Xcountry Part II: Execution: "A Flight of First"




Flight Log during planning

*Just a note: In my last post "Xcountry Part I: Planning" I covered what goes into planning a cross country flight. For those of us that are pilots or have astute knowledge aviation what I covered should've been no big surprise. However for those that may be curious about this adventure I just like to provide a little insight into my experience. My mother, who has no earthly idea what all this means, also follows via email.*

This is Part II:

My week called for two back to back cross country flights, one during day light and one at night. I hadn't flown it two weeks at that point mostly due to recent weather. Central Texas is normally hot and dry this time of year, but it turned into Seattle for about seven days which had me feeling a little bummed out. Flying multiple times a week had become the norm for me and I liked my new routine. Each day that there even looked like there would be a break in a weather I would call and talk to a weather briefer just in case. Finally on Thursday of the week the rain stopped I was able to fly the day cross country, and the night was scheduled roughly a little more than 24 hours later on Friday. The unwanted pause placed on my training due to work and weather was over.

I was more excited for these two flights than any others prior to this. It would be my first time really communicating with ATC while there's other traffic and my first experience with a tower controlled airport as well. Puzzle pieces were coming together left and right, and I was slowly realizing that I was well on my way to becoming a pilot.

Since I had completed all of my planning for both flights prior to arriving, we just did a quick review and I adjusted some things according to the winds aloft information I received in the weather brief. We also happen to have a new CFI at the school who would be riding with us in the back so I did another check weight and balance to verify the CG and that we were still under MTOW (maximum takeoff weight), which in the Archer we easily were. Now all that was left was the preflight and to actually fly the airplane, which is by far my favorite part. At this stage in training and flying I'm glad that I don't have an autopilot to rely on, I thoroughly enjoy "hand flying" the airplane.

After taking off the first thing I had to do was open my VFR flight plan that I had filed when I received my weather briefing. To do that I had to tune San Angelo Radio on the COM1 radio to transmit but to receive I had to dial in 110.4 on the NAV1 and listen via the VOR. After making contact I was told to stand by, but the operator never came back. So instead I tuned Gray Tower to request my transition through their airspace. Traffic was low and the controller was helpful, and offered me flight following from approach without me having to ask. After that it was a simple handoff to Gray Approach who was already waiting for me. I wasn't doing badly for it to have been my first time communicating with ATC for an extended period of time. The only time where I missed a call was after I was transferred to Austin Approach, and the controller was extremely busy at the time and spoke like the emcee at an auction. Other than that nothing I hadn't heard before on LiveATC.net. Preparation helped me also, because I already knew which frequencies I would be tuning, and I tried to stay ahead of the game as much as possible by using the standby feature on each radio.

Radio stack similar to the Archer

The rest of the flight was pretty routine, I mean it was a Texas evening so there was the expected turbulence but I was pleased that the winds given to me by the weather briefer seemed to be accurate. I was clicking off checkpoint after checkpoint within seconds of my estimated time enroute (ETE). As I neared my first airport which was GYB, Austin approach told me to begin a VFR descent into my destination. Our guess was he wanted us to get down to avoid traffic or something. We complied and after a midfield crossing I turned to enter downwind on the 45 and landed at GYB.

We landed full stop at GYB so I could review the soft field takeoff procedure which we did while taxing back to the active runway. A soft field takeoff differs from the standard procedure because you apply full aft elevator and flaps 2 in an attempt to get the plane of the ground before you reach Vr. Once you are airborne you lower the nose to stay in ground effect until you reach Vy, the prescribed climb speed, and once at a safe enough altitude you retract the flaps and continue climbing until you've reached your desired cruising altitude.



I'll admit my first attempt was highly unsuccessful but after David explained why it was unsuccessful I tried again and performed the soft field takeoff without any problems. Next stop would be Waco Regional Airport (ACT) in Waco, Texas. After turning onto downwind I was pleased to see that I was already flying my assigned heading, and now I only had to monitor progress. Flight Following was again provided by Austin Center, until the handoff to WACO approach. Halfway to WACO, I was able to tune the VOR and navigate to the airport using my first authorized NAVAID.



