Page6.59
Notes from Digital Recordings
Return to Whitts Flying

ANDY 
#1
---Alternator belt check done by 1/2 -inch play with finger or 90-degree twist of belt
---X-wind T.O, L/R patterns in crosswinds is done by holding on runway with minimum nose wheel until just before flying speed and then level yoke and 'hop' it off the ground while applying rudder to crab into wind..
---X-wind patterns are adjusted by crabbing into winds to create appropriate base leg lengths.
---Short approach procedure begins abeam numbers with C.H., 1500 rpm, slow to white arc holding heading and altitude, put in full flaps, make 30-degree turn, trim for 60 knot descent, adjust bank as required for runway alignment, slip if required with power off, 
---Making checklists, ATIS, wind shear, situational awareness, making taxi 360’s, use of checklists, short approaches, rudder in turns, airspeed control, go-around with sudden flap removal is a no-NO, proper flap removal on go-around is to milk up flaps without climbing until reaching climb speed..
 ---Perception  and the distinctions between looking, seeing and recognizing.  Landing success greatly depends on learning .where to look, what to look for and adjusting the nose accordingly.
---Failure to clear final is a PTS failure.  Ability to clear final approach is directly related to taxiing skills.  You want to turn enough to clear final and bases and still get the nosewheel turned toward the runway when stopped.
---Solo test ground school, situational awareness you must knolw where you are in order to know what to say on the radio.
---Being on time is a matter of respect or lack of it.
---Pre-flighting flaps, damage to flaps occurs due to excess extension speeds. ---Checklist development is an unending process
--Pre-solo test ground school must be completed by student and reviewed with instructor.
---Little Things (6.49)  recommended reading
---3 classes of pilots are those who make things happen, those who watch things happen and those who wonder what happened
---Use of flaps and power in strong crosswinds is a variable depending on pilot competence.  Important to know that flaps are built to withstand only 2-Gs,
---Importance of airspeed close to ground to make the flare and best use of ground effect.
--- When to put in full flaps, no lower than 200' due to adjustments required for airspeed
--- Landing twins is entirely different than C-172.
---C-172 landings
---When ground effect begins, becomes weaker and ends.
---Pattern work in crosswinds requires headings to get courses until final
---Walking/talking ground work on radio exercise to follow using all runways and many instructions
---You must 'know' the right thing to do and 'internalize' it so that it becomes a part of every landing.
---Checklist errors are most often errors of omission.
---Copying experienced pilot 'short-cuts' on the radio is inappropriate for student. 
---Oil pressure check at startup is not the first thing to do since in colder weather it make take over 30-seconds to rise.  
---CFI’s shoulder harness has automatic door-opening on takeoff attachment.
--- Setting heading indicator to compass requires awareness that sequence of numbers are reversed one from the other.  Solution, Say the numbers to each side of compass and set HI accordingly.
---When tower tells you to contact ground do not react by changing frequency when clearing runway but ONLY after crossing the hold bars.
---Sequence of checklists: : First look, cockpit and paperwork, pre-flight, prestart, start, post-start, taxi, run-up, pre-takeoff, takeoff, climb, configuration, checkpoint, descent, pre-landing, post landing, shut-down, post-flight, Over the shoulder.

#2…A WORK IN PROGRESS

---Use of checklists, wrong setting of HI in air after takeoff, Locating 14 R, use of rudder on final when rasing nose it goes left, ATC low level left turn, , cleared to 19R with full flaps but ATC requires right 270 (Requires full power, Go-around errors talking first, CH not applied, left 270 on downwind with S-turns right of course on final, go-around talks first, cleared for 14R with left traffic, unable to land regardless of instructions, what to say?, 360 on base to follow Diamond Jet traffic, flare drift problem due to wind, making power-on flare (1200 rpm) and touchdown, power-on landing easier to manage, changing to ground frequency before clear of runway because ATC said to change (NO-NO), Discussion on hold-bars blocked, call up to ground abbreviated. (Full call-up required.)

14---Ground review of Pre-solo test.

15---Sequence of Left/Right no flap landings with two no flap short approaches using slips.

16---6-12-04 Pre-solo flight very erratic winds student unable to compensate for drift during flare.

Andy7-24 SVFR flight:, pre start, use of recorders, start, sequence of post start, ATIS, previous discussion covered that if Napa not SVFR we would proceed to Rio Vista we would check APC ATIS when airborne, practice of taking controllers flying, Los Banos, aircraft type, student still has ATIS on, runup completed without student talking as to what he is doing, repositioning prior to contacting tower, departure as ‘on course, call, clearance, trying to orient location of arriving aircraft (unable), student failed to hold yoke for crosswind,

on the ground at too high a speed, (ATIS still on), cloud solid bases at 100, student forgets to request frequency change, getting ATIS at APC, voice over ATIS that is on, why we avoid flying down straits, when is Napa?, Since we are going SVFR we write clearance expected then, clearance on radio is same as we are working on, good call for SVFR but must stay clear for clearance to come in ten-minutes, flying to airport via right sides of freeways, flying to just short of APC Class-D and circling just outside near Marine World without noise as a problem, ATIS still on recorder but not in cockpit, orientation during circle, SVFR Clearance + traffic student cut it short as recording shows but ATC was satisfied, doing what his Dad does will cause problems, clearance for base entry and report 2-mile base goes well, using usual procedure on base by mentally unwinding the pattern a bit, say wind as wind check, tendency to raise nose too early, fair landing, taxi to 24 monitoring ground on 121,7, instructor unable to determine what student hears and does not hear, commercial beacon light sequence, military sequence, slow taxiing, student fails to locate himself for runup as he does in Concord, student has several ah-ha experiences because he does not transfer what we do to clear the approach corridor of Concord to his nearly identical situation at Napa, not hearing communications of other aircraft who decides to wait before taking off into low ceiling, student has difficulty associating SVFR arrival

clearance to the similar departure clearance, student fumbles clearance because he did not write the final requirement that he report clear of Class D airspace, repositions and contacts APC tower, student still having readback difficulties, when cleared fails to lift nose on takeoff, 600’ turning limits of CCR does not apply to

APC. uncertain just where CCR is, orientation questions by instructor, student unworried even though he is climbing into clouds, traffic warning, clear of Class D, traffic is at 700 but student wants to descent from 800 when traffic is to our left is no problem if we stay to the right, student has ah-ha and remembers to stay to the right, we will always fly high as close clouds as we can without going into clouds,

Student showing fatigue and is unable to think how to make the arrival to his home field. beginning getting the ATIS, unable to associate a checkpoint with the arrival to CCR, guessing wildly, go back to Benicia and request right base, student stress and fatigue factor low level flight is emotionally fatiguing, Vine Hill is 2-mile reporting point for right base entry for 19R, CHP aircraft in conflict, runway change, poor short final control, instructor calls for go-around, student must begin making go-around decisions and not try to salvage a poor situation, high on final (fatigue), trying to make student see that raising the nose on final will not make the runway even though the immediate sight picture looks right, very tired, misses turnoff, confirms crossing runway but forgets to stop when clear, failure to follow an instruction can cause you to get a suspended license as a government instructional procedure,

Post flight, building endurance, unfamiliar airport procedure, plan your arrival at a destination before you takeoff, 10-minute conversation but more of a lecture on the importance of good preparation, transferal of safety procedures from airport to airport, using your driving time to look for hazards to flying as well as
location of useable landing spaces, all in all an excellent lesson on student’s part with an obvious wake-up call that his reading is deficient and he should shift to a catch-up mode as soon as able.

