....

Awesome! I'll be looking forward to following along as you go through your training!

Lol, guess you're not using FC and TIR as much anymore!

Meh! That HOTAS needs more hats!

Tell them to buy a Thrustmaster Cougar and watch Congress debate whether or not to fork out $4M to get the damn things workable!

heh fuzzy seat in that simulator. Don't pull that yellow handle though, could put a hole in the roof...

Seriously, good deal and good luck!

As one who has just started my Private Pilot training, I can identify with you. I hope you are better on rudders than I am.

Are you at Randolph AFB doing your UPT?

The first thing you've learned already - aircraft don't fly on jet fuel - they fly on paperwork.



Good luck! Looks like a nice ride ya' got there..

Gosh..I can see so much Beechcraft heritage in that cockpit..so many components look exactly like King Air 200 parts..

Every person in UPT had to go through Initial Flight Training program putting about +20 hours in DA-20C while being 'stressed' to simulate life during UPT.



Neg.

There is only one thing better than a trusty PT6 to power your airplane......................


Two PT6's

Looks like a great airplane Sim. Good luck with your training.

As someone (one of the very rare few) that has lost a PT6..I wholeheartedly agree!

Something tells me we couldn't pull the moves that T-6 can do..I'm jealous!

Randolph doesn't do SUPT...mostly PIT and the weird stuff (TPS prep, basic qual, etc).

FC

I thought they did at least some UPT but I guess not....I see alot of young kids coming out of there to be instructor pilots then. Alot of women too.

Ah, I bet the days of going through training as a WWI fighter pilot weren't so heavy on the books and academic stuff.

Very true. The T-6 would certainly be exciting to fly.

How does it compare to a WW2 fighter?
A quick look at wikipedia makes it look like a similar sized but lighter, less powered aircraft.

A T-6 can do a snowman. The T-6 Demo team used to do it as part of the acro program. That should give you an idea of how much power a T-6 has. A T-37 is faster, but a T-6 has much better acceleration. Along with range, altitude, electronics, etc....



Randolph does PIT, so a FAIP will go there to become an instructor...which means he's still young, probably still a 2Lt. And women have been instructors for a LONG time now.

FC

Have you ever seen theh POH to a WW2 aircraft- the checklist on a 172 is longer! (seems so anyhow)

Sounds fun!

wow, that sounds awesome

Do you have any experience flying before the T-6?

I remember my first landings in a 172. Sounds similar to what you are describing. Way behind the airplane for the first few hours. Hard to believe that in a benign single, but so very true. you'll get there quickly.

Do you have any idea of your flight track yet (ANG/Reserve) or is it all up to how you do?

Here in MA, we have ANG with F-15's, less than less than 10 miles away the Reserves fly C-5's.

I used to play tag with A-10's at what is now the F-15 base. MAANG F-15's are the only fast jets I've actually seen with warshot on them.

So what you're saying is that you may end up flying a cargo plane full of rubber dog sh*t out of Hong Kong?

Hopefully, only if he buzzes the tower at over 400 knots.


Wheels

Only if his ego starts writing checks his body can't cash

I read an article this month about how the AF is way way under its quota for UAV pilots. So much so, that people that arent in rated positions but have a few years of air force experience are being trained to be UAV pilots and are getting a crash course. I think though it the beta training program works out, a lot of older AF officers will want to do that as they could goto war during the day and tuck in their children at night. Here is a link to the article.

http://www.popsci.com/drones

Well Sim, if you're lucky, you won't have to worry about it.

One of the reasons supposely stated in making a UAV track was to build experience in operations. Make 'old heads' if you will in pilots who have been in UAVs from the time they graduated pilot training. Not so much in how to 'fly' the thing, but how to employ it, tactics, etc.

The manning issue was so bad for a while that the USAF was taking folks with less than 200 hours in their MWS and pulling them into UAVs with no intention of going back to your MWS.

The USAF for a while was also wanting pilots because of what the article says, that sort of airsense you get from operating an aircraft over time. Also, there are some SIGNIFICANT issues with operating UAVs in controlled airspace...stuff that makes me even more leery of EVER setting pilotless aircraft anywhere near me, no matter what Beach says. However, this flies in the face of using 200 hour brand new 2Lts with no real time to operate UAVs.

The USAF has finally had reality give them a slap in the face to learn that A) You don't need real pilots to operate UAVs if you keep the UAVs to a controlled enviroment and B) No real pilot wants to fly UAVs unless they have to for other reasons. There was an especially dishearning incident where a T-38 track student, got a UAV assignment on drop night and promptly SIEed from training. Think about that a minute...less than 2 weeks from graduation, all his checkrides complete and he quits after a YEAR of some of the hardest training you will ever go through.

There is a serious move afoot to revamp USAF pilot training because of the aforementioned UAV manning (pulling it out of traditional pilot training and make a totally separate track) and because the advanced trainers are not getting any younger. The T-38C is 50 (yes FIFTY) years old and the T-1A is wearing out faster than anticipated (go figure, take a bizjet and smash it repeatedly on the runway might do that). The serious considerations include getting rid of the dual track system (in other words EVERYONE goes through T-38s/T-X again), and possibly, lengthing the T-6 syllabus and shorten the advanced syllabus to more specific options.

Personally, I have no problem flying a UAV for a single tour...almost all pilots now have a tour outside their MWS, no matter if it's being a staff weenie, a 'white jet' instructor, play Army for a while, etc. You simply make it another alpha tour and call it good. But having a permanent UAV track as a pilot? Pfffft...please.

FC

Man, I thought the comic Air Force Blues was kidding about how much yawl hated the idea of flying UAV's. Guess not.

Yeah, after me there was IFS class with beta testing none-rated dudes going straight do UAV. I recall two washed out while flying DA-20C. Not sure what happened after program but I do not hear any more are going through.

Right now there is only one guy that wouldn't mind going UAVs in my class. And it seems "once you go UAV, you can't come back".

Bah.

Honestly I'm fascinated with what you can tell us about training.

I'm a listless sim pilot these days, but have landed on some big runways IRL.

I always loved flying int old SAC bases in a 172. I could land across some of those runways It's funny seeing Cessnas sitting in the old alert shelters.

The Military was never for me- bad eyes Thanks Mom & Dad for those.

That and all of the pilot slots when I was 21 were taken up by Academy grads. All of my ROTC buddies ended up as missileers for the short commit.

As far as I know, that is still correct.

Don't get me wrong, UAVs are increasingly important, especially in COIN ops.

