SPC#73 – A Different Kind of Pattern

So it's time to get the foggles

on and start some actual

2

simulated IMC training again.

3

I hadn't done that for 14 years, so

it should get pretty interesting.

4

I'd be doing what are called

instrument patterns, or I guess the

5

regular pilot skywriting, I guess.

6

I don't know.

7

Find out what happens in episode

73 of the student pilot cast,

8

a different kind of pattern.

9

Oh, and I'm going to be

introducing a new regular segment.

10

Alright, like I said, it had

been almost 14 years since I

11

donned a view limiting device.

12

Ashamed of that, actually.

13

I mean, I did take the last 11 years

off of flying, but then I should have

14

done this about 11 years beforehand.

15

I think even for non instrument rated

pilots, this should be done with an

16

instructor or a safety pilot on board,

of course, but it should be done

17

more regularly than we probably do.

18

One of the killers of private pilots

is unintended flight into IMC.

19

And that little bit of training

we do in our private training

20

is the bare minimum, of course.

21

And after a year or so, it's probably

close to useless if we're not refreshing

22

and practicing that skill once in a while.

23

So So let's talk about this for a few

minutes from the perspective, mostly,

24

of a non instrument rated private pilot.

25

But we're going to revisit

that in a little bit.

26

That's what I was at the

time of this training.

27

I was a non instrument

rated private pilot.

28

For the private pilot certificate, you

have to have three hours of IMC training.

29

Usually using a view limiting device

to simulate IMC and VFR conditions.

30

This set of skills that you need

could save your life and that of your

31

passengers should you accidentally

get yourself into IMC while flying.

32

And it may not even be weather related.

33

It could just happen to be flying

in an area of very little light

34

at night, which is somehow legal.

35

and these skills could

get you back to safety.

36

Apparently this VFR flight

into IMC conditions.

37

ends very badly 86 percent

of the time in non commercial

38

flights in fixed wing aircraft.

39

Those aren't great odds.

40

So avoiding this would be the

first big step, of course, but

41

also being ready if you do do this.

42

Could go a long way to saving your

life, but the skills are perishable.

43

They're fleeting when

you don't practice them.

44

So you've got to practice them.

45

Not just before the check ride either.

46

Ongoing.

47

These skills involve being able to focus

on the instruments and of course trust

48

them over what your body's telling you.

49

You have to be practiced at

scanning them so you don't focus

50

too much on one of the instruments.

51

to the detriment of the others.

52

so you have to develop an

effective scan in other words.

53

While doing that, you must be able to turn

around safely or otherwise head towards

54

VMC conditions while not descending into

terrain or other obstacles without getting

55

yourself into a death spiral and while

maintaining some situational awareness of

56

where you are and where you're heading.

57

You have to be able to simultaneously

tune in a radio to get some help and

58

then confess that you need some help.

59

In this situation, it would most likely

be important that you declare an emergency

60

if you're not instrument rated so that

you can get focused help, get that

61

help that you need from a controller.

62

You might need to be guided

to safety for a while, and you

63

want all of their attention.

64

so why do you need all of their attention?

65

According to that famous video from

AOPA Safety Foundation, on average,

66

you might have about 178 seconds to

live once you enter IMC inadvertently.

67

So yeah.

68

You want all the help you can get

to improve your time and your odds.

69

You know how I know that

this is a perishable skill?

70

Because I've had to keep myself

current since I achieved my

71

instrument rating over a year ago.

72

We'll talk more about

currency in another episode.

73

But while I've stayed current,

I've noticed when I've done some

74

instrument practice, how much

proficiency that I've lost while not

75

using and practicing these skills.

76

in fact, you know that 86 percent

number I threw out earlier?

77

According, again, to AOPA, one third

of those fatalities from VFR into

78

IMC were instrument rated pilots.

79

Just having the training isn't enough.

80

It requires you to be proficient.

81

because it is a perishable skill.

82

Okay, so back to my training.

83

All that is to say that this was the

first time in a while that I'd be

84

training in IMC, albeit simulated of

course, in a very, very long time.

85

So we'd be keeping it pretty simple.

86

I'll go into a little more detail in

a few minutes on this training flight

87

coming up today, but for now, But I wanted

to do something pretty exciting first.

88

I've got a new regular segment that I'm

going to introduce today on the podcast.

89

I'm calling it Beyond the Checkride,

and I'm bringing back another

90

voice you'll recognize from the

past to help me with this segment.

91

Actually, I'm just going to bring him

in right now to help me introduce it.

92

Bill: All right.

93

I'm so happy to have with me in

the student pilot cast today.

94

Uh, your old friend Kent Shook

from the pilot cast days.

95

Hey Kent, how are you doing?

96

Great.

97

Really glad to be here.

98

Awesome.

99

So Kent and I at Oshkosh, as you do,

talk about ideas and, and things about

100

aviation that you've been thinking about.

101

And one of the things we

started talking about are these

102

tips beyond the check ride.

103

So when you get into your regular flying.

104

How you really weren't taught some

basic things that you might need

105

to know as you get out in the world

and do real cross countries and do

106

real flying with friends and family.

107

So we're going to kick this segment off.

108

Our first one is going to be about

flying with non pilot passengers.

109

It's the first thing you want

to do most of the time when

110

you first get your ticket.

111

Who was your first passenger, Kent?

112

Kent: You know, I'd have to go and look.

113

It's been so long, I cannot remember.

114

Um, maybe I should have looked for that

before we started doing this segment.