ANDY 8-4
Before going to the airplane
685-4567 ATIS FSS at 1-800-WXBRIEF getting information before going or on way to airport, departure request alternate to crosswind is two-seventy, call night before to confirm and review knowledge, uncontrolled airports have calls to both UNICOM and traffic, ways to choose runway, outbound 45+ course reversal = inbound 45 to runway, review of uncontrolled airport radio procedures, safe vs legal procedures at uncontrolled airports, flying aircraft comes before talking,  how uncontrolled radio talk is different from towered airports, arrivals at CCR from Rio Vista and radio calls,  Use of 'student pilot' on full call sign calls, avoidance of instrument approaches, solo requirements include flight approvals and endorsements in log book, plans for p.m. flight, good instruction requires frequent flights, flights are better than touch-and-goes,  
In the plane
ATIS, pre-start, forgot to set ground frequency, set HI, transponder to ALT, (Use of checklist problem, use of brakes while taxiing, sunglasses, demise of airports, runup without talking into recorder or checklist missed some things, trying to get student to clear bases prior to takeoff, instructor demo of clearing approach bases, ATC mistake corrected by student, holding back pressure during initial takeoff roll, use of windsock, turning to 040 for Rio Vista, trimming for Vy, setting nose of aircraft for speed and trimming to keep it there as 'cruise control', lowering head to read or write will cause nose to dive when aircraft is well trimmed, hold papers up to window and read and write looking over, hearing and understanding radio at uncontrolled airport, suggest using my web site to help planning, going to where we are going at proper altitude, thinking ahead,  garbled radio by arriving aircraft, trying to find out where he is at altitude, along with out position and altitude, student having difficult time saying position on radio, forgetting to descend on outbound 45 and during course reversal, not making downwind in proper direction being angled into runway, getting and maintaining proper altitude and airspeed, student not keeping proper airspeed on final, go-around, 
Going back to Collinsville to repeat arrival procedure
Collinsville callup to UNICOM words to include traffic advisories, reviewing procedures, good call to unicom, conflicting traffic needs to be located with altitude, student leaves out 'Collinsville' when making initial arrival callup, many radio calls from other airports, did not fly over the numbers at a right angle so instructor had to give him outbound heading, failure of others to use radios properly, good radio call by student, forgot to go down again, course reversal ok, lots of radio traffic from other airports, good inbound call, on downwind call did not say 'right' downwind and did not turn to downwind heading, good base call, had to tell student to get down during base and final, student tends to hurry everything and remains too high, failed to correct slight drift in flare, rudder, rudder, rudder, power off on touchdown.  Failed to cut power so missed turnoff and had to taxi further down runway with landing traffic on final,  good clear of runway call, didn't know what to say while waiting for landing traffic, made call without saying where he was holding, waiting for landing traffic to taxi clear or takeoff prior to taking runway, did not know how to say on course Napa, nor which direction to turn to Napa, noise abatement departure and altitudes, had difficulty selecting optimum altitude.  had student get ATIS at Napa to determine a possible altitude, line of sight radio makes it possible to get ATIS sooner, OAK ATIS is powerful enough or so located to go over hills, Napa 800' ceiling, we plan SVFR, Note: Students cannot fly  SVFR  procedures even though they know how, we have flown above 3000' AGL and are violating the FARS by flying level in the wrong direction, we must either climb to 4500 or descend below 3000 for level flight, student does not remember SVFR procedure but finds copy of previous SVFR flight, cockpit technique of reading and working with head up so you can see, head down aircraft dives and loses altitude, selecting and practicing SVFR request, good radio call and told to hold at Marine World, Controller is Will Whitaker an old friend, student needs to be told to fly to Marine Marine world, had to confirm transponder operation, student concerned clouds will run into him when he is in control of what the clouds do,  another aircraft at Walnut Creek unable to seek SVFR, we are given 10-minute hold, holding higher altitude for noise abatement outside Marine World, we go to slow flight and circle, difficulty holding altitude in slow flight, airport goes to VFR and we are cleared into Class Delta to report left downwind, looking for Napa Junction but student does not remember name, instructor has to give directions to go under clouds and orientation to airport, if plane does not hold altitude it is out of trim, student makes downwind report, power settings are critical, airspeed is critical, student say he wants to see runway but holding 70 mph, 60 kts will bring aircraft down, landing ok but student fails to remove all power so we go past turnoff and have to go to end of runway, taxi instructions confuse student so we work on getting taxi instructions back to runway, student fails to apply where to run-up so that you have room to turn to clear base legs before taking the runway, puncture vine hazard, radio call ok, cleared for takeoff, student on brakes during takeoff and does not raise nose claims failure to raise the nose due to improper trim, cloud clearance the 700' rule, you are too close to clouds if you see them moving, finding noise abatement route at low altitude, reporting clear of Napa, getting ATIS selecting altitude for noise, Student misconception of where Benicia is, fumbled call to CCR but ATC gave it to him, 
some difficulty knowing just where and how to enter right base, begins descent a bit late, needs to realize that you want to be at 1000' at point of two mile base, there is traffic on right downwind so we must be lower to avoid the conflict, must be able to fly the aircraft and talk at the same time, flying is first priority, holding airspeed still a problem, tendency to get too slow in round-out,  wing down and rudder requires forward pressure to maintain airspeed,  too late getting rudder in to keep nose straight, fails to turn yoke into wind on touchdown , taxiing into MDPAon freuqncy.

Andy 8-5
Pre-solo flight to Rio Vista
ATIS, ATC screws up call-up, 

Andy solo flight to Rio Vista
Practice call-up, clearance and read-back good, several aircraft moving about airport, has left ATIS on, big belch, talking through run-up, bla-bla-bla(that's what was recorded), practice call-up twice, call-up, told to hold short, good readback, position and hold by ATC and asked to repeat departure request, talking about keeping the ball centered, o.k., get to altitude and then figure direction, quiet, ok over the hills, practice Rio Vista call up as traffic but no UNICOM call-up, practice call as Rrrreeo Vista traffic, good callup at Collinsville, quiet but should be talking and thinking ahead aloud, straight out departure traffic from Rio Vista, locating bridge and houses of Rio Vista,  perfect (what), difficulty saying it right in practice, says it right about right outbound 45, talks his way through course reversal with no mention of losing altitude, practices inbound call incorrectly, never makes it but does report right downwind, concerned about another aircraft, mentioned power and trim, good base call, good base call no word about adding flaps or airspeed, noting error in airspeed on final, quiet until reporting clear of runway, 

Practicing getting his departure call until correct, (good job), quiet no talking about anything, no mention of altitude or direction, thinking ahead??, OOoK at 2000, there's Collinsville, quiet, practicing left base arrival, stepped on someone's radio call, 
good practice again for left base call with no mention of ATIS, practices left base arrival and ATC suggest straight in for 19R, student accepts straight in, ATC would not have suggested it if there was conflicting IFR traffic, talking about reporting 2-mile final and getting lower, can't remember the name of Mallard Reservoir but plans to report there, ATC traffic advisory acknowledged, two-mile final report with no ATC  acknowledgment, good trim application, talking through the landing, a little high so drops power 200, wind call, mumbles through landing without saying anything, clear on Kilo, contacts ground, did not acknowledge ground instructions, ground complains about radio as did APC yesterday, o,k. turn here, 

Gene arrives, poor landing at Rio Vista, leveling off too soon since you look too close to plane instead of down to end of runway.  parking problem, importance of leveling off with wheels hip high, knowing what to do. learn Livermore and Oakland review on same flight, then solo to Napa, Livermore and Oakland.  Homework is to prepare three triangular flights for the required x-country flights, 13th to 24th to fly.  First is where I help in the flight and planning, second is where student plans and everything that can go wrong will go wrong, third is student solo x-country.  Student will be soloed to several 50 mile distant airports like Oakdale, South County, Healdsberg, and Auburn

BERT
7-19-04 Preflight, walking up to aircraft, which way is North, checking tires, golden rule, how you preflight depends on your past experience, putting out chains to make parking plane easier when you come back, opening right door, (poor recording wind noise), cockpit review, fuel gauge, HIS, VOR use, Flux Gate Compass, setting usual HI, Omni Bearing Selector (OBS), VOR navigation, VOR tracking and course reversals with wind correction, selection of safe altitude over VOR, CCR radar, avionics switch, airspeeds on ias, airspeeds not on ias, POH, flap operation and limitations, circuit breakers out, RMI remote magnetic indicator, squawks on maintenance, hand brake operations, fuel judgment, Va, strength of C-172
Preflight process, keys, panel settings, control lock, placement of control lock to remember to put it back, Check fuel, (gauges very inaccurate), rocking plane does not help, how to deal with improper fuel, C-172 fuel systems and problems, fuel selector, lowering flaps vs. battery, use of lights other than night, flap switches, telling Cessna pilots, seat adjustment, use bottom of wing to set for level flight then trim as you hold nose unchanged, C-172 cruises nose down, how to set level flight, Where you begin with the trim helps you set trim for level flight, trim for 75-knot climb, level off after reaching cruise by lowering the nose and checking the wing while giving 1 and 1/3 nose down trim using one finger movements, at 105 knots, Using book to adjust seat, POH works as back brace,