But until you can setup a 'synthetic virtual cockpit' with full on immersion, you simply will not have the full SA that a real pilot needs. Flying a UAV is like trying to drive viewing through a soda straw with a mesh screen over it.

And newer UAVs don't even have a traditional stick/throttle interface at all...so why do you need a pilot with the coordination?

"If you can't feel a thing, you don't need the wing."

FC

Give the UAVs to the young computer freaks. It sounds like an amazing waste of resources to filter for physically/mentally fittest pilot recruits and then throw them onto a computer. Especially, as FC says, when UAVs are not flying in standard controlled airspace.

Interesting that the prob has so much drag to it. I suppose "Boldface" means the EP checklist/procedures?

Oh yes, a windmilling prop acts almost like a solid disk. The drag is incredible! I was in a Turbo Beaver where we simply set power to idle for a fast descent, and dropped like a rock!

Here's a similar boldface to what we use. Boldface is page 1, ops limits is page 2. Single wrong item in either results in blues.

http://www.t6driver.com/Boldface%20Ops%20Limits/Boldface-Ops%20Limits%20%28Filled%29.pdf

Yep. Prop actually moves to almost 90 degree so it acts like a speed brake.

probably a stupid question.....but the boldface says to set the throttle to idle, which is what you did....which is apparently wrong....why does it not say turn it to off?

I am guessing that there is no autofeather system ? (probably because it is a single engine aircraft).

Actually boldface states: Remember we are talking about engine failure immediately after takeoff.

AIRSPEED � 110 KNOTS (MINIMUM)
PCL � AS REQUIRED
EMERGENCY GEAR HANDLE � PULL (AS REQUIRED)

As required depends on a situation. Prop will auto-feather in all positions but not quickly enough for this situation. PCL - OFF will feather instantly but if you have little runway left, this position may not produce needed results.

Okay, so thats what they are trying to teach you, use it yes, but as a guideline, use your judgement and experiences above everything else.

Let's talk about checklist. It's available though many websites. http://www.accessibleaviation.com/T-6%20Gouge/Callouts_Checklist.pdf

Before we solo, each step is required verbalization. Each yellow step requires exact phraseology and acknowledgment from Instructor Pilot. Knowing each step from memory is highly recommended or IP might get mighty ticked off due to wasted time. Add to that exact radio phraseology. Practicing for this is preferred while under stress to simulate flight conditions and allow brain to adapt. A lot of students sit in front of a T-6A cockpit poster and practice checklists during their free time.

What Sim hasn't told you folks is that this only is only the beginning of the pressure you feel to get your checklists, especially EPs, done correctly.

Wait til the first time you do a stand up EP.

FC

Reminds me of some of the mnemonic (sp?) checklists that I've done in GA. Yeah, a non feathered prop can give you heap big trouble after EFATO.

A number of years ago, I re-reviewed with an instructor the forced landing methods we were being taught, it being based on a military system know as 'High-key Low-key' technique. Which I guess in theory is OK, but in GA world of course, we do not get the option to eject, which was included in the above technique.

In the end, I worked out my own way which I thought was better, does that qualify as bad airmanship?

Andy.

I would say that if you know it works, if you're in control of the plane all the way down, and you know that your method will get you safely (or as safely as possible) on the ground in one piece, without endangering the lives or property of others, then no, that's not bad airmanship.

Sometimes airmanship and rules don't agree 100%. In the end it all comes down to doing what will get you out of a tight situation safely.

Speaking of pattern - today I had an introduction to VFR patterns. Military pattern is a bit different than of civilian world. Surprisingly material is publicly available. http://www.vitaf.it/AMVI_Sito/Resource/Manuals/T-6_afman11-248.pdf If someone is bored enough, it starts on pg 58.

There are sort of two patterns - inside and outside. But in reality they are a single pattern.

Pattern altitude is 1000 AGL. Speed is 200 knots, same as regular cruise which require 50% of torque + alt. Torque is what we use to control speed. For example if I want 200 knots at 13,000ft - I will need 63% torque.

Anyhow, it's a bit hard to explain without pictures. It's a pattern inside a patter. With outside pattern having option to land straight in or enter inside patter.

Outside pattern has VFR entry, outside downwind, 90 to initial, 45 to initial, initial and crosswind.

Inside pattern has break, inside downwind and perch.

For example - for a runway 31 aircraft will fly direct heading to runway at 1000agl / 200knots. If inside patter is full, he will fly all the way above runway and turn to outside crosswind. Then to outside downwind - 90 to initial, 45 to initial, initial - over runway - break (slowdown during 180 degree turn) - inside downwind (configure / 120knots) - perch (180 degree constant turn at 30 bank and slow down to 105) to final. Landing speed with flaps T/O is 85 knots. During all turns except for perch - bank is 60 degree / 2 g turn.

After taking off, going to MOA and practicing few maneuvers, I returned and practiced pattern while doing touch and gos. It gave me a good idea what I need to study and practice during chair flying. Everything happens very quickly during those speeds.

Instructor said that I will do fine in UPT and were quite surprised how well I handled aircraft with so few hours under belt. I didn't tell him that I've been simming on computer since ATF days

Sim,

I think I understand the concept - sounds to me like the 'inside pattern' would get a number of aircraft down in a fairly short span of time? Understandable for military ops.

Sorry to go off on my own tangent here, but once again on my ab initio, I got:
'VH-TOI, enter the circuit obliquely'. Say what? This was of course an 'oblique base', but after only 20 hours of air time, really had me wondering...lol.

Semmern;

a few years later (at least at my local airfield) the procedure was changed by a lot of flight schools (maybe because I pointed things out to staff / instructors?) anyways, my college lecturer who did my commercial studies course literally flayed me for suggesting a new method, mind you, he was an ex Indian air force guy of about 60 who had flown MiG-21s.

The 'inside pattern' isn't called as such. What it's called is the overhead pattern (or simply the overhead).

It isn't for use in getting the aircraft down quicker per se. The main reason for it is to minimize the amount of time the aircraft is in the vulnerable zone. Unlike a straight in pattern (what civilians typically fly) where you spend quite a bit of time low and slow, the overhead has you arrive directly over the airfield at manuvering airspeed, use the break to bleed speed, configure, then do one 180 degree descending turn to arrive on glideslope a relatively short distance from the runway.

In other words, unlike a straight-in pattern where you may be at final approach speed and glidepath for at least a couple of minutes, in an overhead pattern, you aren't at final approach speed and glidepath until the last 20 seconds or so.

VVIs in the final turn (for a T-38) depending on where you are at can exceed 3000 ft/min.

However, I believe SFO pattern for T-6s can exceed even that. I know F-16 SFO patterns can reach that high...

