoing to right that up.
I don't even know if it's moving it.
(34:46):
Oh, it just loosened up.
Oh, yeah, there it is.
Okay.
Cool.
Alright, you've been in thispower setting for a while, so just
increase your power for a while.
Increase it?
Okay.
Yeah, just get it out of that red zone.
Just push it in for a minute.
Getting back on my heading.
Yeah, and you know what?
Let's, uh, let's come right.
Okay.
180 degrees, let's goback to, go back to east.
(35:10):
Okay.
Or excuse me, back to west.
In fact, you know what, sincewe're almost done with west, we'll
just do it on a south heading.
Kind of towards, uh, backtowards, uh, Fountain Hills.
So we'll turn to the south.
Okay.
So 180, and then youcan do your steep turns.
And we'll go to 4, 500.
Power setting.
Skyhawk 881, Lima Alpha is headingeastbound over Dynamite Road.
(35:35):
4, 500.
Okay.
You may make a radio call sayingwe're over Rio Verde at, uh, 4, 900.
We're going to be doing steep turnsover the orchards, uh, same altitude.
Okay.
Northeast practice area of RedRocks 71 is over Rio Verde, 4, 900.
(35:57):
We're going to be doing steep turnsover the orchards, same altitude.
Northeast.
I don't know why this guy's climbing.
81 Lima.
4 4 500.
That North Road gonna be heading westboundwith Ized Road four five Northeast.
(36:20):
All righty, sir.
He should be no factor anymore.
Okay.
You want to just do this altitude?
Yeah, we'll just stay at 4,900and we'll do a turn to the left.
Our first turn is gonnabe a turn to the left.
All turn to the left, and we'llgo all the way around to 180.
Uh, we're gonna do a 360 degree turnright back to one, back to 180 0.
(36:42):
Yeah, I should have said that.
Okay.
Alright, watch your descent rate.
Small movements.
Ah, that was pretty bad.
Alright, get yourself set up, and go back.
It's 4, 900.
And just make a small, really, reallyslow, gradual turn into the steep turn.
(37:04):
You don't need to be aggressive with it.
Get yourself set up first.
Alright, Will.
You can do it at 5, 000, that's fine.
Okay.
Alright.
5, 000.
You can start your turn to the right.
Very shallow.
Just nice and steady.
Get yourself to 45 degrees of bank.
(37:24):
There we go.
There you go.
22.
A little bit more bank.
And keep that back pressure right.
Compensate.
There you go.
A little bit more.
A little bit more bank.
There you go.
(37:45):
You added a little toomuch power on that turn.
You're almost at 2450 RPM.
You should be at like 2200.
So that's why you kept climbingand kept having to battle it.
Okay.
Alright, we can do one more to the left.
We'll do one more to the leftand then one more to the right.
(38:06):
So let's get down to 5000.
Heading of 180.
You can make another radio call.
Where are we?
We are at the orchards.
Northeast practice area, Red Rock,71 is at 5, 000 feet over the
orchards, doing steep turns northeast.
(38:27):
Come on.
Okay, you want to go right or left?
Uh, we'll go to the left.
Nice and small, gradualturn to 45 degrees.
There you go.
Really slow.
(38:48):
And when you see that
airspeed, that means you'relosing altitude, so just give it
a little bit of back pressure.
ATC chatter Look howmuch better this one is.
(39:10):
See how little movements you're making?
Yep.
There you go.
Much, much better.
Alright, perfect.
Alright, you can start toroll out on one eight zero.
And then when you do that, you cancome do the same thing to the right.
All traffic is clear,so that's a good thing.
And watch your altitude.
(39:31):
Start to descend.
Pick up a lot of airspeed.
Give yourself some back pressure.
There you go.
6511
just north of the fountain, 3, 200,heading back to town, last call.
See ya.
Ah, losing my banger.
(39:53):
Alright man, no you're good.
So obviously that wasn't mybest work on steep turns.
I had to do them twicejust to get like, okay.
Status.
Not, not only was it time to headback, but it was time to head
back if you know what I mean.
I had done all the learning Icould probably do for the day.
And it was time to get back on the groundand contemplate my choices in life.
(40:17):
Nah.
All right.
Not, not really that bad, but itdoes feel like that sometimes.
I'm sure those of you who havegone through training or, or
done other difficult things.
You know exactly what I'm talking about.
It just feels like sometimesit's not going to work.
In any case we wouldstart to head back now.
One quick comment before we move.
(40:38):
Move on.
So ho hold on.
Let me get my soapbox all set up here.
All right.
at the end of the segment, whenEddie helped me make my last call on
the practice area frequency beforetalking to Falcon tower again.
You'll also notice my hesitancy to usethe non-standard phrasiology of last call.
Well, When I say nonstandardit's standard around here.
(41:02):
I mean, seriously,everybody seems to say it.
You've probably heardit a ton in my episodes.
You've heard a lot of instructorsusing that phrase, ology.
But I also happen to know that it's notstandard from a regulation perspective.
You're not going to find thatterminology in the AME, for example.
Unless I'm wildly mistakenand missing something.
(41:23):
It's not there.
It reminds me a little of backin the day when I was learning
to fly for the first time.
People would always use the phrasephrasiology on a CTF frequency
of any traffic in the area.
Please advise it was reallycommon for people to do it.
And it kind of felt standard topeople that were learning around
(41:44):
people that set it all the time.
There was a big push to getaway from saying that because
it was nonstandard and it, it.
It wasn't helpful.
And it became almostkind of an aviation meme.
So everybody prettymuch stopped saying it.
So as not to get made fun of.
You might still hear it from time to time,I guess, but it's much less common now.
(42:08):
I think that's probably going tohappen with this last call nonsense.
Now I don't blame anybody for using it.
Seriously.
Everybody seems to say it.
So it's not like Eddie was necessarilydoing anything wrong or any of the.
The flight instructorsare doing anything wrong.
Everybody's doing it.
It seems pretty standard.
That's how they were taught to do it.
But again, up on my soap box,it just doesn't seem like it's
(42:31):
necessary or helpful really.
You've already announced whatyou're doing, where you're going.
Who you are, where you are andyou're leaving the practice area.
So obviously it's goingto be your last call.
And even if it's not obvious thatit's going to be your last call, it's
not really helpful for everyone else.
That's in the practice area to know that.
(42:53):
Because you're gonefrom the practice area.
So it just, it justdoesn't seem meaningful.
wasting time and.
And we'll get to the other time.
It wastes in a minute.
But anyway, I, I have a feeling anda few years it's probably going to
go out of style as people realizeit's non-standard and not necessary.
But for today, It wasn't wortha discussion in the cockpit.
(43:15):
Maybe sometime later, but it's notreally the most important thing I could
be worrying about when I couldn't evenstay ahead of the airplane mentally
and make normal radio calls properly.
So it certainly wasn't something Iwas going to bring up at the time.
And it's not the mostimportant thing to bring up.
Anytime really.
And besides maybe I'm maybe I'm wrongon this whole thing and it is helpful.
(43:36):
And I should just get with the program.
But I doubt it.
In any case?
I didn't say I didn't the phrase,you know, last call at first.
But then when I was promptedspecifically to do it, I did it, and
I didn't really worry about it latereither when I'm teaching, I can do
it how I want to do it and not sayit, but until then, If it's not that
(43:59):
important, I'll just do what I'm told.
Honestly.
I think the main reasoninstructors keep saying it.
Is to get all the, see us.
From everyone else, which incidentallyis one of the main reasons we
probably shouldn't use this phrase.
Ology is it jams up the frequency forawhile, but with everybody saying, see ya.
(44:19):
But it's likely social.
And after all we're social characters,aren't we, that stylized SIA is probably
part of the secret handshake I'll getshown once I become a CFI and then
I'll realize all the value in it.
But until then, I'll try andkeep the last call stuff out.
Unless I'm just told to doit and then I'll just do it.
(44:40):
Because it's not the most importantthing to be worried about.
And it's not the hill I'm going to die on.
But I did want to comment on it sinceit's my podcast and I can do that.
So there you go.
Now, let me step downcarefully off of the soap box.
So I don't fall and hurt myself andwe can keep going with the flight.
(45:00):
Alright sir, uh, that should beenough for today, so let's do a,
uh, left 360 descent down to 3, 300.
And you can start to get your weather.
Okay, left 360 descent to 3, 300.
Yep, and you can startto get your weather.
Okay, there are 3 0 0 6 visual approachinguse landing standard right two left
(45:24):
northeast practice area, Lima Alpha at4,000 at Pinco P heading West Zero Valley.
Last call two two.
Right closed taxi eight.
Charlie closed taxi eight.
Echo from echo.
Four to echo six closed.
Unable pattern work, all arrivals.
Contact tower on 1, 2, 4 0.6.
Advise on initial contact.
Do you have information Mike?
(45:50):
Falcon Tower, Information Mike, time2054 Zulu, wind 280 at 8, gust 17,
temperature niner, two point minusseven, altimeter three zero zero six,
visual approaching you, two two five.
Alright, alright, you can throwit, uh, okay, you're already
(46:10):
direct, so you can hit, I'll hitdirect, enter, enter again for you.
And I'll draw that line.
