It's all up to you

There are many factors that can affect your confidence level.

The inspection was complete, paperwork was filed, a review of my plans with I5 was behind me, the aircraft was on the ramp, and the solo flight had been signed out - but for some reason I kept coming up with reasons to head back into the club from outside. First I forgot something, then I needed a drink, then I needed a bathroom, then a quick question - what in the world was happening to me? I climbed into the aircraft to sit down and think about it. Was I feeling well enough to fly? Did I know how I planned on practicing precautionary landings? Did I know the procedures to get out and back from the area I was going to conduct the exercise? Did I get enough sleep last night? The answer to all was yes and after a few moments of reflection I figured my self doubt was merely due to the fact it has been close to 140 days since the last time I took the skies on my own - with no one else to lean on. Having resolved myself to the fact that it was indeed "all up to me", I made the decision that I had the skill and training required to face the task and was only facing some butterflies. The final call was "Go".

Today I was headed north up highway 22 between Cochrane and Cremona, AB. Lots of nice flat terrain and fields where I could work the exercise. Remembering that I had some trouble identifying landmarks last flight I spent time reviewing the charts in detail and about an hour with Google maps looking around the area at different roads and towns using their map and satellite views. Pretty useful information but of course before I knew it I was trying to zoom in on military installations as if I was some sort of a CIA analyst right out of "The Hunt for Red October". I had the YBW VOR tuned in just for extra help and reviewed the GPS "quick start guide" just in case (the quick start guide is about 30 pages long - I can only imagine the actual manual). I identified as many landmarks as I could enroute - bends in the highway, roads, towers, elevation, and such and felt pretty confident about being able to find my way back. As I got ready to find my place to work the procedure I made a mental note of a few terrain details so that I wouldn't get all discombobulated again.


During our brief I5 and I went through a few scenarios of where I could work in case things got busy out there. This was a good thing because I followed (and pretty much caught up to) a Skyhawk who was headed to the same area. Trying to be proactive, I had tuned to the advisory frequency of 127.6 on Com2 prior to getting release by ATC so that I could hear what was going on and get an advance picture of the area. As it turns out the Skyhawk would be staying west highway 22 and I planned on working east of it and south of the town. After making my broadcast I witnessed what was in my opinion an example of excellent airmanship. Another aircraft was north of me already established in the area. Rather than making me fly from my present position PAST his position to work north of the town, he offered to move north and let me stay south. This blew me away and as a result I made a counter offer to stay south of a smaller town which would give him about 6 miles to work with north/south. This was accepted and appreciated. It really felt good to hear someone so accommodating and felt even better to try and make his day by reciprocating. The only issue was trying to make sure I didn't bust one of the outer rings of the Calgary Terminal airspace. Thank goodness the GPS has the rings depicted to it only took a moment or two to find a few landmarks that became my southern boundary.

While on the subject of airmanship - I also witnessed what I thought was a bit on the "lame side". I know that the frequency I was on covers a fairly wide area and for the most part in the past it has been interesting listening in to what people are doing. At the same time it takes some skill to filter out the blabbery that goes on while still staying alert for anyone who announces your area, or that sounds in someone's voice that sets off your spidey sense screaming "this person has no clue where they are or what they are doing". Anyhow - seems like a few guys were out on a joy flight of some sort and decided that 27.6 would be the equivalent of aviation twitter. "Hey Joe - are you up the air yet?". "Ya Bob I'm here, Bill is with Ted in his plane at about my 6 O'clock where abouts are you at?". "Aww we got going a bit early so we'll just circle over here for ya". "Ya, sure sounds good eh. Hey Bill! It's Joe - are you back there somewhere". I suppose you get the message. This went on pretty much for the entire time I was on the frequency. Now let me just say that while I appreciate the ability to keep things a bit informal from time to time on the CTAF - these guys should have at least had the courtesy of having a second frequency where they could babble all they wanted while at the same time monitoring 27.6. This is in fact exactly what we did during a 2 aircraft group flight I took part in around the Manhattan area in April 2009. Then again - no one bothered to ask them to try a new frequency including myself. This is very typical of Canadians to be honest - sometimes we are simply too polite (and then bitch about it afterwards).

Back to flying - the precautionary went very well. There were two mistakes made that need to be corrected (and are a bit noobish). When I made my first "low pass" to inspect the field and get a grasp on its length I thought to myself "wow, it isn't so easy to identify potential problems with the surface during the low pass - I know I'm a good distance and speed from the field.. hmmm..." It was then that I realized I was making the "low" pass at 1000 AGL when it should have been more like 300-500 AGL. Whoops! That problem was corrected. I decided to make the final approach after looping around, made the radio call, briefed my "passenger", verbally stated where we would touch down and landing type, and verbalized engine shut down. Then I went to full power and best angle for the overshoot. Hmmm - aircraft doesn't sound right and isn't performing right. Let's scan the instruments, OK let's scan the engine, ok let's scan the - whoops! Flaps still in landing configuration. Good thing I was holding 58 knots! At that point I recalled a mental image of I5 showing me Full throttle and when your hand is up there flip the flap to takeoff! Didn't happen again.