115

Um, you know, really my first passenger

was my primary CFI because the first

116

thing that I did after my checkride,

which I did all my flight training in

117

Cessnas, and I wanted to have the best

possibility of being able to rent an

118

airplane whenever, and so the very first

flight after my checkride was going

119

to get checked out in the Cherokees.

120

So Maybe I'll try and look at my

log book quick before we're done

121

here and see, see who it was.

122

But yeah, I've flown a whole lot of people

over the years, uh, for the first time.

123

And I mean, I think that's a thing that

almost every pilot wants to do just about

124

right away after their check ride, right?

125

Is, you know, you've, I've been

sitting here with your instructor for

126

so long and you know, uh, probably

spouses are a frequent first flight

127

passenger because they want to

know where all this money's going.

128

Um, so, you know, it's a thing that I

think everybody does at some point, but.

129

Nobody ever really talks about what to do.

130

And, you know, this segment is

all about experience, right?

131

And so I'm going to tell you a few

things that I've done wrong and a few

132

things that I've hopefully done right.

133

But we want everybody to have

the best experience possible,

134

especially those spouses, because,

uh, spousal support is extremely

135

important if you want to keep flying.

136

No question about it.

137

So who was your first passenger, Bill?

138

Bill: My first passenger was my wife.

139

That's right.

140

Hey, there you go.

141

And I do have a little

story along these lines.

142

I was trying to be the most conscientious

pilot of a new non pilot passenger ever.

143

Um, obviously I wanted it to

be a great experience for her.

144

And so I was explaining everything

I was doing in the pre flight.

145

I did a great passenger briefing,

you know, I was in the mode because

146

I had just done my check ride.

147

It And I made sure I was saying,

you know, in the very unlikely event

148

that we do have to land off airport,

here are some things to think about.

149

I was being really conscientious

and I was telling her, okay,

150

this is what you can expect.

151

This is what, what

we're going to be doing.

152

Of course.

153

I wasn't following all

of the best guidelines.

154

It was summer in Phoenix after all.

155

And we were going to go take a

flight up to the high country.

156

I was on the, upwind.

157

Basically I had taken off and

I was flying straight out.

158

I was cleared to make a right

crosswind departure to the north.

159

And again, I was explaining

everything that was going to happen.

160

And as soon as I banked right.

161

to make my right crosswind

departure, I heard a little scream.

162

So even with all of my thinking and

pre planning and making sure she was

163

comfortable and she was expecting

everything, I didn't prep her that she

164

was She was going to feel the banks a

little more in this small airplane than

165

maybe she does in a commercial jetliner.

166

So, um, that was my one tip I want to

add here, especially to a new, a new

167

passenger who's never been in a small

airplane before you're going to feel

168

things more and it's probably good to

kind of explain that and maybe even

169

before your first banks, um, just

say, Hey, I'm about to turn right.

170

And I wish I would've done that.

171

She was fine.

172

She got used to it really quick

and we had a great weekend trip

173

and it all worked out right.

174

And she loves flying with me.

175

She's not scared of any of it.

176

So everything worked out perfectly,

but she did let out a little Yelp

177

when I first put her down towards

the ground on the right side of the

178

airplane when I made that right turn.

179

So something to be thinking about.

180

Kent: Yeah, that's actually, that brings

up kind of the, the first, the bullet

181

on my list here, which is to always

explain everything that you're doing,

182

uh, which, you know, if you're a new

pilot, hopefully your flight instructor

183

prepared you and coached you to do

that during the check ride as well,

184

because, you know, the examiner wants

to know what you're thinking as well.

185

So hopefully you're in practice when

it comes to, uh, what you're going to

186

be talking about throughout the flight.

187

I mean, really for your

passengers, it's all about comfort.

188

Okay.

189

So think about what you're saying.

190

Tell them what you're doing.

191

I mean, even something as simple as

a run up will confuse somebody who's

192

never been in a small airplane before.

193

So, uh, you know, Hey, we're just going

to check a couple of things on the engine.

194

We'll rev it up here, but we're

not going to go anywhere yet.

195

And that sort of thing, uh, plane

might bounce around a little bit from

196

the prop wash and that sort of thing.

197

I can definitely tell you that what you

don't want to do is right after take off.

198

When you realize you forgot to

turn your transponder to altitude

199

from standby before takeoff,

you really shouldn't say, Oh,

200

or that's a very inconsequential

thing, but or, Oh yeah,

201

that's, that's right, right.

202

Bill: Yeah.

203

That's a good

204

Kent: one.

205

Yep.

206

That was one of my things that I did

early on that was, Not a great idea.

207

So going along with kind of keeping

them in the loop as to what's

208

going to happen, uh, you also

want to fly really, really smooth.

209

for some reason, a lot of people,

they're like, Ooh, I'm a pilot now and

210

they feel the need to either show off

or, Show their passenger every maneuver

211

they had to learn to get their pilots.

212

Yeah.

213

Don't

214

Bill: do stalls.

215

Right.

216

Don't do stalls with a new passenger.

217

Kent: And you know, my first ride at

a GA plane was with my uncle and I

218

loved it, but I do remember he stalled

the plane a few times and, you know,

219

he was showing me all those things.

220

And I was fine in the airplane.

221

I ended up getting sick when

he got back on the ground.

222

Um, Later on, so it might not have had

anything to do with the flight, but

223

yeah, that's a thing that I have done

that with some people, but only people

224

who were actually interested in learning

how to fly and in fact were concerned

225

about what stalls were going to be like.

226

And that guy went, Oh, that's all it is.

227

Yeah.

228

If he had not been a person who

is interested in learning how to

229

fly and already had some concerns

about stalls and wanted to see a

230

stall, then yeah, that's definitely

a thing that you don't want to do.

