Episode 73

SPC#73 – A Different Kind of Pattern

In Episode 73, we join Bill as he starts his training under the hood for simulated IMC. We also introduce a new segment in this week's episode, "Beyond the Checkride". In this edition of the segment a special guest and I will talk about our first topic for actual, real-world flying that maybe weren't taught in flight school.

Links:

Hope you enjoy the episode and thanks for listening! Visit the SPC website at https://studentpilotcast.com. Please keep the feedback coming. You can use the contact form on the website or send email to bill at student pilot cast dot com. The theme song for our episodes is "To Be an Angel" by the band, "Uncle Seth".

Legal Notice: Remember, any instruction that you hear in this podcast was meant for me and me alone in the situation that we happened to be in at the time. Please do not try to apply anything you see or hear in this episode or any other episode to your own flying. If you have questions about any aspect of your flying, please consult a qualified CFI.

Copyright 2008-2024, studentpilotcast.com and Bill Williams

Transcript
Speaker:

So it's time to get the foggles

on and start some actual

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simulated IMC training again.

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I hadn't done that for 14 years, so

it should get pretty interesting.

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I'd be doing what are called

instrument patterns, or I guess the

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regular pilot skywriting, I guess.

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I don't know.

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Find out what happens in episode

73 of the student pilot cast,

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a different kind of pattern.

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Oh, and I'm going to be

introducing a new regular segment.

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Alright, like I said, it had

been almost 14 years since I

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donned a view limiting device.

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Ashamed of that, actually.

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I mean, I did take the last 11 years

off of flying, but then I should have

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done this about 11 years beforehand.

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I think even for non instrument rated

pilots, this should be done with an

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instructor or a safety pilot on board,

of course, but it should be done

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more regularly than we probably do.

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One of the killers of private pilots

is unintended flight into IMC.

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And that little bit of training

we do in our private training

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is the bare minimum, of course.

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And after a year or so, it's probably

close to useless if we're not refreshing

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and practicing that skill once in a while.

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So So let's talk about this for a few

minutes from the perspective, mostly,

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of a non instrument rated private pilot.

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But we're going to revisit

that in a little bit.

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That's what I was at the

time of this training.

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I was a non instrument

rated private pilot.

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For the private pilot certificate, you

have to have three hours of IMC training.

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Usually using a view limiting device

to simulate IMC and VFR conditions.

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This set of skills that you need

could save your life and that of your

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passengers should you accidentally

get yourself into IMC while flying.

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And it may not even be weather related.

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It could just happen to be flying

in an area of very little light

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at night, which is somehow legal.

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and these skills could

get you back to safety.

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Apparently this VFR flight

into IMC conditions.

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ends very badly 86 percent

of the time in non commercial

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flights in fixed wing aircraft.

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Those aren't great odds.

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So avoiding this would be the

first big step, of course, but

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also being ready if you do do this.

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Could go a long way to saving your

life, but the skills are perishable.

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They're fleeting when

you don't practice them.

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So you've got to practice them.

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Not just before the check ride either.

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Ongoing.

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These skills involve being able to focus

on the instruments and of course trust

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them over what your body's telling you.

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You have to be practiced at

scanning them so you don't focus

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too much on one of the instruments.

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to the detriment of the others.

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so you have to develop an

effective scan in other words.

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While doing that, you must be able to turn

around safely or otherwise head towards

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VMC conditions while not descending into

terrain or other obstacles without getting

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yourself into a death spiral and while

maintaining some situational awareness of

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where you are and where you're heading.

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You have to be able to simultaneously

tune in a radio to get some help and

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then confess that you need some help.

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In this situation, it would most likely

be important that you declare an emergency

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if you're not instrument rated so that

you can get focused help, get that

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help that you need from a controller.

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You might need to be guided

to safety for a while, and you

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want all of their attention.

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so why do you need all of their attention?

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According to that famous video from

AOPA Safety Foundation, on average,

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you might have about 178 seconds to

live once you enter IMC inadvertently.

