Aces High Bulletin Board
General Forums => The O' Club => Topic started by: NGXPilot on March 01, 2016, 10:21:19 PM
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Maybe three weeks or so ago I had my first visit to a Towered Airport as a student pilot. Boy did I bite off more than I could chew. And needless to say, It seemed like I did everything wrong.
First, it had been two months since I'd last flown. Where I live, calm, clear winter days are so rare that there was no time to waste. No pattern work, no touch and go. Simply startup, taxi out, let 'er rip and giddyup to KFWA. It took a few minutes to get the feel of flying back, but I quickly found myself accustomed to it. Followed highway 3 down to the FWA area, contacted FWA Approach. Nothing interesting yet, just motored my way south direct to FWA. So as we neared closer to the airport, I got something that made my stomach sink.
"Student Pilot 5155P, regional jet traffic 12 o clock, 2 miles, 1000 feet below climbing, report traffic insight."
Everything about that traffic call set of red flags in my head. Directly ahead of me, 2 miles away, only 1,000 feet below me and climbing. Worse, I can't find him. I expressed my worry to my instructor. He shook it off and said "Don't worry about him. We will watch for him and you fly the plane. That is your primary concern." So I listened, but as the seconds ticked I could feel myself shaking, struggling and getting worked up about finding that jet.
I never found him.
"5155P, regional jet traffic 9 o clock, 1 mile, no factor."
Quite a relief that was. A few moments of silence as we plan a straight in approach to runway 23.
"5155P, you have a regional jet about 12 miles behind you, make best forward speed."
Again, here I was worried about traffic. I asked my instructor about "best forward speed." He waved me off and said, "Well, let's add about 100rpm of power. Other than that, no worries."
"5155P, contact Fort Wayne tower on xxx.xx"
So I acknowledged, thanked him for his help, and contacted tower.
"N5155P, go ahead and dog leg your final, runway 23."
I thought to myself.. "dog leg?" My instructor briefly explained.
[to the regional jet behind me]
"Envoyxxxx, go ahead and dog leg your final, you are #2 for landing, runway 23."
[Envoyxxxx] "Ruff!"
Envoy's reply cracked me up a bit.
So I lined up on final and was descending. But something odd, no landing clearance. It seemed like tower had forgotten about us, and we were getting darn close to the runway. My instructor says to me, "Well, we're going to break protocol a bit here. It would seem like ATC has forgotten about u-"
"N5155P, you are #1, cleared to land runway 23."
I acknowledged, but I didn't like the feeling of a regional jet behind me.
Just then, I spotted something. Right next to Runway 23, on the ANG Apron, were A-10Cs sitting proudly on the tarmac, canopies open. I was simply awe-struck at their beauty. I admit, I probably spent more time gawking at the A-10s than I should have.
So I made what I thought, and my instructor thought, was a darn good landing. Now, my instructor had to remind me once we were on the ground that we didn't have any time to lollygag on the runway. There was a regional about 2 miles behind us. So we taxi'd off, and just as we taxi'd off and started down Charlie I caught glimpse of a beautiful round-out, flare, and touchdown of an American Eagle CRJ. Contacted ground, and requested our clearance back to C62. I got my clearance, copied it down on my kneepad, but when it came time to repeat it, I was just... lost. Completely lost. My instructor tried to hurry me along. He said we had a plane behind us and we needed to move. I looked back and sure enough, there is the nose of a CRJ. With it's sloped nose I felt as if it was a bird of prey staring me down. Amazing, none the less.
So I was lost for words, my instructor got a tad upset and reached over, keyed my mic, and repeated the clearance. I stooped my head in defeat. He simply waved me off and said "It happens, first time is always the worst. No sweat." I got "my" readback correct, and started to taxi down Charlie again. Unknown aircraft keys up on frequency: "We've all been there before."
I chuckled a bit and thought, "Maybe I'm no worse of than any other student pilot on his first flight into a towered airport." So while we held short, I held the wheelbrakes and cleaned up the cockpit for departure. As I did so, my instructor asks "Where are we going?" and my head snapped up. Embarrassed, I noticed the plane had started to move a bit. I must have let go of the brakes. I risked a quick glance over at the A-10s at the ANG apron. Beautiful.
We got our takeoff clearance, and lined up on 23. I advanced the throttle to takeoff power, but something was seriously wrong. The airframe shuttered and the engine made these awful noises. I had no idea what was happening. My instructor takes the plane, pulls the power back some, and turns on the carb heat. I didn't know what had happened until he explained it. We had been sitting on the ground for so long at near idle-power that ice built up in the carb. He handed the plane back over, and I throttled back to takeoff power.