And I'll kind of give yousome factors actually.
So, let's uh, maintain a heading of2 4 0, descend down to 3, 300 please.
2 4 0 and 3, 300.
(46:33):
Yes sir.
What's up?
Yep, so now you can do yourpost maneuver checklist.
Okay.
Carb heat, um, landing light, off,fuel pump, off, next year lean.
Alright, I was trying to man,I was looking out for traffic,
(46:54):
this one guy's kind of closerto us, but now he's no factor.
You can make your last callsaying, uh, Fountain Hills 3, 300
last call, southbound to Falcon.
Northeast practice area, Red Rock71 is heading towards Falcon, uh,
over Fountain Hills, uh, northeast.
(47:16):
3, 300 last call.
3, 300 feet last call, northeast.
There you go.
I know there's a lot going on right now.
Oh, I got my head.
You still want me on 230, right?
Uh, for now.
I'm gonna give you a vector shortlyafter that, but a lot of instrument
is them giving you 10 degreevectors like every 10 seconds.
(47:38):
Okay.
Yeah.
Thanks a lot.
Kind of mimic that here.
It's a bumpy day.
Yep, it is.
Alright, so you can maintain230, 3, 300 for now.
Okay, so we're headed back now.
(47:59):
Got to get in touch with the tower.
We gotta head back in the land.
This would be for netic and a little wild.
So, let me give you a preview of things.
You can be listening for one.
It's crazy busy.
Two.
I'm behind the airplane.
Three.
I'm given a non-standard patternentry and pattern assignment that
(48:21):
neither one of us had seen before.
For.
I messed up another call.
Not surprising.
Right.
Which made things worse for me.
I didn't say right downwind.
And then I had to do it again.
Five.
We stayed too high, too long, and I shouldhave gotten to pattern altitude sooner.
(48:42):
So again, caused me to stay behindthe airplane cause I had to correct.
Six.
I know I'm saying this again.
This gets a little hectic.
So this should be fun, right?
I also listen to the radio.
It appears that there's a Cherokeethat lost comms during our approach
and landing while we were on final.
(49:02):
So kind of interesting.
And just so you know how frantic it was.
I'm going to let this play real time.
From the time I contacted the toweruntil we pulled off the runway, no
editing, no gaps removed nothing.
Real time down to the ground.
So enjoy my nightmare.
(49:22):
Well, it was still fun, butstill kind of a nightmare.
Here you go.
And you can call, make yourfirst call to Falcon Tower.
Okay.
You can say over Fountain Hillsinbound and we'll stop with Mike.
Bonanza three zero, tell roger, continueflying that heading, I'll stall your
turn left heading two zero zero.
Two zero zero.
Fox sixty five eleven, followcompany ahead two miles, runway
(49:45):
two two left, go to land.
Five eleven.
Cherokee one seven three eight,Juliet, do you have traffic heading
to your right in a mile and ahalf, three thousand on final?
Uh, negative, we're looking for trafficone two two, uh, three eight Juliet.
Cherokee one seven three eight,Juliet, roger, turn right and fly
due southbound to joint final.
Runway two two left, go to land,number three, they'll be at
your twelve o'clock in a mile.
Slow down just a little bit, because we'regoing to enter their delta seven, so.
(50:08):
Yeah, sorry.
Runway two, hospital land,that's throttle tires four four.
Requesting Yankee two extended.
180.
Universal.
4 4 2 approved.
AL four four.
Alright.
Call up Rock 71.
Yep, that's us.
Red Rock 71 is over FountainHills, uh, with Mike Inbound.
Red Rock 71 Falcon Tower, roger,fly due southbound and join a
(50:31):
midfield right downwind runway 22L.
You understand you're going to beflying south and you're going to
make a hard left turn to join amidfield right downwind runway 22L.
We will fly directly south andwe'll make a hard left turn
to join the downwind for 22L.
Red Rock 71.
Red Rock 71, it's going to be aright downwind for runway 22L.
Sorry about that, right downwindfor 22L, uh, Red Rock 71.
(50:53):
Roger, 53 45, extend downwind,I will call the base.
Extending downwind, you'llcall base, Roger, 53 45.
Ascent, Liam Papa, when able,expedite your climb for 3, 000.
This is weird, I haven't done this before.
Yeah.
You can do your, uh, Red Rock 71, whenable, descend to TPA as soon as able.
Now we're going downto 2, 400, Red Arc 71.
Alright, 2, 400.
(51:13):
2, 400.
Yep, let's do that quick.
Arc 3966, if able, left Delta7 straight in, monitor ground.
Tower, left Delta 7, come to ground.
Left Delta 7, straightin, monitor ground, 3966.
9 1 Mike, you're number one.
Affirm, 9 1 Mike.
9 1 Mike, Falcon Tower, left turnapproved, runway 22L cleared for takeoff.
(51:33):
25 is on.
Left turn approved, two two left, clearfor takeoff, Cessna one zero nine oh one.
Landing light.
Five fifty three forty five, filetraffic, two mile final, Cherokee.
Looking for that traffic, we got thattraffic inside off our left wing.
Sorry.
Throw your picture in the ridge.
There you go.
It's gonna help you out a little bit.
Three Sierra Hotel, start a rightturn towards the airport to join
straight in runway two two left.
Right turn straight in totwo two left, Sierra Hotel.
(51:55):
Red Rock seventy one, reduce speed,enter right base runway two two
left, now over the Granite Reef Dam.
Alright, we'll reduce speedand enter right base, two two
left, Red Rock seventy one.
Alright, turn left.
5345, follow the traffic off yourleft wing on final 2000, runway
22L, cleared to land, turn base.
Turning base, 22L, cleared to land, we gotthat traffic in sight, turning on 5345.
(52:15):
Fuel timer's going off again.
Yeah, it's fine, I'll takecontrol as you got it.
Alright, right.
Reducing speed to Sierra Hotel, roger.
Looking for traffic.
Bonanza, 3 Sierra Hotel,runway 22L, clear to land.
Alright, just for uh, just forsafety's sake, because there's terrain,
you're gonna take your goggles off.
(52:36):
Because there's terrain all around us.
Clear to land 22L, Sierra Hotel, sorry.
Thank you.
Red Rock 71, traffic 12 o'clock,2 miles southbound, 2400 Bonanza.
Looking, Red Rock 71.
Alright, you got controls?
I've got the controls.
Pre exchange approved, see you later.
And slow yourself down a little bit.
(52:57):
Alright, you can come right a little bit.
See that big building over there?
That big building.
Yeah, I see that one rightbetween the two mountains.
Yep.
Yeah.
4955 Falcon Tower, roger,northbound for left base 22L.
(53:19):
You want me at 85, something like that?
Yeah, just maintain 90 for now.
Tower, cleared 9832 withinformation by Chandler Arrival.
Tower, 9832 Falcon Tower,roger, make left traffic runway
22L when able to send a TPA.
Left traffic, two two left,then we'll get down to two four.
Oxford, ninety eight, thirty two.
(53:41):
Red Rock, seventy one, Bonanzaheads to right on final.
We're looking for traffic,Red Rock, seventy one.
Oh, I got him.
Above the little tip of the mountain.
Okay.
Red Rock 71, start a rightturn now to joint final.
Number 4, follow the Bonanzarunway 22L, clear to land.
Alright, we're making a rightturn, 22L, clear to land.
(54:01):
We have the traffic, Red Rock 71.
Cool.
Alright, you can give yourselfseparation, so don't speed up.
Put yourself into some slow flight togive yourself a little bit of separation.
I don't want to go around.
So you can pull that power back.
Honestly, you can add in yourfirst notch of flaps now.
Alright.
Just kind of help yourself out, right?
(54:22):
Yep.
Tower, Roger, 5345, is spacing good?
5345, good.
Julie left.
Turn on Delta and taxi Park on the ground.
Oh, we're going pretty fast right now.
Turn on the ground and actuallywe're going to the, uh, north parking
for a three a Juliet Cherokee.
Three Juliet, Roger.
Left.
Turn on Delta.
Hold short runway.
Two two left at Delta six.
Left.
Turn on Juliet or Deltaand, uh, hold short.
Two, two left.
(54:43):
Three a Juliet.
I'm gonna put that last short runway.
Two two left at Delta.
No, we're a little lower.
Actually two two leftto Delta 6 3 2 8 98 32.
Reduce speed.
You'd be following traffic.
Uh, heading, you're right in three miles.
Northbound base company Cherokee.
When you level with the runway.
So when you're alignedthen you keep throw.
That's the second knot.
We're low though, so yeah,just maintain this for now.
And 2 6 0 5 53 45.
(55:06):
Help straight in, monitor.
Ground rolling.
Come to the right.
Just a hair left.
Delta to seven.
Uh, we'll go straight in.
Monitor ground.
Looks like we got a right cross wind.
9 55 runway.
Two, two left.
Continue traffic lane position.
Taylor runs into the wind,then nose to the toes.
Continue.
Officer 4 9 5 3 8.
Julia Delta six is behind you making 180.
Cherokee 3 8 Juliet, tower.
(55:27):
Cherokee 1 you out a little bit.
Thank you.
1 2 1 3.
