Steve R.
March 4th 05, 02:49 PM
Sounds great Kevin! Isn't it nice when everything comes together?!
"Really" looking forward to reading about your check ride! :-D
Fly Safe,
Steve R.
"The OTHER Kevin in San Diego" <skiddz "AT" adelphia "DOT" net> wrote in
message ...
> Man am I tired.. Got in two flights today and FINALLY finished up my
> solo X-country requirements - with a partial equipment failure to
> boot!
>
> 1st up was an 8am hop wish Q to polish up my skills so I hit the road
> about 6:15. To say traffic sucked would be putting it lightly.
> Finally pulled up to the hangar about 7:45 - 90 minutes to drive 43
> miles. yech! - and blistered through my paperwork. Q met me at the
> ship as I was finishing up the preflight and once I was done, headed
> to the john to perform my physiological preflight ritual. (i.e the
> obligatory pee)
>
> As soon as I got back to the ship, Q says "Give me your passenger
> briefing." I dove into how to approach the helicopter, how to enter
> it, how to buckle/unbuckle the belts, what not to touch, when it was
> ok to talk, when it's ok to get out, if you're gonna puke, puke on
> your side etc... Q had a couple small suggestions after I was done (I
> never knew you had to lift the seat belt latch a full 90 degrees to
> release it) and we climbed aboard.
>
> Soon I was ready to go but had to wait for a couple other ships to
> leave the ramp area before I could pick up and be on my way. I
> started my running commentary to practice how I was going to do things
> on my check ride Monday and proceeded to pick up and taxi to the hold
> short line. I called the tower, requested takeoff and was soon
> cleared as requested. Wind was reported 300@5 but if felt like
> nothing was moving at all.. Q told me the DPE likes to see about a 5'
> hover taxi so I stepped up a bit and got into position for takeoff.
>
> I'd asked for a short delay on the runway so I could do a max
> performance takeoff so once in position, I set it down, throttled down
> to 75% and ran through the procedure. Mag check, carb heat down and
> locked, mixture full, consult the MAP chart for max takeoff power then
> throttled up and let the governor take over. RPMs stabilized in the
> green, engine instruments in the green, no warning lights, carb air
> temp was ok..
>
> Pulled power to about 20 inches and got it light on the skids.
> Stopped any movement and pulled right to max power - in this case
> 23.4" and climbed vertically above the tower height and then fed in a
> little forward cyclic to get us moving through ETL.. Once established
> in the climb, I accelerated to 60 knots and reduced power to climb at
> 500 FPM and made a normal departure from the area.
>
> On the way to RNM, Q flipped off the governor and had me roll the
> throttle off until the low rotor horn came on without descending and
> then recover. I then had to do it from 90% which was a bit tougher to
> do without redlining the MAP gauge and it took me a couple tries to
> keep the MAP gauge steady while recovering but once I'd figured out
> the throttle increase with collective decrease "ratio" I was dialed
> in.
>
> We flew governor off the rest of the way to RNM and then Q had me do a
> normal approach to the ground then governor off pickups. A couple
> throttling up to 104% and reducing throttle as I pulled collective and
> a couple throttling to 80% and letting the correlator help out in
> getting to 104%. Piece of cake.
>
> Another school ship was in the pattern with us and it was operating at
> the far West end of the runway so Q had me do a quick stop to the next
> taxiway up which received a "good.." comment from Q and then off we
> went to do a steep approach. No problems there so it was around again
> to do autos..
>
> Q wanted me to aim for the numbers so from about 800' AGL, I entered,
> set the pitch angle, arrested the RPM climb with the collective and
> pretty much rode it down to the flare and recovery. I ended up
> getting a little slow (60 knots) just before the initial flare, but
> ended up in a 3' hover right over the numbers.
>
> Around again for another one and came up a little short of the number,
> but not by more than a couple helicopter lengths. I entered a little
> early and bled off too much airspeed initially but Q said it was
> within practical standards..
>
> The last one the tower called my base so I had to make it a turning
> auto which flustered me a little bit 'cuz I forgot how the RPMs slow
> after coming out of the turn and had to listen to the low rotor rpm
> buzzer almost all the way down.. Still within test standards though.