After departure, we climbed to 3,000 feet, due home, C62. On our way home, I hear
[don't recall the callsign] "Fort Wayne Approach, xxxxxxx 12 miles northeast of the airport with maneuvers."
He got his clearance to maneuver in the airspace. I then got a traffic call concerning Mr. Maneuvers.
"N5155P, traffic 11 o clock, 4 miles, type A-10, manuevering. Report traffic in sight."
Within a few seconds, I got my wish. There, as pretty as ever, was an A-10, dancing through the turbulence and thermals. My jaw dropped a bit. We reported him in sight, and no factor. Within 10 minutes, we were out of Fort Wayne Approach's airspace and due home. Landed, wasn't great. Kinda biffed it. Full stop, taxi back, took off again for a quick pattern. My instructor likes to quit on a good note. With the wind blowing 230 at around 8-11 knots, landing on 28 back at C62 was a bit harder than straight into the wind at KFWA. But I got my cross-controlling in check and gave one of the smoothest landings I've ever had. Wheels chirped and you couldn't even feel it. Right on the center line. My instructor's happy, I've got a beaming smile, though somewhat upset at myself for all the mistakes throughout the day. Taxi in, shut down, walk in the terminal, hand off my cash and he signs in my logbook. A firm handshake, smile, "Thank you," and that was it.
Looking back, there's so much I did wrong. But it will always be a very memorable flight.
(http://i.imgur.com/gvuhL4I.jpg)
(http://i.imgur.com/9OwPEOR.jpg)
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Great story, and congrats on the experience!
It brings me back to when I flew 20 years ago. I also learned at an uncontrolled field (TAN).
My first towered airport landing was at New Bedford MA landing behind Victor Borge's (RIP) exec jet. I remember asking my instructor, "do I need to worry about their wingtip vortices?"
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Great write-up!
- oldman
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This thread needs a good ol' story from Earl.
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As a GA pilot with about 200 hours, and a Navy pilot just starting off in strike land...
We've all been there. Even on my last couple of flights of Primary, I messed up a couple of calls. Heck, half of my nervousness getting back in isn't about the newfound speed, but having to follow all of the procedures and make all the calls. The best advice I can possibly give, and it sounds like you've got it down, don't sweat it. Ever. For all that pilots like to appear as fearless gods, the first part really isn't true, so never let it get to ya!
That being said, it sounds like you had a great day! Nothing like seeing the jets at play to remind you of your love affair with the air! Are you just getting your Private license? Or are you planning to try to make a career?
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Serenity, I'd like to turn it into a career, down the commercial line. I've thought about military options, but I've set those off to the side to think about it some more. I guess I don't really understand the pros and cons of a military path just yet. Regardless of how I get there, my end goal is to enjoy my later years in life working from the flight levels.
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Serenity, I'd like to turn it into a career, down the commercial line. I've thought about military options, but I've set those off to the side to think about it some more. I guess I don't really understand the pros and cons of a military path just yet. Regardless of how I get there, my end goal is to enjoy my later years in life working from the flight levels.
As a person who spent 44 years in the air and 42 of them a professional pilot, I would strongly recommend you spent the exorbitant dollars to invest in a career that pays better. A dentist degree costs a similar sum... I know a few dentists that own their own light aircraft ... I keep their IFR ratings current.
I know we all see the BigBuks a 777 Capt brings in but you will endure many years of relative poverty before you ever see that kind of money.
A career in the military can be very rewarding and Uncle Sam pays the bills. Failing that, please do not ruin a good hobby by trying for the Airlines. I can almost guarantee regrets.
With respect <S>
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Wow. I'm glad my brother never talked to you. He is now a Captain with Northwest and has been for 10 years. Sure, I watched him struggle in the beginning but without trying.............well that's just quitting.
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I guess I don't really understand the pros and cons of a military path just yet.
Uncle Sam pays the bills.
This lol. It costs about $4,500 an hour to run the jet I'm flying. Not only do I not foot that bill, I don't pay for any of the other hours or instrument rating, or anything else, AND I pull a paycheck while I'm at it. On the Navy side of the house, you can be a P-8 pilot, which is literally a 737, so when you want to apply for Southwest, you already have thousands of hours in the exact jet they fly, that you didn't have to pay for.
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Wow. I'm glad my brother never talked to you. He is now a Captain with Northwest and has been for 10 years. Sure, I watched him struggle in the beginning but without trying.............well that's just quitting.
I think you must mean Delta. Northwest was absorbed into Delta in 2008.
