Tailwheel checkout: part 3
Posted: Mon Sep 03, 2007 1:10 amDecided that another flight today would be useful, and I got a lot done despite there again being no wind to speak of.
Bob was more than happy to let me swing the prop this time, and I realized after about the eighth pull that it makes a a good IMSAFE checklist item... if you still feel like flying after that, you're in good shape.
I'm sure I looked very noobish pulling that prop, but I finished every time with my hands behind me and taking a step back (or three). But in the end, it's no big deal with that little engine.
She "ran backwards" a few times, then caught finally, an I was kinda proud of myself, especially when I remembered to not step into the prop.
With about 3 hours' worth of fuel in the little tank, we made a thumbnail plan to go north to Falbrook (L18), maybe with a stop at Ramona (RNM). I was confident in Bob's knowledge of the area, and he provided a lot of narration... but he somehow avoided actually helping me navigate.
The Class B for San Diego is pretty complicated, but before we got to Ramona we were free to climb up to 4800. The mist was burning off the mountains as we watched, and the Champ flew very nicely at 3500 throttled back until I felt that subtle vibration change that means 75-80 mph. Flew it hands-off quite a bit, an didn't maneuver much enroute, so as to really learn to keep it steady and maybe even trim it out.
Made one good approach and landing at Ramona.
The wind made my landings easy today, and in fact I crossed over the line into enjoying the little dance. It really is easy to go from trikes to conventional-gear planes, and fun. But it's still just plain weird, so I am always a little surprised each time I put it down: "...uh, yeah, I meant to do that..."
Falbrook, with a short runway and some traffic, was worth two landings, and then Bob suggested Oceanside (OKB) for another one, after which he quickly explained the use of the VFR corridor through the Class B. Actually quite simple- stay at about 3500 and monitor the CTAF, eyes outside- and it was great fun to cruise right over the end of the runway at KSAN without ATC involvement, or even a transponder. Saw plenty of traffic in and out of KSAN and nearby Palomar and Montgomery, all no factor. The sun was high and the vis was excellent. Got a very good look at the harbor and the city, and vowed to bring my camera next time.
I could have flown all day (and not gone very far, LOL) but we had to bring 70E back home eventually. Another uncertain but firm 3-pointer at SDM, and Bob told me he had no suggestions other than to keep doing what I was doing. This is not the kind of debrief I am used to, but I realize that this sort of training requires a lot of stick and rudder work, and talking about it doesn't help beyond an explanation of the basics (keep hands and feet moving and you'll do OK; don't try to salvage a bounce; stick all the way back for the 3-pointer; fly it on, chop power and stick forward for a wheel landing; keep those feet moving!).
I guess my other basic skills: radio, pilotage, etc. are in fairly good shape. I think I did pretty well planning our little round-robin "on the fly" in a strange new area, and Bob did in fact compliment me on "the figuring part... you're doing better than most with that so far- a lot of people sorta forget where they're going and what they're doing." I admitted to him that more than once I'd caught myself just sitting there grinning, enjoying the view.
So anyway, that was another 2.7, and now with almost 6 hours total I feel pretty comfy, even while taxiing.
Bob was more than happy to let me swing the prop this time, and I realized after about the eighth pull that it makes a a good IMSAFE checklist item... if you still feel like flying after that, you're in good shape.
I'm sure I looked very noobish pulling that prop, but I finished every time with my hands behind me and taking a step back (or three).
But in the end, it's no big deal with that little engine. She "ran backwards" a few times, then caught finally, an I was kinda proud of myself, especially when I remembered to not step into the prop.
With about 3 hours' worth of fuel in the little tank, we made a thumbnail plan to go north to Falbrook (L18), maybe with a stop at Ramona (RNM). I was confident in Bob's knowledge of the area, and he provided a lot of narration... but he somehow avoided actually helping me navigate.
The Class B for San Diego is pretty complicated, but before we got to Ramona we were free to climb up to 4800. The mist was burning off the mountains as we watched, and the Champ flew very nicely at 3500 throttled back until I felt that subtle vibration change that means 75-80 mph. Flew it hands-off quite a bit, an didn't maneuver much enroute, so as to really learn to keep it steady and maybe even trim it out.
Made one good approach and landing at Ramona.
The wind made my landings easy today, and in fact I crossed over the line into enjoying the little dance. It really is easy to go from trikes to conventional-gear planes, and fun. But it's still just plain weird, so I am always a little surprised each time I put it down: "...uh, yeah, I meant to do that..."
Falbrook, with a short runway and some traffic, was worth two landings, and then Bob suggested Oceanside (OKB) for another one, after which he quickly explained the use of the VFR corridor through the Class B. Actually quite simple- stay at about 3500 and monitor the CTAF, eyes outside- and it was great fun to cruise right over the end of the runway at KSAN without ATC involvement, or even a transponder. Saw plenty of traffic in and out of KSAN and nearby Palomar and Montgomery, all no factor. The sun was high and the vis was excellent. Got a very good look at the harbor and the city, and vowed to bring my camera next time.
I could have flown all day (and not gone very far, LOL) but we had to bring 70E back home eventually. Another uncertain but firm 3-pointer at SDM, and Bob told me he had no suggestions other than to keep doing what I was doing. This is not the kind of debrief I am used to, but I realize that this sort of training requires a lot of stick and rudder work, and talking about it doesn't help beyond an explanation of the basics (keep hands and feet moving and you'll do OK; don't try to salvage a bounce; stick all the way back for the 3-pointer; fly it on, chop power and stick forward for a wheel landing; keep those feet moving!).
I guess my other basic skills: radio, pilotage, etc. are in fairly good shape. I think I did pretty well planning our little round-robin "on the fly" in a strange new area, and Bob did in fact compliment me on "the figuring part... you're doing better than most with that so far- a lot of people sorta forget where they're going and what they're doing." I admitted to him that more than once I'd caught myself just sitting there grinning, enjoying the view.
So anyway, that was another 2.7, and now with almost 6 hours total I feel pretty comfy, even while taxiing.