>
> Went around again for a steep approach to the ground and then a
> running takeoff limited to 20". Hover power was about 22" so it took
> a little pedal jostling to get the thing sliding and then it seemed to
> take forever to accelerate to ETL and get the thing to "pop" off the
> runway. Once up, I kept it in ground effect to 50 knots and then
> began to climb out.. On the other end of the pattern, I did a shallow
> approach to a running landing. Not too bad considering I haven't done
> more than 4 or 5 of those ever.. Still within standards though.
>
> Time to head back as the ship was only good for 1.4 hours before a
> 100-hour was due. About halfway back, Q told me the DPE would chop
> the throttle on me and told me how it'd play out - about 2 seconds
> before he chopped the throttle.. I don't think my brain registered
> the chop before my right leg mashed the right pedal and my left arm
> dropped the collective and my right arm set the pitch angle for the
> auto.
>
> Once established in the glide, I pointed the nose into the wind and
> looked for a place to set down. Nothing below but hills and canyons
> and I finally spotted a flat spot below, but I was too high to make it
> and started bleeding off airspeed a bit too much to try and shorten it
> up. In retrospect, not a good plan.. Airspeed = energy and bleeding
> it off wasn't the way to do it.. Q took over and explained what I'd
> done wrong and after thinking about it for the past few hours, I
> realized something I should have remembered from my fixed wing days..
> S-turns will eat up altitude without bleeding off too much energy..
> Gonna have to ask Q about that tomorrow when I do my "mini check" with
> him.
>
> I called tower about 8 miles out for landing and was cleared in
> immediately. The approach and touchdown were uneventful and as the
> ship was cooling down, I asked Q if he had time to go over some flight
> planning questions I had. He was free for the next couple hours so we
> headed to the cafe and I ate while he asked and answered questions
> regarding flight planning and cockpit resource management..
> (Something that was very lightly brushed upon in ground school and the
> books we were issued are worthless for flight planning, much less how
> to get your **** together in the cockpit.)
>
> After I finished eating, Q said to come to his office and he'd give me
> a mini oral exam but I only had an hour until my next flight so I
> headed to the hangar to finish up my flight planning. A few phone
> calls to the automated services and one to the local FSS got me up to
> speed on the winds and weather and I knocked out the final details of
> my plan in about 40 mins.
>
> Preflight went well and I had to wait for the fuel truck to top off
> the tanks, but I had a 4 hour window to make a 98 mile round trip so
> no big deal. As I was strapping in, I noticed some guy with a camera
> snapping pictures of the helicopters on the ramp and some of the pads
> themselves. I didn't pay him much mind as I set up the GPS and got
> the avionics dialed in. The GPS threw me for a bit of a loop 'cuz I
> had a brain fart and forgot French Valley (F70) was not part of the
> ICAO "master plan" and dialed in KF70. The GPS puked on that
> identifier and asked if I wanted to add it as a waypoint. Well, not
> knowing the lat and long, I declined and figured it'd be a good
> exercise if I didn't use the GPS and relied on dead reckoning and
> pilotage like in the "good old days". Besides, I ended up figuring
> out my mental flatulence on the way back.
>
> Ship warmed up and all kneeboard arranged how I wanted it, and I was
> all ready to go. The "paparazzi" was still there and I noticed him
> aiming the camera my way. Guess I got camera shy 'cuz the pickup was
> just ugly and as got it stabilized, I shook my head and saw the
> shutterbug take a few steps backwards.. hehehe
>
> The departure was a 270 degree climbing turn so as soon as I passed
> back over midfield at 900' I made note of the time, established my 1st
> leg heading and started looking for landmarks. 5:30 later I'm right
> over the top of my 1st point - right on time. I'm about 8 miles
> south of RNM so I punch up the numbers on the GPS's radio. All I hear
> is static while trying to get the ATIS info (Or was it ASOS.. I'm
> tired, can't remember what they've got there) but it can't be much
> different than it was an hour before when I finished up the flight
> plan. I do catch the information ID so call the tower for clearance
> to transition their airpspace to the north.
>
> I'm met with nothing but static. Great. the comms on the GPS are
> fragged.. That kinda ruins my game plan a bit. I hear enough of the
> tower to ask them to standby while I switch radios and have to dial up
> the numbers on COM1. Much better this time and I'm cleared over the
> top at my present altitude.