FC

Heh. I guess he was sort of rigid about procedures being followed. Sometimes a good thing, sometimes not quite so good.

At the airfield where I fly, there are two flying clubs. One can instantly spot members of "the other club" coming in to land, as they will set up on a tremendously long final at absolutely minimum altitude, throw out the flaps, and take a week and a half to arrive at the threshold. Flying at 60 or 70kts on a looong final in a light plane takes forever, and so other traffic, of which there usually is quite a bit, since this is a busy GA field, is held up. Not to mention what will happen if someone has an engine failure on final. Now, there are procedures (circuit to be flown at 1500ft AMSL, the field is at 350ft) to be followed, but using ones head is allowed every now and then No need to extend the downwind leg more than necessary to allow a base leg and a short final to stabilize before touching down.

Flying is all about safety. Using ones head is preferred to rule-booking your way into an accident!

semmern;

I read you loud and clear! Sim, sorry if you feel like your thread is being hijacked....

We have a similar 'club' here in Perth. My instructor used to say to me 'c'mon, no Aero Club circuits Andrew'....lol. As a result, I always fly a tight circuit, even in a reasonable performance GA type.
In fact, in recent years,the airspace around my GA airport (Jandakot) has tightened up a lot, and effectively, if you bypass one particular road that is 90 degrees to the two main runways, you are effectively penetrating controlled airspace.

Actually, this particular aero club (which has the name 'Royal' in it) is still the same. I've seen aircraft that are on such a long final, I've requested permissions to overtake them. In fact, you don't have to take my word; if you go to the homepage of the above airfield, and look through the controllers comments, there is a list of fines (fictional) for things such as 'aero club circuits'.

ROFLMAO

You're correct FastCargo. I'm just trying to be descriptive...sort of.

One of my instructors was a F-16 guy. He said, IIRC, their either ELP or high key was over 10k alt.

FishTaco - you're not hijacking.

Sim,

No worries, wasn't trying to hijack your thread either...just giving perspectives from the other side of the desk.

This is actually a very interesting thread. For most, by the time anyone has time to write about JSUPT, they've already completed it, so many descriptions fall into the too generalized category, or they can only relate specific incidents that happen because JSUPT can be such a blur.

FC

Different perspectives are great IMHO. There is nothing wrong with that.


Another little neat thing about my last mission; After completion of a sim, I was given a printout of my performance. Interesting part is while in pattern, it showed my position through graph. When landing, it showed speed, side view and top view so I can see where I did well. During landing phase, I managed to hold 3-4 degree all the way to round-out. Pattern graph only showed from above and provided good example of what happens when bank angle is off.

Sim,

Man, brings back the memories...Laughlin is laid out roughly the same way. The 'dollars' have gotten a lot less creative then they used to be...due to modern times (read what you want into it...not saying it's good or bad, just different).

Also, piece of advice...don't hang around in the flight room if you want to study and aren't on the schedule. First, you tend to get 'line of sighted' for stuff. Second, you can't really study because you will get into conversations with your classmates that end up not really helping you (tend to focus on everything except studying). Obviously, don't go anywhere until the last jet for the period has stepped...and make sure they know where you are!

Exceptions of course are weather days (you'll get that a LOT in Columbus during the winter), and if y'all get together for discussions with IPs on an informal basis.

FC

I keep hearing that flight room isn't a study room.




Today I finished last sim for a while. Next sim will not be until 4 flights and with weather - it's difficult to tell when that will happen.

Most interesting things we did was spins and ELP.

Spins in T-6 are a bit 'arcade' since aircraft doesn't want to stay in a spin. If controls are released, AC will exit spin. Instructors keep harping about old tweet where if you get into a spin, it will spin all the way down if proper actions are not taken.

Anyhow, spins are easy and fun. Start in level flight at 160 knots and level flight. Power idle and raise nose to 30-40 degrees. At 80 knots pull stick aft and rudder into direction of a spin.

To get out - power idle, controls set to neutral. Pitch during exit probably will be 60 - 90 nose down.


ELP is practiced over airfield starting at 3000 agl. - It's pretty much constant 360 degree turn to a landing. Maneuver starts over runway and ends on a runway. Final with full flaps is very steep and resemble space shuttle landing. During my first attempt, I flared late and planted poor T-6 with force; 4G and ELT beeping. Thankfully in a sim I can always try again.

Spins are fun
Will the T-6 snap roll? That's also fun

Cross-controlled maneuvers are prohibited. T-6 suppose to last a long time for many years to come. Poor T-37 lasted 50 years(!) of service and with funding - T-6 will have to last twice as much.

Prohibited? Meh, the Air Force is no fun!

Holy crap, I just can't imagine one of today's planes in the air in 2109!

On a sidenote: How do you side-slip in a T-6 if crossed controls are not allowed? Or approach in a crosswind? Do you use the crab technique then?

They mean 'snap' cross-controlled. Slip is still OK.

Sim, this is very interesting with you going throuhg military flight training at the same time I'm going through Private Pilot training. Very different - very much the same. I haven;t done slips yet.

When I learned at ERAU (my PP) we did spins- stuf expressly FORBIDDEN. but my IP did it anyhow.

His logic was that I was going to do this somewhere along the line, and that I had best see it with him and not on a solo.

If there was anything that ERAU preps you for it's high traffic airports and lighting comms.

Made it really easy to come back North and fly here. Part 61 at your local airfield is so backwater...

Having done other training at other schools, they;ve been impressed with my habits and behavior in an airplane.

I do miss it so, but I've got other stuff to worry about now.

Not quite same thing I still haven't got off the ground yet. Everything is done in a sim.

They want to make sure your ego isnt writing checks your body can't cash

Dollar ride.

Today was one heck of a day.

I'll skip right to the fun.



Each person get's their own locker with personal equipment; there is no sharing of helmets, harnesses and G-suits. After dressing up, inserting little yellow ear plugs, placing two barf bags (just in case)in flightsuit and checking oxygen hoses for leaks, we are ready to hit the flight line.

A little crew bus takes at to a raw where our aircraft is parked.

We have to walk while carrying our stuff the rest of the way. Some flight members have latter flight and always eager to get a leg up on their flight. They watch and learn on mistakes of previous folks.





Chew chief prepares aircraft.



IP helps with "over the rail" checklist. To save time, student will strap in and instructor quickly does a walk around.


Before getting in, helmet rests on dash with inflight guide and kneeboard.



After what seems like forever - engine is started.



After all before taxi checklists are completed, AC is ready to taxi. Crew chief motions aircraft out of chocks and directs towards taxiway.


