Tag Archives: C83

Solo in the Tri-Valley

Aviation, , , , , , , , , , , , , ,

Starting up 737GM was a bit of a bear but chose to fly it this morning because 906MD’s carburetor was being re-worked due to starting problems. Tower cleared me for takeoff on 7L. Winds 130@5kts but quite variable.

Flight to Byron was quite straightforward and it was a good smooth landing. On the flight from Byron to Tracy, I had still been tuned to the Byron radio and I was wondering why Tracy traffic wasn’t announcing on the radio. I was still hearing Byron traffic. While in the pattern at Tracy, I saw an aircraft taking off and one waiting to take off and I had not heard either of them speak on the radio. It was only when I was nearing base turn in the Tracy pattern that I realized my mistake. Landing at Tracy was also good. I next proceeded to New Jerusalem where it was a bouncy touch and go. The flight back to Livermore was uneventful.

apr-16-track-log

 

Air work and strong winds

Aviation, , , , , , , , , , , ,

After reviewing audio from the previous flight’s recording, we determined that the intercom was not working on the rear inputs. We can only hear the radio come through so unfortunately none of the cockpit chatter was recorded. While I squawked about this issue, since the plane is owned by Five Rivers Aviation it is really up to them to fix it.

Departed Livermore in the evening into a headwind. We flew our regular course towards Byron but the ASOS reported winds were too strong from 220 at 15 gusting to 21. Steve decided we should head towards New Jerusalem instead so we banked right over Fore Bay and did two sets of steep turns to the left then to the right. Followed by slow flight with shallow turns, power-off stall, a stall on right turn and a power-on stall. Then we did an engine out simulation.

By now the Byron area winds have increased to 20kts@220. We shot a straight in landing on Rwy 23. It was really bumpy over Fore Bay and more so as we approached the runway. We ended up being too high so the first approach and a landing wasn’t salvageable. We did a go-around and gave it one more try (good landing this time) before heading back to Livermore.

Crosswind landings, stall recovery under instruments

Aviation, , , , , , , , , , , , , , , ,

We started off with Steve handing me stylish eyewear i.e. flying under the hood. After maintaining a heading and then tracking a VOR, I practiced two stalls in the clean configuration and recovery. Using only instruments under the hood. Then I practiced an approach to landing stall. First by initiating a descent, slowing down to 1500rpm and deploying flaps. The idea is to simulate a landing approach. Then pulling up the plane in this configuration and initiating a stall the plane. Recovery is similar to a stall in the call configuration with the exception that we have flaps deployed. So slowly retract flaps step by step when a climb has been achieved.

Next, I practiced slow flight with shallow turns. And then Steve pulled the power out simulating an engine out situation. We scouted a field and when we got pretty low, Steve pushed the throttle and we headed over Byron.

The winds were really strong at 20kts but fortunately it was a headwind on Rwy 23. Still the ride was really bumpy, perhaps the bumpiest of all our flights thus far. We practiced a couple of touch-and-go and then headed to Livermore for a couple more.

On the second touch and go at Livermore, we ballooned after touchdown due to the wind so Steve immediately did a go-around. I wasn’t quick enough to react and this was a good learning experience. After one more landing, we called it quits for the day.

Radio communications for VFR

Aviation, , , , , , ,

The FAR/AIM chapter 4, section 2 defines the general framework for radio communications. Starting with the facility being called, then your full aircraft identification, state your position when operating on an airport surface, type of message to follow or your request itself if it is short. Here are some examples that I’ve encountered so far.

Just before starting to taxi out of the hangar after receiving a weather briefing (Yankee)

Livermore ground, Cessna 2 5 Echo Sierra Northeast Hangars taxi for takeoff with Yankee

Ground responds

Cessna 2 5 Echo Sierra Livermore ground runway 2 5 right taxi via Bravo

Pilot’s acknowledgement

2 5 right via Bravo 5 Echo Sierra

After getting to the run-up area and completing the pre-takeoff checklist

Livermore tower Cessna 2 5 Echo Sierra 2 5 right ready to go right downwind

Tower responds

Cessna 2 5 Echo Sierra Livermore tower number 2 for departure hold short of runway 2 5 right

Pilot acknowledges

Hold short 2 5 right 5 Echo Sierra

Tower asks to wait

Cessna 5 Echo Sierra runway 2 5 right, lineup and wait, traffic in the pattern

Tower gives clearance for takeoff

Cessna 5 Echo Sierra, the upwind traffic is in the right pattern, right downwind approved runway 2 5 right, cleared for takeoff

Pilot’s acknowledgement

Cleared for takeoff 2 5 right, 5 Echo Sierra

Approaching Byron for a landing. It is a non-towered airport.

Byron area traffic, Cessna 2 5 Echo Sierra is over Discovery Bay, inbound for right traffic runway 3 0, Byron

Approaching Byron airport for a landing. It is a non-towered airport.

Byron area traffic, Cessna 2 5 Echo Sierra is on the 45, inbound for right traffic runway 3 0, Byron

At Byron airport, getting ready for a takeoff followed by a landing. It is a non-towered airport.

Byron area traffic, Cessna 2 5 Echo Sierra is taking runway 3 0 for right closed traffic

Ready for a takeoff from Byron, heading to Livermore and on the way flying midfield over the runway. It is a non-towered airport.

Byron traffic, Cessna 2 5 Echo Sierra is taking runway 3 0 for an overhead 2 7 to Livermore

Flying over midfield over Byron airport. It is a non-towered airport.

Byron area traffic, Cessna 2 5 Echo Sierra is crossing midfield at 1200

Approaching New Jerusalem airport to check the runway, traffic pattern and wind direction. It is a non-towered airport with nobody around at the moment.

New Jerusalem traffic, Cessna 2 5 Echo Sierra is about 3 miles to the northwest inbound for an overflight for wind check

After circling the runway in a left traffic pattern, we announce our location.

Cessna 2 5 Echo Sierra is left crosswind to runway 3 0 New J