>
> The following leg goes well and after my next checkpoint, I'm on a 12
> mile, 9 minute leg to a small private airfield I've never seen before.
> I'm 8 mins into it and I can't see the field. I've checked the chart
> a couple times on this leg and thought I knew exactly where I was and
> think about doing a 360 climbing turn to figure out where I am. Just
> as I start the turn, I see the hangars and turn back on course.
>
> No wonder I had a hard time finding the damned thing. It's like a
> single lane road and almost camouflaged. I flew right over midfield,
> turned to my next heading and started the mental countdown again. I
> was feeling good about my dead reckoning at that point, but of course,
> I'm a student pilot so I can't NOT make a mistake.
>
> Not sure if it was my figuring or a winds change, but I ended up a
> couple miles off course to the East and had a hard time locating my
> next checkpoint. Funny 'cuz you'd think a golf course would be easy
> to spot from 1,500' AGL. I finally spotted it and made a bee-line for
> it and made a mental note to reduce fuel remaining by about a gallon.
>
> Once over the course I made my turn to my final leg and dialed up the
> unicom freq for French Valley. I tried the ATIS/ASOS/AWOS freq on the
> GPS radio again, but it was still nothing but static. Made my 1st
> call about 6 miles out and called again as I entered the 45 to the
> downwind and then called all my legs to landing.
>
> Only other traffic was a Cessna taxiing to the takeoff end of the
> runway and he offered to hold his position while I hover taxied clear
> of the active. I set down in transient parking and gave myself a
> little pat on the back. No GPS and I made it to my destination
> safely.
>
> I shuffled some papers on my kneeboard and then taxied to the hold
> short line at taxiway Delta and waiting for my Cessna buddy to finish
> his run up and takeoff then made the call I was taking the active and
> would be departing to the south.
>
> The flight back was cake. My headings and times were pretty much dead
> on. I wasn't more than a minute ahead or behind any of my leg times
> for any portion of the trip back and with frequent peeks at the chart,
> knew where I was all the time. The GPS sure makes it easy, but dead
> reckoning is a lot more fun and challenging.
>
> About halfway back, I decide to try the Nearest function on the GPS
> and as I'm scrolling through the airport IDs, I see L18 (Fallbrook)
> pop up. The lightbulb above my head comes on and I mash the Direct
> button, dial in F70 and am met immediately with French Valley's info..
> I actually laughed out loud at my stupidity and as my "punishment"
> left F70 plugged in on my way back. I hadn't used the GPS to get
> there, I wasn't going to use it to get back.
>
> I get back to home base just fine and ask to join the pattern for 27
> left. I needed 1.1 hours and am pushing 1.5 at this point so I
> decided I'll do a few patterns and then call it a day. 4 or 5 trips
> around the patch and I'm good. My ass is numb and my head hurts from
> the constant "buzz" as my headset contacts the cabin. I've got a long
> torso and I'm a tick over 6'1" so the only way to keep my head off the
> cabin is to cock it to the side and that hurts my neck after 20 mins
> or so.
>
> Last time around I call for a full stop with taxi back to the ramp.
> As I taxi off the runway to the ramp, I see a couple other students
> watching so I over-concentrate and the setdown is a bit sloppy.
> *******s messed me up by watching. ehhehe
>
> As the ship is cooling down I see Q walking out. Just as I'm about to
> roll throttle to idle he approaches from the front and asks how it
> went. "Piece of cake." I tell him. Those aren't just words. The
> hour he spent with me in the cafe really helped me get my cockpit
> management dialed in and it really wasn't that hard. Staying busy
> verifying my route and keeping tabs on leg times really made it work
> smoothly. I feel a LOT better about X-country flights tonight than I
> did a few days ago.
>
> 2.1 was my total time and with the 1.3 I got earlier, that makes for a
> long time in an R22 for one day. The good thing is all my
> requirements have been met for my PPH and I've got one more
> "polishing" flight tomorrow before I really dive into the books.
>
> Oh crap.. Just remembered I have an instrument quiz tomorrow night..