Cherokee 1 7 3 Juliet,Falcon Tower, radio check.
That's third actually.
You good with that?
That's not your third.
That's your second.
Cherokee 1 7 3 8 Juliet, areyou on tower 1 2 4 point 6?
Please respond.
If you cannot hear thetransmission, rotate your aileron.
(55:48):
You can go full.
There you go.
Alright, he's good now.
He's on the runway.
So now just maintaina stabilized approach.
Got it.
Falcon Tower, Falcon 7 about 8miles to the We're clear to land.
We are clear to land.
If you need help, if you wantme to take over, let me know.
(56:10):
Delta 3 and ConnecticutGrounds to your hotel, roger.
Alright, I'm here if you need it.
Oxford 9832, company traffic followsheading to your right 2 miles
northbound 2300, verify in sight.
Traffic in sight, Oxford 9832.
(56:31):
Welcome to Wormsford 9846,ATC arrival with Mike.
Fox 9846, Falcon Tower, roger, reduceyour speed, enter left base, runway 22L.
Reducing speed and, uh,left base 22L, Fox 9846.
Alright, I'm gonna get the slip I need.
(56:53):
Falcon 7, when able, descend below, uh,2000 for traffic into downwind into base.
2477, confirm your number one full length.
Number one for, uh, 2477.
2477, runway 22L, line upand wait, traffic base.
Alright, try to make Delta 5.
(57:13):
I left on Delta 5.
Just
trying to keep my speedup just a little there.
I know they're trying to get traffic out.
Did he say contact ground?
Yep, so you'll come to astop after these solid lines.
(57:35):
Yeah.
I'll switch over now.
Right here, right here.
Delta five and hold short two tworight at Bravo for a three two eight.
Red Rock seventy oneis off of Delta seven.
Taxi the ramp via Delta.
(58:00):
Taxi the ramp via Delta.
Sorry, that was the wrong exit.
Red Rock seventy one, start your taxi.
You're at Delta five.
Delta 5.
ZF404, we can take Delta 9if it's easier for everyone.
ZF404, uh, roger.
Well, the guy holding at Delta9 is off on IFR departure.
So, you're going to be severalminutes, just because we
already have those earlier.
You know, cool guy in front of you.
(58:21):
Um, so, tower would likeyou full length for now.
Okay, we'll plan on that, and we'll justhold right here because that's our 404.
Oh, we're over here, right?
Yep.
Okay.
Whoa crazy.
Right.
Like I said it was still fun.
But honestly, if I'm being honest, I waspretty glad to be back on the ground.
(58:42):
I needed some time to think about mylimited capabilities and the practice
it was going to take to get proficient.
And not just instrument flying,proficient, but flying in general.
What an opportunity I had tofly and build that proficiency.
Sometimes when things go perfectly, youstart to think you're all that right.
(59:03):
So there's nothing like aflight, like today's flight.
To bring you back toreality and remind you.
That you cannot get complacent.
It's one of the reasons I love somuch the art and science of flying.
It kind of reminds me back when I used toplay golf, it kind of reminds me of golf.
In that there's a ton of nuance.
(59:24):
There's rules and regulations.
There's always something foryou to learn and get better at.
But the big difference is flying hasmuch bigger stakes than, than golf.
So it means more and in theend is way more fun for me.
But also like golf.
As soon as you start to think,you've got it all figured out.
(59:44):
You get humbled in a big way.
This was one of manyhumility flights for me.
And it gave me some things to thinkabout and learn mostly about myself
and my ability to focus on the mostimportant things during a flight.
Stay ahead of the airplane, all of thosethings that I needed to be working on.
Could I have been safeif Eddie wasn't there.
(01:00:08):
I don't know.
Maybe not.
Especially with my limitedview out of the cockpit.
And obviously I wouldn't be doingthat if I didn't have a safety
pilot or, or an instructor.
But what if I was in actual IMC andagain, obviously I wasn't ready for that.
But in the future, westill have the same issues.
What if you're not proficientright now, and you find yourself
(01:00:31):
in a situation like that.
Can you stay safe?
I don't know.
But that's why we practice.
It was a Testament to how important it is.
To keep practicing and stay proficient.
Especially when you're taking abig feedback mechanism out of the
mix, in my ability to see outside.
So it was starting to sink in for me.
(01:00:54):
How important thisinstrument training was?
So even on a humbling and hecticday, like today, I was so grateful.
To have the ability to learnthis stuff and practice in a safe
environment with an instructor.
I was still having fun.
It was difficult, butI was still having fun.
(01:01:16):
I just had more thingsto think about and learn.
So I hope you enjoyed the lesson as well.
As usual.
Let me know if you did, or if you didn't.
And send in those beyondthe check ride stories.
So we'll finish it up for today.
I'm headed back to thesafety of the ground.
And leaving the SPC practice area now.
(01:01:37):
Last call.
See ya.
Can I get through.
(00:01):
What would turn out to be a bitof a challenging training flight?
And actually get something out of it.
Find out today in episode 76.
Of the student pilot cast.
Last call.
(00:29):
Welcome back SPC listeners.
Thanks for listening to today's episode.
We'll be covering my next instrumenttraining flight in this one.
Which turns out to be a little bit ofa difficult one, nothing bad happened.
Don't worry.
But I just didn't have a great day, butwe'll get into that in a little bit.
First, I want to thank those of you who'vereached out and given me feedback and
(00:49):
let me know what you're doing in aviationand how things are going as always.
I love hearing from you.
So please keep the feedbackand the stories coming.
What I haven't gotten yet though, isanyone with a beyond the checkride story
about how they learn something importantthat they just didn't learn in training?
Please tell us your stories andhopefully we can feature those on
(01:12):
future behind the check ride segments.
You can reach me as usual atbill at student pilot, cast.com.
Speaking of beyond the checkridetoday's flight is a little bit long.
So we'll forgo the beyond the checkride segment for today's episode.
And we'll be sure toinclude one in the next one.
Hope this doesn't make anyone too sad.
(01:33):
But if it does.
And to reach out and let me know.
Okay, so let's get on with the flight.
For this lesson, I was with Eddieagain, but this would be one of my
last flights with him for awhile.
I think as my main training would gettransitioned over to another instructor.
But we'll introduce him next time.
Today.
Eddie.
And I would be doing someair work under the hood.
(01:54):
So my training would soon start evolving.
Into the normal things that peoplethink of with instrument training,
like holds and approaches and departureprocedures and all of that stuff.
But for this flight.
We'd be focusing on controlof the airplane Using only
reference to the instruments.
So it's like training for the training,kind of getting comfortable with the
(02:16):
airplane in various configurations.
Without the ability to see outside.
So all that other stuff will come later.
But for now, this is what we'llbe focusing on for this flight.
Also the airport wasparticularly busy that day.
Part of it was that one of the runwaysand several of the taxiways were closed
(02:37):
and ATC personnel were understaffed,which was happening quite a bit.
Back then.
But there didn't seem to beany less traffic than usual.
So alas, a really busy airport.
In fact, he'll hear a couple of timesthat pattern work was not available and
even so it seemed busier than normal,even though people couldn't, you know,
(02:57):
do a bunch of pattern work there.
So go figure.
In any case we didn't need pattern work.
As landings don't happen ininstrument training, obviously.
I'm just kidding.
Of course I'm kidding, but itseems like that sometimes landing
is almost like an afterthought.
And once you take the foggles offduring the landing, it seems like.
Everything else is justputting the airplane away.
(03:19):
The training's over right.
Oh, anyway.
As per usual, we'll startby getting the ATUs.
This will be the first indicationof a busier than normal airport.
Fcon tire information.
LIMA 1 9 0 5 4.
Zulu Wind 3 0 0 8.
Temperature niner dewpoint minus six T 3 0 0 5.
(03:40):
Visual approaching use landing runway.
Two two left only.
Notums 5 2 2 left.
Further information.
Contact servicefrequencies runway two two.
Right closed 3 0 0 5.
Taxiway Charlie closed taxiway Echo.
Between Echo four and Echo six.
Carly's closed.
I need all arrivals.
(04:00):
Contact tower 1, 2, 4, 0.6.
Advise on initial contact.
You have Lima.
All right, you got your altimeter setting?
I did.
I already put it in Lima one.
I got altimeter 3 0 0 5 3.
That's what I have.
Temperature niner.
I forgot this one.
Six three.
0, 0 5.
I did that one.
The one that doesn't work as well.
Two.
Two left Only.
(04:21):
Okay.
Just head out here, is that spot 5?
Uh, that is, spot 5 is up there, soyou can just taxi straight ahead.
And then just turn left up there.
And since we're going to 2 2 left,let's go to Delta 7 intersection.
(04:48):
All right, so we'll make our ground call.
Now I wanted to mention, orat least explain the blue tail
thing you're about to hear.
And you might've heard this beforeon my other episodes, but here again,
you'll hear a controller mentionedto follow the blue tail traffic.
That's just an easy way to identifyplanes from the biggest flight
school on our field, which is cau.
(05:10):
They use the call sign Oxford,which you've definitely heard
before in my other episodes.
And if you ever fly aroundthe Mesa, Arizona area, You'll
definitely hear Oxford airplanes.
Their planes.