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Busher, I appreciate the input. However, making the big bucks isn't much of a concern at this point. I'm sure in due time it will be, but I prefer being paid; no matter how little the pay, to do something I want to do. I'd much rather struggle for 10 years doing what I want to do than working for the family insurance company. And trust me, the company would probably pay me more than an airline ever will.
Maybe being so young with all this ambition will set a trap for me. Maybe it is a mistake to chase the dream of flying 777s for American, but I saw my father work a job he never wanted to. That will not be me.
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Busher, I appreciate the input. However, making the big bucks isn't much of a concern at this point. I'm sure in due time it will be, but I prefer being paid; no matter how little the pay, to do something I want to do. I'd much rather struggle for 10 years doing what I want to do than working for the family insurance company. And trust me, the company would probably pay me more than an airline ever will.
Maybe being so young with all this ambition will set a trap for me. Maybe it is a mistake to chase the dream of flying 777s for American, but I saw my father work a job he never wanted to. That will not be me.
Then I wish you the best of luck and the best of employers along the way. I had the same dream.
Try to leave yourself an "out" though - it becomes much more than steering the bird. While building time towards American Airlines and the associated protections of the APA or ALPA;
You will spend a cold night in a non-operational airplane because your cheap employer won't spring for a meal or a hotel.
You will consider risking your license by violating the FAR's regarding max duty time. Because if you call rest, you know that same cheap employer will fire your butt.
You will consider risking your life flying over-gross because your cheap employer says MTOW is only a guideline.
You will consider taking off in weather that makes you really uncomfortable because your employer says the kid that's been flying as your co-pilot is ready to take your Captaincy if you don't.
I could go on and on but suffice it to say, I believe it to be fundamentally criminal, the life young people are forced to live in aviation before they get an opportunity with a decent operator.
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Busher, I appreciate the input. However, making the big bucks isn't much of a concern at this point. I'm sure in due time it will be, but I prefer being paid; no matter how little the pay, to do something I want to do. I'd much rather struggle for 10 years doing what I want to do than working for the family insurance company. And trust me, the company would probably pay me more than an airline ever will.
Maybe being so young with all this ambition will set a trap for me. Maybe it is a mistake to chase the dream of flying 777s for American, but I saw my father work a job he never wanted to. That will not be me.
If you're young enough, STRONGLY consider the military...
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Then I wish you the best of luck and the best of employers along the way. I had the same dream.
Try to leave yourself an "out" though - it becomes much more than steering the bird. While building time towards American Airlines and the associated protections of the APA or ALPA;
You will spend a cold night in a non-operational airplane because your cheap employer won't spring for a meal or a hotel.
You will consider risking your license by violating the FAR's regarding max duty time. Because if you call rest, you know that same cheap employer will fire your butt.
You will consider risking your life flying over-gross because your cheap employer says MTOW is only a guideline.
You will consider taking off in weather that makes you really uncomfortable because your employer says the kid that's been flying as your co-pilot is ready to take your Captaincy if you don't.
I could go on and on but suffice it to say, I believe it to be fundamentally criminal, the life young people are forced to live in aviation before they get an opportunity with a decent operator.
Sounds like we've worked at some of the same places. :airplane:
NGXPilot, couple things to always keep in mind... You're the one in the plane. ATC is in a nice comfy chair.
When in doubt use the magic words "unable" and/or "student pilot."
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As a person who spent 44 years in the air and 42 of them a professional pilot, I would strongly recommend you spent the exorbitant dollars to invest in a career that pays better. A dentist degree costs a similar sum... I know a few dentists that own their own light aircraft ... I keep their IFR ratings current.
I know we all see the BigBuks a 777 Capt brings in but you will endure many years of relative poverty before you ever see that kind of money.
A career in the military can be very rewarding and Uncle Sam pays the bills. Failing that, please do not ruin a good hobby by trying for the Airlines. I can almost guarantee regrets.
With respect <S>
Quoted for truth..
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You flew 36 hours in 4 flight!? :O
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I don't think it went as bad as you feel it did. Good job and keep on smiling.
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You flew 36 hours in 4 flight!? :O
It's your total flight time, what an idiot I am! :lol Tells you I haven't maintained a log book in a while.
Don't feel bad friend. The first few 10s of hours I was terrorized at the idea of talking to ATC. Now I freaking argue with them to get what I need. Including 'nope, I don't think so'. They are just people like the rest of us not robots. You did the right thing, which is debriefing yourself to improve. :salute
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I think you must mean Delta. Northwest was absorbed into Delta in 2008.
Quite true. I'm sure he calls it Delta, but it will always be Northwest to me. He loves flying to China, that's the first thing he bids on every month.
