Solo Cross Country

I had less than 24 hours of downtime to prepare for my solo cross-country. Josh was heading out-of-town at noon and I was flying at 3. Nathan would sign me off. That was the plan. I elected to cheat a little and reuse a cross-country I had already planned but hadn’t gotten to fly, McGhee Tyson to Upper Cumberland Regional. It is far enough away and it looks like a really nice airport. The weather was finally cooperating on the plateau. The weather everywhere couldn’t have been better. No wind, clouds, or other meteorological phenomena – just clear, blue sky. A perfect day to fly.

I filled out the flight log, plotted the course and did all the weather calculations before heading to my lesson a little early. It was easier and quicker than the others because I was able to recycle the partially complete log from before.  All I really had to do was redraw the course on the sectional and calculate the numbers.  This all took about 20 minutes and I was ready to go pending a sign off.

I left work and headed across the ramp to the flight school.  Nathan looked at my stuff, we discussed the long cross-country and the weather, and he signed me off.  I was good to go with the exception of fuel.  Nathan called the FBO and had them dispatch a fuel truck and I headed out to the plane to preflight and leave.  Just as I was finishing the in cabin preflight checks, the fuel truck pulled up.  I greeted the lineman and he fueled the plane.  I proceeded with the preflight, taking care to check the fuel.  I trust the guys, but it is better to be safe than dead.

Even though I enjoy every flight, the ones with a specific destination are always a little more interesting to me.  It gives a sense of purpose to the flight.  That sense of purpose carries over into other aspects, such as the radio work.  It may just be my opinion, but I think it sounds better when you can tell clearance delivery, “Cessna 21693 would like to go to Sierra Romeo Bravo [or any other identifier] VFR at 4500 feet.”  Anyway, that is exactly what I said and they cleared me for 23L and 270 after departure.  That was close to my planned heading, but expected.  I’m starting to expect certain things when departing and arriving at TYS.  There are certain recurring patterns to flying from a controlled field and it seems the sooner you figure them out and incorporate them into the plan, things will go smoother.

Just to clear the air, I want to assure everyone that with the exception of setting up the gps (as a fall back) I did all the navigation by referencing the charts, checkpoints, and time.  I vowed not to jump in a fire up the GPS and go and I stuck with it because, GPS is prone to failure and I don’t want to be reliant on one navigation method.  For the most part the flight was just me flying and listening to radio chatter on the departure frequency.  There were some traffic warnings, but they were all really no factor courtesy calls.  Two of my checkpoints that held the most interest were Rockwood (RKW) and Crossville (CSV).  There wasn’t much going on at either, but I tuned in the frequencies anyway.  Just before I left Knoxville, another aircraft set out for Rockwood and I reached Rockwood in time to see their final approach and landing.  I assure you, seeing planes landing from above will never get old too me.  It is just a surreal experience to me.

I quickly arrived at my destination, it’s only a 40 minute flight, and was set up to enter a downwind.  The airport was pretty easy to find and the runway is just over half the length of McGhee Tyson and is the same width.  I didn’t anticipate any issues, and I had no issues.  I called that I was on downwind and there was a reply.  The reply caught me a little off guard, because the other aircraft stated that they were on downwind as well.  I immediately began scanning assuming that I had completely missed an aircraft, but the tail end of their transmission explained why I hadn’t seen anything – they were at Virginia-Highlands (they were surprisingly clear). I elected to do a full-stop landing so that I could call my wife and to explore a little of the airport.   In total I would say I was on the ground for about 5 minutes and then it was back home.

I executed a short field take off for no other reason than because I could.  Then climbed to 5500 feet and set the plane up for cruise.  The weather couldn’t have been better for flying, the air was perfectly calm and clear and the flight there and back were a breeze.  I took a moment just to take in the exquisite view and I was instantly reminded why I love to fly.  After the halfway point of the trip, the only thing I would have changed about it happened.  I was flying along and all of a sudden I noticed another plane and I realized that they were at my same altitude and that, more importantly, our paths were converging.  We didn’t bust separation or anything and nobody was ever in any danger, but we came closer than I would like to have.  I might have felt better about it if he hadn’t continued turning toward me while I tried to turn away from him, but everything worked out alright.

After that little event, I opted to call Knoxville Approach (it was time anyway) and get started on my descent.  They set me up for a base to 23R and I performed what seemed to me to be an exceptional descent and landing.  It was a nice smooth descent of about 200 feet per minute that basically stopped when I greased the landing.  It was probably the best flight I’ve ever had.  It wasn’t without its learning experiences, but it was an exceptionally smooth flight.  I’m really pleased with myself (toot.toot.)