Bert 7-22 Review of previous points as Concord pavilion and Collinsville, two-mile reporting points using carts road map and airport diagrams, Vine Hill, base entry to 19 often confused with 14, oil tanks and drive-in theater screen, altitude as an aid to airport location, buffalo hill, 45-entry to runway 1 left side of 680, Oakland arrival to left side of Grizzly Peak and why, get strange airport local conventions, Hayward/Oakland letters of agreement for airspace and arrival routes, CCR 3.1 miles Class-Delta airspace, 45 entry to 32L is via highway 4, Franklin Canyon G., ATC controllers know golf courses, some 2-mile points are reported when abeam of the point rather than over it, Water tanks for left base to 32L/r, Boundary Oaks G. C. initial call-up for straight- to 32 R/L, with abeam Bart Yard as 2-mile call, Drawing airport diagram to illustrate complex arrival of three totally different speeds landing on 32 R/L. when to slow-up in the pattern is when you are number-three to land, use of flaps in slow flight gives you a view over the nose of the traffic you are following, stall speed is a function of aircraft weight, incidental purpose of constant airspeeds is the uniformity you get in rudder authority, simulated engine failure on short final, removal of flaps and maintain same approach speed, pattern speeds for C-172 is 70, 70, 60, past runway numbers on downwind, then on base and then final for each addition of flaps and removal of ONLY two turns of trim., Active runways call means both runways except at night since the smaller runway does not have runway lighting, decelerating approach, Question:: just adding power, Just adding flaps, lowers the nose, incrementally addition of power will raise the nose until you are behind the power curve which is the point where any increase in speed requires lowering the nose. handee glide attitude of C-172, use of power to correct glide path requires holding yoke forward to keep same airspeed and right rudder to prevent yaw, You use same procedures of a full pattern arrival for straight-in arrivals and base entries by thinking of it as segments of two mile procedure, square your base is one of three possible uses of the base leg with the others be widen your base, fly direct to runway, lap-board design, bankers clips and rubber bands,

Recording 7-222 Flight, door opening warning, pre-start, priming procedure, throttle cable warning, intercom problem, post start procedures, ATIS, ATC procedure is to send you to closest runway unless you request different, doesn’t hurt, communication error by ATC regarding taxi location, use of rudder pedal/brake while taxiing, working on smoothness, crossing unused runway, changing runway and making ATC request, selecting runup spot that will allow clearing turn when taking runway, repeat of runup area arrival for smoothness, planning our clearing turn prior to runup, runup magic, departure clearing turn while communicating and getting clearance, takeoff, hold back pressure prior to power application and let aircraft do the liftoff when IT is ready, knowing what is going to happen ahead of time makes it go better, anticipating use of rudder in turns, 2200 leveling off, finding Boundary Oaks G.C., not reporting over checkpoints but to the sides, making full arrival call, not using mile, feet, or over as part of call-up, using heading indicator to orient yourself from a checkpoint, calling 2-mile 45 as per ATC request, learning to say what you want, Gene clarifies process with tower, keep thinking ahead, coming from different direction improves your landing techniques, use of base to adjust approach, anticipation WORKS, practice call-up before doing, request direct entry to 19R but ATC gives us the left, ground orientation with Rossmore, Pleasant Hill interchange, holding altitude during turns,

failed to give ATIS alpha mumeric, direct entry to downwind, preparing departure call-up, (will be rejected by ATC), Recording ends?

We make right crosswind departure to Franklin Canyon G.C. and request right base but ATC demands 45 entry so me make 45 entry. Another new controller for me to train.

By Bert Gilling
Pearls from Gene Whitt, CFII

July 22, 2004, Thursday. 7:00 am – 9:30 am including 1.1 flight.

2 Mile Reporting Points and Entries to the Runways at CCR

Vine Hill (a perfect square) is the 2 mile reporting point for a Right Base for 19. Fly to the freeway (Hwy 4), continue on to the last screen of the Solano Drive Inn (looks like an oil tank) and you are on Right Base. Caution: many people land on 14 in error. There are oil tanks of the numbers of 14. They can be used to find the airport long before you can see the airport. Look for the oil tanks.

When looking for airports, don’t be low. If you don’t know the intermediate points, better to be high. Don’t descend too early for a strange airport. At Columbia, he could not find it at 3000’. At 4000’, he had a better angle of sight and found it.

Come down the LEFT (usually you fly on right sides of freeway) side of 680, aim for the Buchanan Fields GC.

(aside) Like for Oakland. Grizzly Peak is the only perfectly round hill just to the north of the Caldecott Tunnel. Has some towers on it. Pass it on the LEFT and you will go over the Mormon Temple. Reason: to avoid Alameda’s runway 25. Alameda is long gone. But you still do not come in on a 45, even now. You always come in on a 90. Go to the Mormon Temple, go due south, turn due east (DW), south (Base), the west (Final). Oakland TPA is 600! Oakland has only 2 arrivals. HWD is only [-15] because OAK starts at 1500.

The circle around CCR has a radius of 2.6 nautical miles, because of the hills to the west. Relatively small. Usually radius is 5 nautical miles.

Initial callup at Franklin Canyon GC. Come down Hwy 4, turn DW. The VAH (red brick building) is the 2 mile reporting point. Aim for the Tower.

Pleasant Hill GC is not a good approach area.

Mothball Fleet is not a good approach area.

"John Muir Hospital is not good for anything."

2 mile reporting point is abeam the DVC water tank.

Abeam (west) BART Yards is the 2 mile reporting point. Best straight in for 32 is Boundary Oaks GC. Initial callup is Blackhawk.

Abandoned A/P gives you a Right base entry for 32, a Left base for 19, and a Right 45 for 1.

If you are #3 to land, slow up to avoid going way out. Go to SLOW FLIGHT at 60 kts. If you add 10 degrees of flaps, it lowers the nose, you get better visibility and can see traffic. A good idea! Trim one full trim. Use 1800 RPM for 60 kts at 10 degrees. If you added another 10 degrees, you would lower the nose more, but it takes more power. Stall speed does not change much with 10 degrees. You can land at below 60, but he is giving me a speed at which I can give constant rudder. If you go slower, you will need more rudder? More power requires more rudder since more P factor. The prop is 3" longer than stock. Has more P factor. More right rudder whenever you add power, regardless is climbing, descending or level.

Emergency Loss of Power on Final. Normal VASI glideslope is 3.5 degrees. A Cessna come in at about 7 degrees with full flaps. Why you don’t worry about being high on final, since you will intercept the glideslope eventually. Expect to be high until short final. If on final with 1500 RPM (gives you 60 kts) with full flaps, loss of power at 400’, you will land short. You will go down like a rock. Take all flaps off and KEEP SPEED AT 60 kts. (This will require a huge pull on the yoke to raise the nose to an uncomfortable high angle of attack!) You lose a lot of altitude (160’) just taking flaps off. To get to best glide, you have to drop the nose, adding to the loss, so stay at 60 kts. You will land halfway down the RWY! Expect a long float due to ground effect, with or without flaps.

You do not keep 10° of flaps arguing that this will give you more lift. You want more range.

When you add the first 10° degrees of flaps and trim one down, the a/c slows to 70 automatically.

When you add the second 10° degrees of flaps and trim one more down, the a/c stays at 70 automatically. When you add the final 10°, the a/c slows to 60 automatically.