231

Along with that, you'll sense

there's this comfort theme throughout

232

everything that we say here.

233

Try and fly when there's as

little turbulence as possible.

234

Um, I don't know.

235

Uh, what causes the most turbulence

down in your area, but up here you

236

get, uh, a lot of turbulence in the

spring and fall because you have a,

237

uh, when you get the solar heating on

the ground from the sun, the ground is

238

starting out really cold in the spring.

239

And so the temperature drops.

240

Difference between the light areas

and the dark areas is pretty extreme.

241

And then as you're into summer, or

if you're in the middle of winter,

242

there's very little thermal activity.

243

Time of day makes a difference

though, with that, of course, late

244

afternoon or mid afternoon as well,

are both going to be really turbulent.

245

Most of the time, um, if surface

winds are really, really strong,

246

you'll get some mechanical

turbulence and that sort of thing.

247

So.

248

Do your best to go up at a

time where you're not going

249

to have as much turbulence.

250

One thing that I really like to do if

they're someone that I think is really

251

going to be into it and doesn't have any

motion sickness issues to worry about or

252

anything like that, sometimes what I'll

do is I'll take them for a hundred dollar

253

hamburger and we'll fly somewhere in the

evening as the sun is going down and then.

254

You know, eat some food and then

fly back at night so that they

255

can experience that as well.

256

That

257

Bill: flight at night

is usually very smooth.

258

Kent: Yes.

259

Yes.

260

Bill: Out here in the desert, we get

a lot of lifting action in the summer

261

and the spring and the fall because

it's still hot at those times as well.

262

So we get a lot of that.

263

And then of course, out here in

the West where we have lots of

264

mountains, we get a lot of mechanical

turbulence from wind as well.

265

So, yeah, it's a good

thing to think about.

266

Go when.

267

Turbulence is lighter.

268

Speaking of that, one of the things

that ForeFlight's been working a lot on

269

is being able to see actual turbulence

based on people using their sentries

270

and the adhars that are part of that are

giving a lot of data back to ForeFlight.

271

And so that might be a tool to help you

choose a time and a day, that's maybe

272

a little lighter on the turbulence.

273

So something to think about

just popped into my head.

274

Kent: Yeah, that's a great point.

275

It's one of the newest

features of ForeFlight, the

276

actual reported turbulence.

277

And they're, I guess, using something

specific about the sensor package

278

that they have in the Sentry to

be able to detect turbulence.

279

And if you sign up with ForeFlight to

submit the data from your Sentry at the

280

end of a flight, then you get that feature

for free and the rest of us have to pay.

281

that's, I mean, I'm, I'm kind of excited

to see where things go with that feature.

282

I haven't pulled it up recently, but I

hope that there's lots of people signing

283

up to do that and giving us lots of data.

284

So that feature becomes really

useful because that is really

285

a great tool that we have not

had anywhere in aviation before.

286

Bill: Automatic and real PyReps

without you having to do PyReps.

287

Yeah.

288

It's great.

289

Yeah.

290

What else, what else can you think of

that, people should be thinking about

291

when they take their first passengers?

292

Kent: Well, I do have to say,

I was just looking and my first

293

flight was my best friend, as

well as someone else that I knew.

294

And I did exactly the wrong thing

with what we were talking about.

295

It was a late afternoon flight

at the end of May in Wisconsin.

296

And it was.

297

Really, really bumpy, you know,

even 20 years later, that was

298

some of the worst turbulence.

299

Great first flight.

300

Yeah.

301

And you were mentioning

mountains in the Southwest.

302

I think the worst turbulence I've had,

at least in terms of being more than just

303

one bump and extended period of turbulence

was flying West out of Albuquerque.

304

So yeah.

305

Anyway, that friend, uh, I know he's

flown with me at least one more time,

306

but he's not super eager to go with me.

307

So that, you know, maybe why.

308

Yeah, you

309

Bill: can't definitely

attribute it to that, I guess,

310

but it certainly didn't help.

311

I'm sure.

312

Kent: Yeah well, and I guess You should

be prepared with barf bags and all that

313

kind of stuff You can just use a ziplock

if you don't have the special airplane

314

ones But once in a while people will

steal barf bags off an airline flight.

315

Yeah, give them to me

316

Bill: They've got stacks of them.

317

Kent: You can just ask for

318

Bill: them

319

Kent: Yeah I've actually only

ever had one person who had an

320

issue with that that I was flying.

321

Well, I guess Two once in part 91 personal

flying and once in professional flying

322

the the second one had just had his COVID

vaccine and he got the Was it Johnson and

323

Johnson that was making everybody sick?

324

And so He was actually Getting

sick before he even got to the

325

airplane, uh, for us to fly him home.

326

So that one definitely wasn't my fault.

327

Bill: So tell me a couple of reasons

that you've thought about that.

328

It's so important to make

your passengers comfortable.

329

Kent: Well, you know, we mentioned one

already, which is that you want them

330

to come fly with you again, right?

331

Yeah.

332

But the other one is, uh, You know,

I used to train truck drivers and

333

I used to always take my trainees

flying at some point, usually when

334

they were getting successful with

things, that was kind of the reward

335

of, Hey, I think we're almost done and

going to get you in your own truck.

336

Hey, do you want to go flying?

337

And one of them that I specifically

remember, his brother had been

338

a cargo pilot and had taken him

flying in a three 10 and was just.

339

Making jokes about, gee, our hope, our

wing doesn't fall off and stuff like that.

340

And, you know, it was just

purposely trying to freak him out.