Continued...

Sim, I hope you get some great pictures in the air......

Unfortunately, there is a policy that strictly forbids pictures in air. There were instances there students got kicked out for taking picture during their solo ride... as much as I'd like to, pictures in flight will not be coming. Sorry.

Unfortunately, not if he wants to stay in pilot training.

AETC has prohibited cameras in the cockpit of our smaller aircraft unless approved by the OG. Kinda hard to convince an O-6 of the necessity of a camera during a SUPT sortie, especially as a SUPT student.

This hasn't prevented guys from sneaking cameras in and taking pics (boys will be boys), but the risk is substantial...if something happens, or the wrong person finds out, or the person is dumb enough to post the pics on the internet... More than one person has gotten disciplined (up to and including getting kicked out of pilot training or losing their wings) for getting caught doing something foolish like that.

It sucks of course...but there is a good reason. There have been collisions between aircraft due to picture taking, or inadvertent control activations when the camera strap catching something, etc.

Sorties dedicated to photo taking are perfectly legal when done through the right channels and for legit reasons. I have plenty of photos of T-38s in the air for instruction purposes, or to help with formation keeping in special flybys, etc. And ACC rules were different, delegating down to the squadron commander level...much easier to get approval (though they weren't instructional sorties anyway).

Enough of that...I'm assuming that was your dollar ride there Sim? If it was on Friday, I could have gone by and gave you congrats. Now the hard work starts. I actually was at Columbus AFB on that day, stopping for a gas and go on the way to Wright Patterson AFB.



I had forgotten how humid Columbus is....

FC

PS Whoops, Sim beat me to it on the picture policy...

Let's talk about my first flight.


After run up and completing "before take off" checklist, I called:
- "Number one, static"
After waiting for what seemed like 5 minutes at hold-short line, we got cleared.
I taxied displaced of centerline. While holding brakes, PCL to 25-30 % torque. Brakes release as PCL moved to MAX. Half right rudder to counter torque. At 60 I called "60 knots, good torque". At 85 I pulled back slightly on stick and we lifted off. "Climbing, Good Engine, Gear Clear?". IP replies "Gear clear". Gear handle up, flaps up. There is a distinct 'bump bump' as gear retract inside.
Compared to a sim, I could keep aircraft exactly where I wanted. Rudder provided pressure from airflow unlike where in a sim, feedback is provided by hydraulic.pressure.

After take off, I maintained climb at 180 and got cleared to fly directly to our MOA. In the MOA, IP pretty much said to get a feeling for the jet. Cool! Roll left - Roll right. Roll rate is fast. Let's go for turns. Bank 60 degrees and pull - That's two Gs. Lets pull some more...bank near 90 and pull. After 3 Gs, IP asked to go easy on Gs. So I returned to normal flight to get my basic flight in check. Trim use is a bit different and not as exact as in a sim. In a sim, I could trim aircraft for exact level flight with hands off. In a jet, I set it very near but still had to have some stick pressure to maintain level flight.

Next, let's play with speedbrake. Controls for speedbrake are on PCL. Move little switch back, brake extracts. I could sense as airframe lightly vibrates from airflow and nose pitches up. As I advanced PCL to MAX, speedbrake automatically retracts.

Pitch down with PCL MAX and at 240 retract PCL to idle, extract speedbrake and pitch a bit up. After leveling off, I placed PCL MAX again and noticed there is quite a bit lag between setting PCL max and actual acceleration. Interesting!

After, IP decided to practice anti-G straining breathing. He placed us at 2Gs, then 3 and finally 4. Around 3Gs, G-suit inflated. At 4, it inflated more as I practiced special breathing. Breath is every 3-4 seconds with a sound of "Hick" as straining lower muscles.

All of the fun made me a bit sick so I turned on oxygen to max (95%). Nice to have option to do so.

Finally we practiced slow flight and landing. During slow flight, engine produced a LOT of torque that required a lot of rudder to counteract. Landing on imaginary runway went fine.

Time to recover. I called required agency and received clearance. As I read directions back, agency called again to see if we received. I called back. Nothing. IP called back. Nothing. So we starting going through checklist of radio out procedure. To make things short - it turns out our UHF radio took a dump, but we still could receive just fine. Thankfully we have backup UHF and regular VHF.

IP had to pretty much fly all the way to final. At that time he allowed me to land straight in. It was much easier than a sim. Flare was easy and touch down was ok. After landing I could keep aircraft exactly lined up without crazy swerving like in a sim.

In the end, sim is a nice procedural training tool. Military sim could simulate fluidness of FM closely. FSX completely fails - even with 40-50$ special add-on aircraft that advertise their AC being "just like real thing".

Anyhow - it was a blast to fly 5mil aircraft. One flight down and ~62 more flights to go.

Good deal Sim, thanks for the report.

It was. But take off time was at ~1600.

I saw F-15 and C130 on a flight line. I didn't see T-38s. What time were you there?

Cool stuff! I've also found that flying in real life is much easier than flying in sims.

Cool report!

I came in at 1140L and departed just about an hour later. Saw the C-130 at the north end of the field in the old 'Christmas Tree' area. A two ship of y'alls T-38s departed soon after and followed us to Wright Patterson...they didn't stay though.

Congrats again on the dollar ride!

FC

Back in the Jurassic period when I was going through what was then called UPT ('80-81), we were allowed to take cameras on our last Tweet 2-ship and T-38 4-ship formation rides. Got some really nice pictures -- on FILM of course, digital hadn't been invented yet.

The same applies with auto racing sims. In real life you have a full 360 degree/3D view of your surroundings and you can feel the G-forces on your plane or car which gives you important clues on what you need to do next.

Now, that would have been cool!

FC

Eject! Eject! Eject!

I don't think handling a race car, at race speeds in a real race, would turn out to be easier than on a race sim.

Might be more correct to say that driving a normal car in a normal manner would be easier than simulating it.

I felt same way. Sim is much more twitchy than real aircraft.




On some days, students do not fly. So during entire day they have to find something to do. Most of the time it is studying or quizzing each other. Also we are allowed and encouraged to listen on briefings and debriefings of other students so I've done that twice today. Briefing is done 1hr and 15min before take-off. Student comes to IP with mission data card completely filled out. Card includes weather, NOTAMS, TAFs, TOLD, planned area work and such. For first few flight IP briefs student, but soon students will brief IP. During brief, just about every parameter of upcoming flight is examined. For example: emergency procedures during various stages of take off or crew resource management through out flight. 40 minutes before take off, student dresses up in a "chute shop" as IP goes through step desk (will discuss it sometime later).
After flight, IP will debrief student and rate each maneuver or part of flight / pre-flight followed by grade of an entire flight. For example, trim use or straight-in approach. Then IP asks general knowledge question and presents tabletop EP problem.

