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2021-06-12.md

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Information

  • Date: 2021-06-12
  • Time: 09:00
  • Expense: $387.14
    • Ground Instruction: .00
      • Rate: $56.00
      • Time: 0.0
    • Flight Instruction: $117.60
      • Rate: $56.00
      • Time: 2.1
    • Plane Rental: $248.40
      • Rate: $138.00
      • Time: 1.8
    • Tax: $21.14
  • Aircraft:
    • Category: Airplane
    • Classification: Single Engine Land
    • Make: Piper
    • Model: Cherokee Warrior II
    • Serial: 28-8316074
    • Identification: N43060
    • Hobbs:
      • Start: 2173.40
      • Stop: 2175.20
    • Tach:
      • Start: 5017.50
      • Stop: 5019.10
  • Points of Departure and Arrival:
    • From: KJEF
    • To: KJEF
  • Weather:
    • Official:
      • METAR: 
         KJEF 121353Z 31008KT 10SM FEW110 28/20 A2992 RMK AO2 SLP116 T02780200
 KJEF 121453Z 34007KT 10SM CLR 29/20 A2992 RMK AO2 SLP115 T02890200 50007
 KJEF 121553Z 33009KT 10SM CLR 31/19 A2993 RMK AO2 SLP119 T03060194
    • Observed:
      • Wind: 7kt from 340
      • Clouds: Clear
      • Precipitation: 0.0
      • Temperature: 82
      • Humidity: 62
      • Dew Point: 68
      • Pressure: 29.92
      • Visibility: 10sm
  • Covered:
    • Slow Flight
    • Normal Landings

Lesson Review

Preflight

Everything checked out on the airplane this morning, other than the left wing tank being slightly below tabs - which the crack lineman made quick work of.

I made my radio call to ground, requesting taxi - to which they responded with instructions to taxi to Runway 12, via A1 to A, crossing Runway 27. I read the instructions back to them, and we headed toward the run-up area.

I'm getting quicker and quicker at getting through the run-up checklist. This run-up was just about the same as the previous ones - so we headed to the Runway Hold Short and made our radio call for clearance.

JEF Tower, Warrior 43060 holding short of one two on alpha, ready for departure

My CFI told me not to provide directionality to Tower so I could hear the way they responded - which was simply asking me to provide directionality

Departing to the Southwest, 43060

Takeoff

Takeoffs are pretty simple for me now and that makes me feel good. I know that it's one of the simplest elements of a flight, so it's nothing impressive - but I like having it figured out.

Anyway - we rolled out toward the southwest, climbed to about 3500', leveled off, then performed clearing turns to set up for maneuvers.

Manuevers

Slow Flight

I aligned to a cardinal (North this time), reduced the power, waited for VFE, extended the flaps, waited for 60kts, then set the power to 2000 RPM. Once I had settled on my attitude, I applied the appropriate trim to keep the plane there. After a bit, we executed a turn to the East and to the West, applying less-than-standard-rate input for a standard-rate turn.

Stalls

Next were the stalls. I struggle to remember the setup steps, so we have to talk through them each time we go out (I'll work on this).

Power Off Stall

After a quick discussion, we pitched the nose down to simulate a landing and perform a power off stall.
After arriving at 65kts, I reduced the power to idle and pitched the nose up to an exaggerated flare attitude, fighting harder as the airplane slowed. Once the stall horn voiced it's objection, I pushed the nose over and increased the throttle to full, reducing flaps as I regained airspeed. nd returned to cruise flight.

Power On Stall

We ran through the steps to set up for a power on stall, then away we went.
I reduced power to around 1300 RPM and pitched for 55kts. Once I was there, I set the power to full and pitched the nose up into a climb attitude and held it until the stall horn chimed in - at which point I simply pushed the nose over to get back to level flight, reducing the power when we achieved cruise speed.

Steep Turn

Out next trick was a steep turn back toward the airport and to avoid some other traffic in the area.
Not much to report on this one - a dash of power, a 45 degree bank and a nice rollout to our desired heading.

Landing

We came back the airport and shot a few landings.
I'm going to be honest - these felt a bit sloppy to me. There was one point where my CFI offered to set the last notch of flaps for me on final, mentioning that I could use both hands on the yoke if necessary.

Note: I'm not naive - I know what that means: I was performing poorly - which was not what I wanted to be happening at this point in my training, but I took the hint and begrudgingly forfeited control of the flaps as I approached the runway.

Other than requiring a bit of extra instruction on securing the correct glide slope, I was actually decently pleased with the other aspects of this portion of the day. I was remembering all of the steps and timing - and even if my execution wasn't perfect, I was happy that I was retaining something.

Last Thoughts

If you scroll up a bit, you'll probably notice that I made a point to strike the word "about" in one of the previous sentence - and there is a good reason. I want to warn you that this is going to sound very braggy - but I'm proud of it, so I'm going to tell you anyway:
My CFI said that my air work was was really good - specifically mentioning I held my altitude and heading very well - even during the manuevers. He went as far as saying that it was close to flawless as I could ask for! To me, it didn't feel flawless, so I was ecstatic to hear that.

Regarding the landings:
My CFI noted that my first few patterns were good, but my performance degraded as we went along - so he attributed it to fatigue. While he might be right - I'm still a bit frustrated with myself. Upon reflection, I remind myself that it will take time. As a teacher of mine used to say, "It's a journey, not a light switch."

Recap Data

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