07/22/2009 - "Back in the saddle again!"

The cross-country to Rantoul really helped clear my head. Since then, I've been to Joliet and Lansing again, practicing crosswind takeoffs and landings. It is apparent to me now that my bad landing at Midway, as well as my bad takeoff at Joliet were due solely to my failure to properly apply rudder pressure. I've learned in a very concrete way that the rudder is a necessary control surface at all times, but during takeoff and landing it is instrumental in assuring the safe operation of the aircraft.

I shudder to think back to misconceptions I had regarding the rudder versus the brakes. I recall using brake pressure to make turns while I was taxiing the aircraft, which is necessary at slow speeds, but once the plane gets moving the correct way to turn is to apply rudder pressure, which turns the nose wheel and completes the turn. I was also attempting to use brake pressure to hold the centerline after touching down on my landings. Essentially, if I landed left of the centerline, I would apply extra right brake to point the plane back toward the centerline, but the correct way to hold the centerline is to use rudder pressure to steer onto it and then use even brake pressure on both sides to slow the airplane down. These were misconceptions that Tom could not have been aware of, but I'm thankful that I've battled them back. After wrestling with remembering to apply proper rudder pressure for weeks and weeks, I have now arrived at a simple and undeniable conclusion.

I love my rudder pedals.

Climbing out from Midway, and I feel really good. My landings at JOT and IGQ have been very successful, and I'm ready to do more today. But first, Tom has a special treat for me: the falling leaf stall.

Normally, to recover from a power-off stall, the pilot pushes forward then neutralizes the control wheel, steps on the high wing if in a turn, pushes in the throttle to full, pushes the carb heat off, and retracts flaps to 20 degrees until verifying positive rate. But when maintaining a falling leaf stall, the pilot continues to pull back on the control wheel after the plane fully stalls. It is very important to use rudder pressure to keep the wings level, but Tom explained that if done correctly, the plane can safely be kept in a perpetual stall. I followed Tom's directions, and I was amazed at the results.

For safety, Tom asks me to climb up to 3,800 feet to ensure that we will be able to stall the airplane without danger of getting too close to the ground. I begin the preparations for a power-off stall, and when I'm ready, I pull back on the control wheel to enter the stall. The stall horn sounds, and as the plane stalls, I continue to pull back on the control wheel. Amazingly, the nose of the airplane drops down just below the critical angle of attack, and the stall horn stops. But, with the continuous back pressure on the control wheel, the nose immediately starts to pitch up and enter another stall. Of course, the stall horn sounds again, and as the stall takes hold, the nose dips below the critical angle of attack yet again. The end result? Without changing any of the controls, the plane repeatedly stalls, then recovers, bobbing forward and back like a leaf gently drifting in the breeze.

The falling leaf stall is a testament to the inherent stability of this aircraft. Of course, we are descending the entire time while performing a falling leaf stall, but the changes in attitude are so gentle and the wind is so steady that I don't even need to change rudder pressure to keep the wings level. It's hard to describe the feeling... How does one describe what it's like to ride a falling leaf?

As we recovered from the falling leaf stall, Tom asked me to practice slow flight. I kept thinking back to what I've learned about rudder pressure, and slow flight is another occasion where right rudder to counter P-Factor and Spiral Slipstream is very, very important. Carb heat on, throttle back to 1,600, maintaining altitude, steadily deploying flaps to 40 degrees, then pushing in the throttle to 2,100 or 2,200 RPMs to maintain nose-up attitude. Stall horn sounds, and I am applying a significant amount of right rudder pressure to keep the plane from yawing to the left.

"Give me a turn to the east," Tom instructs.

We're currently heading to the north, so to point the plane to the east I turn the control wheel slightly to the right for 10 degrees of bank, and apply even more right rudder pressure to keep the turn steady. Reaching the east heading, I levelled the wings and took out enough right rudder pressure to stabilize the yaw.

"Now a turn back to the north," Tom says.