Once I got back, I checked the time and called Nathan.  He mentioned that he had to leave early and that I should just call him when I got back.  I turned the keys and clipboard in at TACAir (the FBO), which was my first time in the building since it was Cherokee Aviation (which was like 10 or 12 years ago).  Then I made the long walk to the car and began thinking about my next flight.  We’ll see how next week goes.  Hopefully the weather is good and I can get my long solo cross-country in.

Second Cross-country Flight

I left the airport and immediately started planning my next cross country, which would be to London-Corbin (LOZ) in Kentucky.  It was of vital importance that I get most of the planning done because, for the first time in my training, I would be flying with less than 24 hours separation between flights.  In fact, this would be my 2nd flight in 2 days and my 3rd flight in 4 days.  I wish I could afford to fly like this all the time, but I’m paying as I go and I refuse to take on any debt.  Josh told me that if I show up ready to preflight and takeoff, that we might have enough time to actually stop and eat at the restaurant on the field.  It meant doing the weather and associated calculations at the end of my workday, but I was willing to make that sacrifice.

The weather wasn’t quite as good as it was for the trip to Cleveland, but it was still a good day to fly.  The only issue that I could coming up was clouds on this side of the Cumberland mountains as the sky conditions were listed as few clouds at 4500 feet.  That would mean that we might have to keep the altitude a little low on the way back and just climb over the ridges.  Nothing risky, just not ideal.  I wrote up nav logs for both legs of the flight, and I was prepared to calculate ground speed, etc with the E6B.  Everything was perfect, except I forgot to fill in the radio frequencies on the forms, and I was ready for preflight when I walked into the flight school.  The entire process seemed much easier this time, even having to deal with two sectionals.

I was determined to make this flight as perfect as possible, but it seems I was destined for some sort of issue from the beginning.  That trouble was that I called clearance delivery, told them that we were headed VFR to London-Corbin, Lima Oscar Zulu, and they put us down as headed to Lima Zulu Uniform.  This is an issue because, LZU is down near Atlanta and it exactly 180 degrees the wrong direction.  We only became aware of this misunderstanding after we were handed off to departure and they gave us a heading that would take us way off our planned course.  Josh quickly called them to ask what the deal was and where they had us headed.  They had us stay on our current heading and await further instructions.  The end result was that we were something like 20 miles off course initially.  Josh let me use the GPS to get back on course and then it was up to me to find the visual checkpoints.  This was not an issue with the exception of one — Powell STOLport, which I could not locate until we were past it.   I did catch myself drifting a little right of course at the next checkpoint which was easy to see.  I corrected and everything else was smooth sailing.  I did notice that our current altitude, 4500 feet was about the highest one could fly and maintain cloud clearances.  This would be interesting on the way back.

After we crossed the Cumberlands, the sky was clear.  It is very interesting to go from dodging clouds to a completely clear sky in a matter of seconds.  Not long after crossing the mountains, we had the field in sight.   The wind was negligible and was reported as variable, which led us to select runway 6.  It would make for an easy landing and a quick turn around, but on listening to the CTAF, we discovered that there was traffic in the area and they intended to use 24.  We elected to follow suit and entered on the 45 for a left downwind for 24.  We didn’t have time to eat, which I knew before we left, but Josh let me know the particulars for getting to the restaurant in case I return on a solo cross country or any future flight (which I know I will).  Apparently they had quite a time trying to get into the restaurant.

On the return trip Josh elected to show me some particulars of VOR/GPS navigation.  He explained the button that switches between radio an GPS navigation and set it to GPS.  He mentioned that it would be easier to deal with tracking the GPS course back to McGhee Tyson.  He explained how to track the course on the HSI and how and when to correct.  He also showed me some GPS features that would be helpful when tracking a course.  It was very useful information.  He also had me do some more simulated instrument work.  In all I’ve got about half of the required 3 hours.  Truth be told, I really don’t mind instrument flying and I find that not having to watch outside makes it easier to fly specific headings, altitudes, and etc.  In order to avoid running into clouds, we kept the return leg pretty low and there wasn’t much excitement past crossing the mountains.  Once we were within about 20 miles, I called approach and they set us up to enter a left base for runway 5L.  For those unfamiliar with current airport projects, that runway is currently 2500 feet shorter and has non standard markings.  That said, I made a really good landing and completed a really good flight.