Have you guessed it?
Blue tails.
Thus the moniker.
I just wanted to explain a littlebit about what you're hearing
I
(05:31):
Falcon Ground Red Rock.
71 is at Delta seven.
Uh, with Lima.
We're gonna be headed to the north.
Red Rock 71, Falcon Ground, passbehind the blue tail archer that's
heading to your left on Delta.
Runway 22L, taxi via Delta.
Taxi to 22L via Delta, and we willfollow the traffic that's almost
in front of us, Red Rock 71.
(05:55):
Smooth with it.
Can you hear me?
Yes, I can.
Perfect.
Very nice radio call.
Falcon Ground, Red Rock 83 isat Delta 7 with Lima, requesting
taxi for southbound departure.
(06:16):
Red Rock 22L, taxi via Delta.
22L via Delta, Red Rock 83.
What's flashing here?
That's just the oil temperature becauseyou're at a really low power setting.
Hasn't warmed up yet.
Tell me how to enterthis run up area again.
Just go to about where I'm going to be.
(06:36):
You're going to hold short because ofall these guys right here, so you're
just going to be on standby for now.
Oh.
So you're just going to gonext to that CAE guy for now.
Come to the right.
Where at?
You can just hold itright here, right here.
Unless you think you can squeeze inthere, but I don't know if we can.
(06:57):
So let's just, let's just stay here.
Wait for someone.
Oh, I'm gonna pull in.
There we go.
Try to just go in front of this guy.
(07:17):
Go in front of him?
Yeah, and then just makea really tight U turn.
Uh, come to your left just a little bit.
There you go.
You're clear.
Perfect.
Very nice.
All right.
So we were ready for therun-up at this point.
Eddie went over some instrumentchecks with me and I was already
(07:38):
forgetting some stuff when movingonto the next thing, which doesn't
bode well for the rest of the flight.
I had taken over a week offfrom flying due to other
things going on and scheduling.
And it turns out Eddiehad been on vacation too.
So neither of us had flownin, in the last week.
I said it before, and I'll say it again,flying, especially for someone with low
(08:00):
overall timeline me Is a perishable skill.
And you'll notice it when youhaven't been flying much recently.
Everything just takes a littlemore thought and effort.
So here we go with the run-up.
Runout brakes, parking brake is set.
Mixture full rich.
Flight controls
(08:25):
free and correct.
Throttle 2, 000.
Carb heat.
Oh, carb heat's working.
Little drop.
Crab.
Huh?
Uh, not much.
Yeah.
Amps, uh, let's see, I think I needto go to the next screen, right?
(08:51):
Positive.
Positive.
oil fuel gauges.
Everything's in the green.
You can hit it one moretime for your oil gauges.
Oil temperature's still a little low.
It'll warm up.
Yeah, low is good.
Alright, so back to idle.
(09:16):
Okay, flight instruments,we're good on the altitude.
Can you remember yourinstrument cockpit check at all?
Instrument cockpit check.
Yep.
We talked about that on the last flight.
Going through all theinstrument checks, right?
Yep.
Okay, so we're readingzero, which we would expect.
We've got zero climb.
This matches, Uh, transponderis 1200 oh GPS set.
(09:42):
Do you want anything there besidesgetting rid of the message?
Uh, you can throw in direct to V-P-F-T-N.
Enter, enter.
Perfect.
And, uh, you are missing one otherthing on the instrument cockpit check.
Oh yeah.
Two other things.
Um, so we're not showing a turnhere, um, ball is centered, and
(10:05):
we've got,
let's see, three, 25, and we'reshowing 325 so that matches.
And this is leveled at the horizon.
Alright, so there's two other things.
So you want to make sureyou have a clock handy.
Do it right here.
(10:25):
Perfect.
And then, uh, once you start moving,you want to check your inclinometer.
So you're going to see the purple.
Okay.
Alright, so um, I've got a clock.
Right here.
Perfect.
You're good to go.
You're good to go.
You just released that parking brake.
(10:47):
East departure
temperatures.
Two two left taxi via delta theretwo two left taxi via Delta 8 8 4.
And I am seeing the inclinometer.
Yep.
Inclinometer is reading true?
Do you have your fogles on you?
I do.
Perfect.
They're right here.
(11:13):
Alright, this is eight.
Eight.
Im gonna switch over to tower.
And then what is the, uh,practice area Interview?
1, 2, 2, 7, 5.
Takeoff, takeoff.
2 2 68.
One.
Very nice.
Staying ahead of the airplane.
I was just going to tell you to do that.
(11:33):
So now that we're done with the run-up, wewere ready to hurry up and wait in line.
When we talk a little bit aboutbeing glad to be back in the cockpit,
after a little break, but thenwe start joking about most of the
practice we'd get on such a busy day.
Things like, you know, idle and breaking.
I here you go.
Was good.
(11:53):
I haven't flown in almost a week.
This is nice.
Excited.
I missed it.
Me too.
And I don't fly nearly as much as you.
True.
You will one day, 56, 43, you're followassessment your after kids 2000 at 700.
They're slightly slower.
Gonna get lots of, um,Roger that we have that.
(12:15):
We'll try.
You're gonna be doing alot, a lot of brake checks.
Well, I don't know why that runway is.
I'm gonna look at the note right now.
I do.
so we were finally number one.
And ready to go.
(12:36):
And we got our clearance.
As you'll hear.
I forgot to say therunway in my read back.
And then when contacted againto say it, I got a little bit
flustered and then it distractsme from the other things going on.
So you'll likely notice throughoutthis plight things would start to pile
up on me a little bit simple things.
And I'd get behind the airplane again.
(12:56):
Anyone who's done any training knows aboutthat phrase, getting behind the airplane.
But for those who've not flown yet.
It should be somewhat simple to grasp.
When you get task, saturatedthings, start building up on you.
Things that need to getdone, things you need to do.
And pretty soon you're barelykeeping up or not keeping up.
You're behind the airplane.
(13:17):
Ideally, you're keeping yourselfahead of the airplane or
anticipating what needs to be next.
And either taking care of it orgetting prepared to take care of it.
This is always important,but never more important than
when your instrument flying.
The task load gets much higherthan just flying visually.
There's always parts of every flight,basically where there's a lot to do.
(13:41):
But it just gets intensifiedwhen your instrument flying.
There's simply more to do.
More to consider more tasks in general.
But no more time to do them.
So a lot of instrument flying haspracticing to the point where you
can stay ahead of the airplane,even with more tasks to do such as
(14:02):
you have when you're flying IFR.
So today I wasn't even on aninstrument flight plan and I wasn't.
Doing all the things that you would haveto do when you're flying by instruments.
It was actually prettynormal stuff I had to do.
And I was already getting behind.
Again, not a great signfor the rest of the flight.
(14:22):
But certainly good for my learning.
It's important in controlled situationslike this, like with an instructor.
To get yourself task saturated.
So you learn how to adapt.
How you'll react.
Get better at prioritizing.
All of those things.
One of the best reasons to be in thissituation is to feel what it's like.
(14:43):
Again.
Better in a controlled andsafe environment like this.
So you realize your limitationsand start to understand the
amount of practice and recency.
It takes not just to becurrent, but to be proficient.
Well, that was a big part ofthe lesson I got this day.
So that's just a long-winded wayof saying let's get on with the
(15:04):
flight, with my takeoff clearanceand the subsequent takeoff.
Red Rock Seventy One, Runway two, two,left, line up and wait, traffic downwind.
We'll line up and wait.
Uh, Red Rock Seventy One.
Red Rock Seventy One, Runwaytwo, two, left, line up and wait.
Fuel pump is on.
Traffic outside, 243.
8, do you copy.
Landing light.
Flaps are set.
Red Rock Seventy One, Ineed the runway with that.
(15:25):
Runway two, two, left, lineup and wait, traffic downwind.
Runway two, two, left, line up and wait.
Red Rock Seventy One.
Three ninety eight, X radiatorclimb through two thousand
seven hundred for traffic.
click.
Oxford 63 98 here before a takeout check.
So 74 holding left.
(15:46):
I don't know which oneis the landing light.
78 34 star.
March 44 61.
Turn base runway two two left.
Continue traffic and positionturning base for runway.
Runway two two Left Oxford 44 61
Falcon Tower Helicopter.
Six two Hotel Papa Fountain Hills.
Request Geco to arrivalLanding Thunderbird with Lima.
(16:09):
Helicopter from the north, landingThunderbird, cross midfield, one thousand
nine hundred hundred, falcon altimeter isthree zero zero five, transition approved.
Transition approved, that'shelicopter six two hotel papa.
Red Rock seventy one, right turn approved,runway two two left, cleared for takeoff.
Cleared takeoff for two two left, RedRock seventy one, right turn approved.
Rock seventy eight thirty four,delay approved, runway two
(16:30):
two left, cleared for takeoff.
Hey, airspeed is alive.
It's green.
Nine eight forty six, trafficahead is, uh, Chandler.
March 9846, traffic ahead is Chandler.
This is traffic, Oxford 9846.
March 4461, Runway 22L, go to land.
(16:51):
Cleared to land, Oscar 4461.
Cessna 38J, number 2, follow theArcher, runway 22L, go to land.