Turning the control wheel slightly to the left for 10 degrees of bank. I'm still putting in right rudder pressure to counter P-Factor and Spiral Slipstream, but to keep the plane turning to the left, I am putting in significantly less right rudder pressure. As we return to the northbound heading, I level the wings and add the necessary amount of right rudder to stabilize the yaw once again.

"Very good," Tom congratulates me. "Let's head over to Bult and do a few more takeoffs and landings."

I'd love to.

Three takeoffs and landings at Bult, and finally, I am consistently adjusting power settings on time. There's a slight crosswind from the right side of the runway, so I need to turn the control wheel slightly to the right to correct for drift, and apply left rudder pressure to keep the nose of the airplane pointed down the centerline. After the third successful landing, Tom asks me to taxi to the fueling area so that we can top off the plane.

After we finished filling up, I began preparations to head back to Midway. But Tom had a suggestion.

"Hey... do you want to do three more solo takeoffs and landings?"

This is it. My chance to prove to myself that my first batch of solo takeoffs and landings was not a fluke.

"Absolutely!" I smile.

Landing #1: Smooth climbout, reached traffic pattern altitude just a little bit late, but turned base and final on time. Correct amount of rudder pressure to land without any sideload on the gear. Loved it.

Landing #2: Another good climbout, but as I climbed above the level of the rooftops a sudden crosswind banked the wings significantly. Used right control wheel to level the wings, turned crosswind and downwind, and reached traffic pattern altitude on time. Turned base too soon, was a little high on final. Touched down a little bit fast, and left of the centerline. Applying brake pressure to slow down, but the brakes are screeching. "Take it easy on the brakes!" Tom warned. I released the brake pressure, and used rudder pressure to get back to the centerline.

Landing #3: The best of all. Traffic pattern uneventful, came down just above the numbers, the stall horn sounded just before I touched down, and I landed right on the centerline. Slid my feet up to the brakes and gently slowed down, then exited the runway smoothly.

I was thrilled. Finally, my landings have become consistent, and I am retaining complete control over the process. As I taxied back to pick up Tom, I actually sang a little song that I felt appropriate for the occasion:

"Back in the saddle again..."

Hopefully not the strangest thing that a pilot has ever done while alone in the cockpit.

Picked up Tom. "Take me home," he said. Gladly.

My wife and I are taking a trip to San Francisco, so I'm going to be taking a break from flying for a week or so. I really think that this lesson was an excellent place to break.

- Airman Eric

06/30/2009 - "When I say right rudder, I mean right rudder!"

Pictured at left: N739AG. This is a nice plane! Leather and cloth interior, very clean, well-cared-for instrument panel. Tom tells me that this is the plane I will be taking my checkride in. Looking forward to it.


I snapped a quick shot of Tom before starting my preflight. I call this his "instructor headshot". Be sure to appreciate the leather and cloth interior of this plane, because I sure do!




Still battling my bad flight sim habits as I work on takeoffs and landings today. It takes every bit of my concentration to keep from pitching the nose down too far and increasing the airspeed. I constantly remind myself... Let the runway come to me... But as soon as I focus my mind on other parts of the landing, like making my turn on time, the nose starts to dip. Today, I focused on using trim to prevent the nose from dipping too much. But airspeed is not my only problem.

Holding the centerline on final is still difficult for me. I continue to drift to the left of the centerline. Tom is patient with me, and reminds me that I'm drifting, but at this point he must feel like a broken record.

"Use the control wheel to control your drift. Use the rudder to control which way the nose is pointing."

Boy, am I having trouble using the rudder on final.

"Right rudder! Right rudder!" Tom warns as I flare for landing.

I apply some right rudder, but it's never enough. The plane lands slightly crooked, and I feel that side load on the landing gear again.

"When I say right rudder, I mean right rudder!" Tom is emphatic, but he never gets frustrated. Nerves of steel, this guy.