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So yeah.

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You want all the help you can get

to improve your time and your odds.

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You know how I know that

this is a perishable skill?

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Because I've had to keep myself

current since I achieved my

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instrument rating over a year ago.

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We'll talk more about

currency in another episode.

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But while I've stayed current,

I've noticed when I've done some

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instrument practice, how much

proficiency that I've lost while not

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using and practicing these skills.

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in fact, you know that 86 percent

number I threw out earlier?

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According, again, to AOPA, one third

of those fatalities from VFR into

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IMC were instrument rated pilots.

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Just having the training isn't enough.

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It requires you to be proficient.

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because it is a perishable skill.

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Okay, so back to my training.

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All that is to say that this was the

first time in a while that I'd be

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training in IMC, albeit simulated of

course, in a very, very long time.

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So we'd be keeping it pretty simple.

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I'll go into a little more detail in

a few minutes on this training flight

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coming up today, but for now, But I wanted

to do something pretty exciting first.

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

going to introduce today on the podcast.

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I'm calling it Beyond the Checkride,

and I'm bringing back another

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voice you'll recognize from the

past to help me with this segment.

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Actually, I'm just going to bring him

in right now to help me introduce it.

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Bill: All right.

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I'm so happy to have with me in

the student pilot cast today.

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Uh, your old friend Kent Shook

from the pilot cast days.

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Hey Kent, how are you doing?

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Great.

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Really glad to be here.

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Awesome.

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So Kent and I at Oshkosh, as you do,

talk about ideas and, and things about

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aviation that you've been thinking about.

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And one of the things we

started talking about are these

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tips beyond the check ride.

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So when you get into your regular flying.

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How you really weren't taught some

basic things that you might need

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to know as you get out in the world

and do real cross countries and do

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real flying with friends and family.

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So we're going to kick this segment off.

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Our first one is going to be about

flying with non pilot passengers.

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It's the first thing you want

to do most of the time when

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you first get your ticket.

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Who was your first passenger, Kent?

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

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It's been so long, I cannot remember.

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Um, maybe I should have looked for that

before we started doing this segment.

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Um, you know, really my first passenger

was my primary CFI because the first

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thing that I did after my checkride,

which I did all my flight training in

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Cessnas, and I wanted to have the best

possibility of being able to rent an

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airplane whenever, and so the very first

flight after my checkride was going

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to get checked out in the Cherokees.

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So Maybe I'll try and look at my

log book quick before we're done

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here and see, see who it was.

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

over the years, uh, for the first time.

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

almost every pilot wants to do just about

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right away after their check ride, right?

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

sitting here with your instructor for

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so long and you know, uh, probably

spouses are a frequent first flight

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passenger because they want to

know where all this money's going.

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

think everybody does at some point, but.

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Nobody ever really talks about what to do.

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And, you know, this segment is

all about experience, right?

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And so I'm going to tell you a few

things that I've done wrong and a few

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things that I've hopefully done right.

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But we want everybody to have

the best experience possible,

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especially those spouses, because,

uh, spousal support is extremely

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important if you want to keep flying.

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No question about it.

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So who was your first passenger, Bill?

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Bill: My first passenger was my wife.

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That's right.

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Hey, there you go.

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And I do have a little

story along these lines.

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I was trying to be the most conscientious

pilot of a new non pilot passenger ever.

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Um, obviously I wanted it to

be a great experience for her.

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And so I was explaining everything

I was doing in the pre flight.

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I did a great passenger briefing,

you know, I was in the mode because

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I had just done my check ride.

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It And I made sure I was saying,

you know, in the very unlikely event

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that we do have to land off airport,

here are some things to think about.

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I was being really conscientious

and I was telling her, okay,

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this is what you can expect.

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This is what, what

we're going to be doing.

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Of course.

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I wasn't following all

of the best guidelines.

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It was summer in Phoenix after all.

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And we were going to go take a

flight up to the high country.

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I was on the, upwind.

