Hand propping

Even though most airplanes are equipped with electric starters, it is helpful if a pilot is familiar with the procedures and dangers involved in starting an engine by turning the propeller by hand (hand propping). Due to the associated hazards, this method of starting should be used only when absolutely necessary and when proper precautions have been taken. 

An engine should not be hand propped unless two people, both familiar with the airplane and hand propping techniques, are available to perform the procedure. The person pulling the propeller blades through directs all activity and is in charge of the procedure. The other person, thoroughly familiar with the controls, must be seated in the airplane with the brakes set. As an additional precaution, chocks may be placed in front of the main wheels. If this is not feasible, the airplane’s tail may be securely tied. Never allow a person unfamiliar with the controls to occupy the pilot’s seat when hand propping. The procedure should never be attempted alone. When hand propping is necessary, the ground surface near the propeller should be stable and free of debris. Unless a firm footing is available, consider relocating the airplane. Loose gravel, wet grass, mud, oil, ice, or snow might cause the person pulling the propeller through to slip into the rotating blades as the engine starts. 

Both participants should discuss the procedure and agree on voice commands and expected action. To begin the procedure, the fuel system and engine controls (tank selector, primer, pump, throttle, and mixture) are set for a normal start. The ignition/ magneto switch should be checked to be sure that it is OFF. Then the descending propeller blade should be rotated so that it assumes a position slightly above the horizontal. The person doing the hand propping should face the descending blade squarely and stand slightly less than one arm’s length from the blade. If a stance too far away were assumed, it would be necessary to lean forward in an unbalanced condition to reach the blade. This may cause the person to fall forward into the rotating blades when the engine starts. The procedure and commands for hand propping are:

•Person out front says, “GAS ON, SWITCH OFF, THROTTLE CLOSED, BRAKES SET.”
•Pilot seat occupant, after making sure the fuel is ON, mixture is RICH, ignition/magneto switch is OFF, throttle is CLOSED, and brakes SET, says, “GAS ON, SWITCH OFF, THROTTLE CLOSED, BRAKES SET.”
•Person out front, after pulling the propeller through to prime the engine says, “BRAKES AND CONTACT
•Pilot seat occupant checks the brakes SET and turns the ignition switch ON, then says, “BRAKES AND CONTACT.”

The propeller is swung by forcing the blade downward rapidly, pushing with the palms of both hands. If the blade is gripped tightly with the fingers, the person’s body may be drawn into the propeller blades should the engine misfire and rotate momentarily in the opposite direction. As the blade is pushed down, the person should step backward, away from the propeller. If the engine does not start, the propeller should not be repositioned for another attempt until it is certain the ignition/magneto switch is turned OFF. The words CONTACT (mags ON) and SWITCH OFF (mags OFF) are used because they are significantly different from each other. 

Under noisy conditions or high winds, the words CONTACT and SWITCH OFF are less likely to be misunderstood than SWITCH ON and SWITCH OFF. When removing the wheel chocks after the engine starts, it is essential that the pilot remember that the propeller is almost invisible. Incredible as it may seem, serious injuries and fatalities occur when people who have just started an engine walk or reach into the propeller arc to remove the chocks. Before the chocks are removed, the throttle should be set to idle and the chocks approached from the rear of the propeller. Never approach the chocks from the front or the side. The procedures for hand propping should always be in accordance with the manufacturer’s recommendations and checklist. Special starting procedures are used when the engine is already warm, very cold, or when flooded or vapor locked. There will also be a different starting procedure when an external power source is used.

There is a video for how to hand prop by the Aviation Safety Videos

http://aviationsafetyvideos.com/handprop.html

Here is a hand propping accident that happen to be caught on film.  The pilot did not have the tail tied down, and did not have a competent pilot at the controls.  You can see how this can cause major property damage and or critical/fatal injury to yourself and others.  The pilot is lucky to be alive after the prop almost hitting him, and the tail striking him at the speed it did.  This shows how a bad situation can get worse.  This could have easily been prevented if the proper steps were taken.



The cause for the accident according to NTSB was: the pilot hand propped the aircraft without proper assistance or equipment.  NTSB report can be found at:
http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=18883&key=0 

Even with modern equipment, this still happens and is quite frequent.  Here is a recent NTSB report about this occuring in 2/2/2011.

**************************************************************************
** Report created 2/2/2011 Record 1 **
**************************************************************************
IDENTIFICATION
Regis#: 2518R Make/Model: C182 Description: 182, Skylane
Date: 02/01/2011 Time: 1915
Event Type: Accident Highest Injury: Minor Mid Air: N Missing: N
Damage: Substantial
LOCATION
City: EASTSOUND State: WA Country: US
DESCRIPTION
AIRCRAFT ROLLED DURING HAND-PROPPING AND STRUCK A HANGAR, EASTSOUND, WA
INJURY DATA Total Fatal: 0
# Crew: 1 Fat: 0 Ser: 0 Min: 1 Unk:
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:

WEATHER: 2110 KORS CLR VIS9 37/25 WIND040/003 A3058
OTHER DATA
Activity: Unknown Phase: Other Operation: OTHER

FAA FSDO: SEATTLE, WA (NM01) Entry date: 02/02/2011

If you need to hand prop, do so safely and make sure to secure your aircraft.  You don't want to become part of a statistic.

Cross Country Solo to Santa Ynez - KIZA

Mike sent me a message on Thursday asking if i wanted to fly on Saturday to Santa Ynez for my cross country solo.  He said he didn't want me to fly out to California City - L71 this weekend because it was going to be HOT out there.  And density altitude would most likely exceed 5000'.  So rather than stick me in a difficult situation on my first cross country solo, he would rather send me somewhere i was comfortable with.  We have flown this flight once before.

I modified my old flight plan for KIZA to incorporate 2 VOR's on the way.  Instead of following the coast and tracking airports.  It was a more direct route, but took me 10 - 20 miles more inland than before.  I planned from KVNY, to FIM VOR, to RZS VOR, then follow Lake Cachuma to the airport.

Mike liked my flight plan.  He said just to keep track of landmarks on the route.  Since there was a 45 mile leg between the VOR's.  I do this already so it was no problem for me to keep track of where we are.  He looked at course and warned me of possible turbulence over some of the mountains that i was planned to fly over.  He told me if it got intense, to track more towards the coast to avoid tiring myself out.  He endorsed my logbook and my Medical Cert.  Then said before we go out he wanted to make sure i could still fly the plane and land.

So we get into the plane after preflight, and get into the pattern.  All 3 laps were perfect patterns, on glide slope the entire time, with good flight in the ground effects, and smooth soft landings.  Mike and I talked about a few things during this entire process.  I think it was in part to make sure i can do it while doing other things (MULTITASK, Cockpit MANAGEMENT).  But Mike and I have become good friends during this process.  He's a really cool guy!!  We talked about one of his students who thinks he is ready to solo.  I can relate because I felt the same way, for about 10 hours before i soloed.  But im very very GLAD Mike made me wait for my solo.  Because once i did solo, i was comfortable the entire time.  When i thought i was ready, yes i could land, but i was in no way comfortable in the plane the way i was when i first soloed.  He also commented on how since then my landings have been perfect each time.

So on our third landing we stop and i head over to Pentastar and mike jumps out.  Tells me to have fun.  And shortly after the door was shut and locked and i was the only one in the plane.  Time for my flight over to KIZA.

I was cleared to takeoff, and in the air within 45 seconds after being cleared for takeoff.  There was slight turbulance a few hundred feet off the ground but it was not too bad.  Once i got up to about 2,500 the air was clear and smooth.  Once i got away from the Burbank Class C airspace, i initiated a climb to 6,500 and contacted SoCal Approach.  Requested flight following, and was on my way.  I used auto pilot on the way there to fly.  Set the altitude, and the VOR's with the correct OBS settings and the airplane took on a life of it's own.

This gave me time, to do some calculations, find out where we are, track time, scan for traffic, and get ready for the 45 minute trip over to KIZA.  Every few seconds glancing at the display, as we were climbing, and auto pilot was on.  So i wanted to make sure we didn't slow down and stall while climbing.  I leaned the mixture as necessary, to keep the engine running nice a healthy.  We hit our altitude 1 minute before i figured as i was climbing at 80 knots instead of 73 knots.

