Cleared out some cobwebs today...
Posted: Sun Aug 21, 2005 9:57 pmAt long last, after 2 1/2 years, got my rusty butt back in the air behind the controls of an airplane. Conditions were fair, but challenging- 10 miles vis. in haze, and variable gusty winds out of the west/northwest. It's all a blur now, sort of, but in a nutshell, it went well. The CFI and I both agreed afterwards that I should take another hour or so of dual before being turned loose with a rental.
As I predicted, basic airplane-handling skills were still there (although this 180-hp "Superhawk" C172 took me a little by surprise... a solid if somewhat beaten-up old Cessna with a tendency to refuse to trim off the way I wanted it to). No, really- it wasn't me, it was the airplane...
But naturally some old bad habits re-emerged: eyes inside too much (I have to mention that 10 miles in haze is not the best conditions for relying on visible horizon, etc., but I'm not making excuses); didn't use the checklist after levelling off for cruise (gasp!) or during a go-around (it wasn't my idea- the first approach was pretty good). And I see the point in glancing at the checklist at such a time... last thing I want to do during a go-around, but it caused me to be late retracting flaps.... let's see, what else? My pattern work was very poor, mostly because I was not visually monitoring my drift (gusty variable winds to add to my misery).
The worst moment was when, after maneuvering around a bit doing steep turns, etc., he asked me to find out where I was and plot a course to Caldwell. Had to circle a bit, because I was just not sure where I was. Okay, I circled for a long time (which was good practice, really...
), and when I'd finally tuned and ID'd a VOR radial and began to turn towards Caldwell, the CFI pointed out that I'd been right near the home airport the whole time- he'd cleverly guided me back there earlier while calling out headings during the maneuvers.
D'Oh!!
Did very well on MCA, but did let her sink a bit too much, especially after he covered up the instruments. Been a long time since I flew with such a vague horizon- it was not easy, especially with the bumps of turbulence. And looking back, I realize it had been so long, the sheer novelty of the situation was sort of a distraction in itself... I was flying!!
Made only one landing, after an even sloppier approach- touched down on all three wheels- not good. Not too bad, but I've done better, that's for sure...
But my 180 to enter downwind after overflying the field was perfect, if I may say so. I really feel like I was just getting warmed up... ;D
Anyway, another hour in the ol' logbook, and with due diligence and another hour of dual, I should be rust-free and ready for polishing.
As I predicted, basic airplane-handling skills were still there (although this 180-hp "Superhawk" C172 took me a little by surprise... a solid if somewhat beaten-up old Cessna with a tendency to refuse to trim off the way I wanted it to). No, really- it wasn't me, it was the airplane...
But naturally some old bad habits re-emerged: eyes inside too much (I have to mention that 10 miles in haze is not the best conditions for relying on visible horizon, etc., but I'm not making excuses); didn't use the checklist after levelling off for cruise (gasp!) or during a go-around (it wasn't my idea- the first approach was pretty good). And I see the point in glancing at the checklist at such a time... last thing I want to do during a go-around, but it caused me to be late retracting flaps.... let's see, what else? My pattern work was very poor, mostly because I was not visually monitoring my drift (gusty variable winds to add to my misery).
The worst moment was when, after maneuvering around a bit doing steep turns, etc., he asked me to find out where I was and plot a course to Caldwell. Had to circle a bit, because I was just not sure where I was. Okay, I circled for a long time (which was good practice, really...
), and when I'd finally tuned and ID'd a VOR radial and began to turn towards Caldwell, the CFI pointed out that I'd been right near the home airport the whole time- he'd cleverly guided me back there earlier while calling out headings during the maneuvers. D'Oh!!
Did very well on MCA, but did let her sink a bit too much, especially after he covered up the instruments. Been a long time since I flew with such a vague horizon- it was not easy, especially with the bumps of turbulence. And looking back, I realize it had been so long, the sheer novelty of the situation was sort of a distraction in itself... I was flying!!
Made only one landing, after an even sloppier approach- touched down on all three wheels- not good. Not too bad, but I've done better, that's for sure...
But my 180 to enter downwind after overflying the field was perfect, if I may say so. I really feel like I was just getting warmed up... ;D
Anyway, another hour in the ol' logbook, and with due diligence and another hour of dual, I should be rust-free and ready for polishing.
Having said that in roll and yaw it virtually trims itself. I certainly never remember having to hold any aileron control loads. A very well designed aeroplane (well, to be fair, it is German and made by Mr Grob, so we shouldn't expect anything else)...