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Basically I had taken off and

I was flying straight out.

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I was cleared to make a right

crosswind departure to the north.

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And again, I was explaining

everything that was going to happen.

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And as soon as I banked right.

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to make my right crosswind

departure, I heard a little scream.

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So even with all of my thinking and

pre planning and making sure she was

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comfortable and she was expecting

everything, I didn't prep her that she

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was She was going to feel the banks a

little more in this small airplane than

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maybe she does in a commercial jetliner.

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

add here, especially to a new, a new

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passenger who's never been in a small

airplane before you're going to feel

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things more and it's probably good to

kind of explain that and maybe even

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before your first banks, um, just

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

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And I wish I would've done that.

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She was fine.

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She got used to it really quick

and we had a great weekend trip

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and it all worked out right.

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And she loves flying with me.

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She's not scared of any of it.

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So everything worked out perfectly,

but she did let out a little Yelp

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when I first put her down towards

the ground on the right side of the

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airplane when I made that right turn.

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So something to be thinking about.

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Kent: Yeah, that's actually, that brings

up kind of the, the first, the bullet

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on my list here, which is to always

explain everything that you're doing,

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

pilot, hopefully your flight instructor

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prepared you and coached you to do

that during the check ride as well,

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because, you know, the examiner wants

to know what you're thinking as well.

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So hopefully you're in practice when

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

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be talking about throughout the flight.

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I mean, really for your

passengers, it's all about comfort.

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Okay.

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So think about what you're saying.

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Tell them what you're doing.

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I mean, even something as simple as

a run up will confuse somebody who's

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never been in a small airplane before.

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

to check a couple of things on the engine.

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

not going to go anywhere yet.

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And that sort of thing, uh, plane

might bounce around a little bit from

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the prop wash and that sort of thing.

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I can definitely tell you that what you

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

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When you realize you forgot to

turn your transponder to altitude

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from standby before takeoff,

you really shouldn't say, Oh,

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or that's a very inconsequential

thing, but or, Oh yeah,

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that's, that's right, right.

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Bill: Yeah.

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That's a good

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Kent: one.

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Yep.

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That was one of my things that I did

early on that was, Not a great idea.

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So going along with kind of keeping

them in the loop as to what's

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going to happen, uh, you also

want to fly really, really smooth.

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for some reason, a lot of people,

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

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they feel the need to either show off

or, Show their passenger every maneuver

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they had to learn to get their pilots.

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Yeah.

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Don't

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Bill: do stalls.

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Right.

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Don't do stalls with a new passenger.

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Kent: And you know, my first ride at

a GA plane was with my uncle and I

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loved it, but I do remember he stalled

the plane a few times and, you know,

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he was showing me all those things.

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And I was fine in the airplane.

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I ended up getting sick when

he got back on the ground.

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Um, Later on, so it might not have had

anything to do with the flight, but

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yeah, that's a thing that I have done

that with some people, but only people

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who were actually interested in learning

how to fly and in fact were concerned

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about what stalls were going to be like.

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

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Yeah.

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If he had not been a person who

is interested in learning how to

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fly and already had some concerns

about stalls and wanted to see a

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stall, then yeah, that's definitely

a thing that you don't want to do.

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Along with that, you'll sense

there's this comfort theme throughout

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everything that we say here.

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Try and fly when there's as

little turbulence as possible.

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Um, I don't know.

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Uh, what causes the most turbulence

down in your area, but up here you

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get, uh, a lot of turbulence in the

spring and fall because you have a,

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uh, when you get the solar heating on

the ground from the sun, the ground is

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starting out really cold in the spring.

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And so the temperature drops.

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Difference between the light areas

and the dark areas is pretty extreme.

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And then as you're into summer, or

if you're in the middle of winter,

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there's very little thermal activity.

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Time of day makes a difference

though, with that, of course, late

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afternoon or mid afternoon as well,

are both going to be really turbulent.

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Most of the time, um, if surface

winds are really, really strong,

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you'll get some mechanical

turbulence and that sort of thing.