I was handed off to Point Magoo Approach, and then Santa Barbara Approach.  I hit the VOR's one minute before the projected time each time.  So we were 1 minute ahead of schedule because of the faster climb to altitude.  The only turbulence i hit was right over the mountains just a mike had told me.  But it was not bad.  So i kept on the flight plan.  I cancelled flight following 5 miles before RZS VOR, and turned AWOS, got the current conditions, then contacted the CTAF to monitor and announce.

I was descending from 6500 to 1700.  So i needed to loose practically 5000'.  5x3 = 15 + 3 = 18.  RZS VOR is 13 miles away from RZS.  So this was perfect.  Pulled power to 2100 RPM's and let the plane bring itself down.  It took about 10 minutes for the descent itself.

This is where i made the only mistake on the flight.  But it was a minor mistake.  Upon initial contact i announced "Santa Ynez Traffic, Skyhawk 889LB 15 miles east, inbound with information, for landing, 45 right traffic, 26, Santa Ynez".  The problem with this is the pattern for 26 is Left.  I knew this.  And had this on my paperwork.  But for some reason said "right traffic".  Someone chimed in immediately after, and said "Traffic for 26 is Left unless your a glider."  I knew this.  I then announced "Yes correction, left pattern 26".

I didn't have that problem again.  I announced a few times on the whole descent and entry into the pattern.  Everyone landed in front of me, no one was taking off, and the only person coming in was 8 miles behind me. So i had time to do what i needed to do.  I entered the pattern at a 45.  Mid field, for left traffic runway 26.  Announced on downwind, base, and final.  The landing was easy, but i floated a long time just inches above the ground.  I touched about half way down the runway, as the density altitude was 3'900 there.  It was hot out there but not as hot as in the valley.

I landed and got off on the end of the runway.  I needed to use the restroom and wanted to get a drink, so i taxied to transient parking.  Shut her down.  And went into the lounge.  Talked to one of the workers for about 20 minutes.  Cool guy.  Really enjoyed the conversation.  Then i went back to the airplane and got her running, and then took off to come back to KVNY.

On the way back i got flight following , but i didn't use the auto pilot the entire time.  I flew.  I attempted to stay within PTS and i was pretty successful.  Coming back i did not have a flight plan, but used the GPS in the G1000 to draw a course back using the VOR's i used to go there.  Once close to van nuys i was cleared for right base 16R.  Landed and it was a nice smooth landing.  Floated a bit, as i came in a little fast but it was a good landing.

All in all AWESOME flight.  It helped me to gain much more confidence in my flying.  Next flight should be a night flight.  Mike will let me know this week.  Enjoy my video below!!!

Emergency Procedures

Since I’m going to be performing many cross country flights now, god forbid, I end up in any type of emergency, the more I know, the better of a chance I have of surviving. The airplane, the systems, the emergency procedures should be second nature. I should not have to think about it. I need to know it like the back of my hand. I figured it was time to stuff emergency procedures into my head, until I can recite them in my sleep.

These are specific to Cessna 172SP Nav III’s. Please refer to your POH for your airplane to get complete procedures.

**Note BOLD POINTS ARE THE IMMEDIATE ACTION ITEMS IN THIS TYPE OF EMERGENCY

• Engine Failures:
  
• Engine failure during takeoff roll:
  (Here we want to stay on the ground and stop ASAP)
• Throttle – Idle
• Brakes – Apply
• Flaps – Retract
• Mixture – Idle Cutoff
• Magnetos – Off
• Standby Batter – Off
• Master – Off
  
• Engine failure immediately after takeoff:
• (Here we want to get back onto the ground safely)
• Airspeed
• Flaps up – 70 KIAS (Calibrated Indicated Airspeed)
• Flaps 10/FULL – 65 KIAS
• Mixture – Idle
• Fuel Shutoff – Off
• Magnetos – Off
• Flaps – As Required
• Standby Battery – Off
• Master – OFF
• Door – Unlatch
• Land – Straight Ahead
  
• Engine Failure in Flight:
• (Here we want to get back onto the ground safely)
• Airspeed – 68 knots
• Pick Suitable landing area
• Fly towards landing area
• If time allows perform engine restart
• Fuel Selector – Both
• Fuel Cutoff – On 
• Mixture – Rich 
• Depends on Altitude and Density Altitude
• Don’t full rich when at 7000’ elevation
• Use common sense here
• Throttle – Full
• Fuel Pump – On
• Magnetos – on/both
• If engine does not restart or an off airport landing becomes necessary
• Squawk 7700
• If not on with tower, 121.5
• Announce Location/Aircraft/Passengers
• Fuel Pump – Off
• Magnetos – Off
• Throttle – Idle
• Mixture – Full Lean
• Fuel Cutoff – Off
• Fuel Selector – Left/Right
• Seats and Seatbelts – Secure
• Loose Objects – Stow
• Flaps – As required
• Standby Battery - Off
• Master - Off
• Door – Ajar, just before touchdow
  
• Engine Fire during startup:(Here we want to burn up whatever fuel is left, and not let any more fuel in. Then we will shut down and take care of the fire if it remains)
• Cranking - Continue
• If Engine Starts
• Throttle - 1800 RPM
• Engine – Let run for a few minutes
• Engine – Shutdown and inspect
• If Engine fails to start
• Throttle – Full
•  Mixture – Idle
• Cranking – Continue
• Fuel Shutoff – Off
• Fire Extinguisher – Obtain
• Engine – Secure
• Master – Off
• Standby Battery - Off
• Magnetos – Off
• Fuel Selector – Left/Right
• Fire – Extinguish
• Airplane - Evacuate
• Engine – inspect for damages

Types of Altitude

This subject got me for the longest time.  I kept thinking, how am I going to remember this?  But there are some easy ways to remember the types of altitude.  It is important you know each of these and what the difference is for preflight calculations.  This comes in handy during cross country flight planning. 

• True Altitude:
• This is the altitude MSL.  Mean sea level.  The way I remembered this was think of true as the True altitude you are at before you would impact the ocean.  This is usually the same when flying at a constant altitude.  As the sea level does not raise or lower.  It stays at a set point.  The only time this would change is when climbing or descending.
• Absolute Altitude:
• This is the altitude AGL.  Above ground level.  The way I remembered this was to think of absolute as the absolute altitude before impacting the ground.  This is always changing.  Think of it as a laser beam that is shot straight at the ground and read back the altitude.  As you pass over the mountain this would get shorter.  As your absolute altitude is changing with the variations in elevation of the ground beneath you.
• Pressure Altitude:
• This is the altitude when you set the altimeter to 29.92” Hg.  This would be true altitude under normal conditions.  Doesn’t get much simpler than that.
• Density Altitude:
• This is the Pressure altitude corrected for Non Standard conditions.  Such as if it is warmer or colder than standard temperature.  This is where the airplane thinks its flying.  If an airport is at 800’ but density altitude is 2000’, the airplane thinks it’s at 2000’ just sitting on the ground.  This is extremely important on hot day in high altitudes, as this may cause you not to become airborne.  Or take a lot more runway to become airborne but also greatly effects performance.
• Indicated Altitude:
• The altitude indicated when the altimeter is set to the current barometric pressure at MSL.  Simply put if the altimeter setting is supposed to be set to 29.99” and you set this in your altimeter, than the indicated altitude would be whatever the altimeter tells you the altitude is.

Pressure Altitude is used to compute aircraft performance, density altitude, true altitude, and many other performance calculations for your aircraft.  That is why it is important that you know the difference between the types of altitudes. 

Both an increase in temperature and, to a much lesser degree, humidity will cause an increase in density altitude. Thus, in hot and humid conditions, the density altitude at a particular location may be significantly higher than the true altitude.

Air density is perhaps the single most important factor affecting aircraft performance. It has a direct bearing on:

• The lift generated by the wings — reduction in air density reduces the wing's lift.
• The efficiency of the propeller or rotor — which for a propeller (effectively an airfoil) behaves similarly to lift on wings.
• The power output of the engine — power output depends on oxygen intake, so the engine output is reduced as the equivalent "dry air" density decreases and produces even less power as moisture displaces oxygen in more humid conditions.
• Aircraft taking off from a "hot and high" airport such as the Quito Airport or Mexico City are at a significant aerodynamic disadvantage. The following effects result from a density altitude which is higher than the actual physical altitude:
• The aircraft will accelerate slower on takeoff as a result of reduced power production.
• The aircraft will need to achieve a higher true airspeed to attain the same lift - this implies both a longer takeoff roll and a higher true airspeed which must be maintained when airborne to avoid stalling.
• The aircraft will climb slower as the result of reduced power production and lift.

