SPC#78 – Low to High and High Performance – Transitioning

In Episode 78, we go back in time a bit. Back when Bill was a brand new pilot and was transitioning into a couple of new airplanes. The Cessna 182 has become one of my favorites and because it's coming up again for me right now, it got me thinking about my original transition into the 182 and my High Performance endorsement. I explain in the episode why, but I wanted to revisit that training during my transition for a couple of episodes.

This episode also includes a Beyond the Checkride segment where Kent and Bill dive into descent planning for pilots. In this episode, they cover crucial techniques, from using avionics and EFBs to understanding rules of thumb and managing passenger comfort. Whether it's the mathematics involved or leveraging tools like Foreflight, get ready for a some tips on making your descent smooth and safe. Perfect for both seasoned aviators and those just starting their journey. See the video version of the segment here.

Links:

YouTube link for this episode's Beyond The Checkride segment on Descent Planning: https://youtu.be/Q19Drsd3xfg

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

Episode Transcript

(00:00):
today, we're digging into the archivesand going back to a simpler time.
Back when I was just anewly minted, private pilot.
And I started flying withmy first flying club.
And wanted to get checked out insome high-performance airplanes.
So I needed to do some more trainingand get a high-performance endorsement.
So enjoy this blast fromthe past episode 78.

(00:24):
Of the student pilot cast, lowto high and high performance.
Transitioning.

(00:52):
As I said in the cold open.
I thought I'd break into the archivesa bit and go back to younger bill
to change things up a little.
As you may know, I am currentlya member of a flying club out
of Mesa, Falcon field airport.
We currently have five airplanesand one of them is a Cessna 182.

(01:12):
You may also know that I've beenworking on my CFI and I was holding
off on doing any checkouts in theclubs, 182 until I finished some of
the trainings since I wasn't planningany trips or flights in the 182 anyway,
and I was sticking with the traineroriented airplanes in the club, which
are a couple of 172s, a warrior.
And until recently a light sport aircraft.

(01:35):
We recently got rid of that airplane outof the club, unfortunately, as it was
pretty fun and inexpensive, but I digress.
Since I've been struggling to geta DPE scheduled for my check ride.
I thought I might as well continuegetting some flight time while
I'm waiting and accomplishingsome of my other goals as well.
And one of those wasgetting back into the 182.

(01:57):
One of my absolute favorite.
Airplanes of all time.
So, let me tell you a little bitabout my experience with 182.
I did all my primarytraining in Piper warriors.
Then shortly after achieving my privatepilot certificate, I joined this club that
we're going to be talking about today.

(02:18):
And at the time it was based out ofa private fly-in community airport
in Chandler called stellar air park.
It was such an awesome situation for meat the time and would give me access to
some great airplanes and allow me to,well, I guess, spread my wings a little
and start getting some real GA experience.

(02:40):
The club then had two 182s
one of them was from the sixties, a Andthe other one was from the seventies.
And they also had a 1 72 S P,which especially at the time
seemed practically brand new.
As it was a 2001 model.
If I remember correctly.

(03:00):
And remember this was 2008when I joined the clubs.
So it basically was brandnew in airplane terms.
I would end up mostly flying the 182 andthe club is I fell hard for that type.
It was great at carrying stuff.
And wasn't quite as slow as a 1 72.
And my wife and I like to travelwith friends and some bags.

(03:22):
So the 182 was well-suited.
I had some great adventuresin those airplanes.
We traveled with friends on cooltrips to places like San Diego and my
hometown area of the central coast ofCalifornia to have some adventures there.
I flew with buddies to ASU football games.
I flew my kids several times togo airplane camping in those 182s.

(03:46):
I took a bunch of peopleon their first flights.
Over that time, I tookmy parents to Sedona.
And a couple of other people to Sedonafor that matter, I took my boys to an air
show in Tucson to see the Thunderbirdswhen they were little, there were lots of
$100 hamburgers over that time as well.
family trips up to Utah to visit family.

(04:08):
oh yeah, and we can't forget that Iflew a 182 from the Phoenix area to
Oshkosh and back, back in, I think, 2011.
I had a great time learninghow to be a real go places.
Pilot in those 182s In fact, beforeI started training again recently.
I had more time in the 182than any other airplane.

(04:33):
Since my tr training airplanesare mostly warriors again.
That type has retaken thetop spot in my log book.
But needless to say,I love flying the 182.
So with me getting ready tofly a 182 again in the club
to get checked out in it.
It got me thinking about the typea lot again, and I realized that
I never published my transitiontraining; my club checkout.

(04:57):
And the required high-performanceendorsement training that I
needed back in 2008 to startflying these planes in the club.
So I decided to take a quick detour andreach into the archives for those flights.
And do some episodes on it.
I think it'll be kind of good for youas the listeners and the audience to

(05:20):
see what it's like to start flying.
You know, different type of airplane ordifferent airplanes and for different
reasons after just getting your license.
Uh, you start flying, not just fortraining, but for utility and for fun.
And.
And to go places and, that transition.

(05:41):
To the club and to these182 started my journey.
On that, I guess it's kind ofa pretty typical progression,
but I hope you enjoy it anyway.
But before we get into that flight solong ago, we have another beyond the
Beyond the Checkride for you this week.
I'm going to insert ithere before the flight.

(06:02):
So Kent and I got back togetherto talk about another topic.
So here you go.
All right.
Welcome back everybody toanother beyond the check ride.
How are you doing, Kent?
Excellent.
You're not going to say yourthing about talking about flying.

(06:25):
Well, I feel like I said it already.
I kind of did.
True, true story.
All right.
Well, we're back again to recordanother beyond the check ride.
So Kent, what's our topic?
Descent planning.
Hmm.

(06:47):
This isn't nearly as juicy assome of the other ones we've
done, but.
I don't even know that we can geta controversy going on this one.
I'm sure we could figure something out.
I think we can.
I think we can, just because ofthe last thing on the list there.
All right.
This is how I do it.
We'll try.

(07:14):
Excellent.
So where do we start with this one?
Well, uh, we start in cruise, I think.
That's a good place to descend from.
Yeah, yeah, it's kind of hardto descend from the ground, so.
Now, let me ask, as a somewhatless experienced pilot,

(07:37):
how do you feel about it?
How do you plan your descents?
I told you, I just kind of wing it.
Just kidding.
Well, I mean, honestly, I rememberwhen I was, working on my private, you
know, doing my first few dual crosscountries, it was kind of like, oh,
well, I can, I can see the airportright up there, and I should probably

(07:58):
start coming down now, because itlooks like I'm, you know, significantly
higher than a glide slope should be,but it was in a 172, so you just pull
the throttle back, and you practicallyfall out of the sky, and it's all good.
Yeah.
Don't have to
worry
about it,
Yeah.
You remember doing the, the.
Paper, um, flight plans, you know,when you were doing your private

(08:19):
Time, fuel, and
distance to descend.
you know, you had to use the P.
O.
H.
and you had to have a top ofdescent there and had to do
all that figuring before him.
We actually have a bit of a cheatcode these days with Foreflight.
I don't know if everybody who usesfor flight kind of, uh, casually knows
this, but if you send your flightplan, to the flight tab it'll create

(08:45):
something that's very similar to those,those old, paper flight plans that we
did with all of the detailed numbers.
Those are in there.
So that's another, you know, anotherway that I actually sometimes do
look at that for descent planning,
So what you're talking about is the
nav
log,
the NAVLOG.
Yep, the NAVLOG,
it'll put a top of climb, topof descent into the nav log.