> Guess I'll hit THOSE books right now before I hit the sack and save
> the other stuff for tomorrow..
>
>
"Really" looking forward to reading about your check ride! :-D
Fly Safe,
Steve R.
"The OTHER Kevin in San Diego" <skiddz "AT" adelphia "DOT" net> wrote in
message ...
> Man am I tired.. Got in two flights today and FINALLY finished up my
> solo X-country requirements - with a partial equipment failure to
> boot!
>
> 1st up was an 8am hop wish Q to polish up my skills so I hit the road
> about 6:15. To say traffic sucked would be putting it lightly.
> Finally pulled up to the hangar about 7:45 - 90 minutes to drive 43
> miles. yech! - and blistered through my paperwork. Q met me at the
> ship as I was finishing up the preflight and once I was done, headed
> to the john to perform my physiological preflight ritual. (i.e the
> obligatory pee)
>
> As soon as I got back to the ship, Q says "Give me your passenger
> briefing." I dove into how to approach the helicopter, how to enter
> it, how to buckle/unbuckle the belts, what not to touch, when it was
> ok to talk, when it's ok to get out, if you're gonna puke, puke on
> your side etc... Q had a couple small suggestions after I was done (I
> never knew you had to lift the seat belt latch a full 90 degrees to
> release it) and we climbed aboard.
>
> Soon I was ready to go but had to wait for a couple other ships to
> leave the ramp area before I could pick up and be on my way. I
> started my running commentary to practice how I was going to do things
> on my check ride Monday and proceeded to pick up and taxi to the hold
> short line. I called the tower, requested takeoff and was soon
> cleared as requested. Wind was reported 300@5 but if felt like
> nothing was moving at all.. Q told me the DPE likes to see about a 5'
> hover taxi so I stepped up a bit and got into position for takeoff.
>
> I'd asked for a short delay on the runway so I could do a max
> performance takeoff so once in position, I set it down, throttled down
> to 75% and ran through the procedure. Mag check, carb heat down and
> locked, mixture full, consult the MAP chart for max takeoff power then
> throttled up and let the governor take over. RPMs stabilized in the
> green, engine instruments in the green, no warning lights, carb air
> temp was ok..
>
> Pulled power to about 20 inches and got it light on the skids.
> Stopped any movement and pulled right to max power - in this case
> 23.4" and climbed vertically above the tower height and then fed in a
> little forward cyclic to get us moving through ETL.. Once established
> in the climb, I accelerated to 60 knots and reduced power to climb at
> 500 FPM and made a normal departure from the area.
>
> On the way to RNM, Q flipped off the governor and had me roll the
> throttle off until the low rotor horn came on without descending and
> then recover. I then had to do it from 90% which was a bit tougher to
> do without redlining the MAP gauge and it took me a couple tries to
> keep the MAP gauge steady while recovering but once I'd figured out
> the throttle increase with collective decrease "ratio" I was dialed
> in.
>
> We flew governor off the rest of the way to RNM and then Q had me do a
> normal approach to the ground then governor off pickups. A couple
> throttling up to 104% and reducing throttle as I pulled collective and
> a couple throttling to 80% and letting the correlator help out in
> getting to 104%. Piece of cake.
>
> Another school ship was in the pattern with us and it was operating at
> the far West end of the runway so Q had me do a quick stop to the next
> taxiway up which received a "good.." comment from Q and then off we
> went to do a steep approach. No problems there so it was around again
> to do autos..
>
> Q wanted me to aim for the numbers so from about 800' AGL, I entered,
> set the pitch angle, arrested the RPM climb with the collective and
> pretty much rode it down to the flare and recovery. I ended up
> getting a little slow (60 knots) just before the initial flare, but
> ended up in a 3' hover right over the numbers.
>
> Around again for another one and came up a little short of the number,
> but not by more than a couple helicopter lengths. I entered a little
> early and bled off too much airspeed initially but Q said it was
> within practical standards..
>
> The last one the tower called my base so I had to make it a turning
> auto which flustered me a little bit 'cuz I forgot how the RPMs slow
> after coming out of the turn and had to listen to the low rotor rpm
> buzzer almost all the way down.. Still within test standards though.