341

Cause I mean, I guess that's what

brothers do sometimes, but you

342

Bill: know, it's that, or

a, it's that, or a noogie.

343

So,

344

Kent: right, right.

345

Yeah, but yeah, he never got on an

airplane again and he, he wouldn't go

346

flying with me and I'm not even sure

he flies on the airlines anymore.

347

You know, GA is just a very,

very, very small community.

348

But, we do need to make friends with the

rest of the world, because their taxes

349

pay for our airports in a lot of cases.

350

And so, you know, next time your

local airport is in trouble, you

351

don't want that person whose brother

freaked them out and they never went

352

flying again, to be speaking up at

the town meeting and saying, Nyeh.

353

Screw those guys.

354

Let's get rid of all those

dumb little airplanes, right?

355

You want to have a bunch of people

that you've taken flying and given

356

a wonderful experience and hopefully

you've taken their kids flying maybe

357

in young Eagles and, um, you know,

maybe you've brought them a puppy with

358

pilots and paws or something like that.

359

Show people the good side of

aviation and, um, going up with you.

360

Absolutely.

361

You know, we need more friends

of this industry for sure.

362

So that's incredibly important.

363

Bill: Yeah.

364

So if I could sum it up one, don't freak

out your passion passengers, find ways

365

to not freak them out or make them sick.

366

And two, let's make friends

outside of aviation.

367

Absolutely.

368

We want all the non pilots to like

the airplanes and like flying with us.

369

It gives us more opportunities to

fly if they want to fly with us.

370

Right.

371

So that's part of our challenge.

372

Kent: Yup.

373

Just make it smooth and

comfortable and fun.

374

And the fact that you're a pilot is

the coolest thing in the world to them.

375

Bill: Yeah.

376

Kent: There's nothing else you need to

show off, you know, that is a really good

377

Bill: point.

378

Yeah.

379

It was a really good point.

380

Well, Kent, this was super fun to

reprise our roles on the pilot cast

381

a little bit and get back together.

382

So appreciate you coming on and I'll say

to the SPC listeners that we're going

383

to be doing more of this and we're going

to do a new topic for a lot of episodes.

384

So this feature will hopefully

keep going and we'll hear a lot

385

more from Kent and the wisdom of

all of the experience that he has.

386

So appreciate you coming on Kent.

387

It was really fun.

388

Kent: Well, and I hope people will

write back in and offer their comments

389

and maybe give us some ideas of things

to talk about on this, because, you

390

know, I've been flying these little

airplanes for 20 plus years now, and

391

I still definitely don't know it all.

392

So, um, tell us what you want

to hear and we'll talk about

393

Bill: awesome.

394

Thanks.

395

We'll talk to you

396

So that's our first installment

of the new segment and I hope

397

you love where we take it.

398

We'll figure it out over time and the

best way to bring these topics to you.

399

And I'm sure we'll get

better and faster at it.

400

In other words, most of the time, I think

there'll be a little shorter than that.

401

But it's our first one.

402

So cut us some slack.

403

Like we mentioned in the segment though.

404

We'd love suggestions on what

to cover in future episodes.

405

We have a decent list going

already, and the plan is to keep

406

adding them to most episodes

until we simply run out of topics.

407

So that's where you come in.

408

Don't let us run out of topics.

409

So send your suggestions to me at

bill at student pilot, cast.com.

410

Thanks.

411

All.

412

Alright, so let's get

back to today's flight.

413

I'd be starting simple today, like

I said earlier, and doing what

414

are called instrument patterns.

415

These are simply little

instruction cards that tell you

416

what patterns to make in the sky.

417

Unfortunately, the ones we were

using didn't write anything

418

cool like a skywriter would.

419

Nothing like that.

420

They were simply directions to fly

certain headings or relative headings,

421

altitudes, et cetera, and told me how long

to fly them, how long to fly each leg.

422

This is designed to help me practice

my instrument scans and divide my

423

attention across altitude, time, heading,

standard rate turns, all that stuff.

424

Basically, it starts letting me

practice in a very simple way,

425

all the things I have to do as I

put instrument flight together and

426

as I get better and better at it.

427

If you're not familiar, I'm

sure you'll get the picture as

428

you hear more of the training.

429

Essentially, I'd be flying seemingly

random patterns based on these little

430

cards that they gave me, and timing

each leg so I know where and when to

431

start another turn in the pattern.

432

Another leg, if you will.

433

So let's get on with it.

434

Oh, and I should mention that I'm breaking

this flight up into two because of

435

the new beyond the check ride segment.

436

I didn't want it to get way too long.

437

so to kick this one off, I'll throw in

my ground call, but in the same theme

438

of keeping this shorter, I'll cut a

lot of the monotony out where I can.

439

I'm trying to strike the right balance

of helping you guys feel like you're

440

there on the flight with all of the

other traffic, the practice area

441

congestion, you know, the context of the

flight, but at the same time, not bore

442

you with every minute of the flight.

443

So definitely let me know how I'm doing.

444

Give me feedback on how

I'm editing the flights up.

445

That said, here's that ground call.

446

Red Rock sixty at spot five, would like

a south departure, and we have PAPA.

447

Red Rock sixty, thousand ground,

runway four right, taxi via delta.

448

Four right, taxi via

delta, Red Rock sixty.

449

Couldn't hear the beginning part.

450

No, you're good.

451

Clear the intersection.

452

That guy's going to the right, perfect.

453

Clear the intersection, coming left.

454

Okay, he's coming this way.

455

Uh, he's just clearing the runway.

456

Okay, we're good.

