ATPL

Hi

It has been a while since I wrote something. Sorry. I have been doing my ATPL the last year and I am finally starting to write some exams at the LBA (German Air Ministry) hopefully at the end of the month. The first topics will be General Navigation, Weather, EUROPs, Air Law, IFR & VFR Communications. Weather is probably the worst topic for me, so I want to get it out of the way first. Other than that I have been helping Oli at the Schule für Privatpiloten in Mainz. He got some great aircraft with the additions of the Fujis.

Sorry about the quality, but I still don't really understand how Adobe Premier works and the video editing program from my Garmin Virb is a disaster...

New Video from A PA-38

Sorry, no music.. Something about licencing...

ND4 Filter

I have posted a video on YouTube with the results of use this filter. It does make watching the video more enjoyable.

Learning, learning, learning

I am still very much at the beginning of learning what it means to be a pilot. Case in point: 

This week I took N80154 for an evening flight. The weather forecast predicted severe CAVOK with easterly ground winds 8-10 knots and 20-25 knots between 1500’ and 5000’. My plan for the evening was to do a small loop outside the airfield followed by a dead stick landing from 2000 AGL, touch-and-go, and a full stop landing (Take offs = Landings). The active runway was 18 with winds 10 knots from 140. I had purchased a few weeks ago an optical filter (ND4 Neutal Filter) for my mini-cam. The filter removes the propeller blur for the videos. I’ll post the video later. EDFB had a few flight schools doing touch-a-goes and my start was delayed a bit. A Kantana takes off before me and the tower reminded me to keep space between me and him. I pulled out onto the runway and waited. And waited.    A  n  d     w  a  i  t e d . I realized after what seemed to be ages (probably 1 ½ minutes) that in the future, I’ll won’t wait on the runway, but at the run-up area. This way, if someone needs the runway, I will not pose a barrier. That is Learning Point #1 for this evening. Crosswinds are manageable during take off, but an OAT of 30°C and QNH of 1011 gives a Pressure Density of 2256’ (EDFBs elevation is 397’) and increases my take-off roll about 20%. It really takes longer to get in the air. I also notice that my radio work needs practicing. I am hesitating and it just does not flow like when I fly more often. I have to crab into the wind to keep my heading after I leave the circuit. The compass shows 060, but the GPS track is 025. 025 is what I want. My AS is 95 knots and GS 91.

I fly my legs like a good boy and radio to EDFB that I am 10 miles north and will approach from HI-KEY position. The tower guy really does not know what that is so I explain in German. At 2000’ AGL on the altimeter over the middle runway facing 180° I cut the power and turn to the east trimming for best glide. The wind is still really blowing and pushes me to the north. I have not done this kind of thing since my flight training, and it shows! I keep looking over my right shoulder for the strip, but lose sight of it. OK, I have lost ~400’ so I turn to the north to continue the circuit. The Kantana is doing the same manoeuvre as me, but on the western traffic circuit. Have to keep a look out… I see the field to my left, my GS is close to 100 knots, but the AS is 80. Quick as a bunny, after losing 300’, I turn to the west. The sun is behind some clouds and I can see that the Kantana is still on the downwind leg. But I am a too high. 10% flaps should do it. I call “Base” and double check that my landing light is on. I don’t need carb heat since the OAT is close to 30°C. OK, turning final, but I am WAY too high. Dump the flaps to 30% and push the nose over to keep up the airspeed.

So here comes Learning Point #2 for this evening: If it looks wrong, it is wrong. N80154 does not like 30% flaps in a crosswind situation. Cessna writes that 20% is all that you need and more just brings drag. Ok, so cross winds with 8 knots directly from the east, landing on runway 18 and I am too high. What should I do? Go around. What do I do? Dump the flaps to 40% and try to pull it off. Wrong move, buddy. It seems on final all I see is runway in the wind shield, airspeed is OK-ish, but still too fast. I flare and hold. It seems as if I touch down on the mains, but I spring into the air again. Shit. I give a bit of gas to smooth out the next landing (2 for 1) and touch down. The front wheel shimmies like crazy, add back pressure to the yoke, flaps up, and full power. The take off is a welcome relief and I cruise around in the circuit to do my final landing.

So what did I learn today? Avoid waiting on the runway. If the Kantana had to circle back for an emergency I could have been an obstacle.

And 2, if it looks wrong, it is wrong. Go around and do not try to save a botched approach.

