First two flights with passengers as a private pilot

When my good friend Dave got his private pilot certificate last year, I was his first passenger. So after I got mine yesterday, he met me at Twin Oaks Airpark this afternoon so we could go flying, only this time with me as pilot in command.

We took off from the airport and made our way south, ending up about half way between McMinnville and Salem before heading west a little ways, and them turning back north. We did a touch and go at McMinnville and then flew over Henry Hagg Lake before returning to Twin Oaks. We saw all kinds of cool stuff and did some fun turns and whatnot. It was a lot of fun flying with Dave again, and we will be spending a lot of future time together in the air, I'm sure.

A little later in the afternoon, another good friend and former roomie, Cory, went with me to the airport, and we took off for my second flight of the day. Our trip took us to Hagg Lake and the area to the south of there, then Aurora, where we did a touch and go then to Mulino, where we did a full-stop landing. From there we returned to Twin Oaks. By the time we got about 5 miles from the airport, the winds were really starting to whip up out of the southwest and west, and as I approached the airfield I started to wonder what the landing was going to be like.

In fact, Betty Stark (she and her husband own the airport) got on the radio when I announced I was approaching and intended to take a look at the windsock. She asked me what I thought, and I observed that the windsock was presenting a direct headwind, so I would fly the approach and see how it looked, but be safe in doing so. I flew the pattern to runway 20, but once I was on the final approach leg and getting close to the runway my strong headwind turned into a nasty 25-knot quartering crosswind - too much for that little Cessna 150, and especially way too much for my own personal limitations. So, I applied full power and climbed out on a go-around, crabbing into the wind.

At that point I had to decide what to do. I could go to Aurora, where I knew conditions were better, or I could go to Hillsboro, where the runways are more plentiful and facing more directions. Or, I could fly around Twi Oaks again and observe the windsock and the winds to see what they might do. I chose to head toward Hillsboro (at the Stark's suggestion) and in the process flew the box pattern around Twin Oaks again.

Once in the downwind leg for runway 20, the winds had calmed somewhat and were again running straight up the runway. As long as they stayed like that, I'd have no problem landing the airplane. So, I announced I was making another try for the field into the headwind and flew the approach. Kathy, an instructor who'd helped me with a mock check-ride exam and flight last week, happened to be in the ground in an airplane and she confirmed the winds were coming up the runway. She and her student sat on the ground in a bigger 172 while I flew the approach. It got a little squirrelly but the winds cooperated and I neatly put the plane on the ground, then got it off the runway. I have to say, it felt pretty good when Kathy keyed the radio and said "nice job." Heh. Well, I'm glad I was able to do it!

My instructor, Kelly Wiprud, had put me in situations like that one, with strong and highly variable winds, when we were early in my training and he was in the airplane with me. I hear some people hardly see crosswinds at all when they train, but I have had far more than plenty over the past few months. And I'm glad, as it's made me much more prepared for surprises like the winds this afternoon.

So, 3.3 hours just today, and it was fun. I added up my log book this evening, and was a little surprised to find out I have 77.9 hours of flight time under my belt. Pretty cool!

First flights and lessons - I'm flying!

The past couple days I've spent a little time down at Twin Oaks Airpark, a small private airport located on the far west side of Portland, Oregon. Yesterday I spent an hour there, and today I went for about two hours. Both days I learned and flew with my new flight instructor, Kelly. I've always wanted to learn to fly and over the years I've spent quite a bit of time in small aircraft. But now I'm going to put the time and effort (and expense) into learning and practicing everything one needs to know to safely fly a small aircraft.

Yesterday was what they call an introductory ride. Kelly met me and we went to the airpark office, where we chatted with Betty Stark. The Stark family owns the airpark which is on an old dairy farm and has a single runway, several hangars, classrooms and a fuel station. Then we went to our aircraft for the day, a Cessna 150. Kelly showed me the aircraft and together we went though the walk-around checklist. The Cessna 150 is a two-seater and is a smallish aircraft, but is a very common trainer. After checking out the aircraft we climbed in and started the checklist for starting the aircraft. I turned the key and the prop started spinning. Kelly explained some more necessary details about the controls and told me what was going to happen. And then we were off. We taxied from the ramp to the end of the runway and did the engine run-up and final checks on the list. Kelly radioed the local traffic to let anyone flying in the area know we were departing, and he told me to put my hands and feet on the controls so I could feel the aircraft as we departed. He explained each task he was doing as he performed them, from the time we walked up to the aircraft until we were in the air. I think I've found a great instructor. He clearly knows his stuff and is confident. That gave me a feeling of confidence, too.

Once we were in the air, he told me he was going to hand the controls over to me. The next thing I knew I was flying the airplane. Of course, Kelly was still there, light on the controls in case I screwed something up. He didn't overwhelm me with information, but instead balanced the doing, the explaining and the having fun and looking out the window. We spent about 30 minutes in the air (and a little rain from the clouds that were well above us) and then returned to the air park. I learned about the traffic pattern for Twin Oaks (it's a left pattern with a 45-degree entrance). It was a lot of fun, and probably just the right mix of time, information and experience for a first flight.