Due to these performance issues, a plane's takeoff weight may need to be lowered or takeoffs may need to be scheduled for cooler times of the day. Wind direction and runway slope may need to be taken into account.

Flight to KPSP

Mike contacted me on Thursday, to change the flight plan we had to go to Montgomery Field (KMYF).  He wanted to go to Palm Springs since it's away from the coast and we we do not have to worry about the marine layer in the morning.  So i re planned the flight to go from KVNY, to the sepulveda basin.  Then through Burbank class C airspace to El Monte (KEMT).  To the POM VOR inbound on 080 degree heading.  Once over POM fly the 085 degree outbound heading, to Banning Pass.  This was the TOD (Top of Descent).  I planned us to fly at 5500', as to pass over any busy airspace and since we are going to the east this is the correct altitude.  Then once pass the Banning pass, we would turn to the right towards KPSP.

This morning i called for a flight brief at 8am and they reported IFR along the way, but the marine layer was going to burn off throughout the day.  Our route was right at the edge of the marine layer, so i was informed that we should "Probably" be ok.  But of course as PIC i had to decide.  Once i got to the Van Nuys, the visibility was 3 miles, in haze.  But the route along the flight was very similar.  The marine layer was 900-1500 so it was a shallow marine layer.  So we made the call to continue, as it was warming up and conditions would just be improving from here on out.

During the briefing, mike liked my flight plan, but he brought up a good point.  If we were to fly to the POM VOR as i planned, yes we would be above the Ontario Class C airspace, and we would be legal to fly this, but we would by flying in line with the departure/arrivals into and out of Ontario.  While 500 feet above their airspace, we could do this, but why make it harder for others by being in the way?  Mike asked why i did this.  I had a valid reason, as i did not want to inner fear with the Class C airspace for March Field (KRIV) which comes up to 5500 which is what altitude we were planned to fly at.  I wanted to stay out of this area.  He asked if we were going to get flight following and i said yes. I was planning on contacting clearance delivery on the ground at KVNY.  He told me if we had flight following, we could fly though this.  It was right then i remembered that exact same thing as we would be on with socal departure.  Mike said it comes with experience of areas, but to try and stay away from areas of extreme congestion like the lines to and from a big busy airport.  

This makes total sense.  I cant believe i forgot about that.  So we decided we would fly and have flight following tell us to deviate to the north or south of the field.  We now have our flight plan down and ready to go.  So mike orders a top off of the fuel and i start my preflight.  Preflight takes about 10 minutes and we were ready to go and with full fuel.  I estimated it would take us 55 minutes out there and use 12 gallons of fuel by my calculations taking into considering temperature, density altitude, winds, and climb to altitude. 

I contact Clearance Delivery on 126.6.  "Van Nuys clearance delivery, skyhawk N889LB".  I hear back "889LB clearance delivery go ahead".  I chime in, "Clearance Delivery, 889LB would like to request flight following to Palm Springs, type is 172 slant golf, flying at 5,500".  A second later i hear, "889LB cleared direct to encino reservoir, before turning to Griffith observatory, cleared up to 5 thousand 5 hundred, contact soCal Departure prior to entering class charlie airspace, squawk 4651".  I repeat exactly what i heard, back as i am using the CRAFT acronym.  That is:

C: Clearance

R: Route

A: Altitude

F: Frequency

T: Transponder Code

I contact ground and taxi to the runway.  Perform run up and contact tower for clearance for takeoff.  Within a minute we were up in the air climbing to our 5500' altitude.  When almost to the reservoir, we were handed off to socal departure, who told us, to resume our own navigation, so we did not need to fly to the reservoir and the observatory.  We headed straight for KEMT.  On the way mike wanted to make sure i knew how the Auto Pilot (AP) worked.  Good thing i played with it during the last solo.  So he wanted me to make the AP climb to altitude and keep us on course. Easy.  Press the NAV button on the garmin screen in front of me to center the marker on our heading, set the altitude on the auto pilot unit, turn the AP on.  This sets it to ROL mode that keeps the wings level. I press the ALT button then press it again to bring up the VS setting, set 200 for a 200 FPM climb, then hit ARM, to set and arm the AP to climb to 5500.  Then i press the HDG button to set the AP to track the current highlighted heading.  Done!

We soon reach our set altitude, and now it was just tracking time, from checkpoint to checkpoint.  Recording time, making sure we are on correct speed, course.  Making sure we are hitting our checkpoints.  So far we were only 1 minute off of our time.  We had a ground speed of 114-116 knots, and that's exactly has a figured at 2500 RPMS at 5500 feet.  Right about KEMT we were asked to fly to the north of Ontario, so i made a heading correction using the heading knob.  Once intercepting the 210 freeway, i made another heading change to follow the freeway, and we tracked along the freeway for a little while.  Well away from Ontario.  

A few hand offs to other frequencies, along the trips, but most of the other time was spent, making our location on the map every few landmarks, tracking time, looking for traffic, and monitoring the engine, AP, and ATC.  Alot of sight seeing.  We were told that we would loose reception and to contact approach on the other side of the pass.  The radio then went silent..  Now over Banning (KBNG), we begin our decent.  Banning is about 16 miles away from Palm Springs, and we needed to be at 1500' for the traffic pattern.  We are at 5500 feet.  So 5500 - 1500 = 4000.  4 x 3 = 12.  12 + 3 = 15.  So banning is a good point to start.  We fly between two peaks that go up to 11000 feet.  We follow the highway though, trying to keep a good distance away from each side of the pass.  We begin to see the windmills EVERYWHERE.  They take up so much landscape out there in the pass.

As we descend, we knew before flying into this that the density altitude was high today.  So we did not want to set the mixture to full rich.  We wanted to keep it leaned out just a bit so we did not choke the engine.  Performed the pre landing checklist, and contacted approach who sent us left traffic runway 31.  By the time we got abeam the tower, we received the clearance to land.  Flew a PERFECT pattern.  We touched down a little earlier than i wanted, and we had some excess speed when we touched down.  The plane wanted to stay on the ground though.  No bounce, no hard hit.  It sat down and wanted to stay, but it overall was a 8 out of 10 for a landing, including pattern.  We were off the flight plan by 2 minutes total.  NICE.  We asked for a taxi back because they charge a fee if you get out of the plane.  So we taxied back to runway 31L and were cleared to take off once i ensured no traffic was on final by visual inspection.  

I increase the mixture just a little bit to add a little extra gas to the engine, as we are about to take off, and it's hot so we don't want the engine to get too hot, and we want to give just a little bit more power when taking off.  Hit 55 knots.  Rotate.  We take off but slowly.  Only about 300 FPM climb until we were about 1000' off the ground.  Then it increased drastically.  We were at about 600-700 FPM once we gained some altitude  .  Same as coming in, we were handed off to departure, and told we would loose reception through the pass. Get the other freq ready and just fly while climbing to our cruise of 6500'.  Once over banning we were just about at our cruise.  I contacted socal departure and checked in.  At 6500' i set the AP to ROL and ALT HOLD mode.  

Perform cruise checklist.  I then do some landing math.  Need to determine when to descend to get back to Van Nuys.  About 16 miles out.  Set the plane up, and begin the usual, scan for traffic, scan instruments, follow on map, with tick marks to signify where we are on our route, using visual checkpoints.  Mike told me he was going to be quiet the whole trip and watch me fly back "SAFELY" and "LEGALLY".  So the trip was just talking to ATC, being handed off, tracking position.  I set our course to be to the north of Ontario again, since it would make our trip a little easier.  And it keeps us WELL away from Bravo airspace.  