Tower offered me a straight in approach to runway 1 over the lake which had absolutely no effect on my landing, which turned out to be a greaser. There's added pressure when there's two CFIs in your airplane. There was no handoff to ground but I received my taxi instructions to parking and complied and had my first FBO experience at Waco Flying Service. I've already written about that experience and you too can read it by following this link: http://standingtalll.blogspot.com/2013/07/waco-flying-service.html.

 

ACT

This day had just gone too nice and I didn't want it to end yet, so I was almost sad when it was time to leave Waco their airport is far nicer than ILE. ILE is my home and my first airport as a pilot so it will always have a special place in my heart. On the way back home I planned a course a little eastern to ensure that we didn't enter Fort Hood's restricted area. Overall it was a short flight back, and I could see the Killeen area immediately passing 1,000' AGL (lake belton and stillhouse lake are almost visible in the above photo), so I decided to do some touch and goes in the pattern before calling it a day. All of my landings up to that point had been excellent by my own tough standards; however the last two out of the three were just terrible. It didn't dampen my joy at all though.

There was a different pep in my step if you will. I really felt like a real pilot for the first time. Being on the same frequency as guys from Delta, Southwest, and all the other airlines, made me feel right at home. Cross Country trips without GPS aid also add more workload to the pilot as well, and I asked my instructor to be "invisible" so that when I solo I know I can do it all on my own and it was a job I felt I did well.   We never lost or in any danger of becoming loss, and my planning proved solid.  I couldnt've have drew it up any better if I tried.

Aviation is where I belong and I'm glad I decided to make the move because in 25 years this has been the greatest thing other than God to happen to me. If you're on the fence about it please spend the $99.00 and take the discovery flight, it's been the best $99.00 of my young life.

* "Pick a job you love and you'll never work a day in your life" is the saying and I couldn't agree more. For all of those pilots that have made it to the airlines and may be unhappy about your situation, I urge you to look back and remember these times. I ask you to remember the journey of what it took to get to where you are and how bad you wanted it. Being a student pilot brings in zero income, but I wouldn't trade it for the world, and the kid in the candy store look has yet to fade. Honestly I can't imagine it fading for years to come. That's not to say there won't be down times, changing economies etc, but what I am saying is if it's something you want to do pursue it. Even if I never make it to the airlines, I'm already proud of myself and what I've accomplished in just a short time.

 

 

Waco Flying Service

Recently during my first day cross country trip I flew into Waco Regional Airport (ACT) and had the opportunity to experience my first FBO called Waco Flying Service. It was immediately obvious that the facility was new. Everything was nice and shiny and most importantly clean.

I followed the marshall in his golf cart to the parking spot in front of the building and was greeted upon exiting the aircraft with a friendly smile, handshake, and even a red carpet. Once inside we were greeted as if we were family and offered drinks and a snack. The decorations inside the facility were impressive and appropriately themed for the pilot. There is a full kitchen, a conference room; offices for the instructors, a pilot’s lounge with very comfortable chairs and a nice TV, and the restrooms were outstanding featuring a nice walk in shower. I didn't get the sense that I was a visitor and the place just had a nice vibe to it overall.

Customer service was great, and during our brief stay they were more than accommodating. My airplane was topped off promptly and the woman at the desk was friendly and sociable as well.

They have a variety of newer crew cars available as well. Aircraft rental, a pilot shop, and flight instruction are also available at this location, and for those potentially staying overnight you get a free fuel top off when you pay the hangar fee also which isn't really a bad deal in my opinion.

If you can't tell I really liked the place and you can find out more info by visiting their website here: http://wacoflyingservice.com/

For the FBO portion that gives an exact list of services go here:

http://wacoflyingservice.com/services.html

The Chief Flight Instructor has his own blog which may be found here:

http://www.wfstailwheelguy.blogspot.com/

 

The "Rick Effect"

Chief Flight Instructor Whitesell isn't a very tall gentleman, and really isn't all that physically imposing at all. However he is quite, he has a sense of humor, but is very difficult to read. When he walks into a room full of chatter, things get quiet in a hurry. Not that he makes it that way that's just how it happens. And you hear the stories of the dreaded stage checks with Rick, all throughout the hangar and the classrooms. It was kind of comforting but not at the same time knowing that I wasn't the only pilot who felt that way. To me he's like the guy from the Dos Equis beer commercial. Rick's facial expression doesn't change when he's upset or when he's happy. You just never know what the man is thinking.

