Will Samurai Husky Solo?

[Samurai Husky]

20-25hrs?. i dont know to me that sounds close. 

I have 1.5 of night left of which is 8 more TO/Landing to a full stop. 

Dual X-country of which he said we will do 2 of. Not sure where we go, i think it depends on the day and marine layer. 

Solo X-country which is 5 hours. 

Solo normal which is minimum of 5 hours. 

PPL check ride 3 hours. 

so 15+xcountry so maybe another 8 for that? so 23hrs? But thats just what i consider the mandatory stuff; I am sure i will have extra time in there for other maneuver practice. 

 

I have over 30hrs now; over 100 landings. Weather has been good, summer is finally coming and every day its been sunny with 7knt winds almost down the runway +10-15d

Nothing on soft field, i did some short field at KPAO and nailed it. I am starting to get pretty good at landings. Now they are one of the funnest thing of the flight

Either way, i think i will come in at what the average is, which is 75hrs for ppl at my club. But if its longer, its longer. 

[Samurai Husky]

 

@bradp

Sounds about right. Though you have to pass the PPL check ride before you can get sign off for the FAA one. None of the CFI's i have flown with take it easy on their students. All in all, my flight club is very cautious about safety. Which is why the insurance rates there are very low. They have the best accident record in the bay area. So i can see where they would want to protect that title. So while they might hold your hand for longer than normal, you still cant PPL until they think you are ready. I guess my statement was more of a 'the required hours remaining' less than the actual time left to PPL, which can vary based on skill. 

But solo is pretty limited in general. My sign off is only 2 airports KPAO and KLVK. So i imagine most my time will be either spent on maneuvers or bouncing between the 2 airports to practice approaches, patterns and landings. 

Edited May 13, 2016 by Samurai Husky

[Dave Colangelo]

Just now, bradp said:

My opinion is that a flight school that solos its students 15 hrs prior to PPL is doing a disservice to its newly minted pilots.  This approach may go out the window with part 141 schools or training academies as you'd then progress to the next stage of training or what not.  But, if your goal is to accumulate experience, only having minimal solo judgement / decision making and execution before being cut loose seems like an inherently bad idea.   To me it seems like the flight school is saying we'll hold your hand just long enough so if you fall it's not on our watch. 

Totally Agree. I started out at a 141 school and from my experience all the dual XC's were way before my solos so I am equally as confused as to the course this school seems to be taking. Ill check my log book when I get home but I had done most of the stuff before soloing. I soloed once at the 141 then it unfortunately closed and I had to find another school. Had the better part of my 10 hours solo left which was done at the part 61 school and there was still some stuff I had to do dual to make them happy.

 

 

Just some advice, going out on your first long distance solo is quite an experience (it was perhaps one of the most prolific experiences of my life to date). Along with all the glory comes a HUGE risk. You will be going away from your normal airspace to an airport you may have never been to both by air or land. I had to cross state lines as well as open water (in the Delaware bay) things I had never done before. You should ask your self some important questions like are you prepared to make an inflight weather decision if you are alone? Are you prepared to put the plane down on a 2000Ft. strip if you lose the engine and need to glide it down (I know you have the chute but that is still no excuse if there is a strip in gliding distance). Are you prepared to navigate if you lose all your GPS units? Are you comfortable with lost procedures? Are you prepared to divert to another field if need be? Are your paper backup sectionals up to date? 

 

The one other thing you should add to your prep time is check ride prep. I did at least 3 full on mock check rides with two different instructors before my main instructor would sign me off. If as many people are flying where you are as you have eluded to your DPE is going to give you a date at least 4-6 weeks out unless someone drops last minute. Most instructors wont call them until you are ready and then you have 4-6 weeks in which you need to stay ready. The PPL oral is no joke either, I neglected prep for that until later in my training which was a mistake. You should start looking over the PTS they can really ask you just about anything that they please. 

