One more cross-country flight to jacksonville Executive. Our route crosses a restricted area: when it is active, I cannot fly there in specified altitude range. That area can be activated in specified hours, or by NOTAM. If it is active, I should avoid it or choose an altitude out of the area range.
Briefing. The area is inactive. The weather is good. Let’s fly!
It is the first flight when I asked for flight following: ATC sees me on the radar and potentially warns about close traffic and bad weather. It is very similar to IFR flight, but now I can look around =)
At about 10 miles before entering restricted area I ask the controller about area status, just in case. Everything is OK. And the controller gives me some more information about adjacent areas.
Flight following is a very useful thing. I like it. 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.
This post is becoming traditional when I continue my practical training after 1-3 months interruption: blog is still alive, the idea is alive too.
At least I am piloting again. I flew more than an hour today. Normal take-offs and landing, short field take-offs and landings, soft field take-offs and landings. Stalls, steep turns. I missed it a lot!
I continue my training. I already wrote that I am going part 61 instead of 141 for my CPL, and it is really perfect. Yes, it is 250h TT vs 190, 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 FAA written. Now I use aviationexam and gleim with more than 90% score. Possibly will purchase sheppard, 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. Or I can just wait until 2020 requirement will enter into force =)
I am in doubt. I feel that generally I am ready for FAA CPL written test, but I’d like to test myself with some question bank. I went through official FAA materials, and I am pretty confident in the subject. I need QB just for sure.
With EASA it was very simple: 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 web-version, and work with a very limited number of platforms. I am also not sure about UI.
ASA. Users’ feedback is pretty good, slightly worse than sheppard but acceptable. But they have android verison, online version, offline version… Possibly it can be a better option.
Dauntless. I found some mentions, but nothing more. Not sure about it.
Gleim. It was great for my IR, but not sure about CPL.
Aviationexam. I mentioned it just because it is great in terms of UX/UI, and EASA QB is also perfect. But I am not sure that it is good for FAA test preparation: just 610 questions.
Possibly somebody has any experience with these providers? How good is sheppard? Is it worth to use my old forgotten win environment?
I always wanted to see the mountains and lakes near the Austrian border. It really worths to see them, they are incredible. The problem is that you should climb pretty high, up to 6000 feet, but today’s weather allowed to do it.
I bet that glider pilots would be jealous about my flight today. There were very wide and strong thermal flows, that weather is ideal for gliders. Even in Cessna I could turn a little bit and get +200 feet without any power change. I wonder whether it is possible to stay in that flow in Cessna, probably it is, but of course I did not check it 🙂
One more impression for me today. In the pattern at České Budějovice I was the second after a small jet. Actually it’s the first time when I see a jet flying out of a large international airport.
I saw incredible landscapes today. I cannot find proper words to describe them, so I am just attaching some photos. Sorry for my camera, some day I will replace it.
Today I planned a long flight across the country. I literally wanted to fly almost half of Czech Republic. The weather was not so bad, and I headed to the East.
The significant part of the route laid in controlled airspace, therefore my workload was higher than usual. I’m still not used to talking to ATC so much.
At some moment the cloulds moved lower, and it became really dangerous to fly below them because of the terrain, the margin was not so high. There were still some VMC corridors to climb, and I asked the ATC to climb to 5000 above the cloud layer. The weather about 20 nm to the East seemed much better, so I just needed to overfly that layer. Neither the online wx radar nor ATC observed any thunderstorms, so it should be pretty much safe. After overflying the hills I finally found a VMC corridor to descend below a cloud layer: it was more than 3000 AGL there. The rest of the flight was pretty calm.
Vysoke Myto has three runways, one of them is paved (asphalt). The aerodrome also has runway and taxiway lights and some hangars nearby. However, there was nobody there. I didn’t see a single person. Neither on the frequency, nor at the hangars. Complete silence.
On the way back I came across one more abandoned military aerodrome with a perfect wide concrete runway. It looked like a precise copy of my home base (LKLN), even the hangar looked the same. I saw a stage and some temporary buildings, probably it was some openair. Of course I did not land, I just overflew the runway.
It’s always better to practice more, so I made 7 landings on different aerodromes on the way back 🙂
The morning weather was not cooperating, and I supposed that my flight would not happen. At about 10 am the clouds started to dissipate though, and the weather briefing did not show any thunderstorm in a reasonable time, so it seemed that we could takeoff!