(09:08):
Uh, another for flight trick you canuse, even if you're not using flights,
if you just have maps, flip from theedit view over to the profile view.
And you can see where your top ofclimb and descent are, and then
you can actually go and add a,
uh,
a waypoint there Yeah.
Now that does require thatyou have a certain level.

(09:28):
I don't believe that profile view works inall levels, but yeah, that's really handy.
but to get back to your original question,I've always used that old rule of thumb.
if I didn't really plan itbeforehand and I don't have a nav
log and you know, all those things.
Where you plan for about 3 nautical milesper 1, 000 feet that you get to descend.

(09:53):
And of course, you take whatever your,cruise altitude is and, you subtract
whatever the pattern altitude is.
And that gives you your amount to descend.
And then you kind of do that, I'm goingto need 3 to 4 nautical miles for every
1, 000 feet that I want to descend.
You know, in a, in a small piston.

(10:14):
It's probably not that good,but it's close and I guess
that's what rules of thumb are.
And so that'll get you close enough for,making sure that you don't have to circle
about six times to get down to patternaltitude once you get to the airport.
So
Yeah, well, that three miles perthousand, that's a rule of thumb

(10:34):
that even large transport jet
pilots will
really?
Okay.
but, you know, I, I have heard someinteresting equations and, more
specific rules of thumb, but oneof them is that for a three degree
descent, which I think is roughlywhat the three miles per thousand
is, for that three degree descent.

(10:56):
Your rate of descent in feet per minuteis about your ground speed times five.
So if you're at 90 knots, multiply thatby five is 450 450 feet per minute.
Great.
So you're, descendingin a cub or something.

(11:16):
But if you're descendingin something fast, that is
going to be a sporty descent.
Yeah.
Yeah, and when you fly something inthe higher altitudes, all that stuff
breaks down because, in a TBM at, say,27, 000 feet, you might be in cruise,
truing out at 330 or something like that.

(11:38):
You might even pick up.
40 or 50 knots in the descent, becauseyou're coming down fairly quick.
And you're also, you're inthat descent for a long time.
So the, the plane's got a good chanceto speed up while you're going downhill.
But then, as you start gettinginto thicker and thicker air, your
true airspeed keeps going downand down and down the whole time.

(12:00):
So, the rules of thumb are always kind ofstraight lines, but reality is a little
bit more curved and something like that.
Now, I don't use three miles perthousand in my plane because I
like to be passenger friendly,

(12:21):
I
And those moonies are pretty slippery.
Yeah,
are very slippery.
That's, what everybody likes about
that's right.
in cruise, I, I threw out at about 170to 175 knots on 12 gallons an hour.
And yeah, that's whatI love about the plane.
however, I'm doing about, youknow, figure 180 in the descent.

(12:44):
if there's no wind, Use thatsame rule of thumb, and now
I'm doing 900 feet per minute.
And I don't really necessarilylike doing that with passengers
in an unpressurized airplane.
you know, 500 feet per minuteis good and passenger friendly.
so that's generally what I wouldrecommend people stick to when they

(13:05):
have an unpressurized airplane.
But when you get into some thatare faster, Well, now you need a
little bit more room to descend.
So, um, what I think of is, You know,180 knots is 3 miles per minute,
if I'm wanting to descend at 500feet per minute, that's 2 miles, or

(13:26):
2 minutes rather, per 1, 000 feet.
So that means with no wind, I'mlooking at 6 miles per 1, 000 feet.
Now, I'm a nerd and I'm reallygood at doing math in my head,
so I always correct for the wind.
I, I pretty much figure, just basedon experience, I know that I'm
going to gain about 10 knots inthe descent at 500 feet per minute.

(13:50):
And so I just kind of look at myground speed and add 10 knots to it.
And then I kind of start lookingat that miles per minute number.
So every 60 knots isanother mile per minute.
so I usually go, Maybe to the nearestquarter or something like that.
So if I've got a good headwind goingand I'm, I'm getting 165 that's two

(14:15):
and three quarters miles per minuteor five and a half per thousand feet.
you know, and then like you said, the keyis to kind of figure out where you are
and where you're going, you know, figureout how many thousands of feet you're
going to descend and, and go from there.
any questions about using math at all?

(14:36):
Um, what's math?
No, I'm just kidding.
Well, you know, there are peoplewho are good pilots who are not
good at math, and that's just fine.
I know there's a lot of people outthere who think that you have to be
super good at math to be a pilot.
You don't, there's a ruleof thumb for everything.

(14:56):
So,
not not to mention we fly with likesix computers now at our fingertips.
So
And that's kind of where I was goingnext is there's, avionics and EFBs
and stuff like that, that we canalso use for our descent planning.
for example, in my airplane, I havea Garmin 750 and because I also

(15:16):
have a GI 275 attitude indicatorthat supplies all the information
that the 750 needs to make thecalculation, I have the VNAV capability.
all those Garmins have eitherthe v nav or the V calc.
so if you don't have anything butthe GPS, you'll have V calc, which

(15:37):
just basically helps you do the math.
and then v nav, you actuallytell it, okay, I want be at.
A thousand feet off the ground, fivemiles prior to my destination, and it
will calculate a path through the sky,and it will tell you, one minute to top
of descent, and then, it'll calculatea vertical path that you can actually

(16:00):
follow I have a vertical CDI on myattitude indicator that I can follow down.
and if you have their fancyautopilot, that You can actually
have the autopilot do it all
automatically.
descent for you.
Yep.
Um, and since I have plenty ofexperience with Garmin autopilots,
let me throw this one thing in here.

(16:21):
There's three things yougot to do to make that work.
thing is you have toactually hit the VNAV button.
That is pretty obvious.
Second thing is youneed to have that point.
programmed into your flightplan with the altitude so that
it knows where it's going.
And third, you have to takeyour altitude bug and set it to

(16:43):
the altitude you want to go to.
And if you do all three of thosethings, then it will capture that
vertical path that it has calculatedand follow it down without you
having to
touch
There's one more thingyou got to do though.
And especially in your airplane,you got to pull that power back
I actually leave my power as isfor the most part really in the

(17:06):
descent.
early.
Yeah, maybe, but yourairplane, you might get going
pretty fast.
So, the, the reason I say that is thatI was just kind of thinking about,
when you get into a faster airplanelike that, you're not looking at
the airport on the descent anymore.
I think.
remember starting a descent 62miles out once in the Mooney.

(17:28):
So, you know, if you're on a longertrip and you get up into maybe the
low teens or something like that,or, up around 10, 000 in altitude
anyway, you've got a ways to come down.
and then you get a tailwindhappening and all that, it's pretty.
Pretty normal for me on a, on across country trip to be starting
my descent 40, 50, 60 miles out.