We were handed off a few time and no real traffic advisories.  We get one half way between Ontario and El Monte.  We could not see the traffic.  So we were asked to climb to 7000'.  So we perform our climb.  Then another traffic advisory.  We were told to keep at 7000 feet.  So i recalculate our decent as we are coming up on KEMT.  7000 - 2000 = 5000.  5x3 = 15.  15 + 5 = 20. KEMT is 23 miles away, so we  begin our descent after KEMT.  We are told to be 3000 or below by the 5 freeway.  So we have to begin a steep descent at 800 - 1000 FPM descent.  While keeping speed at a reasonable range, we were about 1900 RPM's.  We got down to 3000' by the outer shelf of Burbank, on the KEMT side.

Stop our descent at 2500 feet and we were handed off to Burbank.  Burbank turns us north towards the airport, for traffic departing.  They then bring us on the east side of the airport over runway 26.  then turn us to the west over runway 15.  And send us that way over to Van Nuys.  I have never been this way and neither has my instructor, but it was cool.  We flew over by Whiteman (KWHP), before being handed off to Van Nuys.  Contacted Van Nuys and we were cleared to land on runway 16R.  We needed to get down quick as there was someone behind us and someone had a IFR flight plan that only had a window for them to take off.  So we performed almost a short field landing.  Touched right at the numbers, and got off on the second taxiway.  (I didn't want to land it hard and bounce and take up more runway, so i tried to bring it down softly, and slowly).  We got off the runway, and taxied back to Maguire North.  We get cleared to taxi to parking, so we taxi over, get the plane in it's spot.  Tie her down.  Lock her up and walk to the class room for a debriefing.

Mike said overall, awesome flight.  Everything was spot on.  He said the landing at PSP was a little flat and fast, but overall not a bad landing.  He also suggested next time to start the descent a little earlier, so we dont have to descend at 1000 FPM, but he understand the circumstances we had with being Asked to climb to 7000.  But he said other than that, perfect flight, very smooth, the patterns are perfect, and have been perfect since the landings kinda just snapped.  After checking fuel, my flight plan was close.  But we did have a tail wind coming back, and i didn't do a flight plan for coming back.  56 Gallons total in the tanks.  12 there and 12 back is what i figured. We had 35 gallons remaining.  So that tail wind helped to not eat as much fuel and push us there.

Next week i am going out of town and mike will be in New York.  So that works out perfectly.  The weekend after that, i am going into the pattern for 1 or 2 landings with mike to ensure i didn't forget how to land, then a solo to L71.  California City over in the Mohave Desert.  We already flew there once already, so it should be a pretty easy flight.  But this time i will be by myself.

Atc communication

NEW PILOT'S GUIDE TO ATC COMMUNICATION

By Robert I. Snow

 There is an art to using the right words when you communicate with air traffic control (ATC). Effective aviation phraseology combines brevity with the transfer of complete and correct information.

Long, detailed transmissions ensure the controller receives the needed information, but these monologues also tie up the frequency. If the controller is working five other airplanes and needs to issue timely control instructions, he can't do it until you release the microphone button. This delay may affect the safety of the other airplanes. Transmissions that are too brief usually result in the controller asking you to provide more detail. When that happens, it defeats the point of being brief.

So how do you learn the right mix? The same way you learn other aviation skills—study and practice.

Taking AIM

The Aeronautical Information Manual (AIM) is the best reference for learning good ATC communication skills and phraseology. Because the FAA writes it, the AIM also is the most authoritative source for IFR procedures. Unlike the federal aviation regulations, the AIM is not legally binding, but it is the most current and detailed source of FAA-recommended procedures.

Learning the language

Your first and most important lesson as you learn to use the right words is do not be afraid of using the wrong words. Regardless of the form it takes, communication is the goal. As you learn aviation's language, your vocabulary and phraseology will improve, so relax and communicate.

Section 2 of AIM Chapter 4, "Radio Communications Phraseology and Techniques," gives you the basics for all aviation communications. This short section covers the essentials—radio technique, radio contact procedures, aircraft call signs, ground station call signs, and the International Civil Aviation Organization (ICAO) phonetic alphabet. Like almost every other section of the AIM, it gives examples of the right words and phraseology. For example, ATC understands that student pilots are learning and will gladly give them additional assistance and some TLC if students identify themselves. If you look in AIM Chapter 4-2-e, you find all you have to say is, "Dayton Tower, this is Fleetwing one two three four, student pilot."

You'll find similar explanations and communication examples for almost every conceivable situation throughout the AIM. Because you should have an idea of what you'll be doing during an upcoming lesson, review the appropriate section before takeoff. For example, you and your instructor are making your first flight to a tower-controlled airport in Class D airspace. The controller responds to your initial radio call with, "Trainer one two three four, standby." Because the controller used your airplane's call sign, you have established the required radio communication and you can enter the Class D airspace (and prudent pilots proceed cautiously).

Learning any new language is next to impossible if you try to memorize the dictionary. Although reading the AIM is important, you have to immerse yourself in real-world ATC communication.

If your airplane has an intercom, connecting a tape recorder to it is an easy way to take "notes" of ATC communications. It allows you to replay the transmissions you didn't get on the first pass, and it gives you a chance to review how well you used the right words during your flight. You can also listen to ATC communications at your leisure with a handheld transceiver or aviation band receiver.

Regardless of how you listen in, when you hear a new phrase on the frequency, make note of it and look it up when you get home. For example, you are getting VFR radar advisories (flight following) from ATC. You hear the controller tell another pilot, "Descend and maintain five thousand." This seems pretty clear to you. The controller has told a pilot on an IFR flight plan to descend to and maintain 5,000 feet. But later you hear a controller tell another pilot to "descend at pilot's discretion, maintain five thousand." By the transmission's context you know that "discretion" implies options, but what options?. The AIM's "Pilot/Controller Glossary" (P/CG) answers your questions. "The issuance of a pilot's discretion climb or descent means that ATC does not require that the pilot start his climb/descent when the clearance is issued. The pilot may choose to remain at the previously assigned altitude and use his judgment both in deciding when to leave that altitude, and at what rate to climb or descend."

Speaking of options, what about the first time the tower cleared you for the "option?" Your instructor should explain this before you solo. Mine didn't. I first heard this term on a solo flight, and not knowing exactly what the controller meant made me a little apprehensive. The controller knew his P/CG and told me, in so many words, that the "option is an approach resulting in either a touch-and-go, missed approach, low approach, stop and go, or full-stop landing." A good goal for anyone in flight training is to try to learn one new glossary item per day.

Using the language

Learning the right words for ATC communication is only half of your lesson. You also need to use them because it makes the words and phrases part of your aviation vocabulary. This is especially important if you plan to earn an instrument rating. Compared to your primary training, instrument training is much more intense. Anything you can learn before you start instrument instruction will make your education easier.

Training for your private pilot certificate gives you plenty of opportunities to work with ATC. Recreational pilots cannot fly in airspace requiring ATC communication, but it's a good idea to learn to use the right words. This knowledge can help them in an emergency, and it helps prepare a recreational pilot for a private pilot certificate, if he decides to continue his training.

During your training, you'll learn to work with tower and ground controllers. But how about flight following? Routinely requesting this ATC service during your cross-country flights affords you an added margin of safety. It also makes you more comfortable talking to ATC and gives you a ready source for hearing new aviation phrases.

If you work with approach controllers in or around Class B or C airspace, ask them to hand you off to Center instead of terminating their radar service. If approach can't hand you off to Center, ask for the Center frequency and make contact yourself. Simply call on the frequency you are given, state your call sign and position, and the words "request flight following."

If the Center controller can work you, he'll give you a transponder code and information on other radar-identified traffic around you. If he is too busy and refuses your flight following request, don't get mad. Controllers don't turn down flight following without good reason. They do it because they feel that the traffic level is reaching a point where additional workload from VFR aircraft may compromise the safety of the IFR traffic they are working.

If you don't request or can't get flight following, no law prohibits you from listening to the ATC frequency and the controller's conversations with other aircraft. Who knows? If it sounds as if the rush is over after 15 minutes, it might be worth calling again to see if the controller is now able to work you.

Most ATC communications you hear will be for IFR traffic. Much of the phraseology will be new and confusing at first. Like any new skill, it gets easier with time.

Listen to how pilots respond to ATC transmissions. Imitating others is often how we learn to use the phraseology correctly—and incorrectly. Looking up new words and phrases in the AIM makes understanding what you hear easier, and it tells you what communications are "correct" and "incorrect."