Continuing to work on soft field takeoffs, and it is very unnerving. I am simulating taking off from a grass field. I am required to pull back on the control wheel in the takeoff roll, thereby lifting the nose wheel off the ground as I roll. This is necessary because the nose wheel is susceptible to bogging down when it is rolling on grass if the grass is wet. Hitting a muddy patch on takeoff roll could result in a terrible accident. Then, once the plane finally lifts off, I am required to push the control wheel forward to stay level with the ground about 20 feet off the ground, still within ground effect which helps the plane stay aloft, until I reach the climbout speed of 75 knots, and then I must pull back and climb out as normal.

The scariest part of this maneuver is immediately after liftoff. The ground seems so close, and I'm trying to accelerate over the ground without descending into it. The soft field takeoff is done with 10 degrees of flaps, and the plane really wants to climb. It takes a lot of strength to push the control wheel forward and stay in ground effect. Tom reminds me to apply nose-down trim so that I don't have to push forward so hard on the control wheel, but it makes me nervous. I know what Tom wants me to do, but once in a while I need extra time to wrap my head around his instructions.

When I'm practicing short field takeoffs, I'm trying to use the shortest amount of runway in my takeoff roll. When I enter the runway, I am required to taxi backwards slightly so that my takeoff roll starts as far back as possible. Once I am on the centerline, I apply full brakes and push the throttle to full, then release the brakes to start my roll, which permits me to accelerate more quickly. When I reach 55 knots, I pull back on the control wheel to pitch the nose up and climb out at only 60 knots. This is Vx, or the speed that permits the best angle of climb, and allows me to more effectively clear an obstacle which might be at the end of the runway. Once I am 50 feet above the ground, I pitch the nose forward for the regular climbout speed of 75 knots.

For both soft field and short field takeoffs, the wing's angle of attack is higher than normal. I must apply a healthy amount of right rudder to counteract P-Factor, torque and gyroscopic precession. Again, Tom reminded me a couple times to apply more right rudder. I know what I must do, and now I simply have to do it.

Continuing to learn. Each lesson offers a small victory.

- Airman Eric

06/28/2009 - "... you'll bounce down the runway like a big rubber ball."

I love hanging out at the airport because there are always interesting aircraft that pop up from time to time. Today, as I was preflighting N172NT, two A-10 Thunderbird Warthogs landed on 4R and parked near the Signature FBO. I think they're getting ready for the Chicago Air Show in a couple weeks. Snapped a quick, discrete photo for posterity.

There is an old aviation adage: "Takeoffs are optional. Landings are mandatory." Today's lesson completely focused on learning how to fly the traffic pattern and land correctly, with accuracy and precision.

We did about a dozen takeoffs and landings at Lansing (IGQ). I'm starting to get a feel for the traffic pattern, but I still have trouble gauging my altitude as I turn base and final. I continue to instinctively push the nose down too much, increasing my airspeed to 80 or even 85 knots. Today, Tom told me at least half a dozen times to keep my airspeed at 70 knots when descending in the pattern.

Here's the issue: I'm definitely battling something subconscious, and I'm pretty sure it's a bad flight simulator habit. For two years I have been making approaches to runways in Flight Simulator with about 50% power, by maintaining level flight until the VASI shows that I am on the glideslope, and then descending at 500 feet per minute until reaching the runway threshold. The end result of approaching the runway like this is that the nose points downward at the runway very early in the approach, and the approach begins very far back.

Tom needs me to approach the runway by overflying the field and entering the traffic pattern from 45 degrees off the downwind leg. He tells me to maintain traffic pattern altitude at 80 knots, 2,000 RPMs, until abeam the touchdown point. From this point, I must descend at 70 knots, turn base, turn final, and then pull back to 65 knots once I have the field made. The end result of approaching the runway the way Tom tells me to is that the nose does not point at the runway threshold until I am on final. It also permits me to always be within gliding distance of the runway. If I suddenly lost the engine, I would still be able to reach the runway.