Today our route was to the South-East. There is a very interesting aerodrome with a grass runway, Stankovice, and haven’t flown there yet.
On the direct route I saw some low clouds. I am still not instrument-rated, so the only option I had was to find another route with sufficient visibility. I tried to go to the South, and it worked. Visibility was perfect there, and after some miles I found a very comfortable wide corridor to the East.
I used to empty small aerodromes with a little traffic. Usually nobody answers from the ground at such aerodromes, but in Stankovice I had an answer, moreover, it was in English! It’s luck, it’s always good to practice my communication.
The airport had a grass runway with a white centerline (actually it was the first time I had ever seen a centerline on a grass runway).
It was lunch time! Let’s have one more 100$ hamburger! The city was beautiful with a nice castle and river. The food was inexpensive and delicious. I like my timebuilding!
On the way back I found a long concrete runway and decided to fly over to look at it more closely (there was no airport in that place on the charts). It was a really long runway with great taxiways. No runway markings, no tower. Probably it was an old military airfield… I found two roads crossing the runway, and some bikers on the runway itself. It’s a pity that that perfect airfield is not used for airplanes nowadays…
Finally I made some tonch-n-goes on some airfields around my home base and landed. Just in a few miles before landing I caught a small rain. The runway became wet, but the visibility was OK. That rain did not stop till the evening.
Today it was a great day. I flew a lot, and I am excited about that.
I started with touch-n-goes in the home aerodrome, then a short flight to LKPLES with a 1640-feet-long and 15-metres-width runway. That airfield is pretty close to LKLN. I made a standard pattern, and on a base leg found out that I don’t have flaps. It is not very good idea to land without flaps on that short runway, and I decided to return. Our runway is very long for Cessna C150, therefore landing even without flaps is not a big deal – just a little higher speed and longer flare.
After landing our technician fixed the airplane in a short time, and I was able to fly once more. And this is a great flight for it is my first 100$-hamburger-flight! Not literally, I ordered pork and french fries, but it does not matter. One more grass runway, a little sloped. Czech Republic is a great place for initial training 🙂
Here are some photos from our home base:
The weather is great now. The sky is great, and I can see breathtaking landscapes from an airplane. I could see the scenes of terrific beauty. After about 2 pm the wind became stronger, and landings were some more difficult, but it allowed to make a progress.
I can say that the clouds look differend from an airplane than from the ground. They are almost flat at the bottom, while from the ground they look like pieces of wadding. There were some weak thunderstorms far away, and they also look very interesting.
On my way back I found a small house (actually a former windmill) where I was living some days in May. It looks even more cosy from the airplane. Actually there are a lot of beautiful places to fly here, including small villages and old castles.
From some moment I found out that I have more time on the pattern than earlier. I make all necessary actions faster, and they require less thinking. I suppose that it is a good sign 🙂
Today I finally was able to fly. I know that landing and approaches are still my weak point, and today I practiced them a lot. I flew at six different airports to increase challenge.
I was pretty good at my home aerodrome with a wide long runway, and so I moved to LKPLES, where the runway is 1640 feet, and its width is only 15 meters. It is still paved though. After my home airport it seemed tiny!
All other aerodromes were with grass runways. Nevertheless, none of them is similar to others. I landed on a runway with a “step” where the airplane wants to jump like a kangaroo. I landed on another one which was downslope, and it was unusual that land goes further during the flare. I landed on a plain friendly runway. I landed on a rough short runway with a powerline and trees in the vicinity. It was a very interesting day.
I am happy that I have time to fly again!
I’d like to see some interesting places during my hour building, but I cannot find detailed information. Probably I have to discover it myself. For example, there are very beautiful mountains in the Northern and Southern parts of Czech Republic, and I am going to visit them.
I suppose that some day I will rent an airplane and fly across the whole Europe with multiple stops in different countries. I think it is even better than traveling by car. Some day. Probably anyone wants to join me 🙂
After about 2-months break I continue my practice. The school allowed me to fly only with a safety pilot. We made a normal take-off, standard pattern, and on a base leg we caught very strong downdraft. I started preparing to a go-around procedure, but on final everything was OK, and I made a normal full stop landing. Safety pilot did not want to take off again today, and so did I. It’s safer to wait for a better weather.