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So.

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Do your best to go up at a

time where you're not going

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to have as much turbulence.

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One thing that I really like to do if

they're someone that I think is really

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going to be into it and doesn't have any

motion sickness issues to worry about or

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anything like that, sometimes what I'll

do is I'll take them for a hundred dollar

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hamburger and we'll fly somewhere in the

evening as the sun is going down and then.

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You know, eat some food and then

fly back at night so that they

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can experience that as well.

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That

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Bill: flight at night

is usually very smooth.

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Kent: Yes.

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Yes.

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Bill: Out here in the desert, we get

a lot of lifting action in the summer

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and the spring and the fall because

it's still hot at those times as well.

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So we get a lot of that.

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And then of course, out here in

the West where we have lots of

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mountains, we get a lot of mechanical

turbulence from wind as well.

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So, yeah, it's a good

thing to think about.

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Go when.

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Turbulence is lighter.

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Speaking of that, one of the things

that ForeFlight's been working a lot on

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is being able to see actual turbulence

based on people using their sentries

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and the adhars that are part of that are

giving a lot of data back to ForeFlight.

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And so that might be a tool to help you

choose a time and a day, that's maybe

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a little lighter on the turbulence.

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So something to think about

just popped into my head.

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Kent: Yeah, that's a great point.

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It's one of the newest

features of ForeFlight, the

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actual reported turbulence.

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And they're, I guess, using something

specific about the sensor package

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that they have in the Sentry to

be able to detect turbulence.

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And if you sign up with ForeFlight to

submit the data from your Sentry at the

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end of a flight, then you get that feature

for free and the rest of us have to pay.

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

to see where things go with that feature.

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I haven't pulled it up recently, but I

hope that there's lots of people signing

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up to do that and giving us lots of data.

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So that feature becomes really

useful because that is really

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a great tool that we have not

had anywhere in aviation before.

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Bill: Automatic and real PyReps

without you having to do PyReps.

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Yeah.

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It's great.

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Yeah.

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What else, what else can you think of

that, people should be thinking about

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when they take their first passengers?

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Kent: Well, I do have to say,

I was just looking and my first

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flight was my best friend, as

well as someone else that I knew.

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And I did exactly the wrong thing

with what we were talking about.

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It was a late afternoon flight

at the end of May in Wisconsin.

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And it was.

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Really, really bumpy, you know,

even 20 years later, that was

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some of the worst turbulence.

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Great first flight.

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Yeah.

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And you were mentioning

mountains in the Southwest.

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I think the worst turbulence I've had,

at least in terms of being more than just

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one bump and extended period of turbulence

was flying West out of Albuquerque.

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So yeah.

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

flown with me at least one more time,

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

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So that, you know, maybe why.

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Yeah, you

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Bill: can't definitely

attribute it to that, I guess,

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but it certainly didn't help.

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I'm sure.

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Kent: Yeah well, and I guess You should

be prepared with barf bags and all that

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kind of stuff You can just use a ziplock

if you don't have the special airplane

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ones But once in a while people will

steal barf bags off an airline flight.

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Yeah, give them to me

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Bill: They've got stacks of them.

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Kent: You can just ask for

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Bill: them

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Kent: Yeah I've actually only

ever had one person who had an

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issue with that that I was flying.

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Well, I guess Two once in part 91 personal

flying and once in professional flying

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the the second one had just had his COVID

vaccine and he got the Was it Johnson and

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Johnson that was making everybody sick?

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And so He was actually Getting

sick before he even got to the

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airplane, uh, for us to fly him home.

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So that one definitely wasn't my fault.

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Bill: So tell me a couple of reasons

that you've thought about that.

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It's so important to make

your passengers comfortable.

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Kent: Well, you know, we mentioned one

already, which is that you want them

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to come fly with you again, right?

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Yeah.

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But the other one is, uh, You know,

I used to train truck drivers and

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I used to always take my trainees

flying at some point, usually when

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they were getting successful with

things, that was kind of the reward

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

going to get you in your own truck.