457

Good S.

458

A.

459

though.

460

He's gonna call ground right now.

461

After taxiing out, we

did the run up as usual.

462

Okay.

463

Alright, so what you do with

464

Hold that down.

465

466

Delta.

467

Delta.

468

Alright.

469

Runup parking brake is set.

470

Mixture rich light controls

471

fountain ground, Oxford 49 55, correct.

472

473

55,000 ground runway.

474

Four eight.

475

Text Delta.

476

Alright, Magneto's left.

477

Barely a drop.

478

That's nice.

479

Barely.

480

And right.

481

Barely.

482

Okay, both on.

483

Carb heat.

484

Barely.

485

Wow.

486

Amps.

487

Probably here, huh?

488

Yep, exactly.

489

Okay, 13.

490

6 volts.

491

There's no ammeter.

492

Oh, okay.

493

Vacuum, we're at 5.

494

3.

495

Uh, oil and fuel.

496

All in the green.

497

Okay.

498

And throttle back to idle.

499

Make sure it doesn't die.

500

We also, we missed one thing

on the checklist there.

501

I believe flight, oh no, excuse me,

flight instruments are afterward.

502

Perfect.

503

So we're still a little tilted.

504

I'll try and remember that.

505

Where's the compass?

506

Magnetic compass is over here.

507

So we can set it to about 320.

508

That's three four zero.

509

My bad.

510

You're good.

511

Three two zero.

512

Alright.

513

Yes.

514

You already put something in there?

515

Oh yeah, I threw a Chandler.

516

Okay.

517

Um, are we going to be

transitioning Chandler?

518

Or are we going to be

above their airspace?

519

We're going to be above them, yep.

520

All right, and, uh, Transponder, I

was, someone was squawking yesterday.

521

I guess they did like a VFR,

so I just set us to VFR.

522

Okay, you got us.

523

Okay.

524

525

All right, so we are going

to do a normal takeoff.

526

Yep.

527

Um, we'll probably, she'll probably put

us in a right pattern to go south, right?

528

Yep, exactly.

529

Um, at 400 feet, you're going

to ask me to put my foggles on.

530

Yep.

531

Which, I don't remember where I put them.

532

I put them somewhere to be handy.

533

Okay.

534

I can grab mine if need, but.

535

There.

536

Perfect.

537

There you go.

538

You can just, uh.

539

Put them on my head.

540

Good deal.

541

Okay.

542

Um, if we have any problems with

the engine or otherwise, uh, while

543

we're on the ground we're going

to break and get off the runway.

544

If we are rotated, but

have runway remaining.

545

We're going to land and heavy break.

546

Um, if we don't have any runway remaining,

we're going to head over maybe to

547

Phillips Road or to the golf courses over

there, if we can't maintain altitude.

548

Um, alright.

549

Anything else?

550

Nope.

551

You can switch over to tower.

552

When we come to a stop, you can,

uh, you can throw in one, two, two,

553

eight, five, to kind of help yourself

out, stay ahead of the airplane.

554

That's the south practice area?

555

Yep.

556

Eight, five, there

557

you go.

558

And when this guy starts rolling, then you

can call him up saying, uh, Falcon Tower,

559

Red Rock sixty holding short, four right.

560

Okay.

561

Steel pump is on.

562

Flaps are and light set to zero.

563

Heading light.

564

There you go.

565

Ending light is on.

566

Perfect.

567

Right.

568

Falcon Tower.

569

Yep.

570

Falcon Tower.

571

Red Rock.

572

60 is holding short of four.

573

Right?

574

Ready to go.

575

Red Rock.

576

60 Falcon Tower.

577

Good morning.

578

Right turn.

579

Southbound approved wind 0

3 0 at one four runway four.

580

Right.

581

Clear for takeoff.

582

Clear for takeoff.

583

On for right and right turn.

584

Approved.

585

Red Rock 60.

586

That's a nice guy.

587

Yeah.

588

Good vibes.

589

Alright sir, takeoff is all on you.

590

Have a bit of a left crosswind.

591

Yep, just a little bit, so you

can add a little bit of aileron.

592

Alright, here we go.

593

Airspeed is alive.

594

Engine instruments are green.

595

And we're at sixty five.

596

Rotate.

597

Helicopter 3A Gulf Mike

ready to go with Yankee 2.

598

Helicopter 3A Gulf Mike,

Yankee 2 pattern approved.

599

Inbound traffic for Yankee 2

pattern four miles northwest.

600

Five.

601

Okay.

602

So at about 400 feet, my instructor

took over the controls so I could get my

603

foggles on and start the simulated IMC.

604

I'll go over some of the

requirements to get your instrument

605

rating in the next episode.

606

But this would basically be my life in the

airplane for the next couple of months.

607

Here you go.

608

Alright, I'll take the controls.

609

Alright, your controls.

610

your foggles on.

611

Alright.

612

You got the airplane?

613

My controls.

614

Alright, you can come right heading 220.

615

Right, heading 220.

616

And we'll climb up to 3, 700.

617

3, 700.

618

Universal 1 9 traffic helicopter,

left downwind 2 pattern.

619

Traffic in sight, Universal 1 9.

620

You can start your wings level.

621

There you go.

622

And we can do our after takeoff checklist.

623

And really small movements.

624

Don't need to go crazy with it.

625

After takeoff, flaps set to zero,

mixture rich, landing light is off,

626

back on my heading,

and we'll go level off.

627

Okay, fuel pump off, say again?

628

You can level off right here.

629

And now you can turn direct to 190.

630

1 9 0.