As you listen to an ATC frequency, don't worry if you can't hear as fast as the controller talks. If the controller talks to you, and talks faster than you can hear, the P/CG has a simple remedy—tell the controller to "speak slower."

Expecting the words

You can increase how fast you hear, and improve what you understand, if you know what to expect during a transmission. ATC instructions mostly consist of numbers preceded by key words that tell you what the numbers mean. For example, "climb and maintain...." is always followed by an altitude assignment. Controllers frequently combine the three words into one—"climbandmaintain" but they're more deliberate with the altitude assignment, such as "one-two-thousand." An experienced pilot recognizes the word group and knows that an altitude follows.

Every ATC instruction has its key words and formats. For example, an ATC facility name and frequency always follow "Contact"—"Contact Hometown Tower on one-two-three-point-four." And "Fly Heading" is usually followed by a three-digit compass heading—"Fly heading zero-niner-zero." Takeoff instructions are one exception. The tower controller may tell you to "Maintain [or Fly] runway heading." In this case, you already know the heading to fly.

Regardless of the information transmitted, there should never be a question in a pilot's or controller's mind that both are talking about the same thing. If you have a question, "verify" is the word you use to ensure you have the right information. For example, you say, "Verify Hometown Tower on one-two-three-point-four," if you think you mishear the tower frequency.

You should learn to use the right words for many reasons, and safety is at the top of the list. Another is the fact that "talking the talk" means you'll spend less time conversing with ATC and more time enjoying your flight.

The "Pilot/Controller Glossary" is the United State's official source for the "right words." Pilots find it in the Aeronautical Information Manual and controllers find the same glossary in their ATC handbook. Here are some selections from the P/CG that might make your next conversation with ATC more concise and your flight a bit safer.

ABEAM—An aircraft is "abeam" a fix, point, or object when that fix, point, or object is approximately 90 degrees to the right or left of the aircraft track. Abeam indicates a general position rather than a precise point.

ACKNOWLEDGE—Let me know that you have received my message.

AFFIRMATIVE—Yes.

BLOCKED—Phraseology used to indicate that a radio transmission has been distorted or interrupted due to multiple simultaneous radio transmissions.

CLEARED FOR TAKEOFF—ATC authorization for an aircraft to depart.

CLEARED FOR THE OPTION—ATC authorization for an aircraft to make a touch and go, low approach, missed approach, stop and go, or full-stop landing at the discretion of the pilot. It is normally used in training so that an instructor can evaluate a student's performance under changing situations.

CLEARED TO LAND—ATC authorization for an aircraft to land. It is predicated on known traffic and known physical airport conditions.

CLOSED TRAFFIC—Successive operations involving takeoffs and landings [touch-and-goes] or low approaches where the aircraft does not exit the traffic pattern.

EXPEDITE—Used by ATC when prompt compliance is required to avoid the development of an imminent situation.

FLY HEADING (Degrees)—Informs the pilot of the heading he should fly. The pilot may have to turn to, or continue on, a specific compass direction in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading unless otherwise instructed by ATC.

FUEL REMAINING—A phrase used by either pilots or controllers when relating to the fuel remaining on board until actual fuel exhaustion. When transmitting such information in response to either a controller question or pilot initiated cautionary advisory to air traffic control, pilots will state the APPROXIMATE NUMBER OF MINUTES the flight can continue with the fuel remaining. All reserve fuel SHOULD BE INCLUDED in the time stated, as should an allowance for established fuel gauge system error.

GO AROUND—Instructions for a pilot to abandon his approach to landing. Additional instructions may follow. Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg. A pilot on an IFR flight plan making an instrument approach should execute the published missed approach procedure or proceed as instructed by ATC; e.g., "Go around" (additional instructions if required).

HAVE NUMBERS—Used by pilots to inform ATC that they have received runway, wind, and altimeter information only.

HOW DO YOU HEAR ME?—A question relating to the quality of the transmission or to determine how well the transmission is being received.

IDENT—A request for a pilot to activate the aircraft transponder identification feature. This will help the controller to confirm an aircraft identity or to identify an aircraft. Do not confuse this with squawk, which means to tune the transponder code or transponder operating mode, such as Mode C, altitude reporting, a controller gives you.

IMMEDIATELY—Used by ATC when such action compliance is required to avoid an imminent situation.

MAINTAIN—Concerning altitude/flight level, the term means to remain at the altitude/flight level specified. The phrase "climb and" or "descend and" normally precedes "maintain" and the altitude assignment; e.g., "descend and maintain 5,000." Concerning other ATC instructions, the term is used in its literal sense; e.g., maintain VFR.

MAKE SHORT APPROACH—Used by ATC to inform a pilot to alter his traffic pattern so as to make a short final approach.

MAYDAY—The international radio telephony distress signal. When repeated three times, it indicates imminent and grave danger and that immediate assistance is requested.

MINIMUM FUEL—Indicates that an aircraft's fuel supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not an emergency situation but merely indicates an emergency situation is possible should any undue delay occur.

NEGATIVE—"No," or "permission not granted," or "that is not correct."

NEGATIVE CONTACT—Used by pilots to inform ATC that the previously issued traffic is not in sight. It may be followed by the pilot's request for the controller to provide assistance in avoiding the traffic. Used by pilots to inform ATC they were unable to contact ATC on a particular frequency.

RADAR CONTACT—Used by ATC to inform an aircraft that it is identified on the radar display and radar flight following will be provided until radar identification is terminated.

RADAR SERVICE TERMINATED—Used by ATC to inform a pilot that he will no longer be provided any of the services that could be received while in radar contact. Radar service is automatically terminated, and the pilot is not advised in the following cases: 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, a TRSA, or where Basic Radar service is provided. 2. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. 3. An arriving VFR aircraft, receiving radar service to a tower controlled airport within Class B airspace, Class C airspace, a TRSA, or where sequencing service is provided, has landed; or to all other airports, is instructed to change to tower or advisory frequency. 4. An aircraft completes a radar approach.

READ BACK—Repeat my message back to me.

REPORT—Used to instruct pilots to advise ATC of specified information; e.g., "Report passing Hamilton VOR."

SAY AGAIN—Used to request a repeat of the last transmission. Usually specifies transmission or portion thereof not understood or received; e.g., "Say again all after ABRAM VOR."

SAY ALTITUDE—Used by ATC to ascertain an aircraft's specific altitude/flight level. When the aircraft is climbing or descending, the pilot should state the indicated altitude rounded to the nearest 100 feet.

SAY HEADING—Used by ATC to request an aircraft heading. The pilot should state the actual heading of the aircraft.

SPEAK SLOWER—Used in verbal communications as a request to reduce speech rate.

SQUAWK (Mode, Code, Function)—Activate specific modes/ codes/functions on the aircraft transponder, e.g., "Squawk two—one-zero-five." Squawk does not mean pilot should press the transponder's IDENT button.

STAND BY—Means the controller or pilot must pause for a few seconds, usually to attend to other duties of a higher priority. Also means to wait as in "stand by for clearance." The caller should reestablish contact if a delay is lengthy. "Stand by" is not an approval or denial.

TAXI INTO POSITION AND HOLD—Used by ATC to inform a pilot to taxi onto the departure runway in takeoff position and hold. It is not authorization for takeoff. It is used when takeoff clearance cannot immediately be issued because of traffic or other reasons.

THAT IS CORRECT—The understanding you have is right.

TRAFFIC—A term used by ATC to refer to one or more aircraft.

TRAFFIC IN SIGHT—Used by pilots to inform a controller that previously issued traffic is in sight.

UNABLE—Indicates inability to comply with a specific instruction, request, or clearance.

VERIFY—Request confirmation of information; e.g., "verify assigned altitude."

Solo Flight to Practice Area

This past Saturday I have my first solo flight to the practice area and back. As nervous as I thought it was going to be, was exactly how not nervous I was when it actually came to the flight. The lack of a instructor, as I was PIC was one of the most amazing experiences I have ever had. Not once did I doubt myself, get nervous, scared (Ok I can’t say I didn’t get scared but that’s due to circumstances that I will outline below). The entire trip I was handling everything and everything was under control.

I woke up at 9am to check the weather on Saturday Aug 6th, 2011. It was hazy and a few places were showing as IFR or MVFR when I woke up and checked. I was hoping this would burn off and in fact it did exactly that by about 10:30, most of it was gone. There was still a bulk of the haze that hung over the San Fernando Valley the entire time.