(17:51):
Um,
Airport, not in
sight.
no, no, not at all.
so yeah, I am not pulling my powerback early on because especially at
those altitudes in a normally aspiratedairplane, you know, I'm only pulling,
18, 19, 20 inches of manifold pressure.
And so my power is already pretty low.
and so, So generally what I do isI, and this is where we're going

(18:17):
to have the controversy, shockcooling and power reductions.
there are plenty of argumentsover whether shock cooling is
actually a thing in this industry.
some people say, ah,it's a bunch of hogwash.
Some people say, well, if you don'tgive it five minutes per inch of
manifold pressure, then you'regoing to blow up your engine.

(18:38):
Well,
Both are
Neither one of those, right, neitherone of those things is 100 percent true.
It's probably somewhere inthe middle, but, honestly, the
fastest your engine cools downis after you shut it down anyway.
So, you know, there are people who workreally hard to keep power settings up.
They use things like speed brakes,to, basically keep their power

(19:02):
setting up and not have as muchair flowing over the engine.
I don't go to that extreme, but Ialso figure, okay, I act as if shock
cooling is a thing, What's the downside?
And so what I do is I start pullingpower back, usually about 20 miles

(19:22):
out and, I might be at up to 24 inchesof manifold pressure at some point.
and so, yeah, at 20 miles out,I'll knock it down to 22 and at 15
miles out, I'll take it down to 20.
And then 10 miles out, I'll go to17 and, 5 miles out, I go to 14.

(19:43):
and I might, add five miles to those onan IFR flight, just so that I'm slowed
down and I'm ready to drop my gear at thefinal approach fix because you're right,
it's a, it's a very slippery airplanethat I'm flying and so only lose about
five knots through those first threepower reductions and it's only that

(20:03):
last one, I would say usually when Igo from 17 to 14 I'm still doing about
155 indicated and my gear speed is 140.
So.
I have to get slowed down to 140and 14 inches is about as low as
I can get the throttle before thegear warning starts squawking.
And so, you know, I have to let it sitthere for a couple of minutes, before

(20:26):
it'll slow down enough to drop the gear.
Then once I drop the gear,it'll slow down real nicely.
but, In an instrument approachtype of scenario, I figure,
okay, I'm going to
it slowed down early.
I'm five miles out anyway.
So I definitely need to be low enough todrop the gear, at the final approach fix.
So,
Well, that's

(20:46):
yeah, I'll, I'll add a little for that.
But, yeah, I don't just pull back thepower at the top of the descent anymore.
you know, that's for back in the day whenI was flying the 172 and looking at the
airport before I started the descent.
So,
You can practice your emergencydescents just right over the airport.

(21:07):
Yeah, well, that's something theMooney actually does quite well when
I, my emergency descent procedureis to slow down to gear speed, throw
the speed brakes out, slow down togear speed as quick as possible.
drop the gear and then I will saythat I've never pushed the nose down

(21:29):
as far as you're supposed to becauseit actually says you should then
accelerate back up to your maximumgear extended speed which is 164
indicated
my goodness.
and the flaps And the, sorry, notthe flaps, the gear and the speed
brakes out, there is no blue leftin the windscreen at that point.

(21:51):
And I've, so I've never actuallygotten it back up to 164
knots.
It sounds fun though.
Sounds really
fun.
that, I mean, it'll, it'll reallyfall out of the sky when you do that.
But anyway, getting a little off
topic
So that's your typical descent plan then?
I'm just kidding.
So, so let me ask you, Kent, inpractical terms, these days, you

(22:15):
were to do a cross country tomorrow.
Would you be allowing foreflight?
To set up your nav log andyou'd kind of follow that.
Or would you be doing thatmath in your head, figuring it
out and doing it on your own?
What's, what's your typical MO these days?
Um, My typical MO is just todo the math in my head based

(22:36):
on my actual ground speed.
you know, winds are never as they wereforecast, of course, and, for flight is
going to be using those forecast winds.
And so that's pretty muchwhy I do it that way.
But, that's not to say that theforecasts are completely made
up out of whole cloth either.
they come from somewhere and thereis some level of accuracy to them.

(22:58):
So if you just go ahead and, youknow, maybe start with that and
adjust as necessary, that's fine too.
there's a lot of ways to skin this
cat.
So
Especially with that VNAV, support inthe GPS, which is going to take into
account wind and, and other things
Yeah, and I will say that one thingthat it does not take into account is

(23:20):
the extra speed that you're going to
get
when you
from the descent.
Got it?
So, for those of you who do have thatequipment, the, obviously the Garmin
stuff is really popular, You know, ifyou're going to use that VNAV feature,
it does let you set up the path asa feet per minute sort of thing.

(23:40):
So you can tell it you want 500 feetper minute, but it's going to calculate
the path based on a 500 foot perminute descent at your current speed.
And so, in reality, if you leave thepower in on the descent, you're going
to accelerate when you start goingdown and so it's going to be more than

(24:01):
500 feet per minute at that point.
And then same thing with what we weretalking about before with true air
speeds changing as your altitude changes.
as you get into thicker air andstart slowing down, it's going to
affect your, vertical speed as well.
but you know, it's a great starting point.
and it doesn't change bymuch in most circumstances.

(24:24):
so however you
do it.
and the difference between a 650foot per minute descent and a
500 foot per minute descent isgenerally not going to be a big deal.
Most people won't noticethe difference there.
Now, one thing that we haven't reallytalked about is, we've been focusing

(24:45):
our passenger comfort discussionhere, mostly on the ear issues
that a lot of people will have.
If you start doing really fastdescents, most people, may have,
Learned how to clear their ears on anairline flight or something like that.
And, of course, with a pressurizedairplane, they're going to keep the
cabin rate of descent fairly reasonable.

(25:05):
so that's why we do our descentsthat way, even though our cabin
is the same as the outside.
However, another thing to think aboutis especially if it's, a hot Bumpy day.
as you're descending from cruise altitude,you may be a nice, cool, smooth air
when you're in cruise and then you getdown to four or 5000 feet and all of

(25:27):
a sudden it's hot and bumpy and humid.
And well, now somebody right,somebody who has motion sickness
might not handle that too well.
And so, if that's the case, youmight want to plan on pulling back
the power and maybe even levelingout to slow down a little bit.
And kind of maybe having likea two stage descent in a way,

(25:51):
Good idea.
Hadn't really thought of that before.
so with a two stagedescent, what I mean is.
You know, the first stage would bein the smooth air where you're going
to be at a real low descent gradientbecause you're still going fast.
And then once you get to those altitudeswhere it's hot and bumpy and you want to

(26:12):
slow down so that maybe your motion sickpassengers aren't feeling it as much.
once you slow down, you'regoing to end up with
a
higher
Going pretty steep.
Yep.
Right.
Get through that bumpy hot air as quickas possible and get on the ground.
Yep.

