07/22/03 - Today started out very hectic. I helped my sister move from 8am until 3pm. I was burnt out and not at the best frame of mind for flying, but I had the flight scheduled and did not want to cancel. Todays' lesson new topic was copying clearances. The ground session only lasted 15 minutes and then it was time to fly. I had got to the airport early so I had preflighted the plane while Drew was in the air with another student.

Because we were covering clearances today, Drew was playing the role of ground control when I was calling them up before taxing. It works much better to get the clearance before you get going. You will save time and you won't be in the middle of your taxi while they are blirting your clearance and you are trying to get to the run up area. I went through my normal taxi checks and everything was going good. All the equipment checked out and we were ready to go.

Another new thing we were covering today was timed/compass turns for real. Real, being in the plane instead of the simulator. There is a timer on the dash in the C172, but the yoke timer seems to work much better. With the timer being on the yoke, that is one less movement that I have to make. The timer in C172 is in the upper left corner of the dash. I was told to track to 240 radial from FCM after departing 10L. I made the turn for the SW and started towards the 240 radial. I was getting close and rolled out, but it was too late. The needle moved closer and closer and before I knew it, it swung 4 degrees the other way. I corrected and got back towards the 240 radial and rolled past it again, albeit I was closer this time around, 238. One more slight correction and I was on course. I started to blown off course. Oh yeah, don't forget the wind. the slighest bit of wind will blow you off course if you do not correct for it.

All throughout the flight I was given various headings/altitude to fly. There were descents and climbs at certain speeds and rates. We flew for a few more minutes and then I went partial panel. I lost my heading indicator and it was time to now perform some compass and timed turns without the helpful friend, H.I. The first compass turns went well. There was a turn to 270, no problem. Then a turn to 090, no problem. now lets try a heading that involves some compass errors. CRAP. Now I have to think. Turn to a hdg of 360, 45 degree error, that would mean I need to roll out on 315. I rolled out on 315 and sure enough it worked. Then it was a turn to 180, 45 degree error, lags to the south. That means I would need to roll out on 225. I rolled out on 225, but my standard rate turn was not standard rate. Therefore I needed to make some minor corrections to get back on course. I got on course but failed to keep my scan moving and gained 200 ft. Keep the scan moving.

Drew told me to take us back to the apt and I thought great, I can take off the hood. No such luck. Drew handled the radios looking for traffic and getting our clearance while I flew us back under the hood. I twisted the VOR in and tracked inbound on the 085 radial. Did I mention earlier to take the wind into consideration? Yep. I forgto again. Drew asked me about the wind and it was 02010. He asked if the wind is 020 and you are tracking the 085 why is your heading 085. Uhhhh, I don't know. One thing I have picked up from Drew is that he won't directly tell me what I need to do. He will make suttle suggestions and after some prodding I can figure it out. I started to fly a 065 or so and sure enough I was able to track the 085 radial with relative ease. Drew had me do a couple of minor turns to get me lined up and we were cleared to land straight in on 10L. I took the hood off and we were a mile or less from the threshold. I was in the middle of the two 10 rw's so I corrected and got lined up with the left. I added in the flaps and got on the glide slope. We looked great as I reduced power, but soon got low because I did not readjust the power settings once I got on the proper glide path. I added power and we were back on track. There was a slight XW so I added a little aileron/opposite rudder to track the centerline. I cut the power above the threshold and started to flare. The stall horn started I by force of nature I started to let the nose back down to recover. Wait, I don't need to recover, I want to land. I reflared and the horn started again and the airspeed bled and before you knew it, we touched down. I thought it was a good landing seeing as how it was only my second landing in the C172. They do seem easier in the C172 for me but I think I am concentrating on learning the other parts of the plane that I relax with the landing and it all works itself out. That is all for now.

Things to work on:
1. Work out the times to roll out into the radial.
2. Do not forget to correct for the wind when tracking a certain radial.
3. Slow down and think what you need to do before actually starting the task.
4. Make sure your turns are standard rate. Otherwise your timed/compass turns will not work.
5. Keep the scan moving ! Do not fixate, especially on the VOR !!
6. Lose the Death Grip on the yoke.
7. Trim out the plane properly. It will make controlling the aircraft much easier. It will also help with #6 above.
8. Once Again, SCAN !, SCAN !, SCAN !

I am back in the air on Thursday. I will see you then. Check back soon !