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Hey, do you want to go flying?

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And one of them that I specifically

remember, his brother had been

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a cargo pilot and had taken him

flying in a three 10 and was just.

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Making jokes about, gee, our hope, our

wing doesn't fall off and stuff like that.

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And, you know, it was just

purposely trying to freak him out.

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Cause I mean, I guess that's what

brothers do sometimes, but you

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Bill: know, it's that, or

a, it's that, or a noogie.

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So,

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Kent: right, right.

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Yeah, but yeah, he never got on an

airplane again and he, he wouldn't go

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flying with me and I'm not even sure

he flies on the airlines anymore.

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You know, GA is just a very,

very, very small community.

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But, we do need to make friends with the

rest of the world, because their taxes

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pay for our airports in a lot of cases.

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And so, you know, next time your

local airport is in trouble, you

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don't want that person whose brother

freaked them out and they never went

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flying again, to be speaking up at

the town meeting and saying, Nyeh.

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Screw those guys.

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Let's get rid of all those

dumb little airplanes, right?

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You want to have a bunch of people

that you've taken flying and given

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a wonderful experience and hopefully

you've taken their kids flying maybe

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in young Eagles and, um, you know,

maybe you've brought them a puppy with

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pilots and paws or something like that.

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Show people the good side of

aviation and, um, going up with you.

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Absolutely.

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You know, we need more friends

of this industry for sure.

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So that's incredibly important.

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Bill: Yeah.

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

out your passion passengers, find ways

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to not freak them out or make them sick.

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And two, let's make friends

outside of aviation.

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Absolutely.

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We want all the non pilots to like

the airplanes and like flying with us.

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It gives us more opportunities to

fly if they want to fly with us.

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Right.

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So that's part of our challenge.

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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

:

Eight oh 1000 Ground street.

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

:

Spot three AJ Departure with 2049.

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

:

1200.

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

:

Falcon Tower, Oaxala 7251, Fountain

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

:

As far as straight sky, 4190, Victor

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

:

Southeast practice area, Skyhawk 1752,

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

718

:

and over Coolidge heading to the gap.

719

:

Southeast

720

:

practice area, Skyhawk 1752.

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

:

It's going to be like 2150, right?

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

:

We'll stay at 2300 RPM.

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,

:

00:51:56,592 --> 00:51:59,912

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

:

00:52:00,722 --> 00:52:04,352

I know a few of you have reached

out that way and that's cool too.

:

00:52:04,802 --> 00:52:08,192

However you do it, let me know

what you're up to in aviation.

:

00:52:08,472 --> 00:52:11,952

If you're flying, let me know

what and where you're doing it.

:

00:52:12,547 --> 00:52:15,147

And let me know what you're

learning right now too.

:

00:52:15,147 --> 00:52:15,727

Seriously.

:

00:52:15,727 --> 00:52:16,137

I love it.

:

00:52:17,137 --> 00:52:22,007

So I'm in the middle of my first

training under the hood in a while.

:

00:52:22,037 --> 00:52:26,437

And like I said, we'll finish

up this flight next week, but.

:

00:52:27,397 --> 00:52:29,907

I'll be doing a lot of this

over the next little while.

:

00:52:30,407 --> 00:52:32,327

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

:

00:52:32,897 --> 00:52:36,997

There would come a time when I would

long to look out of the airplane

:

00:52:36,997 --> 00:52:42,647

again, but for now I was learning and

practicing some new skills to me, and

:

00:52:42,647 --> 00:52:44,617

that usually keeps me really happy.

:

00:52:45,367 --> 00:52:50,407

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

couple of times a week, sometimes more.

:

00:52:51,467 --> 00:52:56,537

I'd also start flying a bit in the basic

training device or the basic SIM that

:

00:52:56,537 --> 00:52:58,537

I'd use for some of my training hours.

:

00:52:58,537 --> 00:52:58,852

And.