ATIS does not specify left or right usually. Merely states that the active Rwy is 32. You can request either R or L, even from a L base. If the R is dangerous due to other traffic for it, ATC won’t give it to you.

If 32 is the active, you do NOT need permission to cross any other runway, such as 1 or 19! Just motor on across, as if it was a taxiway.

If low on final, do not add bits of power progressively. See Decelerating Approach is his website. Very dangerous, especially at night. If you just add power, nose goes up and you turn to the left. If you add flaps, the nose goes down. If you are low and add 200 RPM, plane goes slower. "To get down, you slow down." Adding power slows you down, and you will not go as far. So any time you add power, you must keep the same airspeed. Say you are coming in at 70 and you add 200 RPM. The nose goes up and yo go 2 kts slower and you sink. So you add another 200 RPMs. As soon as you slow down you start sinking faster. You get behind the power curve. It is OK to add bits of power and push the nose down to keep airspeed. What he prefers is to add full power for 3 seconds, HOLDING SAME AIRSPEED = 60 which means you do 3 things: Throttle goes in, yoke goes forward, right rudder goes in. This causes you to fly more horizontally inn order to intercept your desired, normal 7 degree glideslope. Do not get behind the power curve.

The 172 glides in a nose up configuration; the final is not a greaser.

For a normal pattern entry (45° at TPA), you do not usually need to report a 2 mile 45. If traffic is heavy, they may ask you to report in on a 4, 3 or 2 mile 45. Report at a 2 mile 45 means 2 miles from

The numbers, not from where you will enter the DW. They may also call your turn to DW. This means you turn parallel to the runway where you are, not going closer to the runway to intercept the normal 45 which is ½ mile from the Rwy. This may be 1 mile or even more from the Rwy, but is still the downwind. There is no required distance for a downwind from the Rwy. You can fly a wide downwind. There is nothing fixed about these patterns, except the altitude.

Purpose of Base: To adjust if high or low, by turning in or out a bit.

You actually have 3 choices, which Gene uses in the following order:

1. angle in or out

2. add flaps earlier or later, depending on the wind

3. changing power. Gene believes in constant power (1500 RPM). You can land the 172 at 1500! Aside: learn to add or remove powering increments of 100 RPM. Do not just pull it all off.

Every year flying has become safer. One reason, keeping power a constant during landings. Prior to the 60s, you pulled all power off. Problem: students jammed the throttle in and killed engine. IF they had 1500, the engine did not stumble! Safety is additive. Why we use 1500 RPM in landing.

If engine cold, give 2 primes, atomizing the fuel, then use one pump of the throttle, then set to 1/8".

Close window before starting, to avoid cold air on neck.

Gene made a patch cord for me which eliminated the engine noise. Wow! Easy to hear each other and ATC.

MIKE
1---Los Banos, MRY, CCR x-country
2---CCR to Byron; getting parachute info, uncontrolled airport operations, student confusion on how to egree entry to downwind.

3---CCR to Byron re-dux, taxiing in winds

4---Scenic tour to Buddhist temple off Santa Rosa coast, fly-by golden gate and S.F.

1---Walking patterns, ATC instructions
2---No checklist, C-150 short approaches, go-arounds

3---(shoirt) on estimating winds

4. ---Planning for runway and winds.

5. Taxiing, power/brake use, covering ias, watching nose for speed (first 25% ok)

6----First 1/8 no good, poor recording

7---Ground Instruction on Class Delta airspace, pre-solo VFR, cloud heights, visibility, sunset, crosswind conditions, Dutch roll, wheelbarrow, keeping yoke back, neighboring airport directions, planning for Byron, emergency, student restrictions, airspace

8---Taxiing, airport requirements on 32R, following ATC directions, how to level off at cruise, x-wind T.O, airspeed control(NOISE in second quarter), go-around.

9---Winds
10---Sectionals,, x-country planning, 270 departures, correcting for X-winds, (checklists), VOR introduction, safe reporting points and altitudes, winds in the pattern,
11---Airport taxiing procedures, using taxiing diagrams, trimming for airspeed, watching nose, flying patterns, airspeed control.

12---Radio (readback correction, yoke position, positioning in runup area, NO CHECKLIST, hand on throttle, repositioning (run-up area is away from runway), use of power while taxiing, tower call-up, no read back (optional on being cleared for takeoff, rotate at 30 but lifting off is not a good idea, proper airspeed for liftoff, runway check of airspeed in climb, rudder control, gusts and swerves of nose, rudder control, 40kt x-wind at 13 knots, go-around, airspeed too fast so no climb, runway check over shoulder but don’t JERK yoke, 250 at 13 , fixed power setting any bank causes drag and drop of airspeed so lower nose on entering but raise nose up once in bank due to loss of lift, you need .a constant approach airspeed in order to judge high/low situation, leveling off procedure is to hold altitude make trim adjustment but hold for acceleration at altitude before reducing power, set wind correction headings on every leg of pattern except final which is a wing-low and opposite rudder combination, call for clearance, use of yoke PRESURE not movement in making turns, sideslip on final, go-around, takeoff and set wind correction, CFI demonstration, pattern procedures, talking through landing procedure, getting student to SEE, use of rudder and yoke for bank recovery, correction of being low by use of full power and maintain approach speed, airspeed control, brakes on touchdown is NO-NO. Airspeed control poor, low speed takeoff climb, airspeed?, use of power in x-wind for rudder authority,

in x-wind you must lower nose to keep airspeed constant, taxiing, ground radio, yoke position.

13---Class Delta Ground School, airspeed in x-winds, wheelborrowing, landing and taking off without nose wheel touching, consequences of landing on nose wheel, orientation,

14---void

15---void.

16---Ground school, what to do in event of engine failure, go-around forgotten item is flaps, milking flaps,
unlocked primer pump caused rough engine, ammeter indications, interpretation of oil gauges, emergency landings with engine power, safest landing, recalling sudden power off incident previous day, controls during taxi, diagramming winds and yoke position, still having conceptual problems related to wind direction, use of combined power and brakes, springs effect on nose wheel is variable, seeing nose movement, value of 60 knot approach is in having rudder authority, thinking ahead of the airplane, structural cruise speed, maneuvering speed, reason for not turning C-150 propeller backwards,

Study of POH, minimum safe operating speed, 10 knot margin in stall warner to actual stall, why nose drops during stall, spin situations, use of flaps, emergency procedures, advantages of landing with power, use of too many fingers on yoke are causing loss of airspeed, porpoise landing on nose wheel, go-around is best safety way to recover from any poor landings, indicated vs. calibrated speeds, Vy vs. Vx, previous instructor’s teaching antiquated terminology for instruments, covering broken instruments, turning off master situations, loss of radio situations, light gun signals, NORDO procedures, effects of applying C.H.

when ice is present, gravity, description of engine, 18 year liability for aircraft defects, propeller, fuel, fouled plug, fuel capacity, flight time, G-force design, performance chart,

17---void

18---Ground school, importance of eating before flying, C-150 checklist (student had 152 list), instructor took student first effort for C-150 list and reworked it for practical use, comparing checklist with student’s memory of what he does, checklists must be specific for situation and aircraft, making efficient checklists, five revisions to get it right, use of nose wheel, radio options, reading wind sock, pre-start checklist, seasonal changes in checklists, post-start checklist, taxiing, checklist complete, checklist design, use of recorded checklist, checking wind direction and aiming point, getting help, clearance/readback, recheck of instruments, brake check, runup checklist, why facing into wind, mixture too lean will not get C.H. drop, C-150 flap use 10-degrees for soft field only, when uncertain of what is happening or expected use the radio, weaving a pencil in fingers to force light touch on yoke, way to hold yoke (student holds yoke from side rather than the back), importance of seeing, three things to do when high, some Cessnas have restrictions against slips with flaps, wind shear notice by ATC, speed and power give more rudder authority, no hands ILS, post-landing checklist clear of runway, shutdown checklist,

student had not eaten so he went to lunch while I waited,

19---Pre-flight paperwork mostly required by 9/11 regulations, cockpit preflight, left rear of plane, right rear forward needs ladder, End.