Number 2, following Archer,cleared to land, runway 22L, 2438J.
Archer 5643, follow the Cessna, headdownwind, runway 22L, go to land.
Runway 22L, cleared to land,following Cessna, Oscar 5643.
Red Rock 46, resume on navigation,make left traffic, runway 22L.
(17:12):
Number 4, follow Archer, beam thenumbers, runway 22L, go to land.
Runway two two left, clearedto land, Red Rock forty six.
Alright.
Cherokee six five seven,Joe and Julie, you up?
We are turning in frontof the other runway.
What's up?
Well, the other runway is closed.
I know.
Yeah, that's what I mean.
Alright, we're at
five hundred feet.
(17:32):
Alright, who's number 1?
Red Rock 83, number 1.
Who's number 2?
Experimental 5 2, Hotel Blank.
Who's number 3?
Oxford 45 60.
Who's number 4?
Skyhawk 2 0 8 8 4.
Who's number 5?
Okay.
It was time to get under the hoodor put my foggles on in this case.
(17:56):
No more looking out of the planeuntil we were coming into land.
The rest of this flight,I'd be blind to the outside.
Red Rock 46, do you have company?
You want me to go ahead and findthrough pattern altitude, right?
Yep, so I'll take the airplaneand you can throw on your hood.
you have the controls?
I have the controls.
Alright, turn left heading 360,please climb to maintain 3, 700.
(18:16):
3, 700, and turn left to heading what?
Uh, to heading 005.
005.
So along with some of the other flubs,I was encountering in my skills.
I was having a hard timemanaging my altitude.
It was a pretty bumpy day.
It was turbulent and there were.
Updrafts and downdrafts, which werecontributing to this, but I should have
(18:39):
been able to manage my climbs and descentsand my altitude better than I was.
This added to my frustrationwith myself, as well as my task
saturation, as I had to constantlyallocate attention and brain power to
recovering from my altitude mistakes.
have been going to othertasks and preparing for what
was coming up in the flight.
It's one of the ways you get behind.
(19:00):
Also in this segment.
Patients was running thin.
Probably with a lot of people,but you'll hear on the radio.
One of the controllers clearlynearing the end of his rope.
He stayed professional as usual, but was.
Pretty clearly done with some of us.
Luckily it wasn't me this timethat was doing the frustrating, but
maybe I had contributed who knows.
(19:21):
Here you go.
feel the airplane start to climb, sojust watch your, um, This is a 38J,
Delta 6 is the one heading to yourright, hold short runway 22L at Delta 6.
Hold short runway 22R at Delta 6, 2438J.
Holding short 22L, stop, you're movingtoo fast, hold your position, it's
right there heading to your right.
And you're holding short 22L, the runwayis 922L, hold short runway 22L at Delta 6.
(19:48):
Holding short runway22L at Delta 6, 2438J.
Thank you.
Okay.
So at this point I really needed toget dialed back in, back into the
flight, to my altitude, to where Iwas headed and what I'd be doing.
(20:12):
I wasn't even doing anythingcomplex yet, and I was struggling.
So I had do my best and we'llsee where this would go.
We'd head out to the Northeastpractice area to do my maneuvers there.
What's the warning?
Here are
RPM's.
Falcon Tower, OX7119, request chandlerarrival with information Lima.
(20:34):
Say again the call sign one more time.
Thank you.
For 7119.
For 7119, roger, and makeleft traffic runway 22L.
You can just honestly pullyour power back to below that.
Just pull it out a little bit if you'restruggling to battle the airplane.
Small corrections, you don'thave to shock cool it, but
(20:54):
Red Rock 83, runway 22L, line up and wait.
Cool, you're out of the airspace and youcan switch over to the common traffic.
Okay.
All right.
Take me direct to VPF, the N, please.
All right, go back on altitude.
This is good.
(21:15):
Hey, you can make your firstradio call saying, uh, north
Practice area where you are.
And we're gonna be heading northat four thousand five hundred
four thousand five hundred.
Yep.
North Practice area.
Red Rock 71 is two one and a halfmiles south of Fountain Hills.
(21:36):
And we'll be heading.
north into the practice area at 4, 500.
It's for northeast.
Oh, northeast, not north.
Alright, we'll just continue on thisheading a little bit longer at this
altitude because of the Bravo shelf.
Okay.
And once we cross BPFTN let's climb to4, 500 and then, uh, on a heading of 360.
(22:02):
Okay.
And let's do this at, so you're in thatlittle RPM setting that doesn't like, so
you can start to bring your power back up.
Oh, back up?
Yep, so we can just get back, becausewe're going to climb now, right?
So you can bring that throttle way up.
Okay.
(22:24):
And there is VPFDN, so weclimb 4, 500, heading 360.
Heading 360 and climb 4, 500.
Yep, and then you're goingto set up for slow flight.
It's like I haven't flown in a week.
(22:45):
No, you're fine.
Geez.
Nice and bumpy out here.
Yeah, you know it's bumpy because wehave these cumulus clouds right above.
Not that you can see.
Nope.
Don't cheat.
I would have to cheat to see.
Don't cheat.
I tempted you.
Don't do it.
(23:06):
I was just saying, like, aircraftlimitations for, like, spins and stuff.
Yeah.
Oh, I was just holding thiswhile I was checking also.
Oh, gotcha.
Just to keep myself stable.
A little bumpy today.
So we'd start with slow flight.
Again, the idea is to stay underthe hood and do various private
pilot level maneuvers to feelthe airplane and control it.
(23:29):
Without being able to look outside.
Using only reference to the instruments.
Like I said before the practice forthe practice of instrument flying.
We'll see how this goes.
Alright, you can make another radiocall saying you're at the Orchards.
And you're 4, 000, 3,uh, climbing to 4, 500.
When you level off 4, 500,you'll make a call saying you're
(23:50):
at the Orchards northbound.
Slow flight for northeast.
Northeast practice area,Redbox 71 is 4, 500.
We're headed north for slow flightover the Orchards northeast.
Perfect.
Alrighty, sir.
Okay.
(24:11):
You can do your pre maneuver checklistwhen you get yourself nice and set up.
Alright, clearing turns.
Fuel pump is still on.
Uh, I can't do a clearing turn.
Yep.
No, I have an eye out for traffic.
It doesn't look like there is any.
Okay.
So, I'm the safety pilot right now.
Landing light is still on.
Mixture is rich.
(24:33):
Carb heat and throttle as required,so I need to be back at 22,
Oop, that's the 2200, getting a
little high.
This is really hard to do slowflight and like maneuvers in
because of the power settings.
So you want me to go below it then?
Yeah, we'll just go below it.
Okay.
(24:53):
Just slightly.
There you go.
Ready, sir.
Okay.
You're at 100.
Get to 90.
What's your altitude?
4, 500.
Okay.
If you want, you can justkind of set yourself up again.
Descend back down.
Okay.
Leave the flaps the first notch.
(25:14):
Yeah, you can leave that first notch.
So you can just pull your power outand get you where you need to go.
Power is your friend.
Northwest Fax Area, weare 14 over Antel 5, 000.
We'll be doing some stalls.
Northwest.
There you go.
Okay.
4, 500 and there is just about 90.
(25:39):
Oops.
More.
Watch for that.
Balloon.
Yeah, compensate for that.
Extra lift that's being produced.
Come on.
Anything just pitch up a little bit.
There you go.
(26:00):
And then, uh, what's my speed?
You should be lookingfor between 65 to 70.
Okay.
So, plus 10.
And we're doing?
And we're going to go no lower than 65.
Because the standardsare plus 10 minus zero.
So, let's maintain 4, 500 soyou can add a bit of power.
Let's do a slow flight climb with4, And do not go below 65 because
(26:21):
that's what would mark you.
Okay.
So you can stay a few knots above that.
Okay.
Very nice.
Alright, keep that power injust a little bit longer.
You've still got a little ways to go.
Yep.
(26:44):
Alrighty, when you get to 4, 500,let's do a left hand turn to west.
And it's 2 o'clock, so when youmake that left turn to west, let's,
uh, let's switch our fuel tanks.
Uh, no more than 10 degreesof bank to your left.
Okay, here we go.
I'm
going all the way to 090.
I mean 270.
(27:04):
Yeah, 270, I was about tosay, that doesn't sound right.
Yep, 270.
Traffic not available.
Don't worry, that's just the RPM thing.
Descend down to 4, 500.
(27:27):
When we get to 4, 500, we'lldo another turn to the north.
While you're doing so, and you'renot task saturated, you can
switch the fuel tanks please.
Alright, fuel pump is on.
You can leave the fuel pump on.
Yep, left tank.
(27:48):
It was already on, I was just verifying.
Okay,
we still have pressure.
Oh, getting work today a little bit.
A lot going on.
(28:09):
I'm on.
So if you are still high, just point nosedown a little bit and pull that power.
Alright.
Okay.
There you go, you're pretty much on it.
Perfect.
And let's do a turn back to north.
Okay, turn to north.
Right 360, no more than 10 degrees.
Remember, when you're turning, youhave a little bit of that loss of
(28:30):
vertical component of lift, so maybejust a hair of power if need be.
Or a little bit of back pressure.
