Flight Journal: flight 27- part 1

[beaky]

Flight 27

10-16-95
1968 C-172K
N07
Local
0.7 dual
1 landing


4000 BKN; wind 7-12@240; 50F

"Normal t.o & lndg, normal TPO, CATs"

This is a lesson just to keep my hand in... I thought it would be the stage check, but as it turns out, I was expected to personally approach A. to arrange that. M. is also qualified to do it, but he is not available today. I'm annoyed, but I'm here and I have the money, so I might as well brush up.

Speaking of brushing up: I've just come from work, covered in sheet rock dust. I doff my jacket  and sweaty, dusty shirt in the restroom and try to clean up a little, wishing I'd thought to bring a clean shirt, then head out to the hangar to meet up with J.
He is sporting a few days' worth of beard; very unlike him. I'm tempted to make a wry comment, but decide to wait and see if he really grows it in, then start writing "Redbeard" in the Instructor column on the plane's flight log.

The wind is blustering a bit as we stroll back to the office. J. suggests that we wait a bit to see if it calms down, and I agree. Good opportunity to do a leisurely preflight and unwind my nerves after a day of hard, noisy, dusty labor.

475 still looks fresh from her bath, and the pleasure of approaching a decent plane that I have hired brings a welcome, relaxing pleasure.
But by the time I get to sumping the right wing tank, I realize that not only did I forget the left one, I don't even have the sampler in my hand!! Not good. I start over, this time with the sampler, and try to enjoy the pleasure of the task while still being attentive. Checking the prop for irregularities usually sobers me... those twin blades are a reminder to stay alert.
Climbing up to check the tanks on this 172 is an interesting feat, as there are no handles and no footrests. But I have developed a technique:
1) Open door.
2)Grasp top of door with outboard hand.
3) Place inboard foot on strut, away from fuselage (so as to not crush the dried-out plastic fairing).
4) Haul self up, reaching with inboard fingertips for the lip of the filler cap depression. Do not pause during this step.

The tanks are full to the tabs; she's ready.

I take a few minutes to scrutinize the interior again, and sure enough, I learn a few new things. A good close look at the rudder pedals reveals why I often ride the brakes without realizing it. Seeing the mechanism brings it to light properly for me. Also, I notice, as I hit the master and lower the flaps, there's a gauge alongside that shows how many degrees they are deployed. Not sure how I missed that (and no, not all 172s have that), but it's for the best in this case, as J. later will explain: it does not indicate accurately.

J. soon joins me, and there's the usual monkey business with the crummy intercom box... as we begin taxiing it becomes apparent that in order for it to work, J. has to hold it in his lap and switch mic leads, because only one jack is operational. This is necessary for us to converse without yelling, but I decide that if it happens again I'm going to stow my headset and deal with the noise... 475 has a new overhead speaker, which sounds okay, good enough to hear ATC and Morse code clearly.

I've remembered to prime before starting without asking, by the way... and the taxi and runup go well. No mistakes and no problems. I lift off pretty well despite the crosswind, establishing a good crab on climbout.
We make for 4N1 again so I can see about navigating back by pilotage... I recently spent some time perusing the chart and  alocal road map, so I find my way there just fine. I feel relaxed and confident...

Which is not good. I'm not flying with precision. As we approach the airport, I circle above the pattern, descending a bit to get a better look at the wind sock. We're not planning to land there today, but J. has me simulating an approach. There's no chatter and nobody on Unicom to help me as I try to suss out the wind. It seems roughly the same direction as at N07, but I realize with a start that from 2500 feet, I'm not positive which end of the sock is which. The drift at our altitude is not proof of anything on the surface, but putting what I can perceive together convinces me I've figured it right. That task completed, we head back to Lincoln Park.

Just as I am satisfied that I have taken up a good course, J. demands some 360s at constant altitude. I wind up a little east of my original course, and wind up flying straight towards what I have in the past mistaken for N07 before I realize it. Once J. realizes I'm also still tuned to the frequency for Greenwood Lake, he points to the right and- whoops, there's N07.

Sighing, I set up for a 45-degree entry to downwind for 19- the wind has shifted. It's blowing harder, too, and J. decides to take over on the base leg. He performs a high-speed landing, touching down at about 75 mph. The glide looked very shallow to me.
J. explains that it was a little shallower, and the speed was higher to compensate for the stronger crosswind. Interesting.

Next: part 2