631

Yep, left 1 9 0.

632

Stay out of Phoenix's airspace.

633

arrival with V formation pop up.

634

Request And you can descend

down, watch your altitude.

635

A 3 72 51 F Tower.

636

Good morning.

637

Make left traffic runway four left.

638

There you go.

639

Where do you want?

640

Uh, just about 23 out

of that yellow, right?

641

Yep.

642

Okay.

643

After.

644

All right, cool.

645

Out the feel to not look outside.

646

A little weird.

647

Yeah, it's been a long

time since I've done that.

648

Welcome to I

649

Red Rock 60 traffic, two

miles south your position.

650

Diamond Star 3,700

indicated also southbound.

651

Frequency Change Prove Good day.

652

Frequency change approved, and we're

looking for that traffic redox you see.

653

I don't see him.

654

I'll worry about him, you

just worry about the airplane.

655

So

656

we're staying clear of gateways, staying

clear of the Phoenix Bravo, and the shell

657

starts at 4, 000 so 3, 700 is perfect.

658

We're going to fly right

over the top of Chantler.

659

You can do your cruise checklist for now.

660

Cruise checklist, throttle, cruise.

661

Sir Lane,

662

uh, heading indicator, we have 1 9 0.

663

You'll already got the timer going.

664

South Spencer is the 5 86 4,500

over Gila River Memorial, heading

665

towards , slow point stall.

666

South Spencer,

667

south , north America Mountain maneuvering

between four and 5,000 feet in Southwest.

668

Oh, it's so busy down there already.

669

This is gonna be tough.

670

This is going

671

Okay, so we're flying along.

672

And we hear this, the segment

that I've got coming up.

673

I'm adding this in because I want to

give a little shout out to APS where they

674

do, well, more than do, they basically

wrote the book on what's called Upset

675

Prevention and Recovery Training or UPRT.

676

My youngest son is about to start

A& P school and recently he started

677

working at APS and he is loving it.

678

They have eight extras and a

couple of experimental jets

679

for high altitude UPRT as well.

680

Well, We happen to hear a few of

them in a section of the Southeast

681

practice area having a little bit

more fun than we probably were.

682

I mean, I like instrument training

and all, but here was their call.

683

Notice the call sign.

684

They use upset as the beginning of

the call sign for all of their planes.

685

Man, that sounds like a lot of fun, right?

686

I know they're mostly

doing serious training.

687

I mean, they do fun aero rides too,

but most of their training is for

688

professional pilots being sent there

by their company or by the military.

689

But that doesn't mean it's not fun, right?

690

Well, this is how we reacted

at the time in the airplane.

691

And I'm still kind of jealous.

692

My son who started working there

recently is apparently going to be

693

getting a pretty cool ride soon.

694

Part of their perks as employees.

695

So I'll live vicariously through

him for at least a little while.

696

That said, I did have my own little

aerobatic adventure very recently, but

697

again, in the interest of time, I'll

cover that hopefully in the next episode.

698

So stay subscribed.

699

All right.

700

Jealous pilots aside, let's

get on with the flight.

701

There you go.

702

Really good job.

703

So far, so good.

704

We'll just kind of get clear of

everyone's airspace and then we'll, uh,

705

over, written half, sat 3, 500, heading

706

back into gateway, last call, Sunday.

707

I realize we don't have a lot of bumps.

708

But, this is so much easier than the simp.

709

I know I'm not doing anything yet.

710

But even this, it's like,

at least it holds altitude.

711

The error on the latitude indicator

is giving me some problems though.

712

Well, I try and hold it level and

then I realize I'm turning left.

713

Uh, I just have to keep remembering.

714

about

715

3 miles to the northwest

AmeriCorps mountain.

716

Setting up for slow flight stall.

717

uh, at 5, 600 descending down to 4, 500

718

and over Coolidge heading to the gap.

719

Southeast

720

721

Alright, um, for sake of spacing,

timing, time, and traffic.

722

We're going to just start our

first leg, um, on a south heading.

723

So we're going to kind of do

everything reference to south.

724

Okay.

725

Because there's a lot of traffic,

and there's a lot of airspace

726

that we have to worry about.

727

Um, so we'll just

continue on this heading.

728

And we'll climb up to, climb up to 4, 500.

729

4, 500.

730

Yep.

731

Don't forget to put in uh, your mixture

when you climb, and then your power.

732

Okay.

733

Let me jump in here real quick

for some local information.

734

You're going to hear my instructor

saying Bob Choulet, I think, or something

735

like that a bit in this episode.

736

I honestly thought it was a joke as

I was re listening to the recording

737

because we do pronounce it that way as

a joke sometimes, something I learned

738

to do as my training progressed.

739

But I think in this case, he

might've been serious as I listened

740

more, which is understandable.

741

My instructor was.

742

Not from this area.

743

And as I mentioned in the last episode,

was new to instructing and to the airport.

744

So how would he know?

745

There is this tiniest of

communities South of the East

746

Valley of Phoenix called Bapchule.

747

It's spelled B A P C H U L E.

748

So you can see why someone pronounce it.

749

as Bob Shuley, which is what we

do when we're flying often so much

750

that I sometimes have to think

about how it's really pronounced.

751

We've come up with all kinds of ways

of saying it, sometimes with an English

752

accent, sometimes with a Southern accent.

753

It's all fair game.

754

I've never even been to this

place on the ground before.

755

And when I say small, it's

like a couple of buildings.

756

But it's surrounded by open desert.

757

So it makes for a nice

reference point from the air.

758

It's easy to see, and it stands

out against that open desert.