(26:33):
Yeah.
And at that point, vertical speed is your
friend.
Right.
Awesome.
Well, that's good stuff for people to bethinking about when they're, when they're
Planning their descent on their nextcross country, anything we've forgotten,
anything you want to cover before we end,
Well, I think the only thing we reallydidn't necessarily talk about, in great

(26:55):
detail was the, where are you going to?
so VFR, it's usually either going tobe pattern altitude, or I've found
that if I, Plan all the way down tofield elevation that works pretty well.
Anyway,
because
get there early.
plane is going down about6 miles per 1000 feet.
So I'm at pattern altitude 6miles from the airport as well.
So, that really depends on the plane.

(27:17):
You fly, of course, but.
you know, if you're IFR, there's maybemore that is going to have to go into it
depending on the approach procedure thatyou're going to fly and how you're going
to get to the approach procedure and, whatall your various minimum altitudes are.
So just be aware of that, especiallyif there's any sort of terrain around

(27:38):
or, you look at the approach plateand there's a bunch of different step
downs or maybe, you're, Minimum androute altitude in the area is quite a
bit higher than the approaches, you'll,you might have some more, thinking
that goes into it at that point.
In some cases, you might even want todo a, descent and a hold if you're,

(28:01):
Yeah,
you know, you don't want togo down as fast, so, yeah,
time that, I was flying the Mooneyinto Jackson hole and there is a very
long descent at the end of that, startthe approach from the Dinor VOR and
minimum altitude there is 14, 000 feet.

(28:23):
And I was looking at it going, Oh,this is, this is going to be a little
bit of a challenge to get down.
And so I ended up.
I think I extended my gear atlike 7, 000 AGL or something
like that, just to help get down
at
that point.
slow it down so you can geta better angle, you know,
right.
So yeah, things are always more fun out

(28:43):
West, right?
always.
Always makes, makes it more challenging.
Excellent.
Well, Kent, great topic.
Thanks again.
appreciate you coming on and doingthese beyond the check rides.
And I hope everybody's enjoying themand getting something out of them.
So, as usual, reach out to us if youhave any comments or disagreements

(29:04):
with how we do this, any great ideasthat you want us to pass along,
reach out to us and let us know.
You can reach me at billat student pilot cast.
com and a bunch of other waysyou can find us on social media.
I'm sure.
So thanks again.
And until next time, Kent, we'll see ya.
All right.
We'll see you.
Fly safe.

(29:30):
All right.
I hope you enjoyed thatbeyond the check ride.
Remember to let us know your own thoughtson these topics, and you can reach out to
us at bill at student pilot, cast.com orof course use the contact us page on the
website, which is student pilot, cast.com.
But for now.
Let's move on to the flight.

(29:50):
Before we get going, though, Ishould say that this flight was in
nine or three Quebec, which was ourolder and less well-equipped 182.
It was a nice plane, but it turns outit was having a few issues at the time
the audio panel was making some noise.
I think technically something.
Uh, attached to the engine was makingsome noise that was being picked

(30:14):
up by the audio panel, but therewere some other issues as well.
One of the radios wasn'tworking quite right.
And there was something going on whereFreddy, my CFI for these transitions.
would lose his ability to getpicked up on the Intercom.
We had electrical noise from theengine, like I mentioned, and we
were troubleshooting some of that.
The audio panel soundedkind of bad, et cetera.

(30:37):
And all of that.
Is on my recorded audio.
Of course, Freddy knew about the podcastand about me recording my flights.
So he wanted it to sound good.
And plus it was kind of annoyingwhile here in the airplane.
So apologies in advance.
There's some noise in the cockpitaudio that we usually don't have any
more, but it's not totally ruined.
So I think it'll work when I flythe newer 182 later on this kind

(31:01):
of thing didn't happen as much.
I don't think, but for this one, we'lljust have to deal with it, I guess.
I've tried to clean itup a bit and editing.
But you'll still hear it.
So while we were based out of stellar,like I mentioned earlier, just a
few miles from Chandler airport.
If I remember correctly at the time wehad the planes temporarily at Chandler,

(31:23):
because I think the runway at stellar wasbeing resurfaced or something like that.
So this flight and the others forthe transition actually originate and
end out of Chandler airport, which iswhere I did all my primary training.
It would be another month or so laterwhen we started flying out a stellar
again, In any case as usual from backthen we'll start by picking up the

(31:45):
ATIS at Chandler and we'll get going
I
temperature 3 6, dewpoint 1 1, altimeter 6.
Visual approach in use, landing anddeparting runways 2 2 left and right.
Noticed airmen, multiple obstructionsin the vicinity of Chandler
Airport up to 310 feet AGL.
Hazardous weather informationfor Arizona available from

(32:06):
flight watch and flight service.
Departing aircraft, advise groundcontrol direction of flight.
Advise on initial contact,you have information Sierra.
Chandler Airport, information Sierra.
204.
7 Zulu weather.
Wind 240 at 6, visibility 30.
Well, we're going to runway 4, right?
No, 22.
Are we?

(32:27):
Just switch it?
Yep.
Alright.
Yep.
There's no standby there.
This is the other radio.
There's no standby either.
Hazardous weather informationfor Arizona available from
Flight Watch and Flight Service.
Departing aircraft, advise groundcontrol direction of flight.
Advise on initial contactyou have information.

(32:51):
They call this the North Ramp, right?
Yeah, I guess.
Northeast.
Chandler Ground, Cessna 2493 Quebec.
Is on the north ramp, we have Sierraand we'd like a south departure please.
So it's a 2 4 9, 3 Quebec Chandler ground.

(33:13):
Good afternoon.
Taxi two, runway two two, your right viaAlpha November, taxi to two two, right.
And, uh, we'll actually be comingin, uh, right next to the, uh,
the threshold, if that's okay.
Cessna 9 3 Quebec, roger,taxi to runway 22R via N.
Taxi to 22R, uh, 9 3 Quebec.

(33:35):
9
3 Quebec, use caution for the Senecathat's already there in the run up area.
Wilco 9 3 Quebec.
What
so we taxied out and started the run-up.

(33:56):
One of the new things to me was cyclingthe prop since this was the first time
I had flown a high-performance airplaneor anything with a constant speed prop.
So this would be my first time doing that.
And so I'm learning
Run up,
nose into the wind, prop wash, nose wheelstraight, fuel selector both, cowl flaps.

(34:21):
Uh, open, throttle 1700 RPM.
Magnetos.
Uh,

(34:42):
bounce,
cycle, prop.
Cycle prop.
Does that mean all the way?
Yep.
So pull it all the way out.
Doesn't matter how fast, just do it.
Pull it out.
Okay.
Yep.
And then when it drops.
There you go.
Now push it in.
Okay.

(35:02):
Just takes a bit for it to turn.
Yeah.
Okay.
Uh, cycle prop, carb heat.
Go ahead and put that on.
Yep.
Pull it out.
Yep.
Uh, suction
4.
6 if I can find it.
It's right here.
Nope.

(35:23):
Okay.
Uh, throttle full closed.
There you go.
Alright.
Engine instruments check.
Yep.
Green.
Navigation instruments.
This is 22.

(35:45):
Windows secure cabin.
Big cabin.
Barely reached that back seat.
Okay, you
All right.
Now we were ready for takeoff.
So here you go.
2, 6, 1, 2.