Kelly gave me a quick-read intro book with some basic information to learn: Controls, attitude, parts of an airplane, climbs and descents, turns. He assigned it as homework and we arranged to meet again the next day at 3pm for two hours - starting with a quick ground lesson followed by some time in the air.

When I arrived today, we went into the small classroom and Kelly explained some of the performance numbers I need to start getting familiar with. It clear to me that there are a lot of pieces of information that will need to become second nature. Today's classroom lesson focused on common airspeeds and engine RPMs for different basic flight maneuvers, plus an introduction to flying the traffic pattern and the proper aircraft configuration for landings. I had a chance to ask questions and took some notes and we headed out for the aircraft (another C-150, but not the same one). Today our time at the aircraft was a bit different than yesterday. Kelly handed me the checklist and rather than having me following him as we did the first time, he followed me as I did the walk-around inspection, checking the aircraft from nose to tail, top to bottom. He told me that the next time we meet, he may have me do the pre-flight walk-around on my own (I'm sure he'll check my work, too). After the outside inspection, he then moved the plane to a safe spot on the ramp and we climbed in. Once properly buckled up, we returned to the checklist and started the process of making sure everything was working, properly configured and ready for flight. I turned the key and Kelly showed me how the ground controls work. It's pretty counterintuitive to get out of a car and climb into an airplane: To steer in the ground you use the two foot pedals (and toe brakes when needed). If you put your hands on the control yoke (wheel), nothing happens on the ground. I'm sure looked pretty funny when my brain automatically told me hands to turn the wheel left or right. I had to force myself to use my feet. Once I took my hands completely off the yoke, however, it got a little easier.

I was taught how to do turns on the ramp, with and without brakes. After that, Kelly had me taxi the plane down the taxiway to the end of the runway, where we then entered the runway and taxied all the way to the end, did a couple turns, and then did the same thing all over again. It was a good opportunity to try to get my brain around driving the aircraft on the ground with my feet. I think some future practice will be helpful in overcoming some of the counterintuitiveness.

Kelly then had me stop on the ramp at the end of the runway, where we did our engine run-up and other checklist items. Then he made the radio call and told me to taxi onto the runway and line up on the center line for take-off. I managed to line it up and then let it point left a bit. After correcting for that (I bet it looked pretty dumb from outside the plane, heh), Kelly walked me through applying full throttle and he controlled the plane with his feet as we sped down the runway. "Okay, you feel that? We're doing a wheelie now," he said as the nose started to lift. A little pull back on the yoke and we were in the air, climbing out. When you depart to the south out of twin oaks, you have to start a turn soon after departure due to a noise abatement area (you'd think if you buy or build a house next to an airport you'd know what you're getting into, but oh well). So after a gradual left turn we straightened out and continued climbing. The airport is at about 270 feet above sea level, and we climbed to about 2200 feet.

The main in-air lesson consisted of progressively moving through various maneuvers and maintaining proper attitude of the aircraft: Climbs, gradual turns, medium turns, descents, trimming the aircraft for hands-off flight, and then combination maneuvers: climbing turns and descending turns combined with ending each of the turns on specific compass headings and returning to straight and level flight. It was really fun.

We were almost right on top of the airport before I even recognized it. That whole awareness-of-where-you-are thing comes with time, they say. For now, it;s enough to pay attention and apply what my instructor tells me. By the time we were ready to enter the landing pattern, my brain was on the edge of overload. 45 minutes of information and sensory load was enough for my feeble brain I guess, so it was good that Kelly was handling all of the landing. I just kept feet on the pedals and fingers on the yoke to feel the controls move. Kelly explained what he was doing as we followed the landing pattern (upon passing the end of the runway on the downwind leg turn carb heat on, throttle to 1500 RPM, flaps to 10 degrees (three seconds pressing the switch), add nose-up trim... then on turn to base leg, dial in 10 degrees more more flaps, engine speed will increase as work load decreases so a little less throttle to maintain RPMs, maintain 70mph, look for the end of the runway on your left and prepare to turn to final... then your final turn, check airspeed and ensure you're moving straight for the numbers on the end of the runway (that they're not rising or sinking), add or subtract throttle as needed and line up... after that, work some voodoo magic, flare the aircraft a bit and put the wheels on the ground without breaking anything - I figure the details will become more clear as I get more experience, heh... then keep the aircraft moving straight down the runway with your feet (back to those feet again) and when all the tricycle wheels are on the ground and it's safe apply a little gradual brake as needed to slow the airplane and taxi off the runway...)

Now I have my first textbook in hand, which is the basis of the ground school lessons (which I am looking forward to). I took a ground school class several years ago at Portland Community College when I was thinking about learning to fly helicopters (I then did the financial math and decided maybe I should wait), and I am hoping some of that will come back and help me this time around. I'm flying to Philadelphia this weekend for a family get-together, so I'll have plenty of time for reading the first couple chapters and answering the questions for each - while on the plane.

I borrowed all the pics here from the Twin Oaks web site. Sometime I hope I'll get comfortable enough to be able to take some quick pics of my own (but for now all I can really think about are the tasks at hand in flying that chunk of metal through the air).