Yeah, I can't get any moreback pressure in that 65.
There we go.
Alrighty,
(28:56):
you can recover from slow flight.
And we'll just stay at 4, 500.
Good job on correcting.
And all examiners really like andappreciate verbalism, so if you say, oh,
I'm off on altitude, I'm off on heading,correcting, correcting, correcting,
correcting, instead of just being silent.
Okay.
Kind of explain to me what you'rethinking, what you're doing.
(29:17):
Alright.
On my heading, on my altitude.
Alrighty, sir.
Let's head, let's turn to a headingof west, 4, 500, and then you can set
me up for power off stall, please.
West?
Yep, let's go back to west.
And you can make a radio call.
Um, and you're at, you are 3 miles, 4miles to the east of street pattern.
(29:41):
Northeast practice area, Red Rock 71is 3 miles east of street pattern.
4, 500 northeast.
I would say normally just likeheading west stalls or something
like that, but that's fine.
Alright, once you hit a 270 you can startto set me up for, uh, power off stall.
(30:04):
Well, that didn't go great, but itshouldn't be that much of a surprise.
This seemed to be turning into ashakedown flight for my skills,
getting back into the swing of things.
Next step would be a power off stall.
Okay, start to set up I'm gonna go to2, 200 RPM or as close as I can do it.
Yeah, as close as you can.
(30:27):
That's fine right there.
Okay.
And you're almost at one hundo.
Correcting my altitude.
Very nice.
Now you can bring thatfirst notch of flaps in.
Alright, we're almost to ninety.
(30:52):
Slow it down.
Correcting my altitude again.
Power off, stall.
Power off, yep.
So you're descending to that 500feet per minute descent, then
you can pull your power to idle,
and slowly start to pitch up.
Maintain coordination,
(31:14):
Pulling back,
you're going to go to a full stall,
and there's a stall.
Full power, and immediatelytake out a first notch of flaps.
And I'm going to getback up my west heading.
(31:36):
Actually it wasn't terrible,just on the next, next time we do
stalls, just make sure you reallyadd that power in right away.
Got it.
There was like a two second delay.
That's true.
I'm going to get back to 4, 500.
Yeah, we'll go back up to 4, 500, andyou can take out um, last notch of flaps
once he has a positive rate, right?
Yep.
Alright, go to 4, 500 and thenwe'll do a 180 degree climbing
(31:58):
turn to the, uh, to east.
If you can come to the left,and we'll do a 180 degree turn.
I'm sorry, say again?
Yeah, we'll do a climbingleft turn to east.
Left, okay.
Yep.
On the way to 4, 500, soyou can start your turn.
Oh, on the way, got it.
Yep.
Okay, so I'm starting the turn.
Yeah, climbing.
Got it.
There you go.
(32:19):
Here's the power on stall withEddie helping walk me through it.
Uh,
we want to get down to2, 000 RPM, in this case.
It's a little hard, but.
You got it?
Yep, 2, 000 RPM, we'regoing to slow down to 70.
Oh, 70, got it.
Yep.
(32:40):
heading.
Okay, there's 70.
Alright, so you can bring it up 2,000 RPM so you can add a little bit
of power, just a hair, and then you'regoing to start to pitch up, pitch up,
and maintain coordination, and thenwhen you feel the buffet, not the light,
there's a stall light, when you feel thebuffet, then you can lower your nose.
(33:02):
Keep it coming, keep pulling back, and
there's the buffet.
Feel it, there you go.
Push down, yep.
A little bit of forwardpressure, keep it coordinated.
Got it.
Okay.
Perfect.
(33:23):
There's 80, there's, perfect.
And then climb back tothe altitude, right?
Yep.
Okay.
Time to move on to the steep turns.
How do you think thisis going to go for me?
Yeah.
Probably not great consideringthe rest of the flight.
Alright, cool.
Next thing we're going to do iswe're going to do steep turns.
(33:44):
So you can set up for steep turns.
So we'll just continue onthis heading to the east.
Okay.
And then you're going to bring the RPMto 2200, as close as you can get it.
And then we're goingto bank to 45 degrees.
Okay, right there.
(34:04):
We'll do a steep turn to the left.
We're going to do this at 100.
Okay, there we go.
You're doing one steep turn.
You can keep it in this for now.
Okay.
Just no more than like two minutes.
(34:26):
This is feeling weird.
Should be giving you up trim.
It's, feel it.
Yeah, it's like stuck.
Yeah.
Well, I'm definitelygoing to right that up.
I don't even know if it's moving it.
(34:46):
Oh, it just loosened up.
Oh, yeah, there it is.
Okay.
Cool.
Alright, you've been in thispower setting for a while, so just
increase your power for a while.
Increase it?
Okay.
Yeah, just get it out of that red zone.
Just push it in for a minute.
Getting back on my heading.
Yeah, and you know what?
Let's, uh, let's come right.
Okay.
180 degrees, let's goback to, go back to east.
(35:10):
Okay.
Or excuse me, back to west.
In fact, you know what, sincewe're almost done with west, we'll
just do it on a south heading.
Kind of towards, uh, backtowards, uh, Fountain Hills.
So we'll turn to the south.
Okay.
So 180, and then youcan do your steep turns.
And we'll go to 4, 500.
Power setting.
Skyhawk 881, Lima Alpha is headingeastbound over Dynamite Road.
(35:35):
4, 500.
Okay.
You may make a radio call sayingwe're over Rio Verde at, uh, 4, 900.
We're going to be doing steep turnsover the orchards, uh, same altitude.
Okay.
Northeast practice area of RedRocks 71 is over Rio Verde, 4, 900.
(35:57):
We're going to be doing steep turnsover the orchards, same altitude.
Northeast.
I don't know why this guy's climbing.
81 Lima.
4 4 500.
That North Road gonna be heading westboundwith Ized Road four five Northeast.
(36:20):
All righty, sir.
He should be no factor anymore.
Okay.
You want to just do this altitude?
Yeah, we'll just stay at 4,900and we'll do a turn to the left.
Our first turn is gonnabe a turn to the left.
All turn to the left, and we'llgo all the way around to 180.
Uh, we're gonna do a 360 degree turnright back to one, back to 180 0.
(36:42):
Yeah, I should have said that.
Okay.
Alright, watch your descent rate.
Small movements.
Ah, that was pretty bad.
Alright, get yourself set up, and go back.
It's 4, 900.
And just make a small, really, reallyslow, gradual turn into the steep turn.
(37:04):
You don't need to be aggressive with it.
Get yourself set up first.
Alright, Will.
You can do it at 5, 000, that's fine.
Okay.
Alright.
5, 000.
You can start your turn to the right.
Very shallow.
Just nice and steady.
Get yourself to 45 degrees of bank.
(37:24):
There we go.
There you go.
22.
A little bit more bank.
And keep that back pressure right.
Compensate.
There you go.
A little bit more.
A little bit more bank.
There you go.
(37:45):
You added a little toomuch power on that turn.
You're almost at 2450 RPM.
You should be at like 2200.
So that's why you kept climbingand kept having to battle it.
Okay.
Alright, we can do one more to the left.
We'll do one more to the leftand then one more to the right.
(38:06):
So let's get down to 5000.
Heading of 180.
You can make another radio call.
Where are we?
We are at the orchards.
Northeast practice area, Red Rock,71 is at 5, 000 feet over the
orchards, doing steep turns northeast.
(38:27):
Come on.
Okay, you want to go right or left?
Uh, we'll go to the left.
Nice and small, gradualturn to 45 degrees.
There you go.
Really slow.
(38:48):
And when you see that
airspeed, that means you'relosing altitude, so just give it
a little bit of back pressure.
ATC chatter Look howmuch better this one is.
(39:10):
See how little movements you're making?
Yep.
There you go.
Much, much better.
Alright, perfect.
Alright, you can start toroll out on one eight zero.
And then when you do that, you cancome do the same thing to the right.
All traffic is clear,so that's a good thing.
And watch your altitude.
(39:31):
Start to descend.
Pick up a lot of airspeed.
Give yourself some back pressure.
There you go.
6511
just north of the fountain, 3, 200,heading back to town, last call.
See ya.
Ah, losing my banger.
(39:53):
Alright man, no you're good.
So obviously that wasn't mybest work on steep turns.
I had to do them twicejust to get like, okay.
Status.
Not, not only was it time to headback, but it was time to head
back if you know what I mean.
I had done all the learning Icould probably do for the day.
And it was time to get back on the groundand contemplate my choices in life.
(40:17):
Nah.
All right.
Not, not really that bad, but itdoes feel like that sometimes.
I'm sure those of you who havegone through training or, or
done other difficult things.
You know exactly what I'm talking about.
It just feels like sometimesit's not going to work.
In any case we wouldstart to head back now.
One quick comment before we move.
(40:38):
Move on.
So ho hold on.
Let me get my soapbox all set up here.
All right.
at the end of the segment, whenEddie helped me make my last call on
the practice area frequency beforetalking to Falcon tower again.
You'll also notice my hesitancy to usethe non-standard phrasiology of last call.
Well, When I say nonstandardit's standard around here.
(41:02):
I mean, seriously,everybody seems to say it.
