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Student Journal
Back to Journal Page 42
Flights 39 at SpanaFlight
(Total: .7 PIC, 44.3 Dual, 1.7 Sim IFR, .2 Night, 1.0 Complex, 174 Landings)
4/9/00
I was watching the weather like crazy all
weekend long knowing how important today's flight was going to be.
Yesterday was 70 degrees and sunny weather, and today was supposed to be
similar, but again, the weatherman decided to play a trick on me and the
weather was low clouds and drizzle. I headed out to the airport with
the firm understanding that there wasn't a chance in hell of flying cross
country, and that I would need to rearrange my schedule once again to try
to get the first of these out of the way, and then just do some local
flying.
When I arrived at the airport, the ceilings
were at about 3000 feet, with 10nm visibility. More than enough for
local fun, but as our return flight was planned at 3500 feet I didn't
think I had much chance of flying to Hoquiam. Matt arrived shortly,
and stated that he felt that we should be able to make this flight just
fine. I got pretty excited then and grabbed my flight bag and we
headed back to finish the flight planning we started earlier this week.
Matt called Seattle FSS and requested a
standard route briefing. That seemed fairly straight forward, and
although those briefers can seem to talk at about 100 mph, I was able to
jot down all the information in the right order. We then started the
rest of the calculations and estimations for our planned flight. I
changed the altitude for the return trip to 2500 and recalculated
everything.
After flight planning was completed, we
headed out to the plane and got set up for the flight. I had
preflight done before Matt arrived, so we were able to hop right in and
start the plane. I had my chart and flight plan next to me and Matt
made sure I had a pencil handy. We did the run up just fine, and
took off from runway 34 and announced our departure off the crosswind
leg.
Matt took the mic and called McChord AFB to
request the transition through their airspace. Things were pretty
quiet around there today, so they cleared us right away. We were
extremely busy during that first 10 minutes of flight with changing radio
frequencies several times, dialing in VOR's and NDB's, and just flying the
plane. We arrived at the first checkpoint about 1 minute behind
schedule, and we made the turn I had planned there.
We started heading almost directly west into
a headwind. I got a little off course when I misinterpreted one of
the checkpoints, and found it was actually about a mile off my right wing
when it should have been about a half mile off my left one. I
checked the DG against the compass and it was ok, but then I realized that
I had steered about 10 degrees off course during that leg. We
computed a correction course and tuned to the Hoquiam VOR that we were
receiving to track the correct radial into the airport.
About 25 miles from the airport, Matt
announced that he could see the airport. All I could see was haze,
but I didn't know what to look for with this airport. I kept
tracking the VOR and after a few minutes, was able to see the inlet of the
water the airport was supposed to be on, so I knew I would be close.
We continued and announced our approach to the airport. Hoquiam
Unicom answered stating the altimeter and preferred runway. I then
started my descent to 1000 feet and spotted the runway at about 7
miles from it.
I knew that this runway was 150x4999 and was
on a peninsula. Matt stated that this used to be a military airport,
but was converted to a GA airport when the base closed down. Either
way, it was a lot bigger runway than I was used to, and I remembered the
illusions I got on an earlier flight to Tacoma. I set up for entry
on a 45 to the downwind, and although I should have entered that leg
farther out, I did a normal approach and a pretty damn good landing
considering I really hadn't flown at all in 3 weeks or so.
We taxied off the huge runway, and I was
grinning ear to ear. I know this wasn't a solo or anything, but for me it
was an accomplishment after all. I had done the first half of my
cross country and was pretty damn happy with myself for not getting lost
or landing badly. I asked Matt if we could do a few takeoffs and
landings here, and he stated he had that in mind already, so I taxied back
to runway 24 and took off into the pattern. I was the only plane for
most of my takeoffs and landings, so things weren't pressured at
all. I went and did a pretty good landing and taxied back to do it
again. This time, Matt wanted me to do a soft field takeoff, which I
asked him to remind me how to do, as I had only done one
before.
The soft field takeoff was pretty decent, and
took the plane around for a touch and go and then performed a soft field
landing. I forgot that at the end, however, and Matt had to prompt
me to lift the nose up off the runway. We then taxied back to the
beginning of the runway and decided to start back. We checked the
flight plan, and I got my first course to steer, and we took off and
opened our flight plan.
I did a MUCH better job at maintaining the
correct course this time, although my altitude control needed help.
It seemed that every time I checked the chart and looked for checkpoints,
I would lose 300 feet of altitude and Matt would either correct or tap my altimeter.
I felt like a bonehead each and every time I did that (which is to say I
did it several times).
We were following checkpoints better this
time, and didn't get off course at all. I called up McChord this
time and requested the transition which was approved again. I then
spotted the warehouses that mark my airport all too well, and turned to
head right for it. After clearing the McChord airspace, I closed our
flight plan and entered the Pierce County airport traffic pattern as I had
done so many times in the past, and landed normally. We parked the
plane at the pumps, and got out. As all the blood rushed back into
my lower extremities from being trapped in a sitting position for 2 and a
half hours, Matt and I discussed the flight, and started discussing the
next one.
We secured the plane and headed in to the
office to debrief. Matt said he wants to do another dual cross
country with me before releasing me to go solo for it. We are going
to head out to Jefferson county airport (0S9) and then head to Boeing
field (BFI) and then back to 1S0 for next flight, but Matt wants me to do
all the planning this time. I will try this flight on Thursday,
weather permitting. The forecast looks promising, but I know how the
weatherman likes to play those little games with pilots.
I had a terrific day and had lots of fun
flying. I can't wait until I get to do this again. I am going
to try to sneak in some solo time this week as well. Hope I can get
an open slot somewhere to do this.
Until then....Journal Page 44
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