20---continues from above, engine area, left wing tip and aileron. forgot to roll tires,

22—Flight, Pre-start, start, instructor forgot to plug patch cord into recorder hence engine noise and garbled speech during use of checklists, ATIS, trying to get student to avoid angling into turns, power/brake use, position of yoke, not leaving enough room to turn aircraft, went to set HI without allowing it to spool up to operating speed, repositioning request, soft field t.o., pre-takeoff checklist, corrected ATC clearance, excessive power application, still tends to over rotate and reluctant to fly in ground effect in soft field takeoff, previous instructor apparently accepted any airspeed without regard for Vy, ATC confirmation of intentions, student said previous instructor had never mentioned use of rudder so he never knew how or when to use it,

Climbing to altitude while practicing Dutch rolls, A climbing Dutch roll requires right rudder nearly all the time, slow flight, slow flight turns, emphasis on smoothness and gentleness, simulated low on approach corrected with full power and holding same approach speed, Dutch rolls at altitude in climb, use of rudder when changing power, controlled power changes,

Returning to airport, orientation using his driving to the airport places, practicing radio call-up, too big a mouth full for student, cleared for left base, reported three mile base and cleared for left closed traffic, used basic pattern procedure of 2-miles while on 2-mile base, airspeed control, student tends to go up without regard for flaps, ground effect, or airspeed, traffic warning, necessity that altitudes, direction, airspeed, power and pressure on the yoke be constant, if the nose goes up and you are not pulling then you are out of trim, your controls will not function as you expect, student objects to instructor talking during the approach, oblivious to what he is doing to the controls while aircraft is not straight with the runway, aircraft may be drifting sideways and he is along for the ride, not realizing that positioning the rudder, wings and elevator will stop the drift and keep the nose straight, this is an ever changing situation and must be seen and adjusted as necessary. climb speed is critical in an aircraft such as the C-150 there is no margin for error on hot days, interference on radio, Used brakes at moment of touchdown, completely unaware of nose, or airspeed or control pressures required to keep nose straight, needs more efficient leveling off procedure, does not appreciate how power and high nose causes P-factors that require rudder to prevent nose from moving left, momentary disorientation when changing runways, everything is the same when you know what to do and when to do it, student tends to force aircraft into the air on takeoff instead of letting the aircraft break ground when it has the speed, turns require many different anticipatory yoke pressures in turns when the airspeed is constant the pressures are always the same and in the same sequence, instructors emphasis upon the push and pull is in anticipation of the need something student does not do, student waits until the airspeed has changed and by then it is too late, good radio for taxi call, yoke to wind,

24---Ground instruction, watching the nose gives you a more gentle speed adjustment than does chasing the airspeed indicator, discussion over knots/miles confusion, talking through takeoff, (no mention of rudder) , a full flap landing at 60 knots requires that one down turn of trim be applied prior to takeoff for a Vy hands off climb, making climbing turns, holding right rudder in left turns to counter yaw, recover from turns using rudder, comparing rudder pressures to throttle pressure on a car, a fixed airspeed allows you to aim accurately for the landing, the base leg is where you correct for high or low best, trim analysis, moving the flaps and trim close together while holding the yoke in place will not change the airspeed in a C-150, covering the end of the runway with the nose, slip types, lifting up on the yoke will give you elevator authority that pulling back will not give,

Flight instruction, ATIS, run-up, ATC asleep at call-up, clearance, checklist, instructor had to use rudder to salvage landing, good climbing turns but pulled power to level instead of allowing aircraft to accelerate, weak rudder, landed on nose wheel at 65 knots, wrong downwind direction, instructor has hand on student’s yoke hand, power off on touchdown, student still ‘aims’ at runway, students concept of climb is related to nose attitude instead of critical airspeed, always must apply forward pressure when putting in flaps, improvement in many areas but not all on one landing, student still flying the airspeed indicator instead of the nose, will resume flying with airspeed indicator covered again, does not cover end of runway with nose, still not feeling effect of trim, student sometime hurries his way through adding flaps, student was previously to land totally without power and still reacts that way, student added C.H. to add power instead of throttle, still having difficulty overcoming previously taught leveling off procedures, good taxi to parking spot, land like a duck, progress, instructor lowering the nose while student moves yoke back

28 ATIS, request for radio exercise to unfamiliar controller, taxiing problems with yoke position, brakes and power, run-up, checklist use, CCR nav volume up, checklist complete, readback problem, over rotation on takeoff, lack of anticipation in turns on yoke and rudder pressures to maintain airspeed but getting better slowly, still reacting as first taught to reduce power to level off instead of trimming and accelerating before reducing power, still having readback problem, under pressure he reverts to first taught procedures, instructor shouldn’t have coached readback, over-reaction to altitude deviations, does not SEE the nose of the aircraft, coached on read-backs, missed call, still raises nose and fails to use appropriate rudder and wing down as required for the situation, missed call, trim check by releasing yoke, two aircraft with similar call signs, flaps during x-wind, change in runway and readback good, still jerks prior to touchdown early in flare, student was initially taught to ignore airspeed and just aim for the runway and is still having difficulty overcoming these first learned tendencies, needs to realize that an instruction is initiated before response on radio, instructor had to coach to initiate short approach, slips in turn with flaps, still jerking on yoke and being in a hurry, good landing, crossing over airport and then requests original runway, go-around usually initiates with C.H. instead of throttle-first habits difficult to break,

told to make early turn, ATC error, did not give readback, slight airspeed problem, flare difficulty due to drift, drift due to wind not corrected with wing and rudder or ½ Dutch roll must be instinctive, in C-150 Vy speed is critical on warm/hot days, #3 to land means slow flight in pattern, when other plane with similar

call sign quit student still used full call, student getting behind aircraft due to stress and fatigue, still tends to over-rotate on takeoff at speeds in the 40’s, ATC screwed up 360 direction, when distracted he pulls on yoke with more than one finger, still having difficulty making smooth parking turns in proper alignment,.

need for stabilized approach, use of ground effect, first 1/3 of runway is o.k., loses rudder control when nose is extremely high then he tries to use aileron to turn nose.

29 Not interested in learning beyond solo requirements, refused to learn and study surrounding area until ‘phase check’ requirement installed.

31, Did not record night preflight, dusk flight, walking through crosswind and strong wind patterns, not to hurry flare while leaving some power on, ATIS, readback problem, power/brake taxiing problems still, smoother takeoff, weak rudder, having problem using terrain references for flying pattern, crosswind corrections in pattern, use of rudder in turn entry and recovery, accelerating before reducing power, full talk through for landing, use power after flaps are all in, rudder, rudder, rudder, patience, nice landing, every landing is a crosswind landing, Pai pleased with pattern and landing, unexplained noise (tip of seat belt outside of door), back-taxi for takeoff, not greasers but thumps, selecting when and where to come out of turns in the pattern is somewhat difficult, for Pai, benefits of anticipation with yoke and rudder when putting in flaps and removing trim, go-around requires right rudder and holding the aircraft level until removing flaps the closer to the ground the better, extended downwind for traffic,

instructor’s confusion on trim setting, Pai nailed pattern altitude every time on this flight, planning long landing, rudder use delayed instead of weak, use of roger instead of affirmative, story of ‘roger’,

student difficult to please, missed turn to Sterling due to conversation, still difficulty parking aircraft,

good on airspeed and altitude, easier exists only when you plan ahead, flying has the ability to change a personality, flying is less expensive if you fly often,

No recordings of two flights by either Pai or instructor

32 Ground Lesson Introduction to emergency, flight maneuvers, stalls and recoveries, plan toward Travis and practice area, simulated emergencies, avoiding extreme nose-high landings where he loses rudder control, student does not recall areas where we have flown or places identified because he has been very selective as to what he chooses to remember, now I found out, Pai never realized that he would not be able to talk on the radio correctly without knowing where you are, trying to find cities on area chart, Pai has deliberately not learned area orientation because he did not see it as important to his soloing, (airplane was having gasket being replaced), student asks to be ‘lost’ and see how he will do,

