Christmas by the Numbers

During the Christmas break, I have managed to do a lot of flying and completed a few significant milestones in my flying hobby. Here are the numbers:

Total hours: 101.5 (I passed the magic 100hr mark on Thursday)
Hours in 2006: 90.3
Night hours: 14.4 (I completed the night checkout required for one of my flying clubs)
Complex hours: 10.4 (I completed my initial complex checkout)
First flights: 4 in the past week (6 total)
Max crosswind landing: 15kts (at night, with a CFI holding my hand)

On Christmas Eve, I took my best friend up for a sightseeing flight over SOCAL. We launched right at sunset, so we got to see the sun setting over the Pacific Ocean and then view a lot of Christmas lights, including the Del Mar racetrack, from the air.

This past Thursday, CFI K and I went up to finish my complex checkout, night checkout, and work on the crosswind landings. Since we needed to burn some time, we flew up to SBD. It's a former military airfield, so it's the first uncontrolled airfield I have flown into that has 10000ft runways. When we called up the AWOS, the winds were high and gusty with a 15kt crosswind component, right at our limits for the CFI's. What better way to work on crosswind landings?

We made the first approach at Flaps 20, 70 kts. On downwind, I had to hold about 25 degrees of crab to stay on track. As we turned final, I was hunting back and forth across the track with the nose waving around. I got it over the numbers, then plunked it down, promptly rolling out the crosswind correction (BAD IDEA). We managed to keep the airplane under control without overloading the gear, stopped, then took off again. As we took off for the next circuit, we debriefed what I had done wrong. On the second pass, again at 20/70, it was squirrely again and we encountered a little wind shear, so I went around. The third pass was him demonstrating how to do it, so I got an example. For the fourth through seventh passes, I used flaps 10, 80kts, and was able to fly acceptable approaches. After seven laps around SDB we had had enough, so we turned for home. We flew to SDM, shot three patterns there, then flew back to NZY for three more patterns and called it a day. I was wiped out, but I had successfully completed my complex checkout, night checkout, and a BFR (based upon some ground work we did and all of our flying during the checkout phase).

Yesterday, another first flight. I took one of the Chief Photographer's friends and his 13 year old son up for some sightseeing. The son wants to be a pilot, so the flight was a Christmas present from his Dad (pro rata, of course, per the FAR's). The son, E, seemed to truly enjoy the flight and is excited about learning to fly when he gets a few years older.

That's all the flying for this year, folks. I plan on settling back, watching some football, and enjoying some chili and cornbread. Y'all have a great New Years and we will see you in 2007, when I hope to get my instrument rating and move back to the Old Dominion.

All the best,
BC

Sightseeing in SOCAL, Rant, Christmas Greetings

I took my father in law for his first flight in a small plane yesterday, a sightseeing tour around San Diego. We went straight out from 28L at MYF, turned northbound and went up the coast at 1500 as far as Del Mar racetrack. We turned around and cruised southbound looking at Torrey Pines and Mt Soledad before dropping to 500ft.

Flying at 500ft over the ocean with cliffs for a beach isn't the most comfortable experience, but you get used to it. In San Diego, this "shoreline transition" lets you through the Class B while letting your passengers see Sunset Cliffs.

Once we cleared Pt. Loma southbound, we flew over Coronado (NZY was closed, so the Class D was now Class G), down the Bay, around the city, up to Palomar observatory, then back to MYF for a straight in to 28L that then became an offset to 28R.

My father in law, a retired economics professor from Norfolk, VA, really enjoyed himself, so I was happy.

Separate Rant: Why do some people act like their lives and plans are more important than yours? My wife took a call from a fellow club member (at MYF, not NZY) who told her to tell me to change my reservation time so he could go on a cross country (in such a tone that she thought he was the airplane owner). When I returned his call, he told me he needed me to shorten my reservation to support him leaving early on a XC for Christmas (no please or anything) while also complaining to me that another member hadn't cancelled their reservation in the plane that he really wanted to support his Christmas weekend(huh?). I was going to change it anyway, so I told him I would shorten it and that I may be back a little earlier than planned if he wanted to come out to the airport and wait for the plane. "No," he replied, "just call me when you get back and I'll come out there." What am I, your secretary? I don't think so.

I flew my flight, didn't call him to tell him the plane was back (he can figure it out for himself), then went home. I thought the interaction was over. Nay, nay, readers. He calls my house last night by accidentally redialing the wrong received call in his cell phone. When he realizes that he's talking to "the guy about that plane," he tells me he decided not to take that plane because it was "trashed". I got very defensive because I leave planes cleaner than I find them. It turns out, his definition of "trashed" has nothing to do with dirty, it has to do with the fact that the plane is older and doesn't have a GPS. Give me a break!