I got to the airport a bit early and mike was still with another student. His flight ran a bit behind due to the marine layer and haze in the morning. So about 10:55 he comes in the doors to Pentastar. Hands me the keys, tells me to get her topped off and start my preflight. I asked the attendant to have 9LB topped off and she immediately gets on the radio and makes the call.

As I walk out to the plane, I see the refueling truck pull up, and think WOW. I wish all service was that quick. That is something I appreciate from Pentastar. They are profession, timely, and extremely friendly and helpful. I have talked to some of the employees about everyday stuff while waiting for Mike for a lesson. They definitely know how to run a FBO and set themselves stone throws away from everyone else.

I get to the plane and perform my preflight. As they refuel the plane. About half way through my preflight, mike asks to see my logbook. He just wanted to make sure I have all my endorsements and everything is in order for the flight, which they were. He then tells me “Go to the practice area. Do some maneuvers. Do some steep turns, slow flight. Go sight-seeing, just have fun. Call me when you get back down. Be back by 12.”, then walks back to the FBO.

This is about the time I expected to get nervous but did not happen. I didn’t even think about nervousness until I was back down on the ground after the flight. That is how I know it’s getting to that time that I’m almost ready for my PPL. I knew exactly what to do, how to do it, where I was, where I was going, and where I was going back too. I guess after almost 50 hours it doesn’t make you nervous any longer. It was almost second nature to me.

So once the preflight was done, I got in and got her started up. She ran a little rough on startup and was shaking like crazy, and I leaned her out about 2 finger widths and she ran better. Density Altitude was 1,700’, and the airport was at 800’. So I knew it was because of the density altitude. I checked that before I left my house as I wanted to make sure to know what it was like so I can predict performance. Went to the runup area, but there were already 3 planes in the runup area. So I stopped on the taxi way, ensured no one was behind or around me, and performed my runup there. (Mixture best power, power to 1800 RPM’s, Check gauges, Left mag, Back to both, Right mag, Back to both, Power to idle, ensure no stall, trim set for takeoff, flaps as required, strobe on, landing lights on, check runway with heading and compass readings, ETC).

Taxied just short of the runway and contacted tower for departure clearance. I was approved for a right crosswind departure. So did everything as if Mike was still in the plane. Maintain runway heading, climb at Vy (74 Knots). Departure was awesome. I leveled out at 2500’ as to not break into Burbank’s airspace at 3000’. Once outside of that, I was handed off by ATC and climbed up to 3,500 to get over the mountains to get into Simi Valley. Switched to the Simi Valley CTAF 122.775 and started monitoring to see where people were. I heard a lot of traffic at Santa Clarita practice area, but no one at Simi Valley practice area.

First thing I did as I was flying to the practice area was slow flight for 5 minutes while maintaining heading, altitude and airspeed. (Power to idle, Full Flaps at 85, prevent balloon, at 50 knots apply 1800 RPM’s of power) and hold it right on the cusp of falling out of the sky). It’s amazing how easy it is to keep the plane in the air going this slow. Stall horn blaring in the background the entire time. I did this for about 4 or 5 minutes then I recovered.

So I prepped for slow flight again, and announced on CTAF my position, altitude and what I wanted to do. As I started to get the plane setup for slow flight, the G1000 starts yelling TRAFFIC. I start looking frantically and see someone overfly me within 300 feet or so, directly over me. They were going about 10 or 20 knots faster than I was. I immediately announce on CTAF the exact same thing as I just said a minute ago, and still hear nothing on CTAF from him. I figure he was on another frequency going to the coast. That is a lesson to watch out for traffic at all times.

So once my heart stopped racing and I knew I was ok, I went ahead and setup the plane for slow flight, and performed slow flight for a minute. Satisfied with that, I recover and begin some ground reference maneuvers. There was a water tower that was clearly visible at the top of a hill. So I did some turns around that keeping constant distance from the tower, while maintaining altitude and all the while, turning less and more into the wind to keep it in the same spot. After about 2 turns I was satisfied with that.

Make another call on CTAF just to update anyone in the area. I used Lake Juno as my reference point for steep turns. So I perform my clearing turns just to make sure there is no one about to hit me. Point the nose at Lake Juno, and then perform my steep turns. Lead in with the rudder, then aileron, add a little power, 2 quick nose up trim wheel throws, and then hold at 45 degree and use the rudder to adjust up and down to maintain altitude, but watch the cowling in relation to the horizon helps to keep altitude better than looking at the gauges.

Half way through the steep turns I was about 150 feet off of the target altitude, but the check ride instructors only look at what you go into the turn on and what you come out on. So by the time we finished I would have been within the guidelines, but I want to get it better. Maybe only 20 or 30 feet off altitude is what I want to go for. I finished about 50 feet below my target altitude but performed turns in both directions.

I then cleaned up the airplane and did some sight-seeing. There are some places out there that I have always wanted to check out but never had the time or option to go see them.

Time to head back to Van Nuys as it was now 11:55 and Van Nuys was about a 10 minute flight. The haze was still hanging over the San Fernando Valley but definitely not as bad as it was when I took off. I didn’t see the airport till about 7 miles out. So the haze was still pretty bad, considering it was noon and starting to get really hot. I could tell this as it was getting turbulent in the valley on the way to Van Nuys. There were a few good gust that almost shot me up 300 feet in a matter of seconds.
I was cleared for right traffic runway 16R. I was #2 but could not locate #1 in line to land. Van Nuys was busy that day too. The radio chatter was nonstop. I then saw a little airplane on the runway. So knew I was next. I got the airplane down safe and sound, with little trouble. Pattern was as good as I could get with thermals tossing you every which way. I touched a little harder than I wanted to, but still perfectly safe and normal landing.

All in all it was a good flight and an AWESOME confidence builder for me. Going up by myself and navigating and doing everything, just me, with no help was a huge pat on the back.
This weekend we are flying to Montgomery Field in San Diego Ca. This should be interesting because of the airspace that is SFC – 3200 / 4800 – 100000 around that area. There is a little hole we need to thread ourselves through. Stay tuned for that.

Crosswind Landing Tips

I will preface this article with the fact that I am not a certified flight instructor (CFI). With that in mind, in my experience, this is what I have found to work.

Flying is not something one can master by reading a book; it must be practiced, and this is especially true of crosswind landings. Crosswind landings can be one of the most challenging maneuvers for new pilots to master.

Crab and Kick

In a high wing aircraft, the proper way to line up to the runway is by putting the aircraft into a side slip. This takes a lot of patience and skill. There is no dead-locked position to rest the controls. What's more, as the aircraft loses airspeed, the ailerons become less effective, which means that the pilot must engage them more heavily to get the same effect. A side slip requires a delicate balance between the ailerons and rudder, and both are dependent on airspeed.

Wing Down

The crab-and-kick method is one way to execute a crosswind landing. However, if you've got a high wing aircraft, you might as well take advantage of it, and utilize the wing-down method. Unlike a low wing aircraft, there is little risk of a wing strike on the runway when you're flying a high wing aircraft, like a Cessna. Also, in direct crosswinds, using the crab-and kick method requires some pretty good guessing. Like guessing exactly how high the plane is at the moment of "kicking."

All good landings start with good pattern work; nice turns, proper control of airspeed, and a steady and controlled descent.

Just like we were all taught during ground school, when you're on downwind, and you get abeam the runway numbers, gently pull the throttle back to around 1500 RPM and put in 10 degrees of flaps. Push the yoke in just a tad to counteract the ballooning effect of the flaps. Try to lose about 250 feet of altitude before you make your turn to the base leg. If you're not losing altitude fast enough, pull the throttle out a little more. Remember, in this type of flight configuration, throttle is for altitude, pitch is for airspeed.

When the runway numbers are at 45 degrees to your  rear, begin making your base turn. You should lose another 50 to 75 feet during your turn, which should be easy, because turning the plane adds drag. After you turn base, add another 10 degrees of flaps. Assuming you began at a standard traffic pattern altitude (TPA) of 1000 feet AGL, you should be right around 625 feet at the midway point of your base leg.