 

On any note still best of luck on Sunday! (I'm heading up to shoot some IFR approaches with a buddy which I have never seen done before, see you up there)

[Marcopolo]

I think I've read this entire thread (good read), but may have missed the celebration of Samurai's PPL FAA written exam.  I have my party hat on, how'd we do?   Or am I early?

[Samurai Husky]

Solo XC i will want more approach work; Most of the time i dont know where we are going until my CFI shows up at the plane. So i dont have time to review sectionals or airport diagrams with runway numbers. I have been creating my own list of airports with runway numbers, frequencies, traffic patterns & TPAs etc. But it would be nice to do somem flight planning so that i dont show up at the airport and look all confused. 

When i do show up at airport X i have to really think where the entrance to the pattern is for what runway etc. IE we'll be 10nm out and say, ask for runway 25R. Then i have to think 25R? so if Im heading towards the airport at 90 and the runway runs 250 and you have to enter on on the 45, which means enter in at 205 the 25 R is a right pattern but im on the other side which means i have to transition over the airport to enter the pattern...... its a lot to think about in 10nm including getting down to altitude, communicating with ATC, etc. If i knew where we were going prior to the flight, i could have reviewed the sectional and the airport diagram and know exactly what i am going to do before i arrive. 

For weather, I am really good at turning around and running away

@Marcopolo

your early; I keep canceling it because my CFI has to go through required topics for ground school. So i didnt want to take the test and pass then go through that material again. 

We have 6 more topics to get through, 3 of which are directly related to x-country. I was also advised to go through flight school again prior to the oral so that everything is fresh. I think i was a little to ambitious and got through all the ground school work early and now some of the more detailed concepts i am forgetting. 

[Conrad]

I too hope pattern entry gets easier as time goes on. The second to last XC flight I did was to Concord, and to aid myself I drew a beautiful diagram with all the runways and patterns and 45s. Unfortunately I put the runway headings in the orientation they would show up on a compass instead of reversed - the way runways are actually labeled. That didn't go so well.

[bradp]

I keep these pictures handy to remind me of all the decision making that goes into solo XC flights. 

My first solo XC flight during PPL was in the Virginia summer.  Weather was plus minus for convective activity, so I decided that I would hop out on the second of three legs to double check the weather radar.  Sure enough between Farmville (FVX) and home (CHO) there was this little line of 'you shall not pass!" student pilot thunderstorms.

I didn't feel at all comfortable circumnavigating cells as a not-even-wet certificate student pilot, and it appeared that Charlottesville was becoming surrounded by little cells, so I decided to wait it out a bit.  And wait I did.  The nice lady at the airport restaurant re-opened the kitchen and fed me a shrimp dinner.  The airport manager let me use the old pickup to run into town.  I got some fuel to say thank you for your hospitality.  Still these cells kept popping up and washing out right between me and where I wanted to go.

The weather radar would not budge.  Daylight turned to night (I had not done night solo) and still cells.  I had been calling the flight school to let them know what I was doing, they agreed with safety first, and I slept that night in the airport lounge (was the first but not the last time I'd do that).

The next morning was the most gorgeous sunrise flight I can remember.  Hot air balloons on downwind.  Little areas of isolated fog to look down on along the James River.  Gorgeous.  It was my first foray into weather wimpiness that continues to this day.

Have fun Sunday and stay safe!

-Brad

 

[Samurai Husky]

got bumped to monday if i pass the check ride on saturday 

 

[gsengle]

The journey is the destination, grasshopper

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[Samurai Husky]

So today..... well, today was a learning experience. It was windy... probably to windy.... no definitely too windy. We were supposed to go up and fine tune my steeps and stalls so i wouldn't be so nervous in the stall; But we had really good wind and decided to go to tracy for cross wind practice. 

Well... runway 30 had wind 210mag 17g26. So literally a direct cross wind component. Needless to say it was turbulent and we were getting blown all over the place. It was like day 1 all over again, but i worked hard and got to the runway a few times. Not the prettiest of landings, actually hardly passable, but i was on the ground. Even sitting on the runway still, the stick was moving on its own like the auto pilot was on.