I'll discuss in more detail stepping, grading and tabletop EPs. Now I need to get some rest.

Today was an interesting day. I was scheduled for the first go. We started jet and taxied. Right before run up, we heard radio saying that it's going to be a weather cancel. So we taxied back. Hay, at least I practiced start up and taxing.

Later in the evening, we did something that may look silly to outsiders. We drew up our pattern on the ground and practiced our radio procedures. So we walked in tiny little steps our pattern and made calls as instructor cleared / denied our requests. Also, it's a good practice to learn about conflicts and what to look out for.



It's a good practice doing radio calls in classroom since any wrong radio calls will cost students money starting next week. So each time we make a wrong radio call or wrong phraseology, it will cost 25 cents. After a while, cost will rise and rise. All of the money will go to our 'solo' party which usually is after 8! rides.

Another weather cancel.

Here's an engine startup. Unfortunately, there were other aircraft doing their thing so sound is a bit messed up.

I thought the US Air Force was an all weather service ?

J/K, thanks for the video.
I hope you get to go flying soon.


Wheels

ERAU was similar- plus we got to ride on other students flights- one benefit of trainingain a seater (C172, they had just gotten Piper cadets when I was there. Those could be hugely helpful to a student like me.

I saw an awful lot of guys that were much more experienced than I make stupid mistakes. One guy forgot to shut the door on a twin (Cessna T303) during a prog check. IP got him to fix it at the hold point!


Desktop sims can be good for procedures, but not for airwork. There's too many variables and there's no 'feel' at all. you might be able to fly the numbers with roughly the correct power settings, but that's not nearly the entire story. Your hands tend to be in entirely the wrong place. HAving flown an FAA certified 767 sim once, it's far more immersive even without motion turned on.


Sim I love you posts! Thanks.

Friday was another day of no flying. Hopefully Monday will be different.

Please excuse for misspells. I had a long 12 hours day...

Finally I had my second flight, although in a very poor weather. After takeoff we upped from a deck at 13000 MSL. That means I had my first IFR flight. Weather was so poor that we had to take LOW (8-14) and HIGH (16-22K MSL) MOA (Military Operating Area).

In area we did GX, Power-on, ELP stalls, Pattern Stalls, Slow flight, Stability demo and few recoveries from unusual situation.

GX- Establish ~220 Knots, bank near 70-90 and pull gradually up to 4Gs with full torque. During this maneuver, student practices anti-G breathing and straining. During first GX when g-suit squeezed the heck out of me, I forgot to strain and as a result started loosing my color vision. So I strained my lower muscles and regained color. :P Since this was my second ride, IP demonstrates and then I try to do. When I tied to do, I got up to ~200 knots and banked. But as a tried to get 4gs going, my speed dropped to around 180 and stick shaker activated so I had to relax stick. Just to further explain, T-6 does not have a stall horn. As a replacement of it, it has a stick shaker that gets activated 5-10 knots before stall. So I reached near critical angle of attack and activated stick. Lesson learned. Higher alt requires higher speed.

Power-on stall. Maneuver starts at 160 knots with torque between 30-60. Pitch up around 30-40 degrees and hold it until wing or nose drops. When that happens - max power, relax stick and roll level. We need to quickly break stick shaker and then to return to it. Fun little maneuver. There are two versions: straight and turning. I did OK, but was got too aggressive and dropped nose too much.


ELP and Pattern stalls both try to simulate stalls that can happen when in pattern. ELP is with engine simulated feathered position (4-6 torque). Pattern stalls is just as in a pattern. Both has three different stalls and are quite easy to complete. I had no problems with those.

Slow Flight. Drop gear and T/O flaps. Speed 85-90. No altitude loss / gain while flying straight or turning. Torque varies due to temperature, altitude and/or other conditions. I had a bit hard time keeping within speed / altitude parameters. I need more practice...

Stability demo. This one is performed by IP. It's almost like power-on stall but attempts to display stability of T-6. IP pitches up to 45 degrees bank and reduces power to idle. Nose drops and IP released controls. T-6 drops to what seemed to me near 70-90 degrees nose low. As speeds regained, aircraft attempts to return to last trimmed flight. So airplane picks up speed and starts pushing Gs while returning to level flight. Of course, it passes level flight and starts gaining alt. Dynamic stability. Fun

Recoveries. There are nose low, nose high and upside-down. All are simple to recover from. Nose low - bank to wings level while pulling up and trying to keep ac from building too much airspeed. Going to power idle and extracting "board" (speed break) is acceptable based on a situation.

Nose high recovery may require going upside down while pulling to get nose to level flight.

Finally upside down is simple - just bank until sky is up

For those, IP gets aircraft to those situations and student recovers. Piece of cake.

In the end, we recovered by vectors from approach to airfield. That involved a lot of flying through rain and clouds. Neato.

Mission lasted 1.4 hrs.

Poor weather entire week. I still haven't seen pattern and until I do, no flying. I still have only 2 flights.

In academics, we are moving into advanced instruments. We completed Instruments 1, took test and started 2. As a flight, we did quite poorly with three busts. I came very close to busting so I better change how I study since we had a lot of free time and I still straggled during the test. I thought that I was going to do well....
Three busts in academics = automatic removal from a program.

Anyhow, next week we start late so no more waking up at 0330 in the morning.

Hang in there Sim, you'll do fine.

Well due to poor weather, I haven't flown for over 10 calender days. I'm starting to forget what airplanes looks like. Soon IPs will loose currency! I can't even do sims because syllabus requires to have at least 3 flights. I have only 2. Anyhow...

Academics are on full steam into Instruments 2. IAF, FAF, MAP, DP etc... Test is expected sometimes next week.

I have a 50 - 50 shot with this.
Don't worry Sim good weather is heading your way.

Keep studying, I believe it will happen for you.


Wheels

It's not a big deal...the flight commander has the option to give guys '86' rides for 'break in training' if the delay gets excessive.

And it takes a while before a line swine IP loses currency...your guest help or part time reservist on the other hand...

The problem is that the type of rides Sim needs require a visual pattern. You can maybe skip a pattern status on one or two rides in the block...any more than that though, and you start shorting the student critical pattern practice.

FC

Hehe. Down at Toplicane in Kosovo, with the MNAvB Mercury, the Germans had one of their guys do that in our Black Hawk hangar, in front of the whole flying crowd, as part of his 3000st Huey-Hour celebration. Damn right it looks a bit stupid, but that was the point!