>
> Went around again for a steep approach to the ground and then a
> running takeoff limited to 20". Hover power was about 22" so it took
> a little pedal jostling to get the thing sliding and then it seemed to
> take forever to accelerate to ETL and get the thing to "pop" off the
> runway. Once up, I kept it in ground effect to 50 knots and then
> began to climb out.. On the other end of the pattern, I did a shallow
> approach to a running landing. Not too bad considering I haven't done
> more than 4 or 5 of those ever.. Still within standards though.
>
> Time to head back as the ship was only good for 1.4 hours before a
> 100-hour was due. About halfway back, Q told me the DPE would chop
> the throttle on me and told me how it'd play out - about 2 seconds
> before he chopped the throttle.. I don't think my brain registered
> the chop before my right leg mashed the right pedal and my left arm
> dropped the collective and my right arm set the pitch angle for the
> auto.
>
> Once established in the glide, I pointed the nose into the wind and
> looked for a place to set down. Nothing below but hills and canyons
> and I finally spotted a flat spot below, but I was too high to make it
> and started bleeding off airspeed a bit too much to try and shorten it
> up. In retrospect, not a good plan.. Airspeed = energy and bleeding
> it off wasn't the way to do it.. Q took over and explained what I'd
> done wrong and after thinking about it for the past few hours, I
> realized something I should have remembered from my fixed wing days..
> S-turns will eat up altitude without bleeding off too much energy..
> Gonna have to ask Q about that tomorrow when I do my "mini check" with
> him.
>
> I called tower about 8 miles out for landing and was cleared in
> immediately. The approach and touchdown were uneventful and as the
> ship was cooling down, I asked Q if he had time to go over some flight
> planning questions I had. He was free for the next couple hours so we
> headed to the cafe and I ate while he asked and answered questions
> regarding flight planning and cockpit resource management..
> (Something that was very lightly brushed upon in ground school and the
> books we were issued are worthless for flight planning, much less how
> to get your **** together in the cockpit.)
>
> After I finished eating, Q said to come to his office and he'd give me
> a mini oral exam but I only had an hour until my next flight so I
> headed to the hangar to finish up my flight planning. A few phone
> calls to the automated services and one to the local FSS got me up to
> speed on the winds and weather and I knocked out the final details of
> my plan in about 40 mins.
>
> Preflight went well and I had to wait for the fuel truck to top off
> the tanks, but I had a 4 hour window to make a 98 mile round trip so
> no big deal. As I was strapping in, I noticed some guy with a camera
> snapping pictures of the helicopters on the ramp and some of the pads
> themselves. I didn't pay him much mind as I set up the GPS and got
> the avionics dialed in. The GPS threw me for a bit of a loop 'cuz I
> had a brain fart and forgot French Valley (F70) was not part of the
> ICAO "master plan" and dialed in KF70. The GPS puked on that
> identifier and asked if I wanted to add it as a waypoint. Well, not
> knowing the lat and long, I declined and figured it'd be a good
> exercise if I didn't use the GPS and relied on dead reckoning and
> pilotage like in the "good old days". Besides, I ended up figuring
> out my mental flatulence on the way back.
>
> Ship warmed up and all kneeboard arranged how I wanted it, and I was
> all ready to go. The "paparazzi" was still there and I noticed him
> aiming the camera my way. Guess I got camera shy 'cuz the pickup was
> just ugly and as got it stabilized, I shook my head and saw the
> shutterbug take a few steps backwards.. hehehe
>
> The departure was a 270 degree climbing turn so as soon as I passed
> back over midfield at 900' I made note of the time, established my 1st
> leg heading and started looking for landmarks. 5:30 later I'm right
> over the top of my 1st point - right on time. I'm about 8 miles
> south of RNM so I punch up the numbers on the GPS's radio. All I hear
> is static while trying to get the ATIS info (Or was it ASOS.. I'm
> tired, can't remember what they've got there) but it can't be much
> different than it was an hour before when I finished up the flight
> plan. I do catch the information ID so call the tower for clearance
> to transition their airpspace to the north.
>
> I'm met with nothing but static. Great. the comms on the GPS are
> fragged.. That kinda ruins my game plan a bit. I hear enough of the
> tower to ask them to standby while I switch radios and have to dial up
> the numbers on COM1. Much better this time and I'm cleared over the
> top at my present altitude.
