Srinath and I flew dual with Steve today on 737GM. It is a Cessna 172 modified with STOL capability and 40 degrees of flaps. The goal for today is to get us a feel for the aircraft especially with full flaps so we can fly that whenever 906MD was unavailable.
As we took off on a left downwind departure, the guy who was just ahead of us encountered a bird strike and declared an emergency (“Mayday”) and wanted to return for a precautionary landing. Srinath overflew Tracy at which point he practiced slow flight with full flaps and a couple of stalls in the landing configuration. He then proceeded to New Jerusalem to practice landings with full 40 degrees of flaps. The last two landings were short approaches. It was incredible how slowly and with a tight turn we could approach for short landing.
We taxied back to Rwy 30 at New J, watched a plane do a couple of touch and go before Srinath and I switched on the left seat. I had a chance to the same air work that Srinath did previously, then we headed back to Livermore.
As we radioed the tower over altamont, we were asked to follow a Mooney and then tower asked us to join downwind midfield for a landing.We later figured out this was because there was somebody behind us on an ILS approach. This was very unusual and it took me a while to regain my situational awareness. Essentially we turned north after crossing the altamont, west and then south towards midfield. Then turned east for right downwind pattern landing.
Srinath flew solo around the Livermore traffic pattern. Just as he turned downwind on one of the patterns, tower cleared him as #2 for 25L and Srinath confirmed he was scanning for traffic (3BE) that was on a 3 mile final. But it was clear he never saw the traffic. He was on base when he asked if he was #1 for 25L and tower reminded him he was #2 behind the traffic which was now on a short final. It turned out that Srinath turned too soon so there wasn’t enough separation with the traffic ahead that had just landed and hadn’t yet turned off the runway. Tower asked Srinath to go around, after which he did a couple more patterns before calling it a day.
Today wind was 240@9kts at Livermore.We departed right downwind towards Byron where the wind was 210@6kts and clear skies.Apparently I was still on Livermore tower frequency (00:21:12 in the video) when I announced on the radio that we were inbound for Rwy 23. We did a short field landing (02:09:00) at Byron followed by a maximum performance takeoff (02:35:00). Next we proceeded to Tracy (winds 260@10) and did a soft field landing on Rwy 26 (05:32:22) followed by a regular takeoff.
We next headed to New Jerusalem which is only 7 miles away and aimed for Rwy 30. Winds were from 260 (no ATIS or AWOS in New J so we go by the Tracy weather) so it was a crosswind (06:39:00) for Rwy 30. We only employed 20 degrees of flaps and that caused us not to sufficiently slow down and remain low for landing. As we approached the runway, the airspeed got very low to 50kts and Steve pushed the throttle for a go-around at the last minute (07:32:19) as the stall horn started going off. I was apparently not watching the airspeed at all, being more intent on getting the plane low enough (through a slip) for the landing (10:02:04). That was a close call. On reflection, the thought did cross my mind that perhaps I should go around given I was so high. I should have gone around as soon as the thought crossed my mind. We did two more successful attempts before heading back to Livermore.
Over the Altamont pass just before I was going to call Livermore tower, I saw an aircraft coming straight at us. I simply pointed it out to Steve (11:32:24) who immediately banked us sharply to the left and we noticed the other aircraft pass us (slightly below). It seemed like it would have been a head-on approach and that got me quite shaken up. I should have gotten us out of trouble the moment I saw the aircraft. In reviewing the radio communications just prior, there were two aircrafts that had departed Livermore. 53MM was ahead of 7E(something) and 7E(something) confirmed to the tower that the Cherokee traffic ahead of it was in sight (11:02:11). Tower then approved 7E(something) for a frequency chance and then radio’ed 53MM that traffic was behind to its left at 2500′ and had 53MM in sight. 53MM’s frequency change was next approved. So both those aircraft were heading towards us and no longer talking to Livermore Tower. We were tuned into the Livermore Tower frequency but the three of us were neither talking to each other, nor talking to the Tower. We were in a see and avoid territory and while I saw what was most likely 53MM, I was slow to avoid. Maybe I had a premonition about this event because I asked Steve a question at the start of our flight (00:02:18 in the video) about how we deal with oncoming traffic that uses the same general path.