During almost every approach I made today, I pitched the nose down too much in an effort to keep it pointed at the runway. What I am actually doing is increasing my airspeed, generating more lift, and actually making it more difficult to descend!

"What airspeed do you want?" Tom asks.

I look down at the airspeed indicator. Yep; 80 knots again.

"70 knots." I respond.

I turn base, pulling the nose up, keeping an eye on the airspeed indicator to ensure 70 knots.

The runway is coming up. Time to turn to final. I begin the turn.

"You're turning too early. You want a 30-degree standard turn, and you want to come out of the turn on the extended runway centerline."

I level out early, closing the distance between my ground track and the extended centerline. Then, deja vu.

"What airspeed do you want, Eric?"

I look down at the airspeed indicator. 80 knots again! I'm pitching the nose down too much, too soon!

"70 knots," I respond. And then I look forward at the runway. It's coming up fast. A few seconds have gone by, and I still haven't corrected my airspeed.

"Get to 70 knots, Eric. You're too fast."

I pull the nose back, the airplane begins to slow down, but now the nose of the airplane is pointing way far down the runway. Am I really going to sink to meet the runway in time!?

"Use the control wheel to stay on the centerline. It should look like it's hitting you right in the nose. Pull the throttle to idle and hold 65 knots."

I follow instructions. Still there is so much going on. I'm concentrating on holding the airspeed, and I'm doing that pretty well, but now the centerline is getting away from me. The nose of the airplane is pointing slightly to the left of the runway centerline. But on the bright side, suddenly the descent seems to change. I'm holding 65 knots with the nose pitched downward at the runway, and at last I seem to be descending properly.

Over the runway threshold now. Pulling back slowly to flare for landing, but the nose is still pointing to the left of the centerline.

"Right rudder! Right rudder!" Tom exclaims.

Again, my feet freeze. If I did manage to put in some right rudder, it definitely wasn't enough. We touched down left of the centerline with the airplane pointing slightly to the left. When the wheels touched, I felt my body lurch to the right. Not hard, but it definitely was a sloppy landing. To make matters worse, once I touched down, the plane continued to roll slightly away from the centerline.

"Get back to the centerline. Right rudder," Tom advised.

I slowly made my way back to the centerline, and exited the runway.

"You can't let your airspeed increase, Eric. If you try to land too fast, you'll use up more runway, and you'll have trouble bleeding off airspeed in the flare. You might even float above the runway and lose sight of it, which would be very dangerous. Or, if you do manage to touch down but you're too fast, the ground effect will generate extra lift, and you'll bounce down the runway like a big rubber ball."

I explained to Tom that I know I need to keep my airspeed undercontrol, but I'm battling a subconscious need to point the aircraft at the runway too soon.

"The plane actually descends better at slower airspeed. If you keep your speed at 70 knots in the pattern, you will lose more altitude than if you point the nose down. Let the runway come to you. And you need to use rudder to line the airplane up with the centerline. When something is wrong, don't accept it. Fix it!"

As for failing to put in rudder in the flare, I need to work on that. I'm battling some sort of psychological fear of the rudders. And it's not just on final; I've forgotten to use right rudder to correct for P-Factor in climbing situations as well as slow flight, and I have forgotten to use the rudder in standard turns. I can do serious damage to the airplane if I fail to get in touch with the rudders, and use them effectively.

After a dozen landings today, I still have issues to work out. And I'll work through them, step by step.

Until then...

- Airman Eric

06/09/2009 - "Go or no go?"

No matter how much a pilot's heart races at the thought of taking to the skies once again, he/she must temper this passion with the question, "Go or no go?" Already had two "no go's" this week! The weather has not been kind!

