Different Failures and Precautionary Landings

I had some very early flights with Matteo and then Daniel, again we focused on emergency situations. This included what to do with engine failures at takeoff, fires inside and outside the cabin.
Precautionary landings were performed at a long field. First thing would be checking the field (either circling it, or crossing it) before joining the downwind. Approach checks were all performed as in a normal circuit, making sure we were around 1000ft AGL at the "supposed" threshold.

Going to Zurich and Finishing the PPL(A)

I got the job I interviewed for last January. I am currently wrapping up things in my current job and will leave tomorrow. I plan to stay here for the weekend and then I am off to Florida for a 2 week vacation. Unfortunately this means my PPL(A) training will be interrupted, thus I have chosen to be here for a full week, after Florida, dedicated just to flying and studying. This means that Evelyn will not be able to cover me as she works just part time and Mario will finish with me (hoping weather is ok...) upto section 10, which deals with preparing for the practical exam.
I am off to Florida, where off course a few flights are to be done. There I will have some time, I hope, to study for the theoretical exam. I will take this at Gruyere on the 19th of March. Why? Proximity to where I will be that weekend.

Brescia to Lugano

On this trip we followed the same reverse route, taking off LIPO RW32, then right to VOR (117.70), outbound R335 to Brescia City. We quickly left Monti TWR and connected to Garda APP (124.45), telling our position and shortly after left them and joined Milano Information with the same warnings to keep out. We headed to TZO 280 inbound, by intercepting it with MH 265. Right at the VOR (reporting position to Milano), and off to Como, looking for a glider airport in the woods at SRN R040. We then intercepted Saronno VOR (SRN 113.7) at 45' at outbound 182 that takes one to Capolago. We left Milano, and reported to Lugano CTR for landing. We performed a straight in approach through Morcotte to RW01, smooth landing with quite a bit of N wind.

HSI with VOR showing inbound track 115

Navigational Flights with