Thanks. Monday predicted weather is much better...



Exactly. I can't even get 86 since I have only two rides in and min for 86 is 3. Next two days have only 60% for Tsrm. It's very tiresome just sitting and studying...





Also, that is used by most acrobatic pilots. They will perform their preplanned flight on the ground first ... and some flight sim fanatics do that as well.

We used to do that in the Army. We would make a large representation of the map area we were in and then have the units "conduct" the operation order by moving on it as their unit. Helped clear up questions and timing issues. When you had the time to do it, these "walk-through" rehearsals were well worth it. Again to the uninitiated it looks a little odd, but experienced people knew how to use it and what to look for.

My Flight Instructor had me do that a couple times for familiarization with the landing pattern. He used it to teach approach, choice of runway, comm, and speed, height, distance, and flap use. It is easier to focus on instruction like that when half your brain isn't focused on actually flying the plane.

I saw a documentary on the "Blue Angels" a while back.
It showed them sitting at a table "flying" the whole routine with their eyes closed and the commander giving his radio calls.
At first it seemed a little odd but it made sense after they explained why they did it.


Wheels

That's great news Sim. I am happy for you.


Wheels

Congratulations!

It's a task in itself just getting all of that kit on and walking out to the aircraft on a hot day.

Andy.

Jeez, I don't get to wear all that neat-o gear.

My instructor said that miltary flight training is the best way. There is enough time and complete focus to really build a proper groundwork. By the time you get in the airplane you are already 80% there.

I flew a BAC Strikemaster in Sydney in 2000.

Took me about 30-40 minutes just to kit up properly, and get a proper mask fit.

Then, by the time I got to the aircraft (36 degree day) and got in, I'd probably lost some weight by that time. Because of the Plexiglas canopy, I'm guessing temps inside the cockpit when I strapped in were hovering around 50 Celsius.

And that was before we even began the flight!

RIP Nick Costin

Another flight under my belt. I'll do a writeup over a weekend.

Total flights = 4
Finally I got to see a pattern . 3rd flight I saw 13R and next sortie I saw apposite. After 10 days of no flying, what skills I claimed before were lost. Anyhow after last sortie, I re-accumulated self in the cockpit.
Patterns is fun! Flying at 200 knots and 1000agl while pulling up to 3Gs during turns is a blast. Other than final turn, we can pull 60 degrees and sometimes almost 90 as required. While slow, this airplane requires a LOT of right rudder. While touch-n-go, being ahead of airplane and expecting sudden yaw to left is required or aircraft will depart runway. Also, holding stick slightly right for enormous torque that wants to roll airplane to the left is a must or during lift off left wing can strike runway. Trim. If I do go-around while being trimmed for landing, there is so much force that I can barely hold stick to level flight while trying to re-trim. I�m not that weak, but at times I had to use both hands. :P
After having 5 hrs in airplane, I can compare to only known to me T-6 addon for FSX (IRIS Advanced T-6). Unfortunately, it is off. FM is wrong. Plain and simple. It doesn�t simulate Slipstream, P-factor, Torque or gyroscopic effects to levels of what real jet does. I can only use it to practice my radio calls and timing. I can�t even do regular landing because IRIS doesn�t simulate prop drag.
For next sortie, I want to get landings down. Due to wide runway, I keep getting illusion of being too low and that causes me to flaring too high.
Monday is next flight. Fun!
1100hp. 2900 shaft torques. 2750 pounds of thrust Basic empty weight 4900. Add 1100 pounds of fuel to that and you get fun little airplane.

Good for you Sim. I envy you getting paid to do that and having a plane with some performance.

OG,

You can do all of the above in a C152...with some imagination!

When I had my first stall lesson I was expecting something along the lines of pitching up violently and then over in to a hammer head before spinning madly and coming out of it with about 6 inches to spare. Imagine my disappointment when the instructor finished his demonstration and I hadnt even noticed!

Mailman

Yes, the Cessna 172 has very tame stall characteristics too. It actually has to be put into a spin by either dropping a wing or using rudder to get some yaw induced movement. Stalls are gentle and the plane will self-recover.

Remember to spin, you need to stall and introduce yaw. I just finished current block of 6 flight and during next flight we will do spins.

For today's flight, we had a bit of a problem. We couldn't close cockpit so multiple crew chiefs had to play around with it. After getting it fixed and starting jet up, we were 40 mins late for take off so this sortie become pattern only. So I had a chance to get my landings and pattern down. Pulling closed from take-off is extremely fun. Picture placing feet on the horizon while turning. So setup, take-off and clean up gear / flaps. Accelerate at min of 140 and turn while placing feet on horizon. Before reaching altitude, reduce power to ~20 torque. This should place you on alt and speed to drop gear and do another touch and go.

During my last "closed", other aircraft (after landing) said we looked like a space shuttle. Yeah, I overshot my alt a little bit

Isn't that what I said ? It has a straightforward stall and you have to make it spin.

Some a/c have more pronounced stalls and will want to spin unless you counter the tendency.

I guess I miss-understood when you said "actually".

Yep, Cessna's have some pretty tame stall characteristics, which is fantastic really.

But spinning was a lot of fun...and I eventually got to do a hammerhead as part of my aerobatics rating too!

Speaking of which, I was down on a flying trip around the South Island when we called in to Queenstown. As luck would have it a good mate of mine was working there flying a pits special for tourists. He took me up, and I thought I knew it all for aerobatics...but by the time we had finished I was a light shade of green and had had enough!

It was all I could do to walk away upright after that flight!

Not sure what your standards are but ours was recovery within 100feet from the stall?

Regards

Mailman

I wish fuel was as cheap here as in the US - the biggest hurdle to any idea of PPL for me is the insane price per hour for flight training.

Basically as soon as I had my licence, I somehow managed to squeeze my frame into a C152 Aerobat.

I made sure that I did aeros straight after 'just in case'. I think it did my overall flying a lot of good, and I never regret doing that. I like 'unusual attitude flying'....lol.

I felt that the little bits I'd done in the Archer and 172 were 'too little' just in case the #%&*$# ever hit the fan. Kinda glad I did it this way.

The best thing I have done for my flying skills is getting a taildragger rating and flying Cubs. C172s and Piper Cherokees can be trimmed for hands-off flying when you've reached cruising altitude, and you can have your lunch and look at the nice view. The Cub has to be hand-flown ALL the time. The one I fly also has very basic instrumentation; ASI, VSI and altimeter only. Does wonders for developing your seat-of-the-pants sense.
As a consequence of learning to fly the Cub I have become better at flying all other aircraft as well. My landings especially have improved very much. I can now touch down in all the planes I fly within a few yards of my selected landing spot. A very good thing in a light plane if you ever have an engine failure or need to perform a forced or precautionary landing.