You've probably heardit a ton in my episodes.
You've heard a lot of instructorsusing that phrase, ology.
But I also happen to know that it's notstandard from a regulation perspective.
You're not going to find thatterminology in the AME, for example.
Unless I'm wildly mistakenand missing something.
(41:23):
It's not there.
It reminds me a little of backin the day when I was learning
to fly for the first time.
People would always use the phrasephrasiology on a CTF frequency
of any traffic in the area.
Please advise it was reallycommon for people to do it.
And it kind of felt standard topeople that were learning around
(41:44):
people that set it all the time.
There was a big push to getaway from saying that because
it was nonstandard and it, it.
It wasn't helpful.
And it became almostkind of an aviation meme.
So everybody prettymuch stopped saying it.
So as not to get made fun of.
You might still hear it from time to time,I guess, but it's much less common now.
(42:08):
I think that's probably going tohappen with this last call nonsense.
Now I don't blame anybody for using it.
Seriously.
Everybody seems to say it.
So it's not like Eddie was necessarilydoing anything wrong or any of the.
The flight instructorsare doing anything wrong.
Everybody's doing it.
It seems pretty standard.
That's how they were taught to do it.
But again, up on my soap box,it just doesn't seem like it's
(42:31):
necessary or helpful really.
You've already announced whatyou're doing, where you're going.
Who you are, where you are andyou're leaving the practice area.
So obviously it's goingto be your last call.
And even if it's not obvious thatit's going to be your last call, it's
not really helpful for everyone else.
That's in the practice area to know that.
(42:53):
Because you're gonefrom the practice area.
So it just, it justdoesn't seem meaningful.
wasting time and.
And we'll get to the other time.
It wastes in a minute.
But anyway, I, I have a feeling anda few years it's probably going to
go out of style as people realizeit's non-standard and not necessary.
But for today, It wasn't wortha discussion in the cockpit.
(43:15):
Maybe sometime later, but it's notreally the most important thing I could
be worrying about when I couldn't evenstay ahead of the airplane mentally
and make normal radio calls properly.
So it certainly wasn't something Iwas going to bring up at the time.
And it's not the mostimportant thing to bring up.
Anytime really.
And besides maybe I'm maybe I'm wrongon this whole thing and it is helpful.
(43:36):
And I should just get with the program.
But I doubt it.
In any case?
I didn't say I didn't the phrase,you know, last call at first.
But then when I was promptedspecifically to do it, I did it, and
I didn't really worry about it latereither when I'm teaching, I can do
it how I want to do it and not sayit, but until then, If it's not that
(43:59):
important, I'll just do what I'm told.
Honestly.
I think the main reasoninstructors keep saying it.
Is to get all the, see us.
From everyone else, which incidentallyis one of the main reasons we
probably shouldn't use this phrase.
Ology is it jams up the frequency forawhile, but with everybody saying, see ya.
(44:19):
But it's likely social.
And after all we're social characters,aren't we, that stylized SIA is probably
part of the secret handshake I'll getshown once I become a CFI and then
I'll realize all the value in it.
But until then, I'll try andkeep the last call stuff out.
Unless I'm just told to doit and then I'll just do it.
(44:40):
Because it's not the most importantthing to be worried about.
And it's not the hill I'm going to die on.
But I did want to comment on it sinceit's my podcast and I can do that.
So there you go.
Now, let me step downcarefully off of the soap box.
So I don't fall and hurt myself andwe can keep going with the flight.
(45:00):
Alright sir, uh, that should beenough for today, so let's do a,
uh, left 360 descent down to 3, 300.
And you can start to get your weather.
Okay, left 360 descent to 3, 300.
Yep, and you can startto get your weather.
Okay, there are 3 0 0 6 visual approachinguse landing standard right two left
(45:24):
northeast practice area, Lima Alpha at4,000 at Pinco P heading West Zero Valley.
Last call two two.
Right closed taxi eight.
Charlie closed taxi eight.
Echo from echo.
Four to echo six closed.
Unable pattern work, all arrivals.
Contact tower on 1, 2, 4 0.6.
Advise on initial contact.
Do you have information Mike?
(45:50):
Falcon Tower, Information Mike, time2054 Zulu, wind 280 at 8, gust 17,
temperature niner, two point minusseven, altimeter three zero zero six,
visual approaching you, two two five.
Alright, alright, you can throwit, uh, okay, you're already
(46:10):
direct, so you can hit, I'll hitdirect, enter, enter again for you.
And I'll draw that line.
And I'll kind of give yousome factors actually.
So, let's uh, maintain a heading of2 4 0, descend down to 3, 300 please.
2 4 0 and 3, 300.
(46:33):
Yes sir.
What's up?
Yep, so now you can do yourpost maneuver checklist.
Okay.
Carb heat, um, landing light, off,fuel pump, off, next year lean.
Alright, I was trying to man,I was looking out for traffic,
(46:54):
this one guy's kind of closerto us, but now he's no factor.
You can make your last callsaying, uh, Fountain Hills 3, 300
last call, southbound to Falcon.
Northeast practice area, Red Rock71 is heading towards Falcon, uh,
over Fountain Hills, uh, northeast.
(47:16):
3, 300 last call.
3, 300 feet last call, northeast.
There you go.
I know there's a lot going on right now.
Oh, I got my head.
You still want me on 230, right?
Uh, for now.
I'm gonna give you a vector shortlyafter that, but a lot of instrument
is them giving you 10 degreevectors like every 10 seconds.
(47:38):
Okay.
Yeah.
Thanks a lot.
Kind of mimic that here.
It's a bumpy day.
Yep, it is.
Alright, so you can maintain230, 3, 300 for now.
Okay, so we're headed back now.
(47:59):
Got to get in touch with the tower.
We gotta head back in the land.
This would be for netic and a little wild.
So, let me give you a preview of things.
You can be listening for one.
It's crazy busy.
Two.
I'm behind the airplane.
Three.
I'm given a non-standard patternentry and pattern assignment that
(48:21):
neither one of us had seen before.
For.
I messed up another call.
Not surprising.
Right.
Which made things worse for me.
I didn't say right downwind.
And then I had to do it again.
Five.
We stayed too high, too long, and I shouldhave gotten to pattern altitude sooner.
(48:42):
So again, caused me to stay behindthe airplane cause I had to correct.
Six.
I know I'm saying this again.
This gets a little hectic.
So this should be fun, right?
I also listen to the radio.
It appears that there's a Cherokeethat lost comms during our approach
and landing while we were on final.
(49:02):
So kind of interesting.
And just so you know how frantic it was.
I'm going to let this play real time.
From the time I contacted the toweruntil we pulled off the runway, no
editing, no gaps removed nothing.
Real time down to the ground.
So enjoy my nightmare.
(49:22):
Well, it was still fun, butstill kind of a nightmare.
Here you go.
And you can call, make yourfirst call to Falcon Tower.
Okay.
You can say over Fountain Hillsinbound and we'll stop with Mike.
Bonanza three zero, tell roger, continueflying that heading, I'll stall your
turn left heading two zero zero.
Two zero zero.
Fox sixty five eleven, followcompany ahead two miles, runway
(49:45):
two two left, go to land.
Five eleven.
Cherokee one seven three eight,Juliet, do you have traffic heading
to your right in a mile and ahalf, three thousand on final?
Uh, negative, we're looking for trafficone two two, uh, three eight Juliet.
Cherokee one seven three eight,Juliet, roger, turn right and fly
due southbound to joint final.
Runway two two left, go to land,number three, they'll be at
your twelve o'clock in a mile.
Slow down just a little bit, because we'regoing to enter their delta seven, so.
(50:08):
Yeah, sorry.
Runway two, hospital land,that's throttle tires four four.
Requesting Yankee two extended.
180.
Universal.
4 4 2 approved.
AL four four.
Alright.
Call up Rock 71.
Yep, that's us.
Red Rock 71 is over FountainHills, uh, with Mike Inbound.
Red Rock 71 Falcon Tower, roger,fly due southbound and join a
(50:31):
midfield right downwind runway 22L.
You understand you're going to beflying south and you're going to
make a hard left turn to join amidfield right downwind runway 22L.
We will fly directly south andwe'll make a hard left turn
to join the downwind for 22L.
Red Rock 71.
Red Rock 71, it's going to be aright downwind for runway 22L.
Sorry about that, right downwindfor 22L, uh, Red Rock 71.
(50:53):
Roger, 53 45, extend downwind,I will call the base.
Extending downwind, you'llcall base, Roger, 53 45.
Ascent, Liam Papa, when able,expedite your climb for 3, 000.
This is weird, I haven't done this before.
Yeah.
You can do your, uh, Red Rock 71, whenable, descend to TPA as soon as able.
Now we're going downto 2, 400, Red Arc 71.
Alright, 2, 400.
(51:13):
2, 400.
Yep, let's do that quick.
Arc 3966, if able, left Delta7 straight in, monitor ground.
Tower, left Delta 7, come to ground.
Left Delta 7, straightin, monitor ground, 3966.
9 1 Mike, you're number one.
Affirm, 9 1 Mike.
9 1 Mike, Falcon Tower, left turnapproved, runway 22L cleared for takeoff.
(51:33):
25 is on.