(36:10):
Chandler Tower, uh, Cessna2493, Quebec is ready at 22R.
Cessna 249, 3 Quebec channel, towerat the felt boundary, left turn
approved, runway 22R, clear for takeoff.
Clear for takeoff on 22R, and leftturn approved, uh, Cessna 93 Quebec.
I always want to say, cherokee.

(36:33):
Alright, halt, right?
Yep.
Yay.
We're on, 21 actually.
What was A?

(36:54):
Heading, altitude, altitude.
Altitude lights time.
Yep, heading heading altitudealtitude lights time.

(37:18):
Wheels on the floor.
There you go.
Feel the plane.
Bring the climb out of you.
There you go, go ahead and trim.

(37:41):
Now bring your power back to thetop of the green arc right there.
And bring your prop back, oh,to your top of the green arc.
Just turn it.
Turn it a little bit more.
There you go.
About there?
Yeah, you never wantthis higher than this.
Okay.

(38:03):
The only thing you gotta remember,every thousand feet you go up, you're
gonna lose an inch of manifold pressure,so you gotta bring the throttle in.
The opposite's true when you come down.
You gotta, uh, put more throttle.
Right.
Okay.
Alright, so we're 600 feet AGL, so I'mgonna start turning, if that's alright?
Eh, you're fine.
You can go straight out.
Oh, okay.

(38:23):
Oh, we're good.
That counts in the same spot.
Helicopter 5 6 2 cross both runwaysmidfield at the he pack clear
line cross, both cross runways
and,
and the speeds in this arein miles per hour, correct?
Yeah.
So it's a little different manual.
Doesn't give you a whole lot.

(38:44):
The what?
The manual does not give you awhole lot, it's an ancient manual.
Yeah.
478.
And you do have rudder trim.
So you can use that.
Oh, okay.
Yeah.

(39:09):
So it looks like it wants toclimb at about 100 miles per hour?
Sound about right?
Yeah, somewhere in here.
That looks good.
Climb attitude.
So as this starts to dropdown, just put in a little
power, huh?
Yep.
Just keep the throttle green, huh?
Just make sure your manifoldpressure does not exceed your RPM.

(39:30):
Look, after three four delta proceed asrequested, use caution, non movement area.
Chandler Tower, Diamond Tower 4117H,it's 5 miles south of the field, will
overfly at 3500 feet on route to Falcom.
Uh, Chandler Tower.
Diamond 5117H, Chandler Tower,that's above the channel, past

(39:53):
Delta surface area, altimeter 2984.
2984, Diamond Tower 117H.
So another thing that would be newto me again with the constant speed
prop would be transitions to and fromcruise or other phases of flight.
Freddie had done some groundtraining with me before the flight.

(40:14):
But doing it as always a little different.
So I'd be starting to learn how to managepower when there's two controls for it.
Instead of just one.
For the uninitiated, I'll go into very,very briefly what I'm talking about there.
When you're flying an airplanewith a constant speed prop.
You have two controls that help youmanage the power or your power settings?

(40:39):
From a trainer airplane,that's got a fixed pitch prop.
got the throttle lever,which controls the RPM.
That's how you know whereyour power setting is.
As you look at the revolutionsper minute of the engine, which
in most airplanes that don't havegearboxes or anything like that.
Is also the revolutions perminute of the prop itself.

(41:00):
That's how, you know, whatyour power setting is.
When you go to most high-performanceairplanes or any airplane
with a constant speed prop.
You now have two levers that manage your.
Uh, your power settings.
Your prop lever or prop control.
Manages the RPMs.

(41:21):
And you have a new gauge calleda manifold pressure gauge.
That helps you see where your throttlesetting or your main power setting is at?
And so it's a dance between increasingor decreasing manifold pressure.
And increasing or decreasing RPMs.
And where those are set.

(41:42):
Determines what the power outputis at that time for your power
system or for your engine.
So we don't need to go into too muchdetail, but you will hear me here.
Um, kind of learning howto manage those things.
What do I set this, uhOkay, now you're cruising.

(42:03):
You want about twenty three, twenty three.
Twenty three inches?
Twenty three inches andtwenty three hundred RPM.
Right, bring your power back to twentythree, or your RPM back to twenty three.
There you go, right about there.
Okay.
Too much?
And level the nose.
And now you'll go fuelson, cowl flap closed.

(42:27):
Okay, fuel what?
Fuel on.
Yeah.
Cowl flap closed.
Mixture flap, er, flap, mixture prop.
Now, you add the carburetor,E2, all the way across.
Okay.
And there you have it.
Yeah, just head down that way.
First thing we do as far as air workor practice would be steep turns.

(42:50):
Let's see how it went.
Alrighty.
Alright, do a couple clearing turns.
direction.
Alrighty.
And southwest forward.
2493, come back over thesouth edge of Maricopa at 55.
And go ahead and do acouple of steep turns.
Alright, start to the left.

(43:11):
30 seconds remaining.
Go ahead
and make low at 3, 500over the green field.

(43:34):
Heading towards, North.
Southwest 2493 for the fixer with thesouth edge of Maricopa 55 maneuvering.
Southwest breakfast area,Cessna Not bad, go ahead.
Right another right?
Oh yeah.
Alright.

(43:58):
Southeast Braxton 3 Archer, 8314E,over the green field, east of
the I 10, southeast Braxton 3.
East of the I 10, 3, 000, and offthe Costa Grande, southeast Braxton

(44:19):
3.
There you go, pretty good.
Ah, do a 180.
Eh, we'll do another one.
Do another one?
Yeah, I want you to do a180 and then we'll decide.
Just go halfway then.
Okay, do a 180.
And then we'll do a steep turn to
the left.
Oh, oh, gotcha.
Okay.
There you go, right back to the right.
We'd spend some time tryingto troubleshoot the audio and

(44:39):
radio issues that I talked aboutearlier and that we were having.
And then we would moveon to some slow flight.
Break again?
I got it going last time,we're going to Comm 1 and back.
Wind calm, visibility 3.
Wow, that's interesting, huh?

(45:00):
That's
weird.
Alright, let's go to minimum
controllable airspeed.
So now, you gotta add your prop in.
So just remember, you're gonna goto high power, so you want the cowl

(45:23):
flaps open and the prop forward.
Okay, we do that now?
Alco, fuel's on, cowl flaps open.
Okay, flaps set, mixture set.
Prop, bring the prop forward.
Okay.
Bring your throttle back.
Carb heat on.
All the way back?

(45:43):
No.
Oh.
You're doing minimum control blare speed,so you don't want to drop out of the sky.
You want to hold your altitude.
Okay.
Bring it back down.
Oh.
It's somewhere between 15 and 22.
Carb heat on.
I'll get you some procedures.
Mags on both.

(46:03):
Primers locked.
Airspeed into whitearc, now add your flaps.
This one's not like the 172, so you gottabe in the white arc for all your flaps.
The 172, you've got the first10, you can get up to 110 knots.
I'm not really
I'm holding altitude, butI'm not getting slower.

(46:24):
There we go.
It's not that loud ofan airplane anyway, so
Use caution for bird activity inthe vicinity of Chanley Airport.
Advise on initial contango
21470.