Grob 115

A few weeks ago I did a check flight on a Grob 115a from Deutsche Luftfahrt AG in Egelsbach. They had been advertising that they have a new aircraft and the best part for me is that it „only“ costs 129€/hour wet. The C-172 in Reichelsheim is 165€ so this saves a bit and I get to fly an aircraft made in the 80‘s. I will be probably be flying N80154 less and using it only for longer flights or for multi-day trips.

The Grob was introduced as a primary trainer back in the 80‘s and if you believe the website from them, it was fairly popular. They went out of business, but are back as Grob Aerospace. When I did my PPL in Augsburg there was a flight school that only had this aircraft. I did feel kind of stupid/strange/weird walking with my instructors then past these newer, cleaner aircraft and getting into a dirty, oily C-152 built in the early 70‘s. Nevertheless, it is the instructor that makes the difference and not the aircraft. But back then I was somewhat envious of the students from this other school who got to fly in these beauties.

The check flight went well except for the landings. I forgot my cushion and had problems flaring and staying on the centerline.

When I went for a flight on my own, I had the cushion and really had fun keeping the nose up during the flair. The cockpit is fairly basic with probably the original King/Bendix radio stack. As someone who has up until now basically only worked with a Garmin 430, I notice how far technology has come over the past 20 odd years. I also noticed that the Grob is louder than a Cessna. Maybe not volume-wise, but the plastic flyer sounds different than the alloy aircraft I have flown in.

Basically, I need an aircraft that I can charter for a hour each week and the Grob will let me do that without breaking the bank. 

Eye in the Sky

I went a bought a mini camcorder to try and record some flights or at least the take offs and landings. I seem to have found a good place for it. I attached it with some velcro (what would mankind do without this stuff!) and it seems to hold it in place without any vibrations. I want to try and attach it to my headset later. 

The sound is (as to be expected) terrible. I wanted to try out a cheaper camera before I get anything more professional. The camera  is a Rollei 100 Action Cam that I got at Amazon for 67€ including shipping. The functions are very rudimentary, but it seems to deliver decent results for the money. I have read in some forums that certain people where disappointed with the quality, but for under 70€ I really cannot complain. Nothing really fantastic, but more of a „Proof of Concept“. 

You can see the fruits of my labours here: http://www.youtube.com/watch?v=z7DqWv7cjuM&feature=g-upl and here: http://www.youtube.com/watch?v=e8lRO_WdTEM&feature=g-upl 

VOR Magic

So I finally figured out how the VOR works in N80154. It is not hooked up to the Garmin 430, but to the King Dual NAV/COM unit. Duhh... The last time I went out, I had tried to use the VOR and set the frequency in the 430. I was also using my iPad to back me up (can never be too careful around EDDF) and was getting conflicting information. Since I trust my iPad flying skills more than my RNAV, I stop using it.
This time, armed with the knowledge where to set my frequencies, I set up a RNAV route around Frankfurt. I took KC from work; he took pictures the whole time.

After take off (EDFB), I set my heading to 115.50 Mhz and flew 360 in-bound to VOR Charlie. I use the VOR display differently than is taught in flight school. The examiner from LBA Bavaria-South taught me this: always set your in-bound so the arrow tells you „FROM“ so your radial can be read from the top of the dial and the magnetic bearing is then shown on the bottom (Hint: TO is on the TAIL: meaning the bottom of the display).

This way, if you need to change you in-bound radial, turn the dial so the new radial is on the top, see which way the needle has moved (to the left or the right), read you in-bound compass bearing from the bottom, and go 30º to the direction the needle has moved. You now have your new in-bound magnetic bearing without having to remember any rules. It is actually easier then it reads. For example, see the VOR indicator upper right; I am in-bound 230, magnetic 050º.

Let say RADAR asks me to fly in-bound 215 due to traffic coming from the left.

Dial then 215 on the VOR. The needle went to the left meaning then that I go the bottom of the dial and go 30º to the left. In this case, 35º+ 30º means I will fly 065º to intercept in-bound 215.

I have found that this method removes any guess work from working with radials. Outbound works exactly the same except that instead of using the bottom of the dial, use the top.
Anyways, after I had my fun doing some radials and KC shot some pictures, I let him fly for a while. It is really true what my flight instructors said: One of the toughest goals is to teach a student pilot how to fly straight a level. Not that KC flew badly, but up and down left and right; I had given him some tips before I gave hime the yoke. No, I do not expect anyone to get it right the first time either, it just impresses me more how much patience a flight instructor must have to teach the finer points of flying straight and level!

Here are some impressions that KC made:

After take-off

EDFZ

City of Mainz

N80154 Cockpit

Downtown Frankfurt

EDFB