Flight Lesson ATIS, departure direction changed by instructor to make coming home faster due to wind direction, wing over taxiway without room to turn aircraft, inadequate anticipation of what comes next when taxiing and positioning for runway to be used, finally using checklist for runup but does forget items when failing to use checklists, repositioning is process needed at 32L and 32R to clear bases and final prior to taking runway, ATC confusion, jet traffic landing on 1L while we overfly his final approach bothers and confuses student, Dutch roll practice still giving problems(Pai once said that his previous instructor never said anything about his use of the rudder.) Does he expect never to be in a crosswind?, student unable to explain his problem, trying to determine how much altitude is needed to make a 240 degree turn as the number of degrees required to turn back to a runway on engine failure,
student unable to identify location, cruise to slow flight no flap/flap transition and back again, needs to be more patient for airspeed acceleration, power-off stall, student tends to fly in the stall rather than lifting up on yoke to get full throw of the yoke, needed reminder to make clearing turn, power-on stall,

‘take me to Concord presents Pai a problem, checkpoint locations Blackhawk, Boundry Oaks GC, descending does not make you see better, ATIS, dark brushy hill as part of Mt. Diablo is nameless?, unable to find direction to Concord, conflicting traffic in our vicinity, crab to hold track on 45-entry, instructor gives wrong alpha-numeric for ATIS, student slow in anticipation of need to lose altitude,

poor call-up requires extension for options, airspeed, go-around, short approach with power off and squared base to lose altitude into go-around, tends to milk flaps in very fast movements instead of steady spaces, not anticipating rudder application in climbing turns, slow flight keeping altitude with power, parallel traffic tends to cause Pai to make a shorter base and angle in on final, crosswind controls applications had to be talked to student before he recognized the need, cross control requires forward on yoke to keep airspeed, on go-around he put in C.H. before power as first taught, started to keep moving the wrong way clearing the runway, did not hold yoke for wind, misuse of power, brakes and yoke when taxiing, ‘not a big deal- attitude and said regarding the importance of knowing where he is in the area, doesn’t want to learn anything that he (thinks) will never need for solo, Working as though soloing were the end of learning to fly.

33 Pai has headset volume down, ATIS, yoke position, run-up, one item missed (X-ponder), good job repositioning, x-wind takeoff ok, Dutch-rolls have weak right rudder, level off at 2200 ok, Morello check point, ATC approval for circle of airport (200’ error in blind encoder) Bart yard checkpoint, abandoned airport checkpoint, lost altitude, Pittsburgh power plant checkpoint, Pai concerned about proximity of hills, slow flight, recovery, hand on power, use power to climb, coming out on heading, looking for Diablo Valley College as checkpoint, direct to Cowell stack checkpoint, finding College, finding abandoned airport, Cowell stack, traffic point-out, Clayton checkpoint, Bart yard checkpoint, Boundary Oaks G.C., Concord Pavillion, circling left to best find reference points, Pittsburgh power plant, hills causing concern, explain importance of knowing safe altitudes and height of prominent points, use of power to correct changes in altitude, lowering nose to find checkpoints, finding Collinsville, finding Rio Vista, Montezuma Slough, Honker bay, student getting far better in finding and identifying checkpoints, using pizza to find call-up procedure from Pittsburgh power plant for 32R,

worked well, finding Clayton, finding Concord Pavillion, difficulty finding things below and under nose, locating reference points, Dutch rolls, finding reference points, finding highway 24, ATIS setting him up for left base for 32L, finding Briones Reservoir, Using pizza for radio procedure, Using heading indicator to set up base, reporting abeam water tank as two-mile base, hurries application of flaps because tail wind on base gives illusion of excessive airspeed, not recognizing esxcess speed and too low on final, CFI had to add power and set up final but student still raised the nose and lost airspeed in spite of warnings, x-winf landing erratic use of controls while trying to keep nose straight, student started to initiate touch and go but prevented by instructor, yoke for wind, constant speed when taxiing, parking smoother than ever before,.

1---Ground school, 270 departures and why, flight plans, position reports, planning cards for airports,
2---CCR to Auburn, preflight ideas, times at checkpoints, ATIS, taxiing, positioning for run-up, mag check,

controls, checklist check, ATC changes departure, angled departure to clear parallel traffic, cloud avoidance, , always give altitude, FSS contact procedures, amended flight plan, flight following (radar) procedures, cockpit organization, power changes require trim changes, squawk, understanding terminology, VOR radial checkpoint, saying numbers, situational awareness, hand-off frequency changes, use of dual radios to get AWOS, planning descent point, locating airport problem and solution, requesting frequency change, closing flight plan, staying to right side of roads, closing flight plan, PIREP, unfamiliar airport tendencies to stay too close, adjusting airport arrival to incorrect arrival, interpretation of airport information, radio calls at uncontrolled airport, clearing runway and taxiing back for T.O, planning departure direction and altitude, clearing runway traffic, use of brakes when taxiing, getting off and clear on course, opening flight plan while giving time off as time after hour, weather advisory, temperature check, holding heading and altitude, contacting Norcal and getting squawk, ATC handoff to OAK Center, VOR orientation, weather avoidance, advising ATC of altitude change, facility and frequency change, readback ATC information, Student orientation and identifying geographic sites, ATC readback (delayed), Carburetor temperature gauge, flying with one wing low decreases rate of climb, looking for hole for descent to Ukiah, Lampson aprt, what makes a cloud, Ukiah AWOS, arrival planning w/45-degree to downwind, landing and departure planning, clearing and departing, fly right side of roads, efficiency in leveling off, ifr means I follow roads, Flight Watch procedures, flying below radar coverage, selection of altitudes in vicinity of airports, monitoring frequency, weekend flight planning, fly to right side of valleys, canceling flight plan with diversion to Petaluma, orientation, radio call-up, 45 entry, position reports, shutdown,
Lunch break at 29er diner, war stories, Petaluma departure, run-up, clearing, altitude selected requires avoiding Napa’s airspace, selecting smaller arrival into CCR when with instructor, selection of call-up reference point based on desired arrival, prelanding checklist, taxiing to Sterling Aviation, taxiing speed control in strong winds, shutdown checklist,

Another ride with a different student in last ¼ of recording.

3---Microphone problems of student, nice days are not as valuable as bad days for teaching and learning,.run-up, departure for Los Banos, time off, rudder in climb, selection of altitude, contacting FSS, hooded student, use of finger pressure to fly, fine trimming, VOR checkpoint and time, off course because of insufficient right rudder in climb, holding chart up instead of head down, finding airport, 30-knot winds right down runway,

difficulty making 45-entry to downwind, use of tower to close flight plan when unable to make contact, go-around for second try, Hovering aircraft on landing, Visit engine shop and refuel,

4---Los Banos to Monterey, selecting visual point for route, radio contacting FSS, contact procedures for Flight Watch, Pirep, pilotage, MRY ATIS, arrival procedure, right 360 to lose excess altitude on four mile final, taxiback, clearance and readback to Half Moon Bay, departure and handoff, (Procedure correction), getting FSS frequency and closing/opening flight plans, instructor PIREP, Following shoreline, handoff, looking for airports, Kiss off to MRY appch, Student is sailor with sailor’s knowledge and awareness of landmarks of shoreline, on course Half Moon bay, aircraft call landing 30 at Half Moon Bay, also hear Los Banos call,

no sense to fly at low power in rental, abeam Watsonsville, identifying three shoreline communities, just name place but not using ‘over’, practice call-ups, selection of traffic avoidance along ridgeline and 45-entry angle,

use of shorter call sign in pattern, landed long and missed midfield exit, stopped to eat on field.