(46:47):
Nice to have you back.
Thanks.
Alright, roll out, watch your altitude.
Nope.
And now you want to recover, so you gofull power, flaps up 10 degrees at a time.
Whoa!
What?
I just barely hit it and wentYeah, you gotta watch it.
Watch it.
So, count your three.
One, two, three.

(47:08):
Carb heat off.
And, we'll resume normal cruise.
Power back.
Then bring your prop back.
About there.
Oh, geez.

(47:31):
I just got lifted up.
Alright, do 180.
Mm hmm.
Man, I'm sweating like a dog.
You alright?
You got a bacon?
Yeah, I'm ok.
It's
just like
hot.
Make it make it a little shorter.
Plus with the radio.
I know.

(47:51):
Kind of annoying.
No, just do a touch and go's, youprobably want me to talk to you, huh?
Ha!
Alright, why don't you try a
I can hear ya.
Well, no.
But I can hear you.

(48:14):
Okay.
Do
you want to plug in in the back?
Yep.
Now I'm plugged in.
Alright, see
how it's going back and forth

(48:58):
between When it pushes,it's blocking my mic.
So it's getting stuck in the inposition and blocking my mic.
Oh.
There we go.
Well, it's getting stuckhalfway in between.
Right, right.
Or it's no longer transmitting, butit's not It's blocking your mind.
Right.
I can do the announcementsif you want, so you

(49:18):
Oh, open.
Forward.
All right.
More issues hearing Freddy.
But we'd get him back and thenwe'd move on to a power on stall.
southwest Register, you're 428DW,over the town of Maricopa, 5 5.
Hey, you're back.
Yeah, for now.

(49:39):
And, okay, go ahead and, uh, nowslow it down to takeoff speed.
Was that 90 miles an hour?
Yeah, 80 to 90.
Okay.
Alright.
And power it on.
Powering all the way.
Alright.

(50:02):
There it is.
There you go, descent attitude.
Descent attitude, okay.
3, 4, 5, climb attitude.
Alright.

(50:24):
Alrighty.
Let's do a 180 and we'll do apower off stall and hopefully
this thing won't lock up.
Heh.
Southwest, uh, 2493 is, uh, just, uh,south of the town of Maricopa, bye bye.
Are

(50:44):
you still with me?
Yeah, I'm here for now.
Southwest, United 63, no numbers.
We've got overhead, we've got crashing.
270R, 2, 300, 2, 000.
Heading towards figure left call.
Southwest.
Now it was time to try a power off stall.

(51:04):
I would start to notice how heavy thisbird was on the nose when slowing down.
And that would become atheme over and over again.
As I learned to land these slightlybigger and heavier airplanes, especially.
Uh, front with the bigger engine.
you go, now let's try a power off stall.
So, fuel's on.
We'll leave the cowlflaps open for this one.

(51:25):
Okay.
Flaps, mixture set.
Okay, power back.
Carb heat on.
Mags on both.
Primer's locked.
And then, into white arc mode.
Bring your flaps in, don'tlet the nose drop yet.

(51:49):
Okay, do it all at once?
Yep.
Put on the brakes.
That
Oh, that's heavy.
Oh yeah, it is.
It's a big girl.

(52:10):
There you go, now there it is.
Descent attitude, full power,first 10 degrees flaps up.
3, 4, 5, now bring itup to climb attitude.
Trim it.
Push your carburetor heatoff at the same time.
Same time as the power in?
Yep.
Okay.
And 10 degrees flaps up, trim,10 degrees flaps up, trim.

(52:37):
This is Southwest 2493, comeback, it is, uh, Just over
the town of Maricopa Pipeline.
Between Pipe Island and Travis.
You want me
to
descend a little?
Huh?
You want me to descend a little?
No, we're alright.
Let's go back over to our runway.

(53:00):
Okay, I can't see
it.
It is
right over there.
Uh, there it is.
Okay.
I'm going to pull the prop back a little.
Yep.
There you go.
Go to your normal cruise.
So, fuel's on, cowl flaps are open.
Actually, you'd close them.

(53:21):
Uh, we're doing an emergency, soit will be okay to close them.
Okay.
Uh, prop set.
Throttle's okay.
Carb heat off.
Mags on both front flaps.
There.
Now let's get over our spot.
We would now practice.
Uh, simulated engine out.
What is this?
What?

(53:41):
It's a map light.
Ah.
What's, uh, what's the best glide?
80.
80?
Yep.
And where is our We're right over it.
Are ya?
Alright.
Well, no, I'm sorry, it's right there.
Pretty close.

(54:04):
Okay.
Lost it.
Lost the power.
Desk Glide, 80 miles an hour.
AZUT traffic, system562, Alpha Foxtrot, 1,
500 over AZUT for the Casa Grande.

(54:35):
Oh yeah, it'll get closed by the way.
Okay, so
I'm gonna go through it, uh, both.
Do I do anything with
the cowl flaps in an emergency?
Uh, no, just leave themthere, you're fine.
Okay, cowl flaps.
You could open them if theengine was overheating.
So you put it in your flow, yeah.

(54:56):
Okay.
Mixture full rich or close to it?
Uh, car heat?
Uh, mags on both, rubberclocked, airspeed's fine.
Alright.
And there's no fuel pump, right?
Right.
Last radio frequency is 7700.
7700.

(55:17):
Mayday, mayday, mayday.
Are we, uh, 15 milessouthwest of, uh, Chandler?
Seatbelts on.
Yep.

(55:39):
What's all that static?
Uh, you have a feeling it might.
Oh, yeah, you're, you're boom.
Did it
stop?
Eh, not really.
Yes.
Where's your runway?
It's right here.
I was just looking and I wasjust test, looking at the
dust over there to test the wind.
Wow, that's loud.

(56:01):
Is it?
Yeah.
It's not
going to produce that.
Oops, hope I don'tscrew your recording up.
Yeah.
You'll hear it.
You'll hear it on there.
Yeah.
That's alright.
Okay, well, do another split.

(56:28):
Bumpy.
Yep, so I go straight out.
Uh, that's right here.
We're gonna be at Ohyeah, I'm looking at it.
Okay, we

(56:51):
are at 2, 500.
Beam the numbers.
10 degrees flange.
Yep.
2, 500 descending, 2, 200, uh, just southof the Apache Junction landfill, we're

(57:14):
headed back to a stop in the southeast.
20 degrees.
Southeast practice area, Cessna 562A,Foxtrot 4, 500, proceed your turn
outbound over AZUT intersection forthe GPS runway 23 into Casa Grande.

(57:35):
We're
gonna be short.
Ah, you're not too awful bad.
Well, it's a lot heavier thananything I've flown before.
Yeah.
Okay, go.
Yeah, you barely, you could've pushedthe nose down, got a little speed.

(57:56):
Play with your flaps and groundeffect, but that'd be pushing it.
All right, we're trailing up 10 degrees.
10 degrees.