You should calculate your turn to final depending on the wind. For crosswind landings, when you're flying the base leg, you'll either have a (quartering to direct) headwind or a (quartering to direct) tailwind. If you have a headwind on your base leg, you'll want to begin your turn to final a little late, because as you turn, the wind will actually push you backward. If you have a tailwind on your base leg, you'll want to begin your turn to final a little early, because the wind will actually push you forward.

Your altitude should be right around 450 to 500 feet when you begin your turn to final, and you should try to lose another 50 feet during the turn. Now comes the tricky part.

WING DOWN TO TOUCHDOWN: 
The wing down method is difficult to learn, because it puts the controls in exactly the opposite position that a pilot is used to during normal flight. During normal flight, when you want to turn, your ailerons and rudder agree. If you want to turn left, you turn the yoke to the left and apply left rudder, vice versa for turning right. This maintains coordinated flight. However, when you put the plane into a side slip, the controls are crisscrossed. If you've got a crosswind coming from your starboard (right) side, you would turn the yoke to the right, "putting the wing down into the wind" while simultaneously applying left rudder. Vice versa for a crosswind coming from your port (left).

Putting the plane into a side slip allows the pilot to fly a straight path, with the nose of the plane pointing forward. The wings will not be level with the ground, but that should not be a problem in a high wing aircraft.

The pilot must gently work the aileron/rudder combination until the plane flies straight. Remember, the ailerons become increasingly less effective as airspeed decreases, so they will need to be more heavily engaged as you approach the runway.

Unless the crosswind is very light, I personally recommend leaving the flaps at 20 degrees, and to keep your airspeed slightly higher than normal. In a Cessna 172, during a normal landing, you should be right around 65 KIAS on your final leg, pulling the throttle out over the runway numbers and touching down right around 55 KIAS. However, for a crosswind landing, you should be about 70 KIAS on your final leg, and you should touch down right around 60 to 65 KIAS.

CRAB-AND-KICK: 

When you've got a crosswind, if you want to fly straight, you need to crab. This means that the nose of your plane is pointing to the left or right, but you're flying a straight path over the ground. Crabbing is absolutely normal, and in fact, unless you're flying into a direct headwind, or have a direct tailwind, you'll always have to crab a little bit to get the plane to fly straight. Crabbing during normal flight doesn't present any problems, but when you're trying to land, crabbing can really mess with your confidence. If you maintain your crab all the way to touchdown, you'll likely roll right off the runway and into the grass!

The crab-and-kick method is exactly what it sounds like; big planes, and low wing aircraft do it all the time. Crab-and-kick involves crabbing the aircraft on the final leg, to right before the moment of touchdown, and then applying rudder in order to straighten out moments before the aircraft's wheels touch the ground. What's the problem? No problem, if you're good. Just know, that as soon as you straighten out (kick) the nose to line it up with the runway, the crosswind is going to push you to the side, so you'd better be touching down real quick, or you'll be landing off the runway. For the big and heavy jetliners, this isn't a huge deal. Their weight and momentum allow them a little more leeway. A lightweight plane like a Cessna 172 is another story. There's a big difference between "kicking" it when you're 15 feet off the ground and "kicking" it when you're 3 feet off the ground. That's why learning the wing down method is so important.

Above all else, if you find yourself on short final and something isn't going right, never be afraid to initiate a go-around.

Now, just wait for the next time you have crosswind conditions at your favorite airport and go do 785 touch-and-goes. You'll be a master crosswind lander in no time!

Landing Tips

There are many techniques published on how to make better landings. Some techniques will actually conflict with other techniques. The debate, as you can well imagine, can be very heated. The reality is, there is no single correct technique that works for everyone. Who cares what your technique is as long as you can land the plane gently and safely every time. If you have a technique that works for you then stick with it. If your technique does not yield consistently smooth landings then continue reading.

Below is simply my technique for landing a Cessna 172. If you are struggling with your landings and you are training in a small aircraft, such as a Cessna 172, try thinking of the landing in 3 phases and at no time should you force a bad approach, round-out or flare to the conclusion of a landing. Try thinking of all approaches to a landing as really a go-around interrupted by a landing. This mentality will have you focused on going around if the landing does not feel or look right. Do not get so focused on landing a plane at the expense of bending metal.

PHASE ONE:
The approach is the first phase of a landing. Every good landing starts with a good approach. Try to stabilize the aircraft's approach so you do not have to make a lot of corrections close to the runway. This means make sure your airspeed is 1.3 times the stall speed (in a C-172 the speed is approximately 61 knots. Slightly increased depending on the wind conditions. I usually come in this face between 65-70) Your horizontal ground track, which is controlled by your ailerons, should take you over the runway centerline. The nose of your plane should be aimed straight down the runway and any yaw left or right should be promptly but smoothly controlled with rudder. Make sure all these are set ASAP after rolling out on final and adjust them promptly yet smoothly when anything changes. Also, determine the proper amount of power necessary for glide slope control as soon as you turn onto final. In a normal landing, your power should be set to approximately 1,500 RPM in a Cessna 172 with full flaps, but... if you are low you will need to add power and if you are high you will need to reduce power... remember...you are now operating near the region of reverse command where you should power for altitude and pitch for airspeed. If the airplane is not stabilized on approximately a 3 degree glide slope by 200 feet above the runway then a go around should be performed. To recap phase one, you want the plane in a stabilized 3 degree glide slope descent so it will fly itself all the way down to the aiming points (the big fat rectangles) which is where phase two begins.



PHASE TWO:
The round-out is the second phase of a landing. Every aircraft has it's own round-out altitude. For a Cessna 172 you should transition from a stabilized nose low descent, which was established in phase one, to the round-out at approximately 25-40 feet above the runway. The round-out is basically like the bottom of a playground slide. It's the curve at the bottom of a slide. If you look at the profile of a slide you will notice that the bottom curve does not go up at the end, nor does it go down... it goes horizontal. So when you are performing your round-out, transition from a nose low attitude to a nose level attitude (horizontal). In a Cessna 172 I begin the round-out at about 25-40 feet above the runway. Once the nose of my plane is level, I allow the plane's altitude to continue to decrease to approximately 1-5 feet... and no lower. Remember... even though the plane's flight attitude is level at 20-30 feet above the runway, this absolutely does not mean the flight path is level... the plane is still descending... just not as fast as it was in phase one. If you try to hold 25-40 feet of altitude you will end up shedding all your airspeed and eventually you could stall the plane at that height which is definitely NOT WHAT YOU WANT TO DO. Phase one's descent rate should be close to 500 feet per minute and phase two's descent rate is more like 150 feet per minute. During this 2nd phase is also when the power should begin to be slowly and smoothly reduced . About one second after the round-out begins, start to slowly reduce some of the power. So... To recap phase two... At approximately 25-40 feet above the runway, slowly and smoothly begin to level the nose of the plane but continue to let the plane smoothly descend from 25-40 feet down to 1-5 feet of altitude while slowly and smoothly reducing power.



PHASE THREE:
The flare is the final phase of a landing and is undoubtedly the most difficult to master. If the round-out began at 25-40 feet and ended with the plane at 1-5 feet above the runway with the power just above idle, the flare is what settles the plane down on the runway with a nose high attitude. The flare is basically the pilot trying to hold that 1-5 feet of altitude as long as possible with practically no power and an airspeed that is constantly decreasing. As the airspeed decreases, you will need to apply more back pressure on the yoke to maintain 1-5 feet of altitude. The trick is to not loose any altitude and just as importantly, not gain any altitude. If you gain altitude the plane will "balloon" and this will usually require promptly adding power and often will require you to abort the landing and go around. If you loose altitude too quickly you will have a less than smooth landing. So...as you are maintaining 1-5 feet of altitude with the airspeed decreasing you will have to carefully apply more back pressure on the yoke. This combination causes the plane's nose to eventually rise. As the airspeed finally decreases to the point where the wings can no longer generate any lift, the power should now be reduced to idle as the plane slowly descends from 1-3 feet above the runway down to the runway surface where the main wheels should gently touch down with the nose wheel still in a nose high attitude. Continue to carefully pull back on the yoke just enough to keep that nose wheel off the ground, but not so much as to pop the plane back into the air. Keep pulling back on the yoke until the yoke can no longer be pulled back any further. Once the yoke is fully aft, then the nose wheel will eventually make contact with the runway surface.