I think for my general flying, the biggest change I ever had was when I transitioned to the Socata Carribean range of aircraft.

Despite its class, a flapless approach even in a TB10 is not something that you really WANT to do. Even at my height, seeing over that engine without flaps is tough work. I once heard that the Tobago and Trinidad were designed to prep airline pilots. Would not surprise me.

The Socata range are the only GA aircraft I've flown where I can be on finals at 500 feet, and tell you exactly, to the meter, how far into the runway I'm gonna touch down. I would love to buy one for myself. Even with these new types like the Cirrus, I would still choose a TB10. I'm comfortable in the cockpit, and I like the ergonomics.

Anyways, is anybody here able to advise me of approximate hire rates of these aircraft stateside?

Thanks

Andy.

How much we can lose during stall? The only maneuver, other than spin, that we actually stall is Power-On. Frankly, I have to look up the numbers in syllabus for how much we can lose. We recover at first lose of control; wing or nose drop. But since engine is so powerful, it's not very noticeable. AoA indicator doesn't show degrees but shows numbers and at 18 is it stalled. To recovery, max power and relax a bit to get out of stick shaker and then return back into stick shaker and try to get as close to 18 units of AoA as possible.


Today, most fun thing I did was spins. It was sort of mini spin. We got into gyration and quickly recovered. In next flight, we will enter stable spin.

So, min speed to enter 120. Pitch up to ~40 degrees and idle power. At 80 knots, place stick full aft and give full rudder. Airplane will do something similar to an aileron roll. After which, power idle (just confirm) and controls neutral. Airplane goes upside down and nose facing almost 90 degrees. Afterwords, recover. It's pretty simple

One interesting thing - during pattern stalls (not really stalls, just stall indications) I recovered at buffeting and not artificial stick shaker.

For tomorrow, I have two sims; emergency procedures and instruments.... yay.

Unique little extra thing we (instructor and I) did during last flight; chase-ship. After doing work in MOA we returned to our airfield. After two touch-n-goes we heard that someone had a tail strike and required a chase-ship. There was no one else in pattern so we took the job. It was freaking awesome! The light condition of evening made it very picturesque while we were inspecting aircraft for damage. After confirming tail strike, we had to stay up in the air for a while. First runway had to be inspected. Then solos went up in air we had to stay up for them until another instructor took off. So our mission was almost 2 hours of flying time and 14 landings.

Speaking of solos. I'm coming up on mine soon. It is expected to be either next week or afterwords. My landings are fine right now. As is pattern.

Sounds like a great day Sim.
Good luck on your solo flight when it happens.


Wheels

Instruments two test is finished. Next step is weather.

Speaking of weather, it has been messing with my flying. My last two sorties were canceled due to low sealing. I'm scheduled to fly later in the day tomorrow, but weather is questionable.

I did a quick research and found out that B-2 maybe an excellent choice to put on my 'wanna-fly it' list. They don't fly a lot of hours in B-2, maybe once a month!, but they keep flying skills while flying T-38s. Before even flying B-2, pilots do a quick one year tour while being instructors for T-38 to pilots that fly B-2. I find no problem with that

Ceiling Sim, it's ceiling. Sealing is what you use to stop leaks.

Bah! Firefox spellchecker didn't save me. Thanks for correction

How do you formulate your list of "would like to fly"?

It's a list and you just select airframes that you want to fly. It doesn't mean that you'll get it, but usually they try to give you something of that list. If first aircraft unavailable, then they try second. You get the idea. If you're good, it's easier to get first 'wanna-fly' plane.
IPs advice us to select life-style and not airframe. For example, C-130 pilot can be gone 2/3 of year away from home.
@@@@@@@@@@@@@@@@@@@@@@@@@@

Instruments test - complete!

Today, I woke up to rain and thunder. Technically, alarm first and then those previously mentioned. So I fully expected to sit on a ground behind books for the rest of the day. But somehow, cloud ceiling raised just enough for pattern. And lucky (not) our jet was not under overhang so we got start her up under weather. After take-off, we did a pattern-delay. It means we practiced few landings before going to MOA. While taking off due to moisture in the cockpit, my helmet visor started fogging up. That made things a bit interesting After second touch-n-go, very light clouds started developing slightly below pattern. After two more circles, they got worse. After we left pattern, I heard pattern got closed. It got so bad, that we had to use ILS when recovering from MOA. Usually during bad weather, we radar vector for circling approach but not today. Cool! I got to watch IP land as I applied all of instruments stuff I learned previously.

During departure through cloud deck, controller asked to expedite climb due to some Cessna flying in our way. So we climbed from usual 180 to 140 while in clouds.

In MOA, I noticed crazy wind while at 22,000 feet. I haven't experienced anything like that before. It pushed jet all the way to the corner of MOA and I almost busted boundary during my maneuvers. Lesson learned. Also, jet has noticeable lack of power at that altitude. It feels as every maneuver requires more time to do.

Anyhow, another fun flight

I am glad to hear things are progressing nicely Sim.


Wheels

Lifestyle to determine aircraft choice?

That's only if you have a family, and even then, except for trainers, some specialized VIP aircraft, and maybe the B-2 and F-22, most units have been rotating in and out of theatre. 180 day rotations are not unheard of for everybody!

Choose based on what you want to fly! If you're a meat eater and want to fly fighters, then put that at the top of your list. You can always fly heavies later in life, but it's a rare thing to fly fighters.

FC

I probably will put something with pointy nose. T-38s look nice on a ramp.

Today, I didn't get to fly. But I had a sim that was preparing me for a solo. Sim involved pattern only sortie with bunch of emergencies. So as I took off, engine quit on me so I had to land aircraft back safely. Basically, entire sim was involved something going wrong and me trying to return back safely. During entire sim time, I ejected only once. My engine quit while on fire and I wasn't in position to land safely.

One unique thing, engine went out outside downwind and I've attempted to bring aircraft back. I couldn't get to low key so I went straight-in and landed safely. But as a solo, I shouldn't have. If engine quits, my responsibility is to keep my pink body safe by giving aircraft back to tax payers.

