High Performance Endorsement And Dakota Checkout Achieved

So yesterday, after the debacle of the trial,  I headed off to the airport, preflighted the plane,  and met up with Mike.

I got to play with the GFC 500 autopilot  and put it in Take Off/Go Around mode and esenetially pre loaded the route and once we hit 800 feet afdter taking off form pontiac and being cleared on course, I hit the autopilot button and the plane got on course and climbed at 500 fpm to the selected altitude.  Piece of cake.

We again headed to Lapeer so as we neared Lapeer I put the autopilot ion heading mode and by adjusting the heading got it ready to enter the downwind and descended via the vertical speed feature to pattern altitude.  Piece of cake and I was right where I needed to be.  I can get used to this.  Then I disconnected the autopilot, entered the downwind and got to work on landings.

The landings and some pattern work were even better than those I did on Monday. I was nailing the speeds and settings. Pretty much had the place to ourselves and I got a lot of good practice in - short field landings and takeoffs, soft field landings and takeoffs and regular ones as well. Lot of good practice and I was making some smooth landings with great airspeed control.

Then it was getting dark and we headed back to Pontiac and I handled it via autopilot as well.

There were some unwanted visitors at Pontiac airport - a flock of Geese had decided to land between the runways and migrate around willy-nilly which led to some issues.

We first were told to enter a right base for Runway 27R but got changed to 27L due to Geese threatening runway incursions on 27R.

Did a landing, then stayed in the pattern and did a couple more on 27L.  By then it was getting rather dark but wasn't an hour past sunset so I couldn't use them as credit for night landings, but in reality they were at night so good practice indeed.

Then for the last landing we switched to 27R, I greased it in perfectly and taxi'd back to the hangar and shut the plane down.

Mike then endorsed my logbook with the high performance endorsement and let the club secretary know that I was now fully checked out on the aircraft.

That's 1.8, 9 landings, and the high performance endorsement in the logbook!

Flying - The Piper Dakota Checkout Ride 2

So yesterday, I headed straight from work to the airport to continue the checkout.

I did the preflight and then Mike arrived and we discussed the plan for the evening - fly to D95 Lapeer and do some pattern work to get used to the Dakota's handling.

Since the wind was out of 220 at 8 knots we'd use Runway 18 there.

Turns out, landing the Dakota well is all about airspeed engagement.  If you're on speed in each stage of the pattern, you're going to get a good landing in.

Downwind is 90 once you hit midfield, base is 85, final is 80 slowing to 75 on short final.

Once I got those numbers dialed in, everything went very well.

First landing was ok but not great, a bit left of center-line and needed to keep the nose up more. Not the best approach.

For the second pattern, I really worked on nailing the airspeeds and having the correct pitch and power in and the next landing was right on center and very nice indeed. 

Did it again and then we started adding some more fun into the mix.

I then did short field takeoffs which in a Dakota are rather fun - two notches of flaps, rotate at 50 and climb at Vx. The plane lifts off with no issues at all, gains airspeed rapidly, and it is a fun and easy performance takeoff.

We then did some short-field landing practice and with managing the air speed correctly for them I nailed those pretty well too.  The Dakota is very much a numbers aircraft - get it on the proper airspeed, at the proper time, with the proper pitch and power settings and it is a shoe-in for a good landing.

Then we did some soft-field takeoffs. The short field takeoff begins with the yoke puled all the way back and two notches of flaps in. The only problem is the Dakota really wants to climb and get out of ground effect before it is ready to actually fly and you have to quickly transition and push the yoke forward to stay in ground effect and pickup speed, put not so soon that you stay on the ground or return to it.  Took a bit of finesse but I got it.

Soft field landings are the same as regular landings for the most part, but you leave a bit more power in at landing and keep the nose high as long as possible on the ground.  Easy.

A couple of other planes came and went while we were practicing, including a Cirrus doing IFR practice missed approaches on Runway 36 -- opposite the wind and our direction of travel, which made for a few interesitng moments including one where I simply held short of the runway after landing until we figured out what the Cirrus was actually doing as he wasn't quite clear. The second time he did his approach practice we were on final as he zoomed in but he stayed quite high above traffic pattern altitude so it was no issue.

We then played with the GFC 500 autopilot on the way back to Pontiac and I enjoyed another opportunity to use it.  I sorta knew how to use it having done it once before, but it was great and got a good refresher and I'm fully up on it now.

We then headed back to Pontiac and the pattern was all sorts of busy.  First had an instruction to report a 2 mile right base, but as I reported that Tower had us break off the base to do an extended downwind for traffic.

I used the autopilot to turn us onto the downwind nice and easy and we flew outward for quite awhile.  Disconnected the autopilot, and turned back in when instructed to by the controller and was then number 2 to land.

Really extended final as a result and it was pretty much civil twilight but not night yet so I brought it in for a nice landing. Then taxi'd to the hangar, wiped the bugs off and put the plane to bed.

Mike said I did very good with the landings and had really improved my control of the plane, and assuming I keep that up on the next ride, he has no problem signing me off for the high-performance endorsement and the Dakota.

That's 1.8 and 8 landings.

Flying IFR - Lesson 10 - Approaches, Now With A Circle To Landing Feeling

I met up with Kevin at N5337F this morning.  It was going to be a hot one, but only scattered clouds were forecast at 4-5,000 feet which was nice after all the low overcast and storms the past few days.

We would be flying first to lapeer to do the VOR A approach with a full circle to land, followed by the ILS 27 at FLint and then the Localizer backcourse at Pontiac and finally ending with the RNAV 27 at Pontiac.