Left turn approved, two two left, clearfor takeoff, Cessna one zero nine oh one.
Landing light.
Five fifty three forty five, filetraffic, two mile final, Cherokee.
Looking for that traffic, we got thattraffic inside off our left wing.
Sorry.
Throw your picture in the ridge.
There you go.
It's gonna help you out a little bit.
Three Sierra Hotel, start a rightturn towards the airport to join
straight in runway two two left.
Right turn straight in totwo two left, Sierra Hotel.
(51:55):
Red Rock seventy one, reduce speed,enter right base runway two two
left, now over the Granite Reef Dam.
Alright, we'll reduce speedand enter right base, two two
left, Red Rock seventy one.
Alright, turn left.
5345, follow the traffic off yourleft wing on final 2000, runway
22L, cleared to land, turn base.
Turning base, 22L, cleared to land, we gotthat traffic in sight, turning on 5345.
(52:15):
Fuel timer's going off again.
Yeah, it's fine, I'll takecontrol as you got it.
Alright, right.
Reducing speed to Sierra Hotel, roger.
Looking for traffic.
Bonanza, 3 Sierra Hotel,runway 22L, clear to land.
Alright, just for uh, just forsafety's sake, because there's terrain,
you're gonna take your goggles off.
(52:36):
Because there's terrain all around us.
Clear to land 22L, Sierra Hotel, sorry.
Thank you.
Red Rock 71, traffic 12 o'clock,2 miles southbound, 2400 Bonanza.
Looking, Red Rock 71.
Alright, you got controls?
I've got the controls.
Pre exchange approved, see you later.
And slow yourself down a little bit.
(52:57):
Alright, you can come right a little bit.
See that big building over there?
That big building.
Yeah, I see that one rightbetween the two mountains.
Yep.
Yeah.
4955 Falcon Tower, roger,northbound for left base 22L.
(53:19):
You want me at 85, something like that?
Yeah, just maintain 90 for now.
Tower, cleared 9832 withinformation by Chandler Arrival.
Tower, 9832 Falcon Tower,roger, make left traffic runway
22L when able to send a TPA.
Left traffic, two two left,then we'll get down to two four.
Oxford, ninety eight, thirty two.
(53:41):
Red Rock, seventy one, Bonanzaheads to right on final.
We're looking for traffic,Red Rock, seventy one.
Oh, I got him.
Above the little tip of the mountain.
Okay.
Red Rock 71, start a rightturn now to joint final.
Number 4, follow the Bonanzarunway 22L, clear to land.
Alright, we're making a rightturn, 22L, clear to land.
(54:01):
We have the traffic, Red Rock 71.
Cool.
Alright, you can give yourselfseparation, so don't speed up.
Put yourself into some slow flight togive yourself a little bit of separation.
I don't want to go around.
So you can pull that power back.
Honestly, you can add in yourfirst notch of flaps now.
Alright.
Just kind of help yourself out, right?
(54:22):
Yep.
Tower, Roger, 5345, is spacing good?
5345, good.
Julie left.
Turn on Delta and taxi Park on the ground.
Oh, we're going pretty fast right now.
Turn on the ground and actuallywe're going to the, uh, north parking
for a three a Juliet Cherokee.
Three Juliet, Roger.
Left.
Turn on Delta.
Hold short runway.
Two two left at Delta six.
Left.
Turn on Juliet or Deltaand, uh, hold short.
Two, two left.
(54:43):
Three a Juliet.
I'm gonna put that last short runway.
Two two left at Delta.
No, we're a little lower.
Actually two two leftto Delta 6 3 2 8 98 32.
Reduce speed.
You'd be following traffic.
Uh, heading, you're right in three miles.
Northbound base company Cherokee.
When you level with the runway.
So when you're alignedthen you keep throw.
That's the second knot.
We're low though, so yeah,just maintain this for now.
And 2 6 0 5 53 45.
(55:06):
Help straight in, monitor.
Ground rolling.
Come to the right.
Just a hair left.
Delta to seven.
Uh, we'll go straight in.
Monitor ground.
Looks like we got a right cross wind.
9 55 runway.
Two, two left.
Continue traffic lane position.
Taylor runs into the wind,then nose to the toes.
Continue.
Officer 4 9 5 3 8.
Julia Delta six is behind you making 180.
Cherokee 3 8 Juliet, tower.
(55:27):
Cherokee 1 you out a little bit.
Thank you.
1 2 1 3.
Cherokee 1 7 3 Juliet,Falcon Tower, radio check.
That's third actually.
You good with that?
That's not your third.
That's your second.
Cherokee 1 7 3 8 Juliet, areyou on tower 1 2 4 point 6?
Please respond.
If you cannot hear thetransmission, rotate your aileron.
(55:48):
You can go full.
There you go.
Alright, he's good now.
He's on the runway.
So now just maintaina stabilized approach.
Got it.
Falcon Tower, Falcon 7 about 8miles to the We're clear to land.
We are clear to land.
If you need help, if you wantme to take over, let me know.
(56:10):
Delta 3 and ConnecticutGrounds to your hotel, roger.
Alright, I'm here if you need it.
Oxford 9832, company traffic followsheading to your right 2 miles
northbound 2300, verify in sight.
Traffic in sight, Oxford 9832.
(56:31):
Welcome to Wormsford 9846,ATC arrival with Mike.
Fox 9846, Falcon Tower, roger, reduceyour speed, enter left base, runway 22L.
Reducing speed and, uh,left base 22L, Fox 9846.
Alright, I'm gonna get the slip I need.
(56:53):
Falcon 7, when able, descend below, uh,2000 for traffic into downwind into base.
2477, confirm your number one full length.
Number one for, uh, 2477.
2477, runway 22L, line upand wait, traffic base.
Alright, try to make Delta 5.
(57:13):
I left on Delta 5.
Just
trying to keep my speedup just a little there.
I know they're trying to get traffic out.
Did he say contact ground?
Yep, so you'll come to astop after these solid lines.
(57:35):
Yeah.
I'll switch over now.
Right here, right here.
Delta five and hold short two tworight at Bravo for a three two eight.
Red Rock seventy oneis off of Delta seven.
Taxi the ramp via Delta.
(58:00):
Taxi the ramp via Delta.
Sorry, that was the wrong exit.
Red Rock seventy one, start your taxi.
You're at Delta five.
Delta 5.
ZF404, we can take Delta 9if it's easier for everyone.
ZF404, uh, roger.
Well, the guy holding at Delta9 is off on IFR departure.
So, you're going to be severalminutes, just because we
already have those earlier.
You know, cool guy in front of you.
(58:21):
Um, so, tower would likeyou full length for now.
Okay, we'll plan on that, and we'll justhold right here because that's our 404.
Oh, we're over here, right?
Yep.
Okay.
Whoa crazy.
Right.
Like I said it was still fun.
But honestly, if I'm being honest, I waspretty glad to be back on the ground.
(58:42):
I needed some time to think about mylimited capabilities and the practice
it was going to take to get proficient.
And not just instrument flying,proficient, but flying in general.
What an opportunity I had tofly and build that proficiency.
Sometimes when things go perfectly, youstart to think you're all that right.
(59:03):
So there's nothing like aflight, like today's flight.
To bring you back toreality and remind you.
That you cannot get complacent.
It's one of the reasons I love somuch the art and science of flying.
It kind of reminds me back when I used toplay golf, it kind of reminds me of golf.
In that there's a ton of nuance.
(59:24):
There's rules and regulations.
There's always something foryou to learn and get better at.
But the big difference is flying hasmuch bigger stakes than, than golf.
So it means more and in theend is way more fun for me.
But also like golf.
As soon as you start to think,you've got it all figured out.
(59:44):
You get humbled in a big way.
This was one of manyhumility flights for me.
And it gave me some things to thinkabout and learn mostly about myself
and my ability to focus on the mostimportant things during a flight.
Stay ahead of the airplane, all of thosethings that I needed to be working on.
Could I have been safeif Eddie wasn't there.
(01:00:08):
I don't know.
Maybe not.
Especially with my limitedview out of the cockpit.
And obviously I wouldn't be doingthat if I didn't have a safety
pilot or, or an instructor.
But what if I was in actual IMC andagain, obviously I wasn't ready for that.
But in the future, westill have the same issues.
What if you're not proficientright now, and you find yourself
(01:00:31):
in a situation like that.
Can you stay safe?
I don't know.
But that's why we practice.
It was a Testament to how important it is.
To keep practicing and stay proficient.
Especially when you're taking abig feedback mechanism out of the
mix, in my ability to see outside.
So it was starting to sink in for me.
(01:00:54):
How important thisinstrument training was?
So even on a humbling and hecticday, like today, I was so grateful.
To have the ability to learnthis stuff and practice in a safe
environment with an instructor.
I was still having fun.
It was difficult, butI was still having fun.
(01:01:16):
I just had more thingsto think about and learn.
So I hope you enjoyed the lesson as well.
As usual.
Let me know if you did, or if you didn't.
And send in those beyondthe check ride stories.
So we'll finish it up for today.
I'm headed back to thesafety of the ground.
And leaving the SPC practice area now.
(01:01:37):
Last call.
See ya.
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