Tailwheel

I’ve already told that I need 250h total time to meet the commercial requiremens, and I considered that I can fly different aircrafts during this time-building for getting additional endorsements.

One of the endorsements is a tailwheel one. It is useful both for better airplane control and for future job opportunities: I am considering a bush flying route.

In my case the training airplane is citabria. It is an aerobatic plane. Pilots seat one-behind-another, not side-by-side. There is no attitude indicator and course directional indicator, but the airplane has g-meter which shows g-load. The throttle lever is on the left side, no flaps, a stick instead of a yoke.

Taxiing is really way more difficult: I feel like a drunk sailor. I should apply rudder much more precisely.

At the take-off the airplane’s nose initially points up, but with gaining some speed we can slightly push the stick and align the airplane almost horizontally. After that it feels like a usual Cessna take-off.

The ball in a turn coordinator behaves insanely. I used to see 1/4 deflection, at most 1/2 in a turbulent weather, but here… It runs from one edge to another. The airplane is much more sensitive.

Steep turns. The airplane enters in a steep turn very easily, and easily returns to a wings-level state as well. We can only determine an angle with g-meter and outside references.

We should turn by magnetic compass reference, so we refresh the knowledge about compass turning errors.

Stalls. As usual, we should pull the stick, and the airplane is slowing down. Then it stalls, and we can start the recovery procedure. I am pushing the stick as I used to do it on a cessna, and… It seemed that the airplane went down almost vertically. I already mentioned that the controls are much more sensitive.

Sideslip – it seems that my heading and course differs at least by 30 degrees. And in this airplane proper sideslip can be really necessary since we don’t have flaps.

I flew my first traffic patterns in about 3-4 minutes, no more. I used to do it in about 6 min.

I liked the citabria a lot. It requires even more control precision and provides less time for reaction, but it’s an amazing airplane. I think that this experience can greatly improve basic ‘stick-and-rudder’ piloting skills.

Night flight

During my previous visit here I completed almost all commercial requirements related to night hours except one 2-hour cross-country. I wanted to fly it, but some circumstances prevented that flight.

This time this flight seemed to happen. I checked the airplane in advance, ensured that we had full tanks and enough oil. Ensured that nobody would fly the airplane since that check.

The airplane just came from maintenance, and we were going to fly with my instructor.

So, here we go. We checked everything one more time, read necessary checklists. Everything was OK, and we started taxiing to the runway.

During the take-off roll the airspeed was raising, but suspiciously slow. It was more than 500 ft, but we still had 45. 45, 47… The runway is long, but still not endless, so it was better to abort the take-off. We safely stopped well before the runway threshold, but I think that the real speed was more than 70 when the decision was made.

Some system malfunction is not a pleasant case. To be honest, I was slightly scared.

We taxied back, but I still wanted to fly if possible: the weather was good, and it was not the only available airplane in the school. So we still could fly!

The flight was good. I thought that it’s hard to see clouds at night, but actually it is not, and we were able to keep us well below them.

We flew to KVNC, and requested flight following. For some reason the controller diverted us along the shoreline, around class B airspace.

Return flight was also around class B airspace, but on the East side. Firstly because of the weather avoidance, and secondly because it’s fun to fly a different route.

I like night flying 🙂

Jacksonville

Today I made one more cross-country flight to Jacksonville Executive. Our route crossed a restricted area: when it is active, I cannot fly there in specified altitude range. That area can be active during specified hours, or by NOTAM. If it is active, I should avoid it or choose an altitude out of the area range.

During the briefing I found out that the area is inactive. The weather is good. Let’s fly!

It is the first time when I asked for flight following: ATC could see me on the radar and potentially warn about some close traffic or a potentially bad weather. The communications in that case are similar to any IFR flight, but it is still VFR, and you must be in VMC.

At about 10 miles before entering the restricted area I asked the controller about the area status, just in case. Everything was OK, and the controller gave me some additional information about adjacent areas.

Flight following is a very useful thing, especially because I don’t have neither TCAS nor ADS-B equipment, and traffic information can be useful in busy areas.

I also plan some flights with IFR flight plan in a good weather to maintain my communication skills and shoot some approaches. I have to be proficient in it before entering real IMC.

To be continued

This post is becoming traditional when I continue my practical training after 1-3 months interruption: blog is still alive, the goal is getting closer.

At least I am flying again. I flew more than an hour today and practiced different kinds of take-offs and landings: normal, short field, sort field. Then stalls and steep turns. I missed flying a lot!

I’ve chosen part 61 instead of 141 for my CPL, and it is really perfect. Yes, it is 250h TT vs 190h, but I highly doubt that I can find any job with < 200h TT. And I already have 150h after my EASA/FAA PPL + FAA IR, because I flew more than 50 solo cross-country hours in August for meeting my EASA CPL requirements in future.

So, it’s really great, because I can go faster. The instructor is unavailable, but the weather is good? OK, fly solo. The weather is bad for cross-country? OK, practice commercial maneuvers in the vicinity of the aerodrome. Bad weather? Fly IFR. For part 141 it is not recommended: you should follow a syllabus.

Besides, I am preparing to a FAA written test. Now I score 90%+ in aviationexam and gleim. Possibly I will purchase sheppard air, but not sure for now.

Finally I ordered an iPad. I’m not a fan, but I’d like to use foreflight, and it exists only for iOS. I understand that there are plenty of alternatives, but what is the point? Foreflight is really great. Everybody knows it, and almost everybody uses it.

I am also thinking about portable ADS-B receiver for better situational awareness – our airplanes neither have a weather radar nor TCAS =)

Question Bank for the FAA CPL written

I am in doubt: I feel that generally I am ready for the FAA CPL written test. I went through the official FAA materials, but I’d like to use some question bank for the evaluation.

With EASA subjects it is pretty easy: there are only 2 providers (bgsonline and aviationexam), and both are really cool.

So, after some research I found these services:

  • sheppard air. It seems that it is a leader in terms of materials quality, but they don’t have an online version, and they are kinda expensive.
  • ASA. Users’ feedback is pretty good, slightly worse than sheppard but still acceptable. They have android version, online version, offline version… Possibly it can be a better option.
  • Dauntless. I found some mentions, but nothing more. They don’t look alive.
  • Gleim. It was great for my IR, but not sure about the CPL materials.
  • Aviationexam. Their interface is great and works on any teapot, their EASA materials are astonishing. But I am not sure that they are OK for FAA tests, not so many questions exist in their database.

Possibly somebody has any experience with these providers? Does it make sense to buy Sheppard Air? They seem like state-of-the-art.