Once it was time to head back I circled for a bit while I made sure I knew where I was and where I was going. After figuring the safest way to get on the other side of the highway without conflicting with anyone I levelled at 5500 and made my way back. After jotting down the ATIS I started to figure out where I would make the call to ATC. Hmmm.. where exactly should I make that call? I know that something changed with the floor of the outer rings and now realize that my VNC is out of date. OK - I'll just check in before I get to the outer ring with my distance from the lake. The lake.. the lake.. the lake... hmmm all I need now is Robert Plant to scream "Where is that confounded Lake!". Well thanks to my map reading skills and the landmarks I noted earlier I figured out my position and made my call without sounding like a .. well like a student pilot on his first solo in 140 days!

I was told to proceed direct to Cochrane and join the right downwind for runway 25. Soon after confirming that I realized that I couldn't see the town. I look on the map, I looked out the window, I looked on the map, I looked out the window, I look at the GPS, I looked at the map, and I looked out the window. For the life of me I could not figure out where the town was. Continuing along for a moment or two I realized the best course of action right now was to slow down and tell ATC I couldn't see the town. As I cut the speed back to a "Skyhawk's pace" (lol) the controller had already figured out. "FFC, fly heading 160". "160 for FFC". I learned something else here (aside from being unsure where you are); it is important to recalibrate the DG with the compass when you are level and have a chance to do so - because you don't want to be all flustered doing it while ATC is proving you with a vector. Luckily I'm sort of anal on procedures and had done this during my level off check ;)

The next call I got from ATC was a change to another frequency. When I got to 20.7 and was about to key my microphone I realized that I wasn't exactly sure how to check in. While I certainly assumed this guy new I was on an assigned heading I decided to add it to my check in "Tower, FFC checking in, heading 160 assigned.". He didn't skip a beat - "FFC, proceed direct the tower and join the downwind for runway 25 - altitude at your discretion".

Sidebar: I mentioned this scenario to I5 afterwards. He says that he's asked ATC this in the past and they would prefer if you just checked in - since they are sitting next to each other anyhow. My reply was that this was an assumption that they actually passed on the information and we'd be better off to let them know we're on an assigned heading, unless it was a standard procedure for everyone. Apparently they don't want the frequency to be congested. I agree with that completely - but also think it's probably because most people would check in with a novel rather than "heading 160 assigned". I suppose there might be better phraseology for passing this information to a controller - and well to be honest.. I'm the pilot in command here and I think it is in my best interests to let ATC know this. Also sounds like a good habit to be into (if on an assigned heading that isn't standard) to let the next controller know for times when I'm being passed between facilities rather than just two guys sitting next to each other. Would love to hear any comments people have on this.

Meanwhile back at the ranch: "FFC, proceed direct the tower and join the downwind for runway 25 - altitude at your discretion". It was about 930AM at this point and the sun was in the general direction of the airport - making it impossible to actually spot the tower. I aimed the aircraft towards the tower as per the GPS and continued on. Eventually I did spot the field and confirmed I was headed in the right direction. Once established in the circuit ATC told me I was "#4" and where my traffic was. "Looking for the traffic" was the first call, "still negative traffic" was my second and I think at that point he realized I couldn't see jack to the east. It was truly amazing how blinding that sun was. I had absolutely no clue where the traffic was except for the little "scope in my brain" that drew the picture based on the story tower was telling with each transmission.

Approach was stable and the landing was standard except that without the excess 150+ lbs of I5, the Diamond would prefer to just keep flying rather than land - thus I floated quite a way before finally settling onto the runway.

Getting back to the ramp I realized I wasn't sure where to put the aircraft (I usually ask about this before I go solo). I taxied the entire ramp looking for a place to shut her down before finally settling with the "half assed" spot next to the pumps. The rampee didn't appear fazed when I told him I "only" had half tanks available. My guilt evaporated when back inside the ramp the guy who had the aircraft next asked how much was in the tanks and appeared extremely pleased that it was full - phew. I need to have a better understanding of shut down positions for the aircraft so I don't act like a newbie.

Then again - I am the flightnewbie after all!

I've got flights booked the next 3 weeks - Dual Diversions, Ground Brief, and then the dual cross country. Looks like the "standard" cross country at the CFC is CYBW - Springbank, CYQF - Red Deer, CEN4 - Three Hills, CYBW for a total of about 160nm. I've also received a list of where I can plan to fly my solo cross countries - there are some interesting destinations in there specifically CZPC - Pincher Creek (close to mountains and Glacier National Park in Montana) and CEG4 - Drumheller (in the Alberta Badlands and home of the Royal Tyrell Museum for you Dinosaur fans).