5---Departing Half Moon Bay, clearing turns defined, run-up, straight out 30, use of brakes while taxiing is No-no, (Failure to get changed FSS frequency that was NOTAMED, selecting altitude under Class Bravo airspace, not contacting Norcal Approach, CCR ATIS, Planning arrival, left base entry for 1 R, planning descent to pattern altitude at 2-mile reporting point, wind request, any wind over 15 knots means you can get down easily when high, 12 knot winds are not high but moderate, raising the nose of 180h.p. C-172 with long propeller in flare means that yoou must use right rudder forcefully to overcome P-factor, ground clearance, still using brakes, shutdown without checklist…

6---Ground school, written, oral and flight expectations, power lines, checklist usage, unusual attitudes, more airspeed gives more control authority, slips and rudder use, importance of airspeed, at same airspeed you become accustomed to the amount of rudder to use, corrections proportionate to the need, retaking practical test, weight and balance, airworthiness, accident investigation, transponder codes, light signals, NORDO procedure, ATC mistakes, light series from tower, soft field T.O., soft-field landing methods, slow flight w/turns, stall types, keeping ball centered.

Flight lesson to Napa, ATIS, call-up, clearance, readback corrected by ATC, use of brake to turn only after rudder is all the way in, yoke controls for wind, checklist complete, cleaning fouled plug, Pre-takeoff, soft field x-wind takeoff, 180H.P re-engined 172 uses more flaps because of additional power, making left 270, frequency change, failure to hold heading because of weak rudder application while getting ATIS, leveling off, Should get ATIS on first full broadcast, trying to write on hand while holding yoke (WONT’ WORK), RADAR altitude check, going to slow flight to shorten downwind leg before turning base, soft field landing, 180 on runway to reduce taxi time, holding short, shutdown,

Departing Napa, ATIS, use of brakes and power at same time is only when making sharp turns, taxi assistance,
locating spot in run-up area that allows you to clear final and bases before taking the runway, clearing final, soft field T.O. , staying in ground effect, milking flaps, frequency change, planned arrival changed due to ATC new wind, direct downwind entry, short approach request, full flap slip to x-wind landing, complement

by ATC, taxiing getting better, shutdown,

7---void

8---Ground school, steep bank for private is 45 degrees’ discussion, 30 degree banks are best for normal traffic patterns, forward on yoke when going through level, power off stall procedure, full flap approach to landing stall procedure, recovery with full power and flaps milked up, approach stall in 20-degree bank, use of rudder determines how break occurs, departure stall procedure, uncontrolled airport 45-degree arrivals, ground reference about a point procedures, changing direction, S-turns across railroad, Unusual attitudes,

Flight, use of heading indicator numbers, ATIS, clearance/readback, poor technique by using brakes, runway clearing of final different for Cessnas and Pipers, positioning in run-up area, having trouble interpretation of wind sock, runup is perfect, pre-takeoff checklist, traffic warning by ATC, Yoke for wind, tailwind takeoff, garbled radio, airspace/altitude selection, ATC changes runway, leveling off at assigned altitude, clearing turns, use of rudder, everything wrong in steep turn, VSI indications, allowing

steep bank beyond 45-degrees causes loss of altitude, use of trim in steep turns, coordination problem, slow flight no-flap turns, holding bank angle is critical to avoid need for power changes, turbulence making it difficult, clearing turns begin to the left, slow flight with full flaps, review of slow flight with flaps in turns, use of power, value of being patient, area orientation, power off stalls, departure stalls, ground reference, S-turns across a railroad striving for even sized loops, rectangular patterns making 45-entries, changing direction of pattern, (mic problems), orientation, call-up, PP requirements, working on proficiency, airspeed problem with full flaps in crosswind, salvaged by instructor, controls for wind,

use of brakes with power on, making pivot turn and stopping with nose wheel straight, repeat of lesson for proficiency, rudder use at slow speeds and brake problems still exist, more ground reference.

9---Ground school, rotate from the ground is around the main tire axle but center of lift axis is different and will usually require some trim adjustment for Vy climb, ground effect and density altitude takeoff factors, Soft-field takeoff procedures, Vy as highest in time, Va as a reverse function of weight, POH best glide, going to slow flight when #3 in the pattern procedure, flap variations, knowing Cessna differences in speeds, garbled old student conversation, pre-takeoff planning for short field takeoff procedures (2), using POH for takeoff data, POH variations with 180 H.P. C-172,

10---void
11---New aircraft cockpit review, vacuum instruments, use of supplemental POH for HSI, manual speeds

12---New aircraft Cockpit review continued, speeds, locating POH charts, POH preflight, use of radio master, radio difficulties so we shut down, find hidden radio plugs, ATIS, clearance, yoke position, use of brakes when taxiing still a problem, awareness of hold bars, airport run-up direction not into wind,

run-up, reposition procedure, ATC busy, position and hold, no answer required if ATC does not allow time to answer, Vy airspeed climbs, constant airspeed descents with 30-degree turns left and right, rudder use, student had been very slowly reducing power during climb and turns, planning descent, 55%

13---void

14---6-12-04 Unfamiliar airports, Angwin and Sonoma Skypark, density altitudes, HIS and VOR airport location procedures

15—Ground School, short-field takeoff/Landing, ditto soft-field, density altitude departure, density altitude take off, tire inflation, density altitude landing, Time in the flare is always the same from the same airspeed, precision landing touchdown within 200’ of selected point, in emergency no flaps until you are certain to make field, review of radio procedures CCR to OAK, review of altitude selection, setting transponder, when not to give ATIS, departure altitude,

Flight CCR to OAK, positioning checklists, shoulder harness operation, wind guess, recorder problem, ATIS, incorrect readback, taxiing improving, runup, Flux Gate Compass adjustment procedure, clearing fouled plug, pre-setting radios, left 270 request, forgot to close window, student not watching nose pull to left with power application, shallow bank in 270 to improve climb and crossover airport above 1500, OAK ATIS, failure to adjust trim as aircraft continues to climb, blown call-up, squawk procedure, incomplete readback of clearance instructions, handoff to tower, student confusion about getting right traffic for the left, confusion caused missed radio calls, student still having difficulty giving readback of

multiple items, weak on rudder, difficulty lies in where student is looking, light crosswind is blowing aircraft into runway and student is unaware, will make short base leg. and overshoot of runway when turning final, hands-off check of airspeed, instructor helped in cross-control needed for landing, over flying OAK Raiders practice field having open house for kids, power off short approach, 600 foot pattern altitude makes landings half price compared with most airports, (Note we are only ones in the pattern at Oakland for the entire time.)

short approach to precision landing, short field stop and go, pre-landing, clearance correction, short field takeoff, short field stop and go again with soft field takeoff, staying in ground effect to gain airspeed prior to climbing, still letting wind blow aircraft into runway, using excessive left rudder in turn big NO-NO, short approach, slip in turn to landing with full flaps, rotated too soon for short field t.o., getting straight on what the ‘option’ allows, new squawk, go around on course CCR, traffic point-out, altitude avoidance, OAK arrival/departures are in direct conflict where pilots do not know the entry/departure corridor is completely unorthodox due to historical avoidance of Alameda NAS traffic, Using heading bug to position runway direction and allow set-up for 45 entry to 19R, departing traffic coming towards us so it is better that we get down to pattern altitude sooner to avoid conflict,. prelanding, when low use full power while holding approach speed, abrupt power reduction requires abrupt yoke movement, smooth is always preferable,

taxi to Sterling, confirming aircraft point-out while taxiing, shutdown.

16---6-19-04 Review of missed written test questions missed,), organization of questions and coding seems designed to confuse everyone involved, spent several minutes looking for question area and number not in Gliem test booklet, (Later went to internet and found missing one.).

Cockpit pre-start, recorder, start, ATIS, pre-taxi, improved taxiing, light touch on yoke, aircraft is stopped in exact middle of run-up area, aircraft makes clearing turn in the run-up area instead of on taxiway, we go to far corner of runup area so we can make clearing turn on taixway, pre-takeoff and runup, route planning setting of VOR frequency and OBS, student selection of altitude will not clear Travis Class D airspace, student finding that incockpit flight planning is not all that easy, never used yoke or rudder for x-wind takeoff, poor rudder anticipation/reactions, rudder off when using radio, instructor blew it…student did give destinations, student using three fingers two of which are raising the left wind consistently, not noticing the aircraft cowling is not level nor is the attitude indicator, side road and railroad mistaken for freeway, good job selecting 45-degree arrival procedure, forgot to descend, gave way to CHP aircraft to give more time for our descent, made good course reversal and 45 entry but turned downwind over homes, steered him closer to runway, slow down to get down, did not catch drift from variable wind, don’t force a turn off the runway too hard on aircraft, get clear before cleaning up aircraft, reversion to brake use, needs more assertive radio work,

first aircraft gets to set pattern and runway in use, seems to be ignored for some reason at Nut Tree, getting SVFR clearance into Napa, ceiling 900, 20-minute wait, CCR ATIS, when do you not need to be 500’ below clouds near CCR when at 700’ AGL, we are making a modified straight-in over Susun Bay, two mile report,
left base traffic turns for our straight-in for the left, instructor tries landing but has to go around, winds are strongest 12 knot winds I have ever seen or landed in.