                                                   My version of Rick at first, mysterious!

After my first solo flight, our part 141 course curriculum mandates that the student’s next flight be what's known as a stage check with Rick or his assistant Mike. A stage check is no more than a practical test of the material covered in the prior "chapter" if you will, whereas the final check ride is more like your final exam that covers the whole curriculum. Our school divides the private pilot course into three stages. Solo/Maneuvers, Cross-County, and the final check ride. If you're a pilot already reading this you're probably familiar with "check-ride-itis" which is the same as the "Rick effect" that I spent the weekend dreading. Hoping I wouldn't forget everything I learned and make myself look like a fool. As an athlete I'm no stranger to pressure situations or the big game but for some reason this was different. I didn't know which maneuvers I'd be performing or what type of mood Rick was going to be in at the time either. Honestly I probably wouldn't know anyway. I had to wait until 0800 on Monday July 1st to find out. If all went well it would be the first flight of a very busy week.

I chose a morning flight purposely because I knew that the air would be smoother than it would be at 3:30 in the afternoon for sure and I needed every advantage I could possibly get. Honestly though, the "Rick Effect" had gotten into my mind so bad that I almost started to consider it a disadvantage. At least if I struggled some during the afternoon thermals and turbulence I would have something to blame it on. Mess up in the calm smooth morning air and it would be all on me. While driving to the airport I called and spoke to my Mother who told me to just relax and fly the airplane. She told me I'd been doing fine all of this time, so it shouldn't be any different today. As usual she was right and I slowly began to relax.

Once I completed the pre flight inspection Rick joined me in the airplane and we went over the pre flight brief, then started up and taxied out to runway 1 instead of the usual 19. Remember when I said in my last post that nothing seems to go according to plan? This would be only my third departure from runway 1 which meant unless the winds changed I'd be performing my landings on it as well. You're probably asking yourself what's the big deal? Well due to helicopter operations and some airspace restrictions on the western side of the airport we fly a non-standard or right traffic pattern when runway 1 is in use. Last time I actually landed there it was my second lesson and my instructor set up and flew the 45 for the entry, so it would be my first time doing that as well. Any other time I would've hardly noticed, so I guess you can blame it on the "Rick Effect".

After takeoff I began to feel more comfortable because I had less time to focus on Rick. On the way to the practice area conversation was very little and Rick was just as stone cold as ever. "Oh Boy" I thought to myself. Once we arrived I performed a power off stall, slow flight, emergency procedures which included a slip to landing, and one or two more maneuvers and then he said "take me to the airport". All the anxiety I felt was pretty much gone at this point. I had nailed the maneuvers and now all that was left to do was enter the pattern do one touch and go, come back around and land. Interestingly enough on the way back, and in fairness some other parts of the flight too, Rick started up a conversation that lasted all the way up until I entered the pattern for landing. Word's can't describe the relief I felt but I also felt quite stupid in a way. There I was all worked up dreading something thinking Rick was this terrible guy when in all actuality he's not. All I had to do was fly the airplane and he would have no reason to complain. Flying the airplane and focusing is exactly what had brought me through the maneuvers and again during landing. My landings on runway 1 were the best I'd had since I first started flying there on the 8th of June. If the "Rick Effect" made me grease it on like that particular morning, then I wanted him to be on board for every flight. We taxied in and I shutdown the airplane and it was all over. Rick had some advice for me which I took in and planned to adhere to during future flights. The "Rick Effect" was over and as it turns out it really wasn't much of an effect at all. Just the typical case of nerves commonly referred to as "check-ride-itis". My next stage check should have fewer reservations about it prior to the actual flight.