I do have to say that this clown is not indicative of most of the members of the flying club at MYF. Most of the members at this club are outstanding pilots who love to fly and who take reasonable care of the airplanes. You have a few who don't call in their squawks, but this A$$H0L3 is well beyond the norms (outside six sigma for you stats geeks).

End Rant.

Now, for a Christmas greeting. To all of my readers out there (however few they may be) the Chief Photographer and I wish you all a very merry Christmas. Enjoy the day with your family and friends and enjoy your presents. Most of all, remember that the best present you can get is the affection of your friends and family.

Merry Christmas from all of your friends at Big Country Flying Service!

Abuse at the hands of a CFI

As of yesterday morning, I need 5.9 hours in a 172RG to complete my initial complex checkout. Having flown a bunch of patterns during my last flight, the CFI (K) and I decided to do some work towards my Instrument at the same time we are cooking off complex hours. Best to kill two birds with one stone. Accordingly, we decided to file and fly IFR from NZY to AVX (Catalina Island) for lunch, then go back over SOCAL and do some airwork. I was in for a day of abuse.

I now understand why single pilot IFR, especially without an autopilot, is a dangerous proposition and VFR into IMC is a dramatic way to commit suicide. I can't say that I was task saturated, I was so far past the point of saturation that, had I not had the CFI as safety pilot, I would have been in serious trouble. Granted, it was my first time flying long-term instrument flight and attitude control, but it was damn hard.

We filed NASNI4.NASNI SANM1 at 6000 for the VOR-A into AVX. Of course, when we called clearance delivery, it was an entirely different beast. Cleared to AVX via NASNI4.NASNI Vectors to MZB V23 OCN V208 PACIF V27 SXC direct AVX, climb and maintain 2000, expect 6000 five minutes after departure, squawk 1234, contact Departure 125.15. Lucky for me, I had been practicing my clearance copy skills. I was able to copy and readback correct without needing a repeat. WHEW! We were cleared for takeoff, wheels up, then the hood came on.

No amended clearance, so we flew our first route. I noticed one thing right away: scan fixation. I had read about it, told myself not to do it, and found myself doing it anyway. Altitudes off, fix altitude. While fixing altitude, ignored heading. Headings off, fix heading. While fixing heading, altitude drifts off, fix altitude. Very painful.

After working our way to AVX without getting in an unusual attitude, I briefed our approach (at least I got one thing right), then flew a hold over the VOR, then direct to the airport. Because it was pretty rough, he didn't make me go missed and let me see the field. We entered the pattern, configured for landing, then went for it. However, there was a steady 15kt crosswind. I'm okay up to about 8kts, but 15kts is well outside my normal boundaries, definitely a good exercise to do with a CFI in the plane. The first approach was so bad that, at about 15' AGL, I went around. There was no way I was going to salvage it. On the second lap, I managed to get the plane on the runway without veering off the side, but it definitely is not going on record as one of my better landings.

After a nice lunch at the airport in the sky (and paying the dude in the tower $20 for the privilege of having landed there), I did a nice crosswind takeoff and we headed back to shore. We flew up to the northeast practice area where we did slow flight, stalls, steep turns, and an emergency gear extension. For not having done the maneuvers in that model plane, they went surprisingly well. After I demonstrated that I could control the airplane, we headed back to NZY to call it a day. When we got back to the field, we set up for a few touch and goes on the crosswind runway to practice my crosswind skills some more, then called it quits.

I logged 3.2 hours of complex time, so I have 2.7 hours left to finish my initial complex cert, which I plan to do this coming week. Having demonstrated that I can fly the plane, we will use that time to work on my instrument scan and basic attitude instrument flying.

My in-laws are in town from Norfolk, VA (Yeah VA!!!), so I am going to spend this nice SOCAL CAVU day taking my father in law on a sightseeing flight.

Cheers,
BC

Wave off

Waved off from Wharton Business School. Details on my MBA Blog.

Going flying tomorrow!!!

Cheers,
BC

Complex Checkout

At a meeting on Thursday, I found out that the owner of the 172RG at my primary flying club will be taking the plane off the line as of January 1st. I am 4.1 hours into a 10 hour initial complex checkout, so I have received permission from the Chief Photographer to fly for 5.9 hours over the next week or two in order to get the complex checkout done before the plane goes off the line. If I don't get it finished, I'll have to finish it up at my other flying club, a significantly more expensive proposition.

One slight problem: The CFI I started the checkout with is leaving town today and won't be back until the New Year. However, he turned me over, with a status update, to our Chief Pilot who is going to finish the checkout with me.

I'm on the schedule for most of the day Friday. I have done a good number of patterns, but I still need to do the Private Pilot Maneuvers (stalls, steeps, blah blah blah) and burn the minimum hours. I think we're going to go do a few hours of airwork, hopefully including some IR time, stop at a local airport for some fuel and food, then do a few more hours on our way back to home base. Kill the hours, get some airwork, get some good hood time, and get 'r done.