Importance of planning strange airport arrivals, SVFR clearances

7-17-04 Ground Instruction :Private pilot oral Getting the most from the FSS via radio, Paper requirements of a Private Pilot, 90dayn requirement, basic safety VFR rule, VFR flight rules; SVFR to come, airspace, Class E radio, avoiding IFR approach corridors, Aircraft classifications based on stall speeds, papers on pilots person, digression on zero-zero IFR departures, size of class D footprint, footprints and airspace of Class C and B, aircraft papers, aircraft system, electrical, fuel, emergencies, fuel, fuel management,
7-174 Maneuvers, and hood review, ATIS, taxi instruction readback, taxiing in crosswinds, runup, soft field takeoff, 270 departure, frequency change, level cruise, slow flight, level cruise, level left/right rectangles, climbing left right rectangles, descending left/right rectangles, use of right rudder when adding power, hood maneuvers to headings, unusual attitudes under hood, under Class-B shelf, hood attitude maneuvers, Hood tracking unknown VORs, ATC radio problem, slow down and slow up mean the same thing as instruction to student, good arrival and landing, partial flap landing, student failed to head outbound jet on ground frequency that was going to be in conflict with our taxi route. Student did not fully under stand double left turn for clearing the runway, you cannot turn on to an intersecting runway without clearance from ATC, student could not find taxiing Citation,

7-25 Ground: VOR cockpit operation, short-short approach, engine failure, soft-field takeoff, soft field taxiing is without flaps, short field, short field landing with power, no braking in practice, no-flap landing,

Fl;ight: Brake check prior to taxi, getting cockpit ready for entry, keeping end of seatbelt in cockpit, pre-start, bring seat cushion, hot day start, use of checklist mandatory, intermittent connection with radios, ATIS,

setting frequencies, call-up, 32L assigned, (Need to review how to get to different runways) use taxi diagram, mis-use of brakes while taxiing, (Use same run-up and ramp positions based on being able to clear final at all airport), runup good …remember checklist complete) , reposition setting radios for Napa-good, shorten departure call when tower is busy, Dutch rolls good, no need to ask for frequency change when out of Class D airspace, twin coming in to land without one engine, let throttle come out in climb, getting ATIS at Napa, turned 90-degrees left while getting ATIS for Napa, ceiling means SVFR arrivals or IFR only, 500’ ceiling ti too low for practice SVFR, Setting y0p VOR for intercepting APC VOR radial 090 and flying 270 to VOR,
(Forgot to show Randy that we are inbound on 090 radial) , failure to ident, nav volume control bad, learning to interpret the needle movement, selecting intercept numbers, clearing without turning head, selecting intercept number toward the needle, selecting stopping number when needle centered, slow flight, remember rudder when adding power, remember rudder in turns, in slow flight add bit of power in turns to prevent altitude loss, changing OBS after course reversal, good course reversal, power-off stall, tendency not to get stall break and fly in stall PTS calls for stall recovery at first sign of stall, recovery from stall and slow flight requires right rudder due to power application, use of sound as indicator to what aircraft is doing, use of attitude indicator for angle of VFR bank, unusual attitudes and recovery, OAK ATIS, no good as diversion due to airport changes, CCR ATIS, unusual attitudes, coping ATIS made 90-degree change in heading, more unusual attitudes, on recovery return to original heading and altitude, direct to CCR VOR, keep power as your first constant, reading DME, angled entry into 45-entry, distraction causes turns if you are touching the yoke, do not fixate on an instrument , keep your eyes moving, use top-center of attitude indicator for level, always trim for hands off so that distractions do not cause climbs, ATIS, descents and turns, good hood work,

downwind for 32R, traffic conflict, downwind for no-flap landing, slow down to get down, 60 knot on final, keep airspeed constant and after touchdown yoke into wind, after landing without flaps take off trim immediately on go around to avoid excessive pitch up, keeping ball centered in climb gives better climb, making soft-field landing, some wind drift, misuse of yoke to straighten nose instead of rudder (instinctive), slow flight in the pattern, traffic is very low compared to our 900’ abeam, we square pattern in slow flight to give traffic time to clear runway, soft field landing with constant power, using yoke instead of rudder, ATC rejects request for left traffic, short approach rejected by ATC, extend downwind, always trim for your constant airspeeds, adjusting base to adjust pattern altitudes and spacing of aircraft, precision landing using no-flap final at 60 and then putting full flaps and power off at 400’, request short approach with accuracy landing, use of flaps in slipping turn, increase turn rate as needed by relaxing rudder, FINALLY a prelanding check after being omitted a couple of times, make first turn-off, parking aircraft at Sterling, shutdown, post flight, do not brake until flaps are up on landings, use brake check prior to taxi, bring hood,

Rod
1---ground familiarization, NRI 6 month checkride, priming with primer vs throttle, leaning, brakes when taxiing, holding PA-28 throttle, why should instructors always taxi as though in Cessna, leaning during taxi for next person to fly plane, leveling off aircraft, use of PA-28 flaps requires little trim changes with flaps, carburetor heat in PA-28, flap emergency engine failure, getting bonus 5-degrees of flaps in PA-28, leaving mixture leaned during run-up, use of EGT, effect of plugged exhaust, PA-28 smaller rudder size, partial tanks, use of additives, SVFR, slow flight without flaps, rocking horse, first item of engine failure emergency, PA-28 twice as likely to have a fuel related emergency as a Cessna, first rule of emergencies is "Undo what you just did", Concord to San Carlos, departures, crosswind landings, PA-28 vs Cessna nosewheel.

2---NRI Checkride flight, making recorder patch cord, ATIS, clearance, readback, set heading bug for wind and taxi accordingly, positioning in 32R runup area as desired by County, use of handbrake, two-handed checklist is not good idea, repositioning procedures, cockpit organization, crosswind takeoff, grip on yoke, leveling off at pattern altitude at cruise, changing runways, x-wind landing on left, stay in ground effect until reaching climb speed, airport rules for 32L, set power to allow drop of 200 rpm due to deceleration, full power at approach speed to correct for being low (new to pilot), go-around (needs work), crossing over higher terrain, about 30-degree banks, leveling off at cruise speed two ways, why left clearing turns first, hands-off thirty-degree banks, flying with rudder, avoiding even thousands and five-hundreds of altitude, making steep turns, slow flight without flaps, cloud vicinity requires C.H., stall horn inoperative, rocking horse stall, why do maneuvers over hills under Class B airspace—not traffic and gliding distance to airport/landing areas, requires Area Chart, going to OAK

---OAK ATIS, Squawk, clearance/readback, OAK Mormon Temple arrival (different), call-up took four calls instead of only one, right traffic for the left, restrictions and clearance/readback, no flap landing, short approach into full flap go-around, too many fingers on yoke, frequency change, #3 means slow flight, full flap engine failure emergency removing flaps, short approach, departure squawk, runway obstacle reported,

cleared direct to CCR with point-outs, saying your altitude nor for ATC but for other traffic, negative traffic will accept vectors, kiss-off squawk VFR, know or find out minimum safe altitudes, CCR ATIS, needs work on being efficient in leveling off at cruise from climb, ATC amended clearance for left base, forgot to change tanks, cleared for the left, firm landing more desirable in wind,

---Ground work on radio work and talking beyond ATC, wind yoke positions, shut down, costs of owning an aircraft, advantages of club,

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