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Busher, I appreciate the input. However, making the big bucks isn't much of a concern at this point. I'm sure in due time it will be, but I prefer being paid; no matter how little the pay, to do something I want to do. I'd much rather struggle for 10 years doing what I want to do than working for the family insurance company. And trust me, the company would probably pay me more than an airline ever will.
Unfortunately this is the reason why pilots (and teachers) will never get paid. Too many joining the profession because they love it at any price. If people are willing to work at cost, why would the industry pay them more than that? So just be aware, if you don't make yourself better than 90-95% of the pilots you come up with, you'll never get paid. And at some point many of them will have military training, where they've already proven themselves to be in the top few percentages.
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Money money money .... how much money do you really need?! I fly airplanes, I make $80K and I work 1/4 of the year. Working being playing video game waiting for a call.
Tell me again how your on airline 'big bucks' is working for you? All my homiez flying airlines ... none of them talk about the joy of flying, all they talk about is numbers ... long call, short call, seniority, bids, minimum return hours.sure in their 40s they finally cracked 100K after being thurloaded 10 times and sacrificed their familly time for years. For what? The ego boost of 'I fly a big plane' ... 15,000 hours of 'experience' with 6 of actually handflying the thing. Wow ... now that was an airline rant 😄
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Money money money .... how much money do you really need?! I fly airplanes, I make $80K and I work 1/4 of the year. Working being playing video game waiting for a call.
Tell me again how your on airline 'big bucks' is working for you? All my homiez flying airlines ... none of them talk about the joy of flying, all they talk about is numbers ... long call, short call, seniority, bids, minimum return hours.sure in their 40s they finally cracked 100K after being thurloaded 10 times and sacrificed their familly time for years. For what? The ego boost of 'I fly a big plane' ... 15,000 hours of 'experience' with 6 of actually handflying the thing. Wow ... now that was an airline rant 😄
Very nice rant, and all very true. :aok
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It's your total flight time, what an idiot I am! :lol Tells you I haven't maintained a log book in a while.
Don't feel bad, someone is not teaching him or filling out his logbook correctly.
To the OP, the "Total duration of flight" column is not a cumulative column, that is what the bottom of the page is for with "totals this page", "amount forwarded" and "totals to date". It is just for the total time of each entry.
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My training was the opposite. I started at a Class Delta so towered airports were easy for me. It was non-towered that I didn't care for and even to this day, if I can fly into a Towered over a non-controlled with everything else being equal, I take the towered.
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Total opposite, learned to fly at an international airport, Dublin airport Ireland if you must know. My first solo was number 3 to a 737 and a 747 complete with with 'funny' comments from the 747 Captain about his first solo. Add that to ATC's worry that the next inbound was bearing down on me so could I stay at 500 feet and 'expedite'. No pressure then.
Later when I ended up flying into to Memphis TN, I was under no pressure.. Just can't cope with no tower airfields. I just need directionsm.
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Total opposite, learned to fly at an international airport, Dublin airport Ireland if you must know. My first solo was number 3 to a 737 and a 747 complete with with 'funny' comments from the 747 Captain about his first solo. Add that to ATC's worry that the next inbound was bearing down on me so could I stay at 500 feet and 'expedite'. No pressure then.
Later when I ended up flying into to Memphis TN, I was under no pressure.. Just can't cope with no tower airfields. I just need directionsm.
Right there with ya! STRONGLY prefer a towered airport, so I don't have to be quite so worried about running over a little cessna who isn't talking...
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Don't feel bad, someone is not teaching him or filling out his logbook correctly.
To the OP, the "Total duration of flight" column is not a cumulative column, that is what the bottom of the page is for with "totals this page", "amount forwarded" and "totals to date". It is just for the total time of each entry.
Yes, I had thought this too.
I had asked my instructor concerning the matter the 2nd time he logged a flight in there. He whipped out the instructor's manual for the training kits we use and he was doing exactly what the manual told him to do logbook wise.
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I've since visited KFWA again, and with what I'd like to say were relatively little errors to my first time. I recall really only one little thing, I left my phone in the hangar at C62, So I didn't get to take any pictures once we were parked at the GA ramp. Doh. It was much easier the second time, I was more relaxed and exchanges with ATC felt more natural. Not much to write home about, really. Still interesting though.
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Yes, I had thought this too.
I had asked my instructor concerning the matter the 2nd time he logged a flight in there. He whipped out the instructor's manual for the training kits we use and he was doing exactly what the manual told him to do logbook wise.
can you post a picture of the full logbook page? I'm curious to see how exactly it's laid out.
I have never heard of anyone having it done that way and even asked some of my colleagues and they sort of laughed at the idea of it being logged that way.
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Great job. If you know you made mistakes you will achieve being a great pilot!