759

And it's on the way to a lot of places.

760

If you're coming out of the gap over

Chandler, the gap is that air space

761

gap between the Phoenix class Bravo,

And, Williams Mesa Gateway Airport, and

762

where you come from Falcon Field, when

you're kind of heading to the south,

763

you can go through this little gap

where you get through this airspace.

764

So it's called the gap.

765

So we use BAPTULE all the time as kind of,

oh, there, you know, I know where I'm at.

766

If you're observant, you'll hear at least

one other pilot on the radio, pronouncing

767

it correctly during this episode.

768

Points to the first listener

who reaches out to me with the

769

timestamp of when that happens.

770

Anyway, I didn't want you wondering

what we're talking about every time

771

my instructor is on the radio and

he's talking about this Bob guy, Bob.

772

Bob Choulet.

773

I don't even remember.

774

We've said it so many different ways.

775

I don't even remember what he

was saying, but you'll hear it.

776

So let's carry on.

777

I'll let most of this play and tell

about the halfway mark of the flight.

778

So you can follow my patterns, but I'll

cut out a bunch of silence or near silence

779

so that times won't necessarily match

with the wall clock while you're listening

780

on the timing I'm doing for the legs.

781

Here you go.

782

'We'll be right behind you.

783

When we reach Bob Chulet, then we

can start our instrument pattern.

784

Do you want me on one eight

zero or still on one nine zero?

785

We're gonna do one nine zero for now.

786

Okay.

787

And then when we start our instrument

pattern, we're gonna go one eight zero,

788

get ourselves a stab at four thousand

five hundred, and then we'll, uh,

789

we'll start that instrument pattern.

790

Alright.

791

Brenda, cool?

792

Yep.

793

Sweet.

794

And, um, just make sure I heard correctly,

you said four thousand five hundred.

795

Four thousand five hundred, yep.

796

Got it.

797

And you can come left one

eight zero for spacing.

798

Worth another traffic.

799

1 8 0.

800

Uh, we're going to go left actually 1 6 0.

801

1 6 0.

802

1 6 0, level off 4, 500.

803

Alright, you can start your level off.

804

And you can start to slow yourself

down to 100 miles an hour.

805

806

Around that, yep.

807

So that's called our control performance.

808

So RPM for a 100 miles per hour, perfect.

809

Perfect.

810

And

811

you can get yourself back

established on a 1 8 0 heading.

812

Alright, 1 8 0.

813

And when you're ready, you can

start your instrument pattern.

814

Very nice job so far, Bill.

815

Give me just one second here

to get my speed and altitude.

816

Yeah, get yourself situated.

817

Sorry about that.

818

Oh, you're good.

819

I know, it's hard with

the attitude indicator.

820

With our attitude indicator, we can

also reference other instruments to

821

make sure that we're turning right.

822

We've got our track coordinator,

we've got our heading indicator.

823

Okay, so I've got a bit of a problem.

824

I can't, I can't seem to hold

altitude and get it to 100 miles an

825

hour without going into the yellow.

826

Okay, um, what do you want me to do?

827

Yeah, we can add in a little bit of power.

828

We'll go 110.

829

Okay.

830

Just for that sake.

831

832

And that should give us

about 110 or so, 105.

833

And we'll just use that.

834

Just

835

kind of get yourself trimmed out.

836

Perfect.

837

Not quite there yet.

838

Sorry.

839

Don't apologize.

840

I need you to get comfortable with the

airplane before you start doing anything.

841

I know these airplanes really

aren't easy for instruments, so.

842

You're doing great.

843

I'd be doing the exact

same thing you're doing

844

South Practice area, red Rock sixties,

4,500, Bob Chile heading southbound

845

and maneuvering, staying at 4,500.

846

So, okay.

847

So 1 7 5 2 Tango, I

think Wichita Southeast.

848

I'll help you out for today with a timer.

849

This one doesn't have a timer.

850

Okay, I can.

851

Because 8 0 Whiskey

does, but not this one.

852

I can help you out with it if you need.

853

Time to change tanks.

854

Okay, perfect.

855

So your fuel pump should come on and

then we'll switch tanks to the right.

856

Alright, fuel pump.

857

I got the airplane if you need.

858

Fuel pump is on.

859

Switch tanks.

860

Cool.

861

Fuel pressure.

862

Good.

863

Fuel pump off.

864

Perfect.

865

Fuel pressure.

866

Alright.

867

Good deal.

868

Um, the timer.

869

Okay.

870

Okay, my airplane?

871

Your airplane.

872

South, right?

873

Uh, yep.

874

so if we get started here,

875

alright, it starts right

here for one minute.

876

Ready?

877

Sir.

878

Going 45

879

Uh, it's the first leg, just one minute.

880

I meant 45 degree turn to the left, sorry.

881

Oh, yeah, yeah, yeah, I was about to say.

882

I should have met CA better.

883

Oh, you're good.

884

Southeast Oxford.

885

10 10, 6, 5.

886

Overwater Ski Lake will be

setting up for slow seconds.

887

Southbound go

888

Three zero Golf, which has

had three, five for the gap.

889

Lost fall South

890

Southeast Practice Oxford 70 49.

891

Water Ski Lake 5,500 southbound.

892

That is a one minute leg sir.

893

We'll do a standard 180 degrees.

894

Uh, turn to the right.

895

Take one minute.

896

Yep.

897

Right at one minute we

should be heading about 320.

898

There

899

we go.

900

Standard rate.

901

Be sure to compensate

for that loss of lift.

902

Good.

903

Very

904

nice.

905

Right

906

there, right on.