:

00:52:58,852 --> 00:53:04,932

In fact, I had done my first SIM session a

day or two before this flight, where I was

:

00:53:04,932 --> 00:53:09,362

introduced to the instrument patterns in

the SIM before we did it in the airplane.

:

00:53:10,012 --> 00:53:14,252

I'll talk more about training in the

sim in future episodes a little bit.

:

00:53:14,262 --> 00:53:17,092

Nobody wants to hear

audio of a sim session.

:

00:53:18,332 --> 00:53:22,742

Suffice it to say right now, it's

not nearly as fun as it sounds.

:

00:53:23,142 --> 00:53:25,472

The real airplane is way, way better.

:

00:53:25,762 --> 00:53:28,172

I found the sim actually

really hard to control.

:

00:53:28,182 --> 00:53:31,512

Nothing felt as natural as the

real plane, and the controls

:

00:53:31,512 --> 00:53:33,592

were just too simulated feeling.

:

00:53:33,592 --> 00:53:35,692

So, yeah, real flying is best.

:

00:53:36,322 --> 00:53:39,552

That said There is a good

place in trading for the sim.

:

00:53:40,082 --> 00:53:44,612

And the better, like the more expensive

the sim, probably the better it is.

:

00:53:45,052 --> 00:53:47,082

But I much prefer real flying.

:

00:53:47,752 --> 00:53:52,972

I use my own non certified gaming

sims to practice certain things,

:

00:53:52,972 --> 00:53:54,822

including procedures from time to time.

:

00:53:55,402 --> 00:53:59,262

While it's not loggable and not

nearly as fun as the real thing,

:

00:53:59,602 --> 00:54:01,262

it can be instructive and helpful.

:

00:54:01,272 --> 00:54:02,972

So yes, there is a place for it.

:

00:54:03,352 --> 00:54:05,272

But I'll keep bringing

you to the real thing.

:

00:54:05,912 --> 00:54:09,167

And maybe, Talk about some

of the sim experience that

:

00:54:09,167 --> 00:54:10,397

I got during this training.

:

00:54:11,278 --> 00:54:13,988

So until next week, when

we finish this one up, just

:

00:54:13,988 --> 00:54:15,808

remember I was loving it so far.

:

00:54:16,038 --> 00:54:20,898

I was learning a ton and I had

no idea what was in store for

:

00:54:20,898 --> 00:54:22,428

me, even if I thought I did.

:

00:54:22,948 --> 00:54:27,128

I was blissfully ignorant of the

brain overload that I'd soon feel.

:

00:54:27,668 --> 00:54:30,808

I would actually soon be an overloaded

pilot who could only stammer

:

00:54:30,808 --> 00:54:37,148

nonsensical phrases like hold entry

while looking at my thumb and VDP what?

:

00:54:37,758 --> 00:54:41,528

I might have even been heard saying

something like why does he keep

:

00:54:41,568 --> 00:54:45,568

telling me how far I am away from

this final approach fix and what

:

00:54:45,568 --> 00:54:47,008

was all that other stuff he said?

:

00:54:48,108 --> 00:54:49,978

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

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About the Podcast

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The Student Pilot Cast
Learning to fly...in front of the world. A Podcast about flight training.

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About your host

Profile picture for Bill Williams

Bill Williams

Bill is a papa, a pilot, a geek, a diver, a sailor, a motorcycle rider, and a podcaster. He brings a long if sometimes interrupted history with both aviation and podcasting, along with passion for both to his podcasts. Currently working on his CFI, Bill is dedicated to advancing his skills and sharing his love of flying with others.

Bill hosts the popular Student Pilot Cast where he shares his flight training with the world, bringing the listener into the cockpit and more frighteningly, into his head, to share in the triumphs and the defeats of perpetually learning the art and science of flying.

More recently Bill is also co-hosting the Flight Line Podcast with Tiffany Wolf as they reunite after having been co-hosts on the reborn Pilotcast podcast in the earlier days of aviation podcasting.