I finished my tasks that I started with my last solo flight last week. This morning was perfect flying weather, though it was a little hazy.
KADS 251147Z 35004KT 13SM SKC 23/19 A3008
Which translates to: winds from the north at 4 knots (5 mph), clear skies, temperature 73-degrees Fahrenheit, dewpoint 66-degrees Fahrenheit, and the barometric pressure was 30.08 inches of mercury.
Sounds a little warm for 7am doesn’t it? Well, this is Texas!
During my preflight my instructor, Y, came out to tell me that there was an FAA inspector doing ramp checks. I assured him that I had all my paperwork in my bag and that I wasn’t planning on landing anywhere but Addison (only airwork for today’s flight!). He seemed happy with that so I continued with my preflight. I finished up and pulled the Skyhawk out to the line and hopped in. I never did see the inspector … which is too bad, because I’ve been curious about what a ramp check is like.
Anyway, I started up and finished my checklist, then called up ground control and got clearance to taxi to runway 33.
By the time I got out there the winds were coming right down the runway so the takeoff was easy. I elected to do a normal takeoff instead of a short or soft. Y told me that I should maximize my lessons by always practicing anything I could, but I wanted to concentrate on airwork today. Besides, maybe my normal takeoffs need practice!? lol
The air was smooth as silk today! I climbed out to 2000′ and headed north. Once under the last ring of the Class Bravo airspace I climbed to 3000′ and continued until I was over the eastern shore of Lake Ray Roberts. After doing some clearing turns I started off with some steep turns. First to the left, then to the right. The first set were ok, within the PTS standards. The next set I had to abort. I let the nose drop too much and I picked up a lot of speed and lost too much altitude. I climbed back to 3000′ and did some more clearing turns. The third set of steep turns went much much better. I easily held the nose on the horizon and kept my speed, altitude and headings within the limits.
Next came slow flight. I slowed to about 48 kias and held my altitude at 3000′. I made two 90-degree turns, like clearing turns and kept the speed and altitude within limits. Feeling pretty confident, and considering I had the flaps out I went straight into a power-off stall. The first one went ok, so I tried another. Uh oh … like when I flew with Y the last time I pushed the nose down and ended up in a dive. I quickly pulled the power to idle and recovered. I climbed back to 3000′ and tried again. Same result.
So I climbed to 3000′ and tried it again, ahhh much better this time. Just let the yoke in a little and let the nose drop, add full power and we’re flying again!
Next up was a power-on stall. This one went ok except I never really got into a full stall. Y makes it look so easy. He just puts the airplane into a 20-degree nose-up attitude and holds it until the speed bleeds off and it stalls. I do that and it just keeps climbing!
Eventually I got it on the edge of a stall, which was enough for me and so I recovered. I found that you can easily alternate the two types of stalls. Power-off with the flaps down and descending … recover, retract the flaps, climb back to 3000′ then slow down till 55 kias, add full power and climb until you stall … recover, start a descent, extend the flaps … do a power-off stall … rinse and repeat … lol
I think I ended up doing about five repetitions like this.
Next I needed to relax a little so I flew across the practice area and back just to relax. Once I returned to the Ray Roberts shore line I descended to 1600′ and picked out a road to do s-turns along. That was fun!! The wind was blowing pretty strongly at that altitude so it was a challenge to get them right. After about 20 s-turns I decided I’d had enough and climbed back to 2500′ to return to Addison.
At Addison I was cleared to land while still on the downwind and I ended up not paying enough attention to my pattern. I hardly did a base leg and nearly did a circle to land kind of approach. The controller was probably thinking … “this guy’s obviously a student”.
But the actual touchdown was on the centerline and main wheels first so I was happy!
Next up is a mock checkride with Y.
This flight: 1.7 hours
Total: 57.7 hours