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| FLYING LESSONS IN SAN DIEGO FLIGHT INSTRUCTION FLY PILOT TRAINING |
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| READ & HEED No. 1 -- "Another Perfect Day, Or Was It??" by Guy Roginson |
| It was a perfect winter day in San Diego, 70 degrees and a slight haze indicating calm air. I had already completed 3 touch and go's in the Grumman Lynx (AA1C) with my instructor when he asked my to turn off at Taxiway Golf. After doing so, he instructed me to pull up to the tower and then he proceeded to get out of the aircraft. "You're more than ready. Go do three touch and go's. I will be up in the tower watching and listening. Any questions, remember, just communicate. We'll be there for you. Be safe and have a great first solo !" FINALLY ! The day was here. I wasn't nervous at all. I had been dreaming of this day for a long time and I felt competent and well prepared for the task at hand. What could possible go wrong?! After all, it was a pefect day... Upon taxing up to Runway 26R, there were 3 aircraft holding short so I had plenty of time to do my run up and double check everything. After 5 minutes, I was cleared to enter 26R. With all instruments in green, my trim set, transponder set to ALT, I throttled up and rotated out at 70 kts. Just as I had read in previous issues of AOPA Flight Training Magazine, my aircraft wanted to fly just a little bit earlier than normal as compared to having an instructor next to me. "Wow, there really is a difference without my good ol' CFI (lead pants) next to me," I thought to myself. I then leveled out for speed, trimming the aircraft for a climb out at 80 kts (Vy). Turning crosswind for right traffic, I quickly reached traffic pattern altitude (TPA), trimming the aircraft again for level flight, no problems. Throttling back at mid-field and trimming the aircraft for 77 kts (Vbg), I was on my way to my first landing. My first touch and go went well, although I ballooned just a bit on the first landing as I was still adjusting to not having that extra CFI weight. Throttling up for my next touch and go, I had a huge smile on my face. I was really enjoying myself. Moreover, I was gaining the confidence with radio use and I felt like I was in the "zone" -- that feeling of confidence and well preparedness. Upon the last segment of my downwind leg for my second touch and go, I had the aircraft trimmed perfectly at 77 kts (Vbg). The tower then gave me clearance for touch and go 26R so I turned base for final. While turning final, I double checked my speed, 85kts. I have a tendency to let the nose of the aircraft drop on my base turns and therefore my speed was increasing. No problem, pitch-power-trim. I quickly reconfigured my aircraft and had Vbg well in control. My altitude looked good and I was going to nail the numbers. Then, I saw it. Somehow, the pilot holding short for 26R thought my clearance to land was her clearance to enter the active 26R and roll. There it was, a beautiful Cessna Citation sitting right smack dab in the middle of the numbers which I had planned to nail. Just as I began to move my thumb to the PTT switch to request a go around, I heard the Tower give the Citation a few choice words. Then the Tower asked me, "Grumman, do you want to go around or can you steer over to 26L?" Well, since that Citation was getting bigger every second, I had better make a decision quick. I was about 500 above ground level (agl), the wind was calm and I was in control. "Tower," I replied, "Grumman, touch and go 26 Left" (aircraft ID's have been omitted to protect the innocent !) With a slight left aileron, and a slight addition of 100 rpm power, I gently steered over and nailed the touch and go on 26L. I began thinking about all the solo stories in AOPA Flight Training Magazine that I had read to date. That's what I love the most about flying. All that you study, read and hear from your instructor comes to life in the cockpit in every flight. You experience an "aeronautical epiphany" every time you fly during your flight training. Remembering I was in LEFT traffic now with a new pattern altitude, I was completing my third and final landing for a full stop. At mid field on my downwind leg, I heard something on the radio. "Tower, this is Citabria. I am somewhere just east of the airport and I am lost. I would appreciate some assistance!" This guy wasn't just lost. He was lost and afraid and you could hear it in his voice. Approaching my base leg, I heard a request from the Tower. "Grumman, can you see any aircraft to the east of the airport?" There I was, my first solo and I have already had a runway incursion, I was busy configuring my aircraft for my landing (pitch, power, trim, airport orientation, altitude) and now they want me to look for a lost aircraft and and panicking pilot --- busy, busy, busy! "Tower, this is Grumman, Negative Traffic, looking." While the Tower was leading the lost Citabria and pilot back to the airport, he gave me clearance to land, full stop, 26L. "Tower, Grumman, turning base for final, full stop," I replied. I turned base and performed another good landing. Upon exiting the aircraft, my instructor gave me an applause and then tore my shirt off and signed it, "It's all too easy, 1st Solo, December 14, 2002." Okay, I understand the history and tradition of the shirt tearing, etc., but I had to ask him why he signed it, "All Too Easy". He stated, "Because it wasn't. You did a good job making it look all too easy by keeping your cool, not reacting and using common sense. As I have always instructed you, you always must be thinking ahead of the plane and you did just that. You made it look ALL TOO EASY." As I drove away from the airport that day, I realized that I had probably perspired about a quart of water. I was soaked! Although I was confident and focused, the level of concentration and work in conjunction with the heat of the cockpit was nothing short of an evaporating experience. I thought about this and I imagined how difficult it must be to attempt to fly without the proper rest and meals. Another thing to take seriously as you make your Go, No Go Decision. The weather may be good, the aircraft is ready, but are you? In conclusion, it was the practice and training which made it feel ALL TOO EASY. But I can tell you from experience that regardless of the weather, it's never a perfect day. A good pilot is always thinking ahead and of course, always learning... Note: December 14, 2002 was Guy's First Solo. On November 24, 2003 Guy earned his Private Pilot Certificate. |
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| Grumman Lynx AA1C |
| Website by guydeas |