After we taxied back to parking, we secured the plane, Josh debriefed me and we discussed the next step.  He mentioned that he usually likes to get in a night cross country before he signs a student off for the solo cross countries.  He also mentioned that we would hopefully do some VOR stuff on the night cross country and that I should select a destination accordingly.   I mentioned that I was getting close to being ready for the knowledge test and inquired whether there was anything he needed to do.   He said to let him know when I scheduled it and that he would sign me off.

First Cross-country flight

To make a long story short, I completed my first cross country.  We flew to Cleveland Hardwick.  It was a nice flight and it only takes about a half hour to get there.  I was a little nervous, but I knew that I had planned everything and that it was a good day to fly.  I don’t fly much on the weekends.  I find that I can usually schedule during the week with no problems.  Unfortunately, this week there had been a number of issues that prevented me from flying this cross country during the week.  It happened to work out so that I could get it done on Sunday.  The airport is different on the weekends.  I expected to see more people on the GA ramp, but that wasn’t the case.  I saw very few people, but there were noticeably fewer aircraft as well.

Just after arriving, I checked the weather and verified my planning.  Everything still checked out, although there was some weather moving into the western part of Tennessee that would be here later in the evening.  It was a good day to fly.  I went out for preflight, which involved making sure I had the correct sectional, nav log, and my e6b accessible in the cockpit.  As usual, everything checked out.  Hopefully every preflight will go this way.

After preflighting the plane we got in, strapped in, and started the engine.  I radioed for clearance, gave the destination and preferred heading and altitude, and was issued a clearance.  Everything was going according to plan.  Josh set up the GPS and dimmed it so that I couldn’t peek.  We took off and were cleared to our requested altitude (4500 ft) in short order.  Unfortunately, we were issued a heading that wasn’t directly on course, which meant that once ATC had cleared us to “resume own navigation” we were off course.  We were nearly to the lake before this happened, so I was well to the right of my intended course and nearly past the second checkpoint (it was a short flight).  This was exacerbated by my slight inability to detect my reference points.

I managed to get back on course by the time we reached the third checkpoint (Madisonville KMNV).   After that it was smooth sailing all the way to Cleveland.  With the exception of my initial issues, I spotted all my checkpoints.  Though to be fair, I didn’t select the best checkpoints to begin with.

Where the real issue came in was with the E6B and keeping track of everything while flying the plane.  While I am confident in my abilities to pilot the plane and perform maneuvers, until today, I did all this without anything that wasn’t mounted in the panel.  Now I was combating a giant sectional, that despite my refolding needed further condensing, an E6B, a nav log, seeing the checkpoints and flying the plane.  This new workload was quite taxing to say the least.

The next  issue came when I made an attempt to calculate my ground speed with the E6B.  As we overflew Madisonville, I started the clock and I noted the time at McMinnville (the next checkpoint).  I pulled out my E6B, looked at the nav log to determine the distance we had traveled, and dialed in what I thought were the appropriate numbers.  This yielded a result that was way off.   It looked as though all the practicing I’d done was in vain.  From what I understand, the much maligned analog E6B is the preferred device of the FAA examiner that will be administering my check ride.  Anyway, Josh ran me through two other ways to determine ground speed.  One was to simply call ATC and ask and the other was the GPS.  As we were discussing this, Knoxville Departure cut us loose just over McMinnville.   This was a first for me and I was surprised how far out we were.

We arrived at Cleveland shortly there after.  We entered on a 45 for the downwind to runway 3.  Josh mentioned that he didn’t recommend flying in and out of Cleveland if you were hungry because the base leg is basically directly over a strip of restaurants.  A quick glance down confirmed this.  The other end of the airport is surrounded by ridiculously huge houses.  One of which is on a hill straight in line with the runway.  It is crazy.

I was pretty high on final and I made a pretty bad landing.  We taxied back, I took off, and stayed in the pattern.  The second landing wasn’t spectacular but it was better.  I don’t know what the deal is.  We were going to taxi back, but there was a guy on downwind so we elected to use the taxiway.  When we reached the hold short line, he radioed that he was going to fly around town a little bit and reenter on a base leg for 3.  We elected to take the runway, which we stated on the radio, and we began taxiing out.  This was met with the other guy’s immediate call that he was on final for 3.  Josh told me to “turn and take off now”, which I did.  It was absolutely ridiculous and we’re pretty certain it was intentional.