I had scheduled a lesson for Monday evening at 4 p.m., but when I woke up in the morning and checked the TAF (Terminal Area Forecast) on http://www.aviationweather.gov/, it showed visibility 2 miles, cloud ceiling 1,000 overcast, and wind gusts up to 25 knots. VFR aircraft may only fly in 3 miles visibility, and the pilot must be able to be clear of clouds at all times (500 feet below, 1,000 feet above, and 2,000 feet horizontally). These clouds were too low, visibility too poor, and the wind gusts of 25 knots are a bit much for our little Cessna. I texted Tom with the weather report, and he said that he would check the new forecast when it comes out at 1800Z. And he did. No improvement. I was greatly disappointed, but we rescheduled the lesson for Tuesday at 1 p.m.

On Tuesday morning, I woke up with a start. Charged to the computer and checked the TAF. Visibility 6 miles in the afternoon, calmer wind, but a ceiling of only 1,000 feet. Tom and I had high hopes that the clouds would burn off in time for our lesson, but when I was pulling up to Atlantic, Tom texted me and told me to come to the API office. When I arrived, he pointed out that the ceiling (lowest cloud layer classifed as Broken or Overcast) had risen to 1,200 feet, but still not high enough for us. Sadness!

Met up with Tom and did some ground school work instead. Discussed the practical test standards which I must meet in order to earn the PPL. I will be tested using a combination of written tests, an oral exam, and a checkride in the airplane. Tom told me that the examiner is a stickler for details, but I must also establish the fact that I possess excellent judgment. If I were asked "What type of weather is required for VFR flight?", I would respond by quoting the VFR minimums according to regulation, but also explain that if a METAR shows weather that is better than minimums, but very close to those minimums, I would still wait to fly. Even if the weather at my departure airport is above minimums, I might encounter below-minimum weather after takeoff, which would in the least cause me to divert from my flight plan and cause inconvenience, but at most might result in an accident. A pilot must constantly ensure safety of the aircraft and passengers, and must possess the judgment to ensure that safety.

Covered the four turning tendencies generated by the physics of the airplane: P-Factor, Spiral Slipstream, Torque, and Gyroscopic Precession.

* P-Factor: When the propeller is turning with a high angle of attack, such as in a climb, the downstroke side of the propeller has a higher angle of attack than the upstroke side, and creates more thrust on the downstroke side. This tends to pull the plane to the left at high power and low airspeed. Very prevalent on takeoff. Countered with right rudder.

* Spiral Slipstream: The propeller causes a spiral of air to rotate about the airplane in flight, and this spiral of air strikes the vertical stabilizer, yawing the airplane to the left. Also prevalent at lower airspeeds. Countered with right rudder.

* Torque: According to Isaac Newton's third law, any action has an equal and opposite reaction. Since the propeller is turning clockwise (from the pilot's point of view), it also generates an opposite motion which tends to roll the entire airplane counter-clockwise. Countered with a little bit of right bank, although most modern airplanes are designed to account for this torque in level flight by centering the propeller shaft slightly to the right.

* Gyroscopic Precession: The spinning propeller acts as a gyroscope at the front of the aircraft. When the aircraft climbs, it creates downward (opposite) pressure on the shaft, which translates to forward pressure on the bottom of the propeller and a right-turn tendency as the force on the shaft is felt 90 degrees later in the propeller rotation. When the aircraft is pitching downward for a descent, the upward pressure on the shaft translates to a left-turn tendency. Countered with opposite rudder (left rudder in a climb, right rudder in a descent).

So, the ground school lesson was uneventful, but necessary. Bought four books: Private Pilot Practical Test Standards for Airplane Single Engine Land and Sea, FAR/AIM (Federal Aviation Regulations / Aeronautical Information Manual), Pilot's Handbook of Aeronautical Knowledge, and the Private Pilot Oral Exam Guide. I'm very impressed by the full color illustrations in the Aeronautical Knowledge handbook. I'm going to be doing a LOT of reading.

Are you ready for me to get back in the plane? Me, too!

Headed home; looked over all of my materials. Watched more of the DVD course; learning about ground reference maneuvers and turns around a point. Anxiously waiting for the weather to clear up. Tomorrow is another day.

- Airman Eric