With the stage check complete I was able to resume flying and move on to the cross country phase of my training. A well planned, and later executed with the willingness of my instructor, week allowed me to fly as much as possible and cover 5 lessons in 3 additional days of flying. During that week I'd also enjoy my first out of the traffic pattern solo flight to the local practice area, my first night flight and cross country. One more each: dual day cross country, a night cross country, and a day time solo cross country are all that remain before I will have my next encounter with the "Rick Effect" for my cross country stage check. Difference is this time I'm actually looking forward to it. In less than a month I've experienced tremendous growth in my own abilities as a pilot and have been humbled as well, and I've meet great people and unfortunately some not so great. I say that to say this is more than a future career it truly is a journey, or a voyage of sorts. There will be ups as well as downs but when you're doing something that you absolutely love to do, nothing can keep you away.

 

"One Small Step"

As I mentioned in the last post I had recently switched instructors and things began to build up to a pace that was a lot more to my liking. The lessons clipped away and I was becoming a more confident, proficient and most importantly safe pilot. My first solo flight could happen almost any day now, but there were some requirements I had to take care of first. So when David asked me to come in on a day I wasn't schedule to fly I thought to myself "exam time". First of those aforementioned requirements, and the most time consuming by far, was the pre solo written exam. Normally this is a smooth piece of cake test where you answer some questions that you should already know. When I opened the test and began to take it I quickly sensed this would be no walk in the park.

Piper Archer II

I fly the Piper Archer II or the PA-28-181 airplane which I know just as well as if not better than my truck. Problem is everyone else at the school trains on the Cessna 152 during their private pilot’s course, but since I'm 6'4 with very long legs I was granted permission to fly the Archer. Which is in my opinion a better airplane, but all of the schools test are set up for the C-152. Unlike the other students I didn't own a 152 POH (pilot operating handbook) because I don't fly it and truly have no need for it. For the sake of testing however I quickly learned that I must be able to at least memorize the Cessna's information as well. Frustrations aside I studied the 152 manual with my instructor highlighting the key points and I went on to pass the written portion missing only one question which of course was related to the 152. I only mention this because one I was assured the test would be altered and two nothing ever goes as planned for me.



Our Cessna 152s on the flight line

After the test was complete and my logbook was endorsed I left and went home for the day. The next day was 27 June 2013. I arrived at the airport shortly before 1700 (5:00PM) and proceeded out the door to the flightline and performed my usual preflight inspection on N75193. My first indication of something out of the ordinary was during the preflight briefing. It was explained to me that we would not be going to the practice area for maneuvers today, but instead we would depart closed pattern and practice touch and go's. Being green still my thoughts to myself were "I thought my landings had significantly improved, I guess not". So we taxied out for runway 19, took off, and performed several touch and goes. Nine of them to be exact! As I prepared to lower the flaps and add full power I was instructed to make it a full stop and exit at the runway at taxiway Delta. I complied, finished the after landing checklist and headed towards the hangar thinking the lesson was over for the day. I'll admit I felt a little bummed by the thought because in my mind I knew that I was ready. "Silly me" I thought moments later because during the taxi I was asked for a Photo I.D., medical certificate, and my logbook.  It was then, at that moment, I realized what was about to happen. I watched David endorse my student pilot certificate and logbook compelting my requirments, and then heard him tell me to perform two touch and goes and one full stop landing.  He hopped out and closed the door.

 

Standard Traffic Pattern

Here I was alone in the airplane for the first time heading to runway 19 for my very first solo flight in an airplane. During my scan for traffic I saw an aircraft on entering the downwind leg, but base and final were clear. I keyed the mic and said "Skylark traffic Archer 75193 back taxiing runway 19 closed pattern departure". The airplane hauled off down the runway and I quickly became airborne. Passing 1300' I turned left for crosswind and continued my climb to TPA of 1650' which is 800' AGL at our airport, and after another left turn I was on downwind. Pre landing checklist complete, I had a brief moment to take in the fact that I was piloting an aircraft alone. My thought of achievement was quickly interrupted when I saw that same aircraft was still on downwind as I was abeam the threshold of the runway. With a sense of confusion and irritation I considered some options in my head which included; cutting them off, making a 360 degree circle, or just following. Since they were at a lower altitude and would technically have the right of way, I decided to just follow them. Eventually I turned base, bordering on the edge of Fort Hood's restricted airspace I might add, and then to what had to be at least a two mile final. Nothing ever seems to go according to plan when it comes to me and luck. Even though we were separated by a safe enough distance in the beginning the aircraft, which turns out was a C-162, was much slower than the archer so after the first landing I elected to pull off and taxi back to the runway and start again. Why on Earth a little Cessna was flying a pattern that could've easily landed a Boeing 737 is beyond me. Our neighbors at the airport have been known to do some fairly odd things but for the life of me I couldn't understand. The remainder of the flight progressed normally, over way too soon though, and I was pleasantly surprised to see some fellow students who I've become good friends with had gathered at the hangar to watch my solo flight.