(58:21):
Wanna go back and do acouple landings or, sure.
Okay.
wind calm visibility.
Three five few clouds at one.
5,001 8,000.
Scattered temperature 3 6 2 0.10.
Altimeter 2 9 8 3.
Visual approaching uselanding and departing runways.
Two two left and right.
Noticed airman multipleobstructions in the vicinity of

(58:43):
Townley Airport up to 310 feet.
A GL hazardous weather.
Information available fromFlight Watch or Flight Service.
All departing aircraft advise groundcontrol, direct your departure on contact.
Use caution for bird activity inthe vicinity of Chandler Airport.
Advise on initial contactthat you have Tango.
Chandler Tower Information, Tango.
2 Observation.

(59:05):
Alright, up is open.
Up is open, so come up.
You'll come up to this and that.
Um, not this, that mixture.
Is that and the other?
It's hot.
I hear ya.
Prop back.
Throttle's okay, carbines on,mags on both, primers locked.
And you can just level off becausewe're going to go into the airport.

(59:26):
bring it back a little bit, right?
If you can bring it back to 23, you'regoing to be bringing it forward once
you get it in the traffic pattern.
Chandler Tower, Skyline 2493 Quebec.
As, as Tango, uh, we're 10miles southwest of the field.
Inbound.
Touch and go.
And that's 24903 Quebec.
Chandler Tower, make left trafficrunway 22L, report downwind.

(59:51):
We'll make traffic, left traffic for 22Land we'll report downwind, uh, 93 Quebec.
I forgot if you saidtouch and go or full stop.
Oh, I'll do touch and go.
Unless you want to do a fullstop, I know it's hot and we're
going to be flying all day.
No, no, we can.
Yeah, I would like to.
Do a couple of.
Yeah.

(01:00:12):
At least get you on track.
That needle's See, now it's calmed down.
And it was, you know, before.
Back there it was bouncingall over the place.
So, did he say make straight in?
No.
We're, uh, coming around.
We'll make it left traffic for 228.

(01:00:36):
It's hot.
I'm tired.
I know.
So I'm just gonna come up hereand come in so I'm on the 45.
Good.
That's alright with you?
That's right.
My brain's fried.
It's so hot out.
I've been out since 6o'clock in the morning.
Alright.
Before I get too busy, I'mgoing to finish off this water.

(01:00:57):
He didn't have a sight dent that time.
We're
the only fools out here.
Yeah.
I keep hitting my head on it.
And it's like, didn't theywant to do touch and go's?
What are they, crazy?
Yeah.
Down here where it's hot.
I like this airplane too.

(01:01:18):
Yeah, 182 is a great airplane?
you notice one thing.
Look at your airspeed.
See how high it is?
You gotta start getting slowed down.
So back your power up a little bit.
About 19?
See what it does.
You gotta get down to 2200 too.
Yeah.

(01:01:38):
There you go.
Now turn to 45.
Uh, all right.
So that would be it forthat day for air work.
So we'd head back for some touch and goes.
So my first time.
Landing a 182.
You're going to notice a bit ofa theme here where Freddie and
I were getting pretty tired.
What I haven't said yet is that wehad already flown the first transition

(01:02:02):
flight this day in the clubs, 1 72 SP.
So I was pulling double duty.
Not sure that was the bestidea, but it's probably okay.
As transitioning to a 1 72 and a 182at the same time from a low wing,
doesn't present too many problems.
Other than making us a little bitextra tired they're so similar,
it's not really a problem to kind ofstart doing them at the same time.

(01:02:25):
It actually helped to fly them so closetogether to really note the differences
while embracing the similarities.
I don't think we did that againduring the next couple of weeks,
as I flew each plane a couple moretimes to complete the transitions,
as well as that high-performanceendorsement that I needed.
I'm not sure if we did doubleduty on the flights, but we did
this day and it turned out okay.

(01:02:47):
We were just a little tired.
And I'm not sure if I mentioned thisor not already, but even though that
1 72 was practically brand new and.
Very nice airplane.
I would end up flying the 182s thatwere much older from the sixties
and seventies, way more than the1 72 during my time in that club.
Probably at a 10 to one ratio.

(01:03:10):
Like I said, I just fellin love with that 182 type.
And I flew it as much as I could.
And I liked going places andtaking things and people.
So the 182 was.
Almost always the better choice for me.
So let's get on with the landings.
Alright.
What's the before landingchecklist on this?

(01:03:31):
Fuel.
Cal flaps.
The same stuff?
Uh, flaps.
Mixture, uh, prop, subfloor with throttle.
Yeah.
Not yet.
Not yet.
You wait a little while.
We'll do it on downwind.
Okay.
You can bring it forward from 23 to 25.
Okay.
And then bring your power back.
Carb heat on.

(01:03:53):
Mags on both.
Primers locked.
Airspeed in the white arc.
You're going to find you're going tohave to bring that power about 15 and
trim the nose level so it slows down.
We're at pattern altitude.
Yep.
So level off.
Let that airspeed bleed off.
You're going to have to give it a second.

(01:04:15):
You're still descending.
Hold it.
No, it's level.
There we go.
Didn't have it quite trimmed right.
Now we're slowing down.
Yep.
We're going to need a little power.
Well I think I'll be alright.
Yeah, you can add an inch or so.
You just

(01:04:38):
want to make sure you're in the white arc.
And whenever you're ready, turn downwind.
Yeah, now when you get midfielddownwind, you can bring that forward.
You want me to report downwind?
Yeah.
Chandler Tower, Skylane2493Q is on downwind.

(01:05:02):
7903Q, runway 22L, clear touch and go.
Clear touch and go, 22L, 903Q.
Airspeed's getting a little on the slowside, bring that power back up to a 19.
And then when you get a beamto numbers, power back to
send out a 210 degrees flaps.

(01:05:25):
Yeah, just watch the white arc.
Yep.
Getting a little fast.
There you go.
These thermals don't help.
There you go.
Power back.
All the way?
No.
Okay, bring the power back untilthe nose goes down about this far.
Okay.
There you go.
There you go, let itfall to the sun attitude.
Get a few flaps.

(01:05:46):
There you go.
Hold the nose down, don't let it come up.
Ok, 45.
Yep.
Turn to, uh, to your square withthe runway, and 20 degrees left.
Can't see the runway?
Don't roll out to your square with it.

(01:06:07):
I can't see it.
I know.
You will.
It's not anywhere.
Or, it's not, it's not going anywhere.
If the runway moves, you got a problem.
So turn and fill yoursquare with the runway.
There it is.
Those don't seem to be going down.
They're going down.
There you go.
You can feel it.

(01:06:28):
anything on the ATIS aboutthe Vassies being out?
Uh, I don't think they're out.
I think they're reallydim in the sunlight.
Yeah, oh, you're right, they're on.
Yeah, I think they're on, but okay.
Runway's made, 30 degrees flaps,or you can go right to 40,
bring them all the way down.
Okay.

(01:06:49):
Power all the way out?
Well, you don't want tochop the power of this.
Okay.
RPM, trim, er, an inchmanifold pressure, trim.
I didn't understand that.
Power back, trim, power back, trim.
Look at the end of the runway, nose level.
Nose level.
Whoa!
Huh?
Ah!
Keep it straight.
Keep it straight.