Oh, and where is a youtube video of spins. http://www.youtube.com/watch?v=PaIt7ybwEe8

Friday, I learned a good lesson. I was supposed to do a pattern only sortie. I was fully prepared to rock and roll. But as we taxied for "number one", we heard a PIREP that weather was still poor. So IP told me that we will go to MOA using IFR departure. I wasn't prepared for that at all. Entire sortie I was behind the jet. Thankfully, we landed early to do incomplete so it was a no grade.

During flight, I felt I did everything wrong and was feeling poorly. I looked on canopy rail and it said "He hates you". Some student scribbled that long ago. IP didn't hate me. It was my own damn fault.

Lesson learned - be prepared for not only planned sortie but a back up. For next flight, I will have three preplanned mission cards. I think I did only one thing well - spin recovery. But even that I didn't verbalize properly.

Very good lesson learned.

Once you get farther in the syllabus, you find you'll be opted for several different kind of sorties at the same time. It's not unusual to go from a 2 ship low level, to a formation, to a contact sortie from the time you brief until the time you takeoff. You have to be ready for all of them...because the WX, status, or whatever can change in an instant.

And once the scheduler starts slinging pucks, all bets are off.

This is one of the critical things in learning to become a pilot...going from a strict script to improvising to get the sortie done.

FC

Hey sim, I think I found one you should put on your list....looks glamorous

http://www.youtube.com/watch?v=hANySXFKqVg&feature=related

"Kick the tires and light the fires, first one in the air is lead, and we'll brief on Guard."

I recently read a book on F-15's and it was more or less just that when on alert detail. You didn't know when, where or what, but you know there was some sort of launch coming. OK, lead and wing was set, but the brief would be by secure radio when talking to the GCI guys.

BTW, in all of the years of F-15 alerts in Germany, there was only ONE honest to God real intercept of a bad guy.

Some poor guy punched out of a jet that he thought was broke, and it flew to the Netherlands by itself before crashing.

There was only one weapons release as well. Different mission, different pilot, and caused by a fault in the jet he was flying.

I'm still a while from making it up as I go.

Weather has been bad entire week so other than sims, no regular flying. Due to so many days of no flying, I quality for 86 ride tomorrow which means I get to 'relearn' flying. If this continues, our entire class can be rolled back...

Sorry to hear that Sim.
I hope good weather starts heading you way, and soon.


Wheels

Weather is horrid. No flying today even though weather folks predicted 'partially cloudy'. So it was 'partially cloudy' all day long with overcast at 1500 / 3.

Welcome to Columbus!

FC

Yep, but today due to cold front, it was near perfect; just very light turbulence at 2-3k.


So today I had an 86 ride. After almost 10 days of no flying, it felt good. After going to MOA, I finished all of maneuvers in 12 minutes. So for rest of time, I played in pattern. Most memorable thing was ELP landing. Unlike discussions in IL2 forums awhile back about how landings should be 3 points, that is not the case in reality. Nose wheel doesn't like being landed on. My landing was firm but not enough to damage front gear. T-6 is rated for 600 fpm descent or 3.7Gs so it can take punishment of 'great' landings.

Solo expected in 3 rides.

Awesome reading about your training.

It's great to hear that you got to fly again.


Wheels

I was expecting a flight today, but IP was sick. Right now, I'm two flights away from solo. Tomorrow, I'm scheduled to fly so hopefully, if weather permits, Monday will be the day.


Things are going ok. Weather test passed. Instruments as confusing as ever. Contact portion of flight is fine.

Interesting thing during my last flights - During my pre-flight I need to lower ejection seat to my height so that view is same each flight. Well, seat doesn't respond. After getting expert crew chief to fix problem, we go on to our flight. Next day and different jet, exactly same thing happens to me; seat doesn't move. This time crew chief fixed it quickly and off we went. But what chances of seat going bad in two different jets. Odd.



In my last flight, I played a game to see who lands better with IP. IP was a bit off in perch but landed at almost perfect speed. I was exact on perch but landed a bit fast. I lost
So far I have ~17 hours in T-6. Hard to imagine that soon I'll get to fly solo in 5 million jet.

Make a dash for the border and see how far you get!

That reminded me of that old Del Taco commercial.


Wheels

I got to fly on Friday and it went fine so Solo on Monday. My scheduled takeoff time is ~0800. First I'm going up with instructor and do a couple patterns. After which, I will land and shut engine down to let instructor out. He will do walk around. Since engine is going to be fairly hot, I'll motor engine for 20 seconds to get it within norm for a normal start.
It's going to be only 2 touch-n-goes and one full stop which equals to about 150 pounds of fuel. Following landing a small tradition performed by flightmates. They will try to catch and dump me into little kiddy pool. If they don't catch me and I walk into flight room, every person will go into light financial debt by buying me a case.

After solo and on next flight, I'm getting intro to basic acrobatics; barrel roll, aileron roll, spit-S and loop.

All the best Sim.

Great news Sim.


Wheels

Best of luck on your flight today Sim.
I'm really enjoying this thread.

It finally happened. First flight was with instructor. We did break out, then go around and two touch n goes followed by full stop. Entire sortie lasted a little more than .5 hours. I taxied to park and shut engine down. IP jumped out and did a walk around. Crew chief hooked up cart and I did an engine run to cool it down. Then I started her up and taxied to run up area. After run up I taxied to hold short and said "Number one, Wings40, patterns, two pins stowed" Then I had to wait for what felt like 30 minutes just to get clearance to take off. I kept looking around cockpit thinking I forgot something. But other than IP in the back, everything was fine. Clearance received and off I went. I still can't believe they allowed me to take her for a spin. There was no drama in pattern. When I was coming to first landing, they for some reason waved me off. No idea what for as it looked right on profile, but I heard "On final, go around". Power max, counteract torque with rudder, gear and flaps up and climb to 500AGL. Next touch-n-go, I touched only with left gear and went around. Next pattern after I touched down and and took off, I heard two clicks on a radio. I'm not sure if that was directed at me, but usually that means either good landing or "roger". Finally, I landed and taxied to chocks. Nothing unusual happened there. My GPS showed FLT = 22 minutes.

I tried to sneak back into flight room, but guys caught me quickly as I stepped into our building. So flight mates took me to kiddy pool, I removed my flight gear and got thrown into horribly dirty tank with water color of flight suit.

Major upcoming event - mid-phase check flight. Next week - Area Solo!!!

Congratulations Sim.

Another member of a very small club.

Where are the pictures.

Nice...and yep, the solo pool is scummy!

Congrats!

FC

WTG Sim, and congrats!

I hope there were showers nearby, that water looks really bad.

Good thing he didn't have any hair or he would still be trying to get that slime out of it.
Congrats.


Wheels

Grats!!!