Landing recorded by a fellow student

Those other students and myself share the same flight instructor so I guess I was the only one not in on the fact that 27 June 2013 was going to be my day.  It may not sound like much but it meant a lot to me that they cared enough to come hang around and watch me fly!  Pretty cool guys.  We parked the airplane outside of the hangar for some pictures since it was my very first time flying solo. There was no cutting of the shirt tail but that did not stop them from dumping a bucket of cold water on me as if I had just won the Super Bowl as a head coach. Honestly what I had done hadn't set in yet and wouldn't fully until after I left the airport. I just smiled and kept saying wow and how cool it was. Nothing in the world could've dampened the joy I felt at that moment. Not even the mention of Mr. Rick Whitesell, our chief flight instructor, who would be the next person that I have to fly on a check ride of sorts that we call stage checks.  (More on what I refer to as the "Rick Effect" later).  Once the fanfare was done, we put the plane in the hangar and went over to a friend’s house to really "celebrate" our achievements.   A good friend of mine by the name of Brian Glover passed his FAA CFI check ride earlier on that same day.  Needless to say June 27^th was a great day for a few reasons.  You would've thought I hit the lottery, but this was a moment I'd never forget.  It was “One small step for man”, but one “Giant leap for my career”.  Somehow I gathered a sense of truly belonging.  Many people dream of flying, and here I am fortunate enough to get out and live it!

Water on the way

 

 Aftermath

 

American Dreaming

I wrote this story as a feature for a friends blog, but I've decided to share it here also to give you a little more insight on my background.   It was actually pretty personal and extremely difficult to write the last part, and please keep in mind the funeral pictures are real not just random images from google. 

If you've already read the first post this one is still worth a look. 

A small town country kid who believed in the American Dream is where it all began for me.  They said you could do anything and be whatever  you want to be as you worked hard and put your mind to it.  For me however that all seemed far fetched.  All I knew was the small town of Ettrick, located in the southern most part of Chesterfield County, Virginia.  The population back in the earlier days of my childhood was right around 1200, most of which was comprised of college students at Virginia State University, so contact with the outside world was limited.  Home computers and the Internet weren't apart of my home until years later.  I was raised by my Mother, the very best mother anyone could've asked for.  We may not have had a lot of money, but what I did have was love and a supporting family which would take me a very long way.

Science Museum Display

KRIC

My mother noticed I took to things that move, more so than most children.  I'll admit trains were the first thing that peeked my interest since I use to walk to the train tracks about a quarter mile away from my house and watch the long CSX trains go by, and the AMTRAK Superliner from New York blaze through on the way to Florida.  So for Christmas one year I received a model train set which quickly became my favorite new toy.  At least until I took a field trip to the Science Museum on Broad Street in Richmond, VA.  There I saw what looked like a weird but fascinating model of a person in an all white suit with boots and a bubble helmet.  We were in the part of the museum dedicated to Space Flight, and here is where my curiosity for things that flew began to peek.  I'd always gazed up into the sky and watch low flying airplanes on their way into what was called Byrd Field, which is now known as Richmond International Airport, with the same fascination that I had for watching the trains.  That day I made up my mind that I would either be an Astronaut or I would fly.  And my mother, being the great mom that she is, didn't laugh or tell me I couldn't do it.  She did just the opposite and told me that I could.  I remember it as if it was yesterday.  The next day after school we went to the library and she checked out a video about spaceflight (it told the story of the shuttle mission to repair the Hubble Space Telescope with Astronaut Story Musgrave) and some books about airplanes.  It was the best week ever, as I re-watched the film over and over.  The next week got better as I received a book titled "Aircraft of the World" with cutouts of different type of aircraft which can be seen in the post titled "Standing Tall and Looking Good" on my blog. (standingtalll.blogspot.com)  Eventually I received my own library card and began to dive into anything that was related to flying.  At the time I was only probably in the 3rd or 4th grade.  That's when we knew I was going to grow up and be a little different.  I studied hard and made good grades all the way up until high school.