>
> The following leg goes well and after my next checkpoint, I'm on a 12
> mile, 9 minute leg to a small private airfield I've never seen before.
> I'm 8 mins into it and I can't see the field. I've checked the chart
> a couple times on this leg and thought I knew exactly where I was and
> think about doing a 360 climbing turn to figure out where I am. Just
> as I start the turn, I see the hangars and turn back on course.
>
> No wonder I had a hard time finding the damned thing. It's like a
> single lane road and almost camouflaged. I flew right over midfield,
> turned to my next heading and started the mental countdown again. I
> was feeling good about my dead reckoning at that point, but of course,
> I'm a student pilot so I can't NOT make a mistake.
>
> Not sure if it was my figuring or a winds change, but I ended up a
> couple miles off course to the East and had a hard time locating my
> next checkpoint. Funny 'cuz you'd think a golf course would be easy
> to spot from 1,500' AGL. I finally spotted it and made a bee-line for
> it and made a mental note to reduce fuel remaining by about a gallon.
>
> Once over the course I made my turn to my final leg and dialed up the
> unicom freq for French Valley. I tried the ATIS/ASOS/AWOS freq on the
> GPS radio again, but it was still nothing but static. Made my 1st
> call about 6 miles out and called again as I entered the 45 to the
> downwind and then called all my legs to landing.
>
> Only other traffic was a Cessna taxiing to the takeoff end of the
> runway and he offered to hold his position while I hover taxied clear
> of the active. I set down in transient parking and gave myself a
> little pat on the back. No GPS and I made it to my destination
> safely.
>
> I shuffled some papers on my kneeboard and then taxied to the hold
> short line at taxiway Delta and waiting for my Cessna buddy to finish
> his run up and takeoff then made the call I was taking the active and
> would be departing to the south.
>
> The flight back was cake. My headings and times were pretty much dead
> on. I wasn't more than a minute ahead or behind any of my leg times
> for any portion of the trip back and with frequent peeks at the chart,
> knew where I was all the time. The GPS sure makes it easy, but dead
> reckoning is a lot more fun and challenging.
>
> About halfway back, I decide to try the Nearest function on the GPS
> and as I'm scrolling through the airport IDs, I see L18 (Fallbrook)
> pop up. The lightbulb above my head comes on and I mash the Direct
> button, dial in F70 and am met immediately with French Valley's info..
> I actually laughed out loud at my stupidity and as my "punishment"
> left F70 plugged in on my way back. I hadn't used the GPS to get
> there, I wasn't going to use it to get back.
>
> I get back to home base just fine and ask to join the pattern for 27
> left. I needed 1.1 hours and am pushing 1.5 at this point so I
> decided I'll do a few patterns and then call it a day. 4 or 5 trips
> around the patch and I'm good. My ass is numb and my head hurts from
> the constant "buzz" as my headset contacts the cabin. I've got a long
> torso and I'm a tick over 6'1" so the only way to keep my head off the
> cabin is to cock it to the side and that hurts my neck after 20 mins
> or so.
>
> Last time around I call for a full stop with taxi back to the ramp.
> As I taxi off the runway to the ramp, I see a couple other students
> watching so I over-concentrate and the setdown is a bit sloppy.
> *******s messed me up by watching. ehhehe
>
> As the ship is cooling down I see Q walking out. Just as I'm about to
> roll throttle to idle he approaches from the front and asks how it
> went. "Piece of cake." I tell him. Those aren't just words. The
> hour he spent with me in the cafe really helped me get my cockpit
> management dialed in and it really wasn't that hard. Staying busy
> verifying my route and keeping tabs on leg times really made it work
> smoothly. I feel a LOT better about X-country flights tonight than I
> did a few days ago.
>
> 2.1 was my total time and with the 1.3 I got earlier, that makes for a
> long time in an R22 for one day. The good thing is all my
> requirements have been met for my PPH and I've got one more
> "polishing" flight tomorrow before I really dive into the books.
>
> Oh crap.. Just remembered I have an instrument quiz tomorrow night..
> Guess I'll hit THOSE books right now before I hit the sack and save
> the other stuff for tomorrow..
>
>