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French Valley for Breakfast

I planned all week for my flight to French Valley.  Woke up early Saturday and got weather at 7am and out by 7:30.  I sent mike a text message to find out what plane we were flying because they are on the opposite sides of the airfield.  Mike calls me immediately after, and informs me, my flight is on Sunday.  I woke up early for nothing.  So i went back inside and went to sleep.

I am glad it was not on Saturday though because there were thunderstorms at french valley.  So Sunday seemed like a better day.  There was only a 10% chance of thunderstorms on Sunday.  So i spent that day tracking the weather and making sure we were still able to fly on Sunday.

I have Fore flight on my IPad, and it is the best program i have ever purchased.  $70 a year, but you get charts, flight planner, procedures, weather, briefing, file of flight plans, GPS follow, route tracking, IFR procedures, and the list goes on and on.  The best possible program ever made for a pilot.

Sunday comes around and i repeat the same thing in the morning, wake up at 6.  Weather briefing at 7am.  They say VFR not recommended by the coast.  But sky broken at 12,000.  And wind was light and variable the entire route.  The proposed route we were going to take there was KVNY to KSMO's 132 degree outbound VOR radial over LAX SFRA (Special Flight Rule Area), to Saint Vincent Bridge, to the Queen Mary, to Dana Point, to Lake Elsinore, to French Valley.

I called Mike just to ensure we were going to go flying and he said yea.  To show up and meet at Pentastar.  I was unsure about the flight as it was raining at my house and cloudy outside, but the clouds were very high in the sky.

I got to the airport, and met with mike.  We talked about the flight and he liked the flight plan.  He said it looked very well put together.  We talked about the weather and any way out just in case the weather was not permitting.  We were going to turn back immediately if needed and come back to the Van Nuys, Whiteman, Burbank, or Santa Monica.  It was reported 3-7 miles visibility thoughout the route. and clear of clouds.

We performed the preflight and got her started and at the runway.  A few moments later we were in the air.  It was smooth.  Not one bump, or hobble, or anything.  On the flight over to santa monica, It was a quite amazing view from the air.  We were able to see the rain falling from the clouds but not quite making it to the ground.  It was falling from about 12000' but evaporating by about 1000'.  I wish i had a camera and could have gotten a picture of this.

We get to smo and make the turn to the 132 outbound radial at 3500' over lax.  All Lights on.  Squawk 1201, announce on cooridor traffic CTAF.  Same procedure we went through last time over to catalina. But instead of turning towards catalina at Saint Vincent bridge, we turned the opposite direction to the queen mary and followed the coast to Dana Point.  The coast was clear.  We were able to see the water, the land, and everything else. We were navigating using mainly pilotage since it was somewhat clear outside. There were some points that we got a little rain on the airplane for a much needed bath.  (Your welcome Uwe).

My flight plan was pretty accurate to this point.  We were only one minute off.  But the rest of the legs were right on par.  By this time we were on with flight following as to help keep a lookout since the weather was not optimal for a VFR flight like this.  It seemed pretty slow in the air today.  Not too much going on and not too many people in the air.

It was nice not having to worry about 100 other people in the same area we were in.  I think we got one traffic advisory the entire route there.  Which was a jet taking off from Santa Ana (John Wayne) airport.  We saw it taxi to the runway, and takeoff from where we were. Then pass in front and above us.

Once at dana point we being our treck inland, over the mountain and to lake elsinore. At this point we were getting into exactly 3 miles visibility.  And let me tell you.  For that being minimum VFR visibility, i would be scared to fly in that.  It was also raining at this point.  So the visibility was probally a little less than 3 miles, and once in that, your cant really see too much.

Im glad i got to experience it, but i can see how it can quicly become less than 3 miles and leave you looking for a way out. It is quite amazing how the water sheets off the windsheld slowly until it hits the curved part, then it just zooms past and off the window.  I can imagine how hard rain, can make it difficult to see as well.

Luckily it did not get any worse.  it was like that until we got to the mountain pass.  Then it stopped raining and cleared up a bit. But not much. Still roughly 3 miles visiblity.  We turn towards french valley and about 4 miles out were still looking for the airport.  It kinda popped out of no where just in time for us to see it and enter a tear drop pattern 500' over pattern alitiude to check the traffic, and then enter left down wind pattern to runway 18.  I used a little town just to the east of the airport to do my 270 degree turn over to enter the pattern. My pattern was a little off as i was a little too close to the runway on downwind and turned base a little early.  So i ended cutting power early, and we landed about 1/3 of the way down the runway as we were really high when we turned to final.

I didnt want to put her into a slip in this though, as i was unsure how the airplane would react to a slip in this kind of weather.  And we definately had enough runway.  The runway is 6000' so i knew we had enough room to land and make it off safely even 1/3 of the way down the runway. The landing was nice though.  Flew in the ground effect for a while, and landed with very little bounce or jolt to the plane.

We pulled off the runway and taxi'd to the transient parking.  Parked and ran into the restuarant, as it had started to rain very very hard at that point.  It was a 200' run and i ended up getting pretty wet on the way to the restaurant.  That's how hard it was raining.  Once in the restaurant it was nice and dry.  Warm and extremely busy.  Im not sure if the town is so small that's where people go for breakfast but for a rainy day at a airport restaurant it was really busy.

I had the breakfast buritto and it was pretty good.  They salsa there is by far the best part i think.  It did a good job at filling me up.  Mike got a chicken salad.  We ate our food, and talked for a little while about some stuff.  Flying, Personal Life, Events, and some other stuff.  We started to discuss the flight back, which reminded me i needed a weather brief.

Our proposed flight back was from French Valley, to lake elsinore, to lake mathews, to Pomona VOR, to El Monte, through Burbank's airspace to Van Nuys.  The weather briefing stated that corona was IFR and we needed to fly over corona to get back home.  So we planned to fly west of corona and if the IFR conditions were going to effect us, we would turn around and either go back to french valley, or play it by ear and get to where we could safely. Once in the air, we remained at traffic pattern alititude for about 3 miles just to be on the same level with everyone.  Picked up flight following and started our treck back home.

We got the occasional rain here and there, but nothing as bad as coming in.  It seems as if the IFR layer was just right over corona, at maybe 1000'.  We were already at 4500' so it did not effect us.  We still stayed west of the airport for safely reasons.  Dont want to get too close to IFR conditions and have a jet come out of a cloud and BOOM.  Directly west of us there was also IFR conditions lining the ground.  And the ceiling was at 12000' above us.  So we were ok for the flight back so far.

We had to be careful here not to bust into bravo's airspace on the way, as LAX has alot of shelves.  So we stayed northeast of the airspace unti we were over el monte.  Then we were able to turn towards van nuys, and be clear by a few miles of the bravo airspace.  Over el Monte we started our VFR descent, to 2500' as we didn't want to enter Burbank's airspace early.  They have a 3000' shelf that we just stay under and it gives us another 5 minutes of flight without having to be on with Burbank.  And i like to stay out when possible as there are a lot of big jets in there.  And im just a small Cessna.

We were handed off to Burbank, and contacted them to get clearance through their airspace.  The controller that day was kind of a "douche".  He was talking really really fast, and at a certain point my instructor started to take communication as the controller was confusing me and my flight instructor.  He was calling VFR checkpoints by the incorrect names.  Granted i know he might have been busy, but come on.  Does not help to also talk 100 miles an hour when you know people are having trouble hearing you.  After a few minutes he understood what we were doing and we understood what he wanted us to do.  Too bad it took a few minutes to get that established.  A few minutes was unnecessary as he just needed to slow down and talk!!

Now, thankfully out of Burbank's airspace, we contact van nuys and get cleared to land on runway 16L.  The approach was the best approach yet, and the landing was flawless.  No Bump.  No Jolt.  I didn't even feel the wheels touch the ground.  My instructor was very very impressed.  The landing was a little flat but ever so smooth.  I wish all my landings are like that from now on.

We did our debriefing and he was extremely impressed with the whole flight, and the few flights before that, that he mentioned most of my future flying would be by myself solo as that is mainly what i need to be able to get my license and take the check ride.  he said he can not see anything that he can critique me on as i did everything by the books and properly at the correct time.

Saturday im suppose to fly solo to the practice area for an hour to practice some maneuvers.  Stay tuned for the upcoming solo flight to the practice area.