Side note: I have started a second blog dedicated to my quest for an MBA. You can check it out by heading over to Big Country Goes to Skool.

Have a great week.

Requiem for a classmate

Major Megan McClung, USMC.
Ramadi, Iraq
December 6, 2006

Megan was one of the first people I met at the Naval Academy, where we were classmates in the same company. Always outgoing and boisterous, she knew she wanted to be a Marine and let nothing stand in her way. Although we parted ways at graduation and I haven’t seen her since, her passing reminds me of the sacrifices our Marines, soldiers, and sailors are making on the front lines every day.

After inspecting the guys guarding the Pearly Gates, find Erik K and give a big shout of NINETY FIVE. We’ll hear you.

Requiem aeternam dona eis Domine, et lux perpetua luceat eis.

The quest for the MBA

Well, here is the status as of today:

Darden (UVA): Accepted, offered $20K/yr scholarship.
Fuqua (Duke): Will find out on 19 Dec.
Wharton (UPenn): Interviewed, will find out on 21 Dec.
Harvard: They have had my application for two months now, nothing heard. Probably drawing dead on that hand, won't know for sure until 13 Jan.

Looks like the case is getting better and better for Darden. First of all, I tend to like people that like me, and they seem to like me. Second, my wife and I love the school (fantastic people and facilities), love the area (Virginia is a great state), and the school itself is one of the top business schools in the world. Our decision may be easy. I will wait to find out all the results before I make my final decision, but Darden is looking better and better.

Cheers,
BC

The Old Dominion and some complex time

On Wednesday afternoon, I got a voice mail from the Director of Admissions at the University of Virginia Darden School of Business.

"Big Country, please give me a call. I'd love to speak with you."

Was this what I think? Was I accepted? A few minutes later I spoke to the Director who, in fact, offered me admission to the MBA program at Darden. I think I screamed "WAHOO!", only to realize later that the Wahoo is the mascot for UVA.

The Chief Photographer and I are excited about moving back to the Old Dominion. When I informed her that I had been accepted, her response wasn't "That's great dear" or "Congratulations," it was "We're going home!!!" She told me the rest of that later, but we will definitely be glad to get back to the land with four real seasons and sweet tea at the restaurants.

On Thursday, to celebrate my (upcoming) birthday and my admission to Darden, I decided to get some complex time with a CFI. J, who instructed me through my solo, volunteered, so off we went. We took a 172RG and went from NZY to CRQ where I did some pattern work on power settings (I have to set RPM and MP?) and on remembering to put the gear down (and check it, and check it again, and check it a few more times for good measure).

Once he was comfortable with my pattern work, we headed across the big water to Catalina Island (AVX), an old airport carved out of two mountains with the gap filled in. Long overwater flight, but great for VOR flying and finding a new airport. After a brief stop to pay the $20 landing fee, we were back in 96V and heading east, back over the water, then up into the mountains to Big Bear Lake, a strip at 6800ft in the mountains east of LA. This was the flight portion of my "mountain flying/high density altitude airport" checkout. We stopped for about an hour to check the fuel in the plane and refill the pilots with some Chinese food, then a brief 1.1hrs home back to NZY for a night landing. Gear down, landed on the tires instead of the belly, kept the MP below the RPM, and all was right with the world.

I'm heading out tomorrow to the EAA's Sport Pilot road show at SDM. It should be interesting to see what it is all about and maybe get a few demo rides from some guys trying to sell me an airplane.

Until later...

A Christmas Song

(To the tune of "Let it Snow")

Well the sun outside is shining,
It's a great day to be flying,
But since we got HDTV
Must get free, must get free, must get free.

With our new 42 inches of living plasma high definition color, it's been hard to get away from the television. Yesterday, I watched Navy destroy Army in the annual classic. Every ten minutes, either the Chief Photographer or I would say "Damn, that's a nice picture."

Today, for the umpteenth time this week, it was severe clear in SOCAL, so I used the weather as my intervention to get me out from in front of that glorious screen and out into the sunshine. I had to go flying!!!

Nothing complicated, just a quick trip from MYF to HMT and back, with some short field landings and some private pilot maneuvers on the way back. Steep turns, slow flight, stalls. Slow flight and stalls went well, but the steep turns were definitely rusty. The first set was not within PTS standards, the second was within standards but not up to my liking, and the third set was finally acceptable. I must be sure to take some flying time every once in a while to practice my basic Private Pilot skills to keep them sharp.

Only five days until we hear from the Darden Graduate School of Business at the University of Virginia. Either I cut the mustard, or their quota for old washed up ex-Navy hangar rats was full. We are really hoping that I get accepted at UVA so that we can move back to the Old Dominion, so keep your fingers crossed, pray your rosary, light candles, chant, whatever it is you do for good luck and send it my way.

Cheers,
BC