So I got the procedure loaded in, and pulled up and checked the plate for D95's VOR A approach.

Took off and was passed to Detroit approach and then Great Lakes Approach and setup for the VOR A to Lapeer.

Flew it and it wasn't bad at all.  The circle to land was interesting as you're at a lower than typical traffic pattern height throughout the process which does look and feel different.  I did a nice landing on Runway 18. For whatever reason, I always do good landing at Lapeer.

Then up again and right on to Flint's 27 ILS approach which came up real fast.  I was getting behind fast too.  But I got it going and did stayed on the glidepath but was having some difficulty staying on the localizer due to some wind but got it figured out.  Not the best I've ever done, but not bad, ending in a solid missed approach and a climb to 2,500 with a right turn.

Then to the localizer back course, which as the name suggests is the opposite of the front course.  Clever these naming conventions.  We did the full approach including the procedure turn.  Was behind the curve on that one too, especially figuring out the procedure turn, but did it ok with a very nice approach at the end.

The RNAV 27L was sublime perfection by comparison.  I got vectored out to LEHRA and was then on top of things and ahead of the aircraft and the approach for the entire approach.  With LPV guidance I rode that approach from the final approach fix to landing like it was on rails, perfect vertical and horizontal alignment the whole way with a perfect landing.  Kevin was very pleased with how I did on that one, and I was rather happy myself as that one just clicked and flowed perfectly.  A very positive ending to a lesson.

Had a good debrief and he stated we would now do a circle to land on every lesson with approaches to get used to doing those. We went over the approach plates he noted I did great on the RNAV 27L, and that was the lesson.

That's 2.1, 1.5 simulated instrument,  4 approaches, and two very nice landings.

Flying - The Local Airport Triple

Today is too nice a day to not get in the air.

Sunny, not a cloud in the sky, and winds calm to 3 knots.  

So, I jumped into the trusty Archer and took to the skies.

I decided to leave the local airport environs and get some un-towered airport practice.

It turns out a lot of other pilots had the same idea.

First, I took off from Pontiac and they had me cross 27R and instead use the big runway - Runway 27L, which is always fun.

Then I flew northeast to Lapeer, where I entered the pattern for Runway 18 as planes were already using 18, using appropriate radio calls all the while.

Another couple planes were there and not an issue, we had each other in sight and it's all good.  

I did a good landing and then taxied back and held short and waited to takeoff as an bright yellow amphib piper cub was coming in to land, sans radio  (but smartly with another pilot who had a radio flying with him letting everyone know), and with the other aircraft coming in to land behind him. Fun to watch.

I then took off and remained in the pattern. Radio calls all the while, a few more planes entering the pattern, all is well and everyone is showing solid awareness.

That is until I get on short final.  Very short final, got the numbers in the windscreen, landing looks and feels just perfect, this is going to be great  ----

And a dickhead in a blue painted Cessna decides it's a perfect time to roll onto the runway and takeoff without any radio call or looking at final to see an aircraft about to land on the numbers.

"Archer 28S is going around, sidestepping right due to traffic taking off!" 

Not stated but understood by everyone else in the pattern - "You flipping f'ing moron taking off while I'm about to land!"

Thanks a lot there super chief.  Full power, slowly retract the flaps, and fly the airplane and keep separation from the moron that's taking off.

So I headed off to my next airport - D98 Romeo.

Flying to Romeo and I overfly and then setup for Runway 18.  Do my radio calls and enter the downwind and get a report from the ground that they are working on the lighting to the left of runway 18 but should not be a factor.  I can see them and let them know I appreciate the heads up.

Another airplane also comes in and we've got good communication and spacing, I land, he then lands, and we both taxi again to takeoff. Another nice landing.

I bid him a good flight and takeoff and head back to Pontiac.

12 Miles out from Pontiac I give the tower a call. I then get instructions to do a straight in and report a 3-mile final to Runway 27R from the tower. Yay.

 

I'm #2, following another Archer who is in the pattern, and he clears the runway and I land and just grease the plane in perfectly.

Then I park, refuel the plane, and put the plane to bed.

1.3 and 3 very good landings and a very mandatory go-around.

Flying On A Thursday

This morning was absolutely beautiful as far as flying weather goes - winds light and variable, ceiling starting at 12,000 feet, unlimited visibility.

So I did some work in the morning and then left the office and headed to the airport for an early lunchtime flight.

A lot of other pilots had the same idea as Pontiac was pretty busy with lots of planes in the pattern or heading to the practice area.

Flying N3553M, I took off and headed to the north to Lapeer to get some airspace to myself.

About 12 miles away I could easily see Lapeer Airport.

Lapeer airport is to the right side rear in the picture.

One plane landed there before me and then I did a very nice landing on Runway 18, then did a taxi back on Alpha to take off again on 18 and head to the practice area.

In the practice area I first did a radio call on the DCT frequency ad found 5 other planes were also in the area, so we each made sure we had distance and altitude separation. I then did some clearing turns and followed them up with slow flight, power off and power on stalls and steep turns. Not too shabby. I finally did a nice decent power on stall - the secret is to crank back on the yoke as soon as you add power so you can actually stall. Steep turns were nice as well.

Then a little sight seeing - Fly over Lake Orion and See the løveli lakes! (No Moose were spotted during the taking of this picture):

Then back to Pontiac to do some pattern work. First I was instructed to call a right base at 2 miles but as I got closer they sent me out to a 3 mile final, which was no problem. A nice landing and then it was taxi back, hold short while another plane came in to land, and then line up and wait to do it again.

I then did four more patterns and landings and called it an excellent time.

1.6 and 6 landings.