CSX Train on the tracks in Ettrick

Ettrick Library

The Book

Fast Forward to the end of high school.  I still loved aviation, and still wanted to fly more than anything.  I had a descent GPA, and had some options for colleges.  However I chose the military.  You're probably thinking Air Force right?  Well not quite.  The Air Force had a waiting list at the time and I wanted to get out and live and experience things on my own and have my college paid for so that my Mom would not have that burden.  So at only 17 years old I enlisted in the United States Army on an initial contract that obligated me to 4 years of service doing network communications .  In hindsight it's one of the best decisions I have ever made in my life.  I've been to many different parts of the world that I thought I would have never seen.  My first duty station was in Seoul, South Korea, where I would live for one year.  At the ripe age of 18 it was a magnificent experience that I will never forget.  I then went on to live in Seattle for some years, and now in Killeen, TX.  Amsterdam, Portugal, Kuwait, Qatar, Germany and some other places have been visited throughout my travels in this career as well.  One of the more interesting things I did get to see was the inside of Saddam Hussein's Al Faw Palace.  He was a sick man but I must admit he had a beautiful home.

Inside Al Faw Palace

Above the Rotunda in Saddam's Palace

Palace from the front gate, located in Baghdad, Iraq

However, like most things in life, it hasn't been all fun and games.  I've given 24 months of my life in support of the war on terrorism.  12 months in Iraq and another 12 months in Afghanistan all within a three year time period.  People come and go for various reasons in the military, but the one that hurts the most is when you know they are never coming back.  I've lost friends to combat injuries as well as suicides.  The impact on the families is immense and I've seen it first hand.  I will never forget those people that we have lost.  To me you will always be more than a number displayed briefly on CNN with the death toll.

Mountain Patrol in Afghanistan

RIP SPC Sarina Butcher

RIP SGT Lamar Johnson 

Keep in mind I said I do network communications.  It's a job I can say that I enjoy but it isn't flying.  Throughout the years the urge to take to the skies just wouldn't go away.  Near the end of my first enlistment I was all set to get out of the Army and pursue my dream of becoming a pilot.  My paperwork was all signed and ready to go and I was going to head of to what was then known as the "Delta Connection Academy", but I let the nay-sayers in the Army convince me that the economy was too bad and I ended up staying in.  Shame on me and my mother let it be known that I didn't make the choice to stay in for the right reasons.  It was a year after that decision where I found myself on a camp along the mountain tops in Afghanistan wishing I never signed up for more time.

Which lead me to where I am today.  Today I'm back home in Texas safe and in one piece with just over 15 months remaining on my contract.  I am currently enrolled in the Aviation Science program at Central Texas College pursuing my dream which is ironically enough being paid for due to my service in the Army by way of the VA.  I will be going from my PPL to Commercial Pilots License at CTC, and then transferring to Texas A&M University to complete my bachelors degree and Multi-Engine License as well as CFI, CFI-I, and MEI certifications without spending a dime out of my own pocket.  Another reason joining was one of the best decisions I ever made.

I took the controls of an airplane for the first time on the 30th of May 2013, and haven't looked back since.  My instructor is great, the fellow students at the school are great as well, and through the Internet I've met many helpful and genuine people.  My mother and family are still very supportive as is my beautiful Fiancee.  This time there's nothing anybody can say to be to stand in my way.I'm definitely going to enjoy this ride and it's only just beginning.  My name is Justin Campbell and this has been "My Story"