Back at Livermore, Steve sent me off to fly my solo in a pattern around a towered airport. I did 3 touch and go’s and on all three attempts I was #2 behind another aircraft. I had to extend my downwind leg, watch for the aircraft ahead of me before turning base.
Perfect weather today with calm winds. We headed to Byron first. An airport vehicle was performing runway field inspection at Byron on the 23/05 runway, but only after radioing to confirm nobody will be headed that way. We announced our intention to land on 30.
We did a regular landing and takeoff at Byron followed by a soft field landing and takeoff at Tracy and a no flap landing at New J. On the last one, I significantly overshot the runway (because we were faster than usual) before correcting for the landing. On the next landing, used a slip to slow down and drop altitude. Balked landing next – “there is a cow on the runway”. Final landing was a bit rough, after which Steve asked me to fly a solo completing three patterns around the airport.
There was a pickup truck beside the runway at New J which we had spotted on the first approach. It was apparently owned by a CFI who happened to be there that day to fly a paraglider (which was tucked into his trunk). After the solo, Steve told me that that CFI complimented me on all three landings and takeoffs.
As we flew over the Tracy airport, we noticed that it has now been re-opened after the runways were resurfaced and painted. Srinath started off by performing steep turns near Tracy. Next was slow flight, stall in the clean configuration and an approach to landing stall. Here is a sequence of steps for an approach to landing stall – first establish a steady descent, lower RPM to the airport pattern rate, full flaps and then trigger the stall. For recovery, drop the nose to break the stall, turn off carburetor heat, full power and minimize altitude loss.
Steve pulled off power simulating an engine out situation. Then a few landings at New Jerusalem followed by ground reference maneuver – turns around a crop circle, then turns around a point.
Upon landing at Livermore, we saw a very rare aircraft taxiing past us. It was a Bellanca Aries (N250DJ) – only one of 2 still flying out of the 4 aircraft ever made. This one was owned by Jim Rhoades of Livermore. See more details on this blog.
Last week on September 8, Srinath flew a bunch of touch and go’s at New Jerusalem. One was a “there is a cow on the runway” go-around.
We took off today and flew the usual right downwind departure. While flying over brushy peak, traffic controller alerted us to traffic in the vicinity which took us a while to locate. By that time we neared Tracy and Steve observed that the runways which had been closed for re-surfacing were getting ready and now being painted.
Today, Srinath had a chance to practice soft field takeoff and landings at New Jerusalem. Steve demonstrated it first and then let Srinath try it out a few times. On the way back to Livermore, we chatted quite a bit about how these require some of the most finessed piloting techniques.
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.
N25ES has now been determined by the insurance assessor as a total loss and the club is in the process of finding a replacement 172. Steve was supportive when I asked if I could fly the club’s 1981 Cessna 152 (N6475Q) in the interest of staying in touch with my flying skills. I flew the 152 for the first time on July 24 to get a feel for the plane. I had not remembered to charge the batteries on my GoPro the previous night so there is no video archive from that first-time experience.
N6475Q is different from N25ES in many ways. For starters, it is a 2-seater aircraft (vs. 4-seat) and has a significantly lighter empty weight of 1165lbs (vs. 1459lbs). The plane is very sensitive to control inputs because of its light weight and the ride is also bumpier as it is easily tossed around by wind. The seats feel like they are almost at floor level with the legs pretty much extended straight ahead to the rudder pedals. I found it harder to get in and out of the plane. Seats slide front-to-back and the backrest has a single reclining position flopping flat on the seat in order to reach the luggage compartment. Front seats on the 172 have height adjustment, seat back reclining angle adjustment and they slide front-to back. The engine is a 115hp Lycoming 0-235 (vs. 180hp Lycoming 0-320 series). The most noticeable difference was during climb outs after takeoff due to the weaker engine. I’m used to a regular climb on the 172 but the angle of attack has to be much shallower on the 152 in order to avoid a power-on stall. Roughly 67-70 kts Vy for the climb (vs. roughly 76-80 kts) and 60 kts on the landing approach (vs. 65 kts). Right after takeoff, we needed to level off to gain airspeed before climbing out.