(01:07:09):
Right rudder.
Hold it up.
There you go.
Clamps up.
Got em.
Keep it straight.
And go.
And bring it on up.
Yeah, just go power back trim.
Power back trim.

(01:07:29):
Inch of manifold pressure at a time.
Just power back trim.
Power back trim.
So you don't want to chop the powerin this Because it's so heavy.
Right out of the sky.
Alright.

(01:07:51):
to your top of your green arc.
Bring your prop back.
Okay, and when you get to 2200, you'regoing to have to bring your power back.
Okay.
Or your manifold pressureback, well, power.
Yeah.
Okay.
There you go.

(01:08:16):
There you go.
Here's your 2200, bring yourpower back, let the nose go level.
So it's going to be, eh,17, 18, somewhere in there.
And now you do your flow of fuels on, cowlflaps are open, mixtures, er, flaps are
where you want them, mixtures set, props.
Bring the prop full forward.
Just push it in.
Go.
Okay.

(01:08:36):
Power set.
Carb heat on.
Carb heat on.
293, Quebec.
Runway 22L.
Cleared touch and go.
Cleared
touch and go.
22L.
933, Quebec.
Okay, power out
till we're at descent altitude.
At altitude, correct.
Notice the level, bring your powerback, let it go to descent altitude.

(01:08:57):
There you go.
Well, not too much.
No, too much.
Listen to what it sounds like.
10 degrees flaps.
048RWY22R cleared to land.
On the runway, everything's forward.
Okay, now start backing the poweroff, don't let the nose drop.

(01:09:18):
Trim, power back, trim, powerback, trim, power back, trim.
Alright, trim, look at the end ofthe runway, hold the nose level.
Nose level, now bringit up to climb attitude.
Now just back the power off.
Alright.
There you go.

(01:09:41):
Here, I'll hold it.
Thank you.
Alright.
Carb heat off and go.
Yeah, that's a beast.
Little nose wheel shimmy.
Just hold it up.
We didn't, uh Coach, is there a freighttaxi to the ramp monitoring ground?
We didn't ever use carbheat in the Cherokees.

(01:10:04):
Really?
Well, I mean, we run it up with it,but they've got that different engine
that keeps the carburetor warm anyway,because it's tucked up underneath.
So it's not part of thenormal landing procedure.
There you go, and we'll do one more andthen you can think about it, alright?
Okay, you're off.
Well, you're a little close to the runwayand I'm kind of angled toward it a little.

(01:10:28):
Yep.
Southern 903, Quebec, runway22L, cleared touch and go.
Cleared touch and go, 22L, 903, Quebec.
Alright, go through your flow.
Fuel's on.
It's on.
Cowling.
Flaps up.
Mixture.
Uh, prop forward, propforward, prop forward.

(01:10:50):
Up forward, yeah.
Oh my gosh, power back.
Put your carburetor heat on it.
Just kind of do them allat the same time here.
Makes up both primers, lock,airspeed, and the white arc.
And, uh, 10 degrees left.

(01:11:14):
is entering the 45 for the downwind 22L.
Archer 1 for Echo, change runway22R the end of the runway.
Crossing over to 22R, cleared to land.
There you go, there you go,now slowly ease it up, climb
attitude and back the power off.
Back the power off, back thepower off, back the power off.
There you Alright.

(01:11:35):
Okay, carpete in and go.
I tell him we'll do a full stop.
You've been beat.
Ah, you'll get it.
Okay, power back.

(01:11:57):
Top of the green arm.
Prop back.
There you go.
Alright, 500 RPM.
Uh, tower 2493 Quebec, we'dlike a full stop descent.
Cessna 903 Quebec, roger.
Pan Am 423, channel tower at 3 miles,circle north, right traffic runway 22R.

(01:12:21):
903 Quebec, runway 22L, cleared to land.
Cleared to land 22L, 903 Quebec.
Harcher 1F,
taxi to the ramp, monitorground, have a good day.
To the ramp, monitor ground, thanksfor your help, I appreciate it, 1F.

(01:12:45):
Did he clear us to land?
I thought he did.
Yeah, he did.
Enter Tower, 9444, verifyclear to land 22L, right.
4 0 4 4, affirmative.
7 0 9 0 3, Quebec, say again.
Uh, verify 22 left, clear to land.
7 0 9 0 3, Quebec, affirmative,runway 22 left, clear to land.
22 left, clear to land.

(01:13:06):
Yeah, you called it back.
Yeah, I just, I couldn't remember.
I didn't want to, I justwanted to make sure.
It's hot.
Yeah.
Okay, flaps full.
There you go.
Look at the end of the runway, power backtrim, power back trim, hold that nose up.
And you gotta get the powerback 'cause we're light.
It's got enough power.
We'll just fly.

(01:13:27):
Watch that nose wheel.
Hold that nose up.
There you go.
Hold it up.
Hold it up.
Hold it up.
Hold my power helicopter.
2 0 4 3 0.
Number one four bravo departure at he.
There you go.
Power pad one's the planes on control.
Ben tan your feet on the brake helicopter.
2 0 4 3 0.
Channel tower at thehelipad clear for takeoff.

(01:13:47):
Cleared for takeoff, 430.
Did
Bonanza
3270R, Channel Tower, fly runwayheading, runway 22R, cleared for takeoff.
Pan Am 423, start your circle.

(01:14:10):
Cessna 903 Quebec, hold short of
runway 22R, remain in this frequency.
Hold short of 22R and remainin this frequency, 903 Quebec.
9 3, Quebec, cross runway 22R,taxi to the ramp, monitor ground.
Cross 22R, and we'llmonitor ground, 9 3, Quebec.
Wraps up, transponderstandby, car heat off.

(01:14:33):
Yeah, there's an I gotta call him onthat, that's, that's getting really Yeah,
and I'm gonna taxi on Cananda
70R, traffic ahead to your right about1 mile and circ, 1 mile, circling
off the approaches of Cherokee.

(01:14:55):
And ground 9 3, Quebec's with you.
Swiss 9 3, Quebec roger.
We could go hard left here.
Okay.
Well, that should do it fortoday's flight as usual.
I love hearing from you guys, soreach out and let me know what you're
doing or hoping to do in aviation.

(01:15:18):
You can reach me at billat student pilot, cast.com.
Or like I said before, thecontact form on the website,
which is at student pilot cast.
Dot com.
So I wasn't done yet.
Of course, with the high-performanceendorsement or the checkouts in the 182.
That would take a couple more flights,but I was on my way and I was doing

(01:15:40):
the 1 72 checkout at the same time.
Like I said, I, I think to gettransitioned into all three airplanes and
get the endorsement, it was like, Five orsix total flights, something like that.
So I'll definitely bring you the next182 transition flights in the future.
It was.
Super fun to be getting sometraining and experience in a new

(01:16:01):
to me type or types in this case.
And I was already beginning my loveaffair with the venerable Cessna
182, which lasts to this day.
It's one of my favorite overallGA airplanes for its low cost of
operations and its capabilities.
Joining this club and getting accessto some wonderful airplanes was going
to open up this whole new world to me.

(01:16:24):
Where I could really start learning.
How to be a real GA pilot.