The rest of the trip was pretty uneventful and we used the GPS on the way back.  We flew over the corn maze.  It was a Chikfila maze.  Once we were about 20 miles out I called approach and told them we were inbound for landing at McGhee Tyson.  After we were closer to the field they set us up for a straight in approach on 5L which is currently 2500′ shorter.  This would be my first landing on this runway since they started the Taxiway B project.  It made me a bit nervous because I didn’t want to drop it in too short.  Unlike my previous two landings, this one was actually good.  It was an excellent end to the lesson.   The next lesson would be my second cross country and it would be tomorrow.  We’ll be headed to London-Corbin (KLOV) and maybe eating at the restaurant there.

Solo Lesson – GPS

Fort Loudon Dam from the air.

I checked the weather just before leaving the office for the flight school. I was hoping that today would be the day for my cross country. Instead, since the weather over Upper Cumberland Regional was terrible, I would be doing something else. It was really odd because it was nice outside and had been all day. I was pretty sure I would fly, but I was unsure what I would be doing. I went to the flight center and checked in with Josh. He said that I definitely wouldn’t be flying to the plateau. Instead he sent me to do some solo flying. I was perfectly satisfied with this outcome because any flying is good and fun. Just as an aside, I learned that staying in the valley means easier weather. How did I learn this? Another flight instructor and his student were finishing up the planning for a cross country to Lovell Field in Chattanooga.

I followed them out he door on my way to the plane. They were in the Warrior, which needed fuel. I started my preflight and just sort of watched off and on as they moved through various stages of waiting for the lineman to top them off. Other peoples’ piloting habits interest me. Needless to say, they weren’t doing a ton of stuff aside from waiting, which intrigued me because I knew the weather that was moving toward their destination and I would have been doing everything I could so that as soon as the fueling was complete I could leave. I finished my preflight as the lineman showed up. It only took them about 20 minutes. I just laughed because, on the occasions that I required topping off, I was beaten to the plane by the fuel truck.

Runways 5 left and right were active and I elected to go out to the Fort Loudon Dam practice area. I decided that I wanted to do some ground reference maneuvers and also get a little more acquainted with the aircraft systems. I called for clearance and received my instructions.
I was already in a good position for a run-up so I proceeded with the checklist. Everything checked out and I called for taxi. I was cleared for taxi to 5R and I set out for A2 and take off. It was a long taxi, but I try to keep the speed up so that I get in front of the jets and so that it takes less time.  I immediately called tower and let them know I was ready for takeoff.  They cleared me for takeoff and I rolled out onto the runway and firewalled the throttle.  The plane shot down the runway and I was off with instructions to turn to heading 280 and contact departure.  This was much earlier than I had performed the switch before, but I got it done and didn’t crash.

After contacting departure they cleared me to resume my own navigation and proceed direct to the Fort Loudon practice area.  Since 280 is roughly on course for the area I just stayed on that heading while I finished my climb out.  The Fort Loudon practice area is a bit of a different beast from the Walland Gap practice area.  It is mostly water and big lake houses.  It’s kind of interesting in that you can really see some big houses.

Needless to say that this might be a problem for ground reference maneuvers didn’t occur to me until I got out there.  It may just be me, but I don’t like maneuvering over structures that are exceptionally costly or might be filled with people.  That became a problem when the only good points for turns were houses.  After a lengthy search, I settled for a big house alone on an island.  At least it’s by itself.   I made several rotations around it each way and immediately gave up.  My turns around a point all turned in to ovals.   I lost altitude, gained altitude, lost and gained airspeed.  I just couldn’t feel it today.  I tried unsuccessfully to correct some aspect of the turns, but wound up just doing some steep turns and then flying around looking at houses.

I recently decided that I should make an effort to learn how to use the various systems installed in the aircraft.  While I am the first to tout the importance of learning the basics (flight with basic instruments and GPS free navigation), there is no reason not to use tools that are at your disposal.  So I decided that I would practice with the GPS.  I programmed in Madisonville (KMNV), radioed my intentions, and I started tracking the course.  It was easier than I expected, but I know that I’m not even scratching the surface.  At least I can program in a direct course, check the messages (such as airspace warnings), and change the range on the display.

The lesson culminated with me putting on a show for my mother and wife.  There was a bit of a crosswind so I came in in a crab.  I rode it down almost to the runway and (for the first time ever) kicked out the crab so that I was lined up perfectly with the runway.  I touched down on centerline slightly fast, but otherwise a really good landing.  It was quite the sales pitch for my training.  I secured the plane and checked it back in and I was on my way to dinner.

Hopefully, next time we’ll get in my first cross country flight.  The destination will likely be down toward Chattanooga or up toward Greeneville.  We’ll see what happens.