Eblo

BFR/172SP Checkout

UPDATE: Here is a Magnalox log of my fligt. If you haven't checked Magnalox out and you're into GPS/mapping geekery, you should really check it out. The logs can be viewed standalone, in Google Maps, or, most wickedly, in Google Earth. I have added descriptors of the mauevers along the route, and if I had any, I could even link in photos, or with a pay account, audio clips. Most cool.

Speaking of audio clips, I did NOT record this flight - for a few different rasons.

This is a entry that is more just a 'notes to self' about my recent 172SP checkout and not so recent BFR (Biennial Flight Review).

So my BFR was due in June. I got the ground portion done - reviewing FAA regs, stuff on sectional charts, airspace considerations/limitations, etc., and also went over the specifics of the 172SP I was going to be checking out in - but before we could do the flying portion of the review, a storm blew up. Since then, I've been on vacation, weathered out, and otherwise buried by life, so I didn't get to do the actual FLIGHT review until this past Tuesday, August 1.

The difference between the 172Ps the club has and the newer SPs is that the SPs are fuel injected and kick out an extra 20 horsepower. In addition to that, they have better (leather) interiors, awesome avionics (not full glass, but nice moving map and an autopilot), and still a slight hint of that 'new airplane smell.' Ok, maybe that was just in my head.

I got practical experience on how easy it is to flood a hot fuel-injected engine, so I also got practical experience with the 'Flooded Engine Starting Procedure." ;)

Once running, we ran though the GPS setup and the autopilot testing checklist (can you overpower it, and disconnect it if needed, and does the electric trim work properly). I have to say, I really couldn't feel the 20 extra horses from the engine, but I'll blame that on the 4,000' density altitude (yes, it was very hot and muggy). I can't wait to test it out on a 20F day in the dry winter air ;)

Anyway, the flight review was pretty 'easy.' There were a few things I stumbled on from not performing in 2 years. E.g. setting up for the stalls had me confused regarding flap and power settings, etc., though the actual stall recoveries were still well-engrained. That's why we review, I guess.

We started with steep turns then went on to stalls and slow flight. Due to healthy winds aloft, we were clocking a ground speed of 26kts on the GPS - not the slowest I've been, but still pretty cool. It was then on to some basic hood work including standard rate turns and unusual attitude recovery. To brag a bit, CFI Greg had me get myself into the first unusual attitude by having me close my eyes and make different turns and climbs with my head down - he said I lasted much longer than a lot of people before I let the plane get away from me. I have to say I was using my ears a lot to make sure I wasn't climbing or diving on the turns. It was only when he had me do a climbing turn that I 'lost it.' Recovery once told to open my eyes, however, was quick.

After that, I took off the hood and got a crash course on the operation of the GPS and autopilot. Very cool stuff, but I can definitely see how it could make you complacent in your flying. The two obvious pitfalls are a) keeping your head in the cockpit playing Nintendo with the screens instead of looking outside for possible traffic and terrain conflicts b) not adjusting power correctly when changing altitude with the AP. You could easily overspeed the engine or climb right into a stall if you're not paying attention. Additionally, if you set a decent rate and/or an unrealistic altitude, the AP will happily follow your directions and fly you right into the ground. And finally, I can see where letting the AP fly for you too much could really cause your hand flying (altitude and course holding) to rust up. But it is a great resource to have available in high workload situations as long as the limitations are kept in mind.

The AP tracked the BUU VOR flawlessly and after that, we headed back home to Westosha (5K6) for some landings.

The first approach was a straight-in, which I haven't done in a long time. I wasn't very confident and was certain I was going to botch the glideslope/flap extensions, but everything worked out fine and I preformed a nice soft-field landing complete with a tiny burst of power right at touchdown. After stumbling over these a bit on my Private checkride two years ago, I've practiced them a bit going into a few turf runways.

The ensuing short-field take-off was a little weak - I didn't keep the airspeed nailed to 55kts or so for a good steep climb - instead it was more like a soft-field take-off. Abeam the numbers on my downwind for what was to be a short-field landing, Greg, not surprisingly, pulled the power on me to simulate an engine failure. He did this right after I'd lowered 10 degrees of flaps, so it upped the challenge of making runway 21. I wasn't sure I was going to make it at first, but I nailed the best glide speed, and by truncating my base/final, brought it over the runway right above the numbers, and brought it down and got it stopped before the second turn-off.

For the third takeoff, I nailed the short-field and though I bounced a little on the short-field landing, I still got it down and slowed before the first turn-off. Not the shortest it could have been, but given the trees off the end of 03, we tend to implement an unofficial displaced threshold, so based on that, the stopping distance was respectable.

So that was it. 1.5 hours of ground time, 1.4 hours flying, 3 T/Os and landings, and I'm signed off for another two years. Additionally, I can now fly all 6 airplanes our club currently owns.

The next bit of administrivia will be to renew my 3rd Class Medical Certificate in October. That shouldn't be a problem, but I SHOULD shed a few pounds and work the heart to make sure my B.P. isn't too high - not just to pass the medical, but, you know, to live longer and stuff.

BTW, as of today, we're 2 weeks away from babyness (according to the ultrasound dates). Here so soon, and yet not soon enough. Crazy. My Darling Rose has been miserable with the swelling and kicking, so hopefully that has earned her an 'easy' labor. News as it happens (yeah right - expect posting delays).

On the podcast front, though I went to Oshkosh for a day (Saturday), I didn't record much. I still have a bunch of material I want to get out, but haven't yet. Maybe I can get some out while I'm on paternity leave - yeah right! Oh, BTW, at Oshkosh, I met Jason Miller of The Finer Points Podcast (if that link doesn't work, try this one. He was hanging out at the ZuluWorks booth with his guitar and even had one of his podcasts playing on an iPod dock. I recognized his voice immediately. I chatted with him for a bit and he said he knew of me/my podcast, so that was cool. I guess he's getting married in a few weeks, so congratulations to him. If you haven't checked out his podcast, it's worth a listen. He's a CFI with some good 'points' to consider regarding flying, safety, etc. He's definitely more of an authority than I am!

One more thing I want to link to: How NOT to Arrive at Oshkosh. There's a recording on that page of a pilot doing EVERYTHING wrong, short of crashing, while flying in to some of the world's busiest airspace. As a pilot who has read the Airventure NOTAM even though I had no intention of flying in (yet), the recording is painful to listen to. To the controllers' credit, as bone-headed as this guy was from initial contact to final handoff to ground flaggers, they maintained professional decorum and went well above and beyond to help this guy get in to Wittman Regional before it closed.

Thanks, all, for the feedback. And BTW, yes, web site comments are unofficially closed - you can thank the spammers. One day I'll upgrade MT.

That's it for now - thanks for sticking with me during the non-productive times. I'm not going to make any promises of content other than to say "eventually," since I seldom deliver anyway. Besides, there's plenty of other stuff to listen to, so I'm sure you don't miss my voice too much.

Later, gators.