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Student Journal
Back to Journal Page 35
Flight 31 at SpanaFlight (Total:
34.1 Dual, 1.3 Sim IFR, .2 Night, 1.0 Complex, 137 Landings)
2/2/00
I have seen much better days for flying, and
I actually expected Matt to call me to cancel the flight, but as it turns
out, the winds weren't as bad as I thought. Today they were from the
North at about 9 knots, gusting to 11 or so. I didn't think my
chances for solo today were too hot because of the winds, even though they
were straight over the runway. I wanted to go out flying today
however. Matt and I talked about it some, and decided to do a short
cross country flight instead of straight pattern work.
I have been eyeballing this "Garmin
GPS III Pilot" for a couple of months, but haven't actually
gotten the chance to look at one close up. I did some research, and
found that there was a little avionics shop on the South side of Tacoma
Narrows (TIW) Airport that just happened to have one in stock. It
didn't take much to convince Matt to take me out there to look at
it. It was only about 20 miles away, and really wouldn't eat up too
much of the lesson. So, with that decided, Matt went in to get the
information he needed for this flight, and I headed out to
preflight.
After everything checked out ok, Matt and I
got in, started up, and headed out to 34 to do a runup. We then took
off from 34 and stayed in the pattern. I really noticed the wind in
the pattern today, and was kind of glad that I wasn't by myself in the
plane. I did normal pattern work, and was right on the glide slope
on final. We then flared, and bounced some. I was amazed that
I did that, but I knew why. I didn't flare soon enough again.
We did a touch and go and tried it again. The second time around
went a little better, and my flare was perfect.
But instead of continuing the pattern work, I
said "Lets go to Tacoma" and we just continued south leaving the
traffic pattern. We continued south until we intercepted the
Puyallup River, which runs northwest to the Puget Sound. I got to
see my house for only the second time from the air. Tiny little
thing at 2000 feet. As we approached the river, Matt explained that
the Seattle Class B airspace was on the other side and that I needed to be
below 1600 feet for this leg. I changed my altitude, and stayed
south of the river. I crabbed into the wind to maintain my intended
course, and we flew out towards the Tacoma Dome (which is a large
stadium). Matt then tuned the radio to the TIW ATIS and we listened
to that a couple of times.
As we neared the Dome, Matt set the radio to
a different frequency and told me just to listen to his calls. He
then contacted Tacoma Tower and advised them of where he was, and that he
had information Yankee (from ATIS). The tower responded and said to
report a 1 mile right base to runway 35. I understood what that
meant, but Matt explained it anyway. It meant that there would be no
downwind leg and that the pattern was using right traffic. I was to
use the base for my descent and then turn right for final. As
I couldn't even see the airport, I wasn't worried. We continued to
head west and Matt pointed out a peninsula and stated that the airport was
at the southern-most side of it. I then turned the plane so that
base could be entered correctly, and we continued our flight towards the
airport.
Matt also explained that this airport's
traffic pattern was 1300 feet and that I needed to be at at least 1000
feet when we made our next call to the tower. After a couple of
minutes, I spotted the airport, and continued my approach. We then
headed out over water, which is when Matt contacted the tower again.
They advised us of a helicopter on the side of the runway and cleared us
to land on 35. Shortly thereafter, I was at 800 feet and turning
final. This being my first time I actually landed a plane at another
airport made me a little nervous, but I tried to concentrate on my
procedures. The runway was about 3 times as wide and twice as long
as the one I was used to landing at, and as I started to flare, Matt
helped out and told me that I was seeing what was called a "Runway
Illusion" and that we were still too high. We then landed and
taxied clear of the runway and stopped. I made a bunch of little
mistakes in procedures during this approach.
Matt then switched frequencies to the Ground
Control frequency and contacted them for permission to taxi to the
avionics shop on the south side of the airport. They promptly
granted permission, and we then headed over and parked the plane. We
got out and went in to do a little window shopping. I looked at the
GPS and was amazed at how small that thing actually was. The little
window would be very difficult to read any farther than about a foot from
your face, which to Matt and I, didn't make it all that practical for use
in flight. The salesman then showed us the Garmin GPSMAP
195, which has
a screen over twice as large and easily readable, but costs $300
more. I wasn't convinced as to which one I really wanted and decided
to take some sales literature with me to help me decide.
After satiating myself with avionics, Matt
and I headed back out to the plane and got back in. We started up,
and requested clearance to taxi to 35 for takeoff after listening to ATIS
again. We did another runup, and then requested clearance from the
tower to take off. We were told to taxi into position and hold,
which we did. Then, after the Cessna in front of us finished taking
off, we were cleared to depart. We powered fully and took off.
We turned eastward at about 1300 feet and were on our way back to Puyallup
to call this a day. As we crossed over the Puget sound again, Matt
then requested from the tower a frequency change, which was approved, and
we switched back to 1S0 Unicom frequency and turned northward to approach
the airport.
I commented to Matt that I didn't think I did
all that well today in my procedures, and he reassured me that it was due
to the unfamiliar surroundings and a larger runway, and that he did the
same thing the first few times that he did this. I still didn't feel
all that hot about my performance, but I at least didn't feel bad about
it. We then entered the traffic pattern on the 45 degree to
downwind, turned base and final, and landed. My flare was too late
again, but I at least touched down correctly if not a little hard.
We taxied back to the parking area and shut down, locked up, and headed
in.
During postflight, Matt explained that it was
normal to forget things like I did when going into a new situation like we
did today. I didn't think my landings were all that bad
though. Matt also stated that we might just go ahead and start on
some of the further ground school lessons that he was holding off on until
after solo. I don't know if this portends that I am not soloing
anytime soon, but I think Matt is trying hard to accommodate my fears of
being "stuck in the pattern" and I appreciate it. Maybe a
little change of things may get me off this plateau that I have been on
for the last 2 months.
Also, I have decided to get the GPS 195
instead of the Pilot III. Matt convinced me of this mostly, although
it wasn't hard to do so. Now, I just have to wait for Uncle Sam to
give me my tax return so that I can afford this toy. Next flight is
on Saturday, and I hope the weather improves some. Looks like I
might just get lucky.
Until then....Journal Page 37
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