I’m flying 75Q today again and we did a bunch of touch-and-go at Livermore. Towards the end we were switched to runway 25L and on the last approach, I was way too high and too fast so I did a go-around and requested tower to switch us to 25R for a full-stop.
A couple of days ago on June 30 we did a bunch of landings at Livermore. All them were decent or better, with one of them very good that Steve didn’t feel compelled to give me any instructions.
We started today with steep turns, power-off stall and then a simulated engine-out landing at Byron. On this approach we had quite a bit of altitude to lose. We tried a slip but that didn’t bring us down much because of headwinds. Then we tried S-turns to lose altitude. After 4 landings, we decided to head to New Jerusalem. It was a warm and cloudy day. The density altitude at Tracy was reported as 1600′. Reflecting on the landings at Byron I suggested that maybe extending downwind would have made it easier to land. Steve was emphatic (7:34 into the video) that that was not only necessary but it will provide more opportunities to botch a landing.
On the first landing at New Jerusalem, I came down hard and bounced up quite a bit. I didn’t react quickly so Steve shoved in the throttle (8:24) and did a go around. Rightfully he gave me an earful. The second landing was ok – flared up a little too much but was able to bring the plane down just fine. After two more good landings, Steve endorsed me to fly solo.
It was unnerving to hear Steve ask me to fly solo but once I got into the cockpit and started the preparations, all such nervousness dissipated. During the flight there was so much to mentally manage that there was no time to feel nervous. I felt ready to handle it with all the training I’d received. The first landing was alright but on the second landing I bounced. And bounced high. Thankfully Steve’s words must have stuck in the back of my mind because I immediately pushed the throttle forward and did a go-around. The nose wanted to point way high up with full flaps deployed for the landing and I remember pushing forward hard on the yoke to fly nearly level and build up airspeed before climbing and slowly retracting the flaps a notch at a time. Perhaps I came in too fast and too flat causing the serious bounce. Since I did a go-around, I decided to do two more landings for a total of 4. They were not great but I managed to make them stick. The rest of the flight back home was uneventful.
This unfortunately ended up being my last flight on N25ES. In the following week another member of my flying club flew the plane and while practicing touch-and-go at Livermore bounced hard on a landing. The plane porpoised but the pilot did not attempt a go-around expecting to salvage the landing. The nose gear touched down first and the prop stuck the tarmac. The pilot was fortunately alright. He was a low-time pilot (having recently earned his private pilot’s license on the Cessna 152 and only a couple of hours of experience on the 172) and didn’t realize the seriousness of what had just happened. He did a few more touch-and-go before calling it quits. Later inspection revealed that the tip of one prop had broken off and the firewall had buckled. The plane ended up as a total loss and an insurance claim. The club has started a search for a replacement 172.
PS: In case you are wondering about the title of this blog, check out (9:37) into the pre-solo video.
We started a right closed traffic pattern at Livermore around 5:45pm and there was quite a bit of air traffic in the area. The landings were all below average but it was good to get some experience dealing with the traffic. I’m still trying to figure out the flare just before touchdown. By the time I came around for the fifth landing, the traffic was pretty much gone. My radio work was quite shabby. In fact, I could chalk this video up as Radio Bloopers.
One time we were cleared to land but on final the tower asked us to go around – presumably the traffic behind turned out to be faster than the controller initially thought. On the next approach, I flared a little too much and I ballooned up a little too much just above the runway. So I immediately did a go-around without prompting from my instructor.
Just before we ended for the night, Steve asked the tower controller to show me light gun signals. We saw a Green flash and then a Red flash. Technically, this means “Exercise Extreme Caution“. A steady Green would have cleared us to land instead. We landed anyway because our radios were still working and we got clearance from the controller who showed us the light gun signals.
Crab Tales 