07/24/03 - Another day, another new topic. Next up on the menu is steep turns under simulated instrument conditions. As with each lesson, we continue to review the previous topics and today was no different. I obtained my simulated clearance from ATC (Drew) and my readback was correct. The brakes were tested and we began our taxi. I got to the hold short line and called up ground.

The winds today were just about dead on 18. That was nice because it made for a short taxi. It was bad, because with the short taxi, my mind went blank and I forgot to check my instruments during taxi. I pulled into the run-up area and went through the run-up tests. That is when I remembered my taxi instrument check. I think that Drew was secretely hoping that I would forget that step so that he could give me grief about it later. After the run-up there is a few feet before the hold short lines to rw18. It was long enough to sneak in my instrument check. I called up tower and we were cleared for departure and there was a plane just turning right base for landing on 18. I started slowly onto the runway loking for traffic and the tower came back "Cessna 5088Q, you better get moving or cancel your takeoff clearance!". Slam in the power and away we went.

I was given a heading to fly and altitude to climb to. Drew took the plane as I placed the hood on and got prepared. As we headed out to the practice Drew asked if I knew where the field was and I managed to point in the direction he was looking for. This was not the first of his location questions today. We made a few turns to various hdg's and altitudes. This may seem trivial to many that have been flying for some time, but I was able to get the plane "trimmed out" with relative ease today. I took my hands off the controls and let the plane fly itself. I still need to work out the trim, but it is getting better. It definetly makes flying the plane much easier. Just remember the setup: pitch, power, and trim, that gets your desired airspeed and your flying will get much easier.

As with the last lesson we went over the timed/compass turns again. They are getting easier, but with everything else they still need some good work. On the first compass turn we thought the plane had a mind of its own. I started the turn as normal and as we got to North, the compass stopped moving for a much longer period than normal. I started my rollout and then the compass swung so fast, that I was 20 degrees past my desired hdg. We did a turn the opposite way and it worked fine. Drew wanted to try another one back the other way to see if the compass was goofy or just a fluke. It worked just fine this time so we were off for the next manuever. Did I mention that I had no Hdg. Indicator either. The compass turns to the E/W are easy, roll out on E/W and you should be just fine. It is the other ones that I have to think about. Think first, perform second. Remember the compass lags in the North and leads in the South. If I want to turn to a hdg of 360 from 270 that would be a right turn and I should roll out on a hdg of 315. If I turn to a hdg of 180 from 090, that would be a right turn and a rollout on the hdg of 225. When the compass settles I should be on my desired hdg of 180.

There was one thing left to cover and that was the steep turns. I got the plane to level and set my hdg bug and we were turning. I started with one to the left and it started o.k. but as I got to 45 degrees I lost a little alt. Just a titch of power and we were fine. I started to get close to rollout and Drew said lets keep it going in the same direction for one more steep turn. I replied "You are a sick man" and he asked are you o.k.? He thought I was getting airsick. I was fine and we kept going to the left. Now it was time for a steep turn to the right. This one worked much better except that I went into a 60 degree bank. Ooops! I was counting of 10, 20, 30, add power, 40, 45. Drew said " that's not 45, that's 60 degrees chief! I was counting the marks on the A.I. as 10 degrees each at first. When I looked it made sense. My brain just misfired. The steep turns were much easier under the hood. I was forced to look inside and watch the instruments and it allowed for better focus. All together I was happy with the turns.

Now that we were done with the lab, Drew said take me back to the apt. I dialed in the VOR and we were on the 120 radial TO the airport. I tuned in the radial but forgot to turn to the hdg and I flew right off the radial almost immediately. I got back on and Drew asked what are the winds today? They were 220 and the radial we were on was the 120 TO. Drew then asked is this heading going to work? This is his clue to me that I should rethink what I am doing. I looked at the the D.G. and the wind location and corrected for the winds. I was able to track the 120 radial TO with a hdg of 140. It was getting a little bumpy and then came the second location question for the day. I had to think, so let's see... I am on the 120 radial TO Flying Cloud and that would make me NW of the field. If I am NW of the field and it is bumpy, that should put me over Lake Minnetonka. You are correct sir! It felt good being able to answer the location questions. I just might be learning something.

At 3NW I flipped up the hood and took us in for a right base landing on rw18. Just one little misstep on the way in. I was looking to slow down to 85kts before adding the first flap and that is the speed for the 2nd and 3rd flaps. I could have added the first flap at 110 kts. That would have helped me slow down much sooner. Oh well, another lesson learned.

I have a few days off to collect my thoughts and I will be back in the air on the 29th, see you then.

Lessons to remember:
1. Correct for the wind.
2. Think before you move.
3. Compass Turning Errors: Lags in the North (45), and Leads in the South.
4. Get the plane trimmed out.
5. Rember the power settings that give the desired performance.