907

One minute.

908

On the money.

909

Okay, then this leg

910

Thirty seconds?

911

Two minutes.

912

Don't scare me like that.

913

I am on the right leg, right?

914

It's two minutes?

915

I thought you were on, I thought

you just did your Oh, you're

916

right, you're right, you're right.

917

Okay.

918

I was thinking the wrong one.

919

I want to go north.

920

There you go.

921

In five seconds.

922

I was about to say, two minutes, alright,

that's a That's a long one, yeah.

923

Okay, standard rate.

924

Little back pressure.

925

Yep.

926

Run from your mistakes.

927

That's perfect.

928

Could be about 15 seconds.

929

Is whoop overdid it A little.

930

All right, now this one's two minutes,

five outstanding goes over black water.

931

Five nine descending three five emergency.

932

Sent with a couple of fe

933

Sarah Red Rock, 64,500 North test

track and northbound gonna be

934

maneuvering circles and south.

935

Keeping up that scan.

936

Alright, one minute to go, roll.

937

Alright, one minute to go, roll.

938

Southwest practice area, SS734,

939

Hotel Charlie is at 4, 500

over Bapchul, moving westbound.

940

30

941

seconds,

942

I'll be making a turn to

943

Zero four five.

944

Yes sir.

945

Zero four five heading.

946

Standard rate.

947

Go.

948

Reset.

949

I

950

don't know why we ballooned so much.

951

Probably some turbulence.

952

This one is Forty five seconds.

953

Forty five seconds, we're

about halfway there.

954

Alright, ten seconds.

955

be doing a two seventy.

956

Alright?

957

Yes sir.

958

I'll be turning to the south.

959

Yep, you're going to be heading south.

960

To the left.

961

Right now.

962

Yep.

963

Standard rate.

964

I could lose a tiny bit of altitude.

965

Practice Aero to X 60, 4, 500, Bob

Choulet heading southbound, south.

966

Bill, you're doing a great job.

967

Thank you.

968

Keeping a right of standard rate,

you're keeping this game going, and I

969

know you are, because your altitude's

good, your coordinator's good, your air

970

speed's good, your power setting's good.

971

Fantastic.

972

This is going to be fun, man.

973

Challenging, but fun.

974

Yeah, oh yeah.

975

It's just the beginning.

976

Then you're going to be doing

checklists in the next lesson with us.

977

Yeah.

978

And changing air speeds and

doing all kinds of stuff.

979

Then we can start talking

about control performance.

980

Alright, I'm going to

be rolling out on south.

981

Alright, that'll have to do it for

the instrument patterns for today and

982

we'll pick this back up next week.

983

But it was good to be doing actual

simulated IMC training again.

984

I was doing alright, but I was in

kindergarten with these patterns.

985

This rating would get challenging for

sure, juggling all of the new knowledge,

986

the new skills in the cockpit, and

mostly just how busy everything would

987

get, and I couldn't get enough of it.

988

You know what else I can't get enough of?

989

Yep, you're right, comments from you guys.

990

As usual, I Want you to know that

I'd love hearing from you again.

991

You can send me email anytime

at bill at studentpilotcast.

992

com.

993

It's easy.

994

And I don't charge that much for emails.

995

It'll only cost you.

996

Let's see, one carry the two.

997

Oh yeah, it's free.

998

And it's easy.

999

You can also find me on X using the

handle at bill will that's Bravo,

India, Lima, Lima, whiskey, India, Lima.

I know a few of you have reached

out that way and that's cool too.

However you do it, let me know

what you're up to in aviation.

If you're flying, let me know

what and where you're doing it.

And let me know what you're

learning right now too.

Seriously.

I love it.

So I'm in the middle of my first

training under the hood in a while.

And like I said, we'll finish

up this flight next week, but.

I'll be doing a lot of this

over the next little while.

Like I said, I couldn't get enough of it.

There would come a time when I would

long to look out of the airplane

again, but for now I was learning and

practicing some new skills to me, and

that usually keeps me really happy.

It's like a fix I was able to get a

couple of times a week, sometimes more.

I'd also start flying a bit in the basic

training device or the basic SIM that

I'd use for some of my training hours.

And.

In fact, I had done my first SIM session a

day or two before this flight, where I was

introduced to the instrument patterns in

the SIM before we did it in the airplane.

I'll talk more about training in the

sim in future episodes a little bit.

Nobody wants to hear

audio of a sim session.

Suffice it to say right now, it's

not nearly as fun as it sounds.

The real airplane is way, way better.

I found the sim actually

really hard to control.

Nothing felt as natural as the

real plane, and the controls

were just too simulated feeling.

So, yeah, real flying is best.

That said There is a good

place in trading for the sim.

And the better, like the more expensive

the sim, probably the better it is.

But I much prefer real flying.

I use my own non certified gaming

sims to practice certain things,

including procedures from time to time.

While it's not loggable and not

nearly as fun as the real thing,

it can be instructive and helpful.

So yes, there is a place for it.

But I'll keep bringing

you to the real thing.

And maybe, Talk about some

of the sim experience that

I got during this training.

So until next week, when

we finish this one up, just

remember I was loving it so far.

I was learning a ton and I had

no idea what was in store for

me, even if I thought I did.

I was blissfully ignorant of the

brain overload that I'd soon feel.

I would actually soon be an overloaded

pilot who could only stammer

nonsensical phrases like hold entry

while looking at my thumb and VDP what?

I might have even been heard saying

something like why does he keep

telling me how far I am away from

this final approach fix and what

was all that other stuff he said?

I'd figure it out soon enough, I guess.