Not bad for being technically near the theoretical max for the plane. Needless to say, never trying that one again...... lesson learned. After about 8 attempts we moved over to 26, which was a lot more manageable; i was able to get it down several times after 1 or 2 go around. The hardest part is keeping the plane stable when you get blasted by a 30knt wind, i ended up overshooting a lot because i didnt like taking the 30d bank with those winds.

But now i know that if i get stuck in a situation like that, i might be able to get it down, but really need to just go somewhere else. Preferably some place with a much wider runway. 

I suck at crab landings. I just cant get the whole left wing down, flare, touch one wheel, hard right rudder, all at almost the same time. Slips, no problem, but there was no way to slip in todays wind. There was just not enough rudder; 

Crazy....

[Andy95W]

I remember one of the King series of videos from 20+ years ago.  John King was talking about cross-wind landings and how much control input to use.

He made the point of using just enough rudder to keep the nose of the airplane aligned with the runway and just enough aileron to keep the airplane over the centerline.

For me, it always starts with the rudder: just like steering the airplane on the ground, you use the rudder first to keep the nose of the airplane pointed in the same direction as the runway (this becomes even more important for multi-engine work if an engine quits, but that's a lesson for a different time and place).

With the rudder input in, now the wind is going to try to blow you off the centerline.  You use the aileron to stay on the centerline.  Of course, as you do that, you will need more and less rudder, and as gusts hit you, more and less rudder again.  Eventually, you do both simultaneously and without even thinking about it.  That's why hours matter, and practice helps.

Good luck!

[Samurai Husky]

but isnt that a slip? when you are doing a crab you are not supposed to use rudder and instead point off center of the runway but then ground track on the center line. 

That is the one i have a problem with because you are essentially looking out the corner of the window towards the runway instead of straight ahead. Then at the last minute your supposed to use rudder to straighten out but keep the wing down (basically entering a slip) prior to flare. Depending on how strong the winds are at level flight will determine how long you can wait before switching. I have seen my instructor land in crab configuration on 1 wheel and then pivot with rudder to point down the runway before the 2nd wheel touches down. If you pivot to early you will be blown off the center line, pivot to late and you might lose a tire or a gear.

 

[gsengle]

For me crabbing is for final in a light airplane, not for past the threshold. After you're over the runway preparing to flare and flaring it's all slip. You have to get stabilized in the slip before in full flare and touch down on the upwind gear with no side loads.

Never understood the crab/slip debate. You fly final in a crab because it's easier and because it allows you to more easily see the wind direction and you have to touch down in a slip. Slipping on final is fine too as long as you know it's a draggier mode and you will loose energy more quickly (flying sideways). Depending on the airplane also a good way to dump speed/altitude (some light airplanes don't allow slips with full flaps etc - eg 40deg flaps in a 172, because flap wake could blanket the tail)

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[bonal]

The important thing to do in cross wind landing is to make your final turn relative to the cross wind and the pattern to allow the wind to bring you into alignment with the runway. When on base early if wind is behind and late if it's a head. If you make your turn to final at the correct point there should be little need for crabbing.

[DonMuncy]

To me, the only question is when you begin the slip. You can slip all the way from when you first see the runway, or crab all the way to down very close to the ground and change to a slip (kick) at the last minute. I prefer the latter, but recognize that others may prefer to slip all the way.

[Danb]

I prefer the latter also Don, especially in the long bodies. It almost feels like your flying with your rear end planted in the seat, poorly said, I mean I can feel the amount of correction needed in my butt and can utilize the rudder as necessary as I near the runway. GS there is a raging debate on the crab/slip choice, I also don't get it. 

The big thing is just becoming part of your plane and harmonize the base to final to runway to hanger.

[Samurai Husky]

Solo test was canceled. The flight has to take place within the solo limitations, so 25nm and winds <15knts; Xwinds<7knts.

Well there happens to be a big cloud hanging over the solo practice area at 3500ft. Which is too low for manuevers. Had to reschedule to tuesday

Passed the ground school stuff though, that was a 3 hours oral exam much like the PPL, but with a lot of plane specific questions that i had to talk about. 

But got to sit in a new acclaim; its nice, like a new suburban

 

Edited May 14, 2016 by Samurai Husky

[Godfather]

I'm glad you are able to fly multiple times per week. I completed my ppl in college and between class/work/no money my flights were up to a month apart.  Definitely not ideal but I had a great time.  Good luck on your solo!

[Seth]

On May 13, 2016 at 2:31 PM, Dave Colangelo said:

Totally Agree. I started out at a 141 school and from my experience all the dual XC's were way before my solos so I am equally as confused as to the course this school seems to be taking. Ill check my log book when I get home but I had done most of the stuff before soloing. I soloed once at the 141 then it unfortunately closed and I had to find another school. Had the better part of my 10 hours solo left which was done at the part 61 school and there was still some stuff I had to do dual to make them happy.

 

 

Just some advice, going out on your first long distance solo is quite an experience (it was perhaps one of the most prolific experiences of my life to date). Along with all the glory comes a HUGE risk. You will be going away from your normal airspace to an airport you may have never been to both by air or land. I had to cross state lines as well as open water (in the Delaware bay) things I had never done before. You should ask your self some important questions like are you prepared to make an inflight weather decision if you are alone? Are you prepared to put the plane down on a 2000Ft. strip if you lose the engine and need to glide it down (I know you have the chute but that is still no excuse if there is a strip in gliding distance). Are you prepared to navigate if you lose all your GPS units? Are you comfortable with lost procedures? Are you prepared to divert to another field if need be? Are your paper backup sectionals up to date? 

 

The one other thing you should add to your prep time is check ride prep. I did at least 3 full on mock check rides with two different instructors before my main instructor would sign me off. If as many people are flying where you are as you have eluded to your DPE is going to give you a date at least 4-6 weeks out unless someone drops last minute. Most instructors wont call them until you are ready and then you have 4-6 weeks in which you need to stay ready. The PPL oral is no joke either, I neglected prep for that until later in my training which was a mistake. You should start looking over the PTS they can really ask you just about anything that they please. 

 

On any note still best of luck on Sunday! (I'm heading up to shoot some IFR approaches with a buddy which I have never seen done before, see you up there)

As an actual example, on my long solo XC as a student, my alternator failed, and I realized it when I couldn't raise anyone on radio (flight following) other electric based units started flicking off and resetting.

I powered off everything to save the battery if needed for an in flight restart or emergency radio.

I used dead reckoning and knowing my basic position to head toward the closest non-towered airport and land.  I had planned to pass near a few during the flight and had already written their frequencies and runway info on my kneeboard paper prior to the flight (a time before iPads).  

I powered my radio back on, made some calls, got an answer from the Unicom for a radio check, looked the sky over carefully, just in case I was not getting radio traffic and landed safely.

I called the flight school and talked the situation over with my instructor.  This is where is was dumb.  We decided to call the tower and let them know I may be a no radio flight and they said okay!?!?! 

So I got the plane started on battery only, took off, shut down eveeything, and then turned on the transponder and 1 radio when I got close.  I had enough juice that the radio was still working by the time I got back an didn't even have to use light signals.

In retrospect and hindsight, with 25-30 hours I should have not made that trip back.  I should have not allows my instructor to talk me into it.  I should have had them come get me in another plane or have a mechanic at the other field take a look at the airplane and troubleshoot.

Be ready for the unexpected when you fly your plane for the first time alone.

Good luck with your pre solo checkride.

-Seth

 

 

 

[Raptor05121]

What plane are you using to learn to fly? This thread is progressing faster than I can read.

[bonal]

He is training in a Cirrus SR 20 I believe. IMHO not an ideal choice but that's just me

[Samurai Husky]

yea, a sr20; 

Probably wont be able to solo now until Friday. 

For backups i have been carrying a fully charged cell phone, ipad, with foreflight and something else, maps (both local sectional and regional sectional) as well as a binder filled with all of the airports in 50nm, runways, freq, patterns, pattern alts etc. As well as my FAR book which doubles as a full ground school book (weighs like 8 pounds);

Not leaving much to chance. The SR20 has 2 comms, each is fed from different alternators. I would need to lose both alternators to have a comm out. If i have an alt1 out i still have comm and i can call Norcal approach, get flight following and have them direct me to the airport since the MFD would be out. I would also be able to use my maps and foreflight as well. 

We had a guy this weekend that had a radio out. It was interesting to hear the towers response. After about 10mins the guy got his radio to kind of work, but it was really bad and full of static. What he didnt do was set his transponder for 7700; I also think he missed all of the light signals. 

[DonMuncy]

On ‎5‎/‎13‎/‎2016 at 1:31 PM, Dave Colangelo said:

Totally Agree. I started out at a 141 school and from my experience all the dual XC's were way before my solos so I am equally as confused as to the course this school seems to be taking. Ill check my log book when I get home but I had done most of the stuff before soloing. I soloed once at the 141 then it unfortunately closed and I had to find another school. Had the better part of my 10 hours solo left which was done at the part 61 school and there was still some stuff I had to do dual to make them happy.

 

 

Just some advice, going out on your first long distance solo is quite an experience (it was perhaps one of the most prolific experiences of my life to date). Along with all the glory comes a HUGE risk. You will be going away from your normal airspace to an airport you may have never been to both by air or land. I had to cross state lines as well as open water (in the Delaware bay) things I had never done before. You should ask your self some important questions like are you prepared to make an inflight weather decision if you are alone? Are you prepared to put the plane down on a 2000Ft. strip if you lose the engine and need to glide it down (I know you have the chute but that is still no excuse if there is a strip in gliding distance). Are you prepared to navigate if you lose all your GPS units? Are you comfortable with lost procedures? Are you prepared to divert to another field if need be? Are your paper backup sectionals up to date? 

 

The one other thing you should add to your prep time is check ride prep. I did at least 3 full on mock check rides with two different instructors before my main instructor would sign me off. If as many people are flying where you are as you have eluded to your DPE is going to give you a date at least 4-6 weeks out unless someone drops last minute. Most instructors wont call them until you are ready and then you have 4-6 weeks in which you need to stay ready. The PPL oral is no joke either, I neglected prep for that until later in my training which was a mistake. You should start looking over the PTS they can really ask you just about anything that they please. 

 

On any note still best of luck on Sunday! (I'm heading up to shoot some IFR approaches with a buddy which I have never seen done before, see you up there)

Having a GPS on your first solo cross country is like cheating. There is nothing like the "I might be lost" feeling your first time away from your familiar area by yourself. I didn't get into any trouble, but I had some "are you sure  that is lake x" moments.

[carusoam]

Nothing like the feeling when you realize all lakes look alike and the paper chart isn't very helpful at getting you un-lost... A single VOR is pretty good at defining what lake you are over.  Hmmm, That looks like the city over there, the chart indicates the airport is somewhat left of the city....

My friend/colleague started flight training using a Piper cub.  Much simpler plane, it had nothing to break...

The 'license to learn' seems pretty fitting.  You need to learn it all if you intend to use it all...  Earning the PPL is a milestone in the middle somewhere.

Sam, thanks for sharing your experience.

Best regards,

-a-

[bradp]

26 minutes ago, Samurai Husky said:

What he didnt do was set his transponder to 7700

I hope not.  Unless it was an emergency. The proper beacon code is 7600.  

75 taken alive (hijack)

76 technical glitch (lost comm)

77 goin to heaven (emergency) 

Learn those light signals.  You should know them by heart for your oral exam (always good fodder), and you can keep a copy of the FAR/AIM on the document section of foreflight if that's what you're using or even conveniently on iBook if on iOS.  

Are you getting any engine management training in the SR20?  That's something that has been historically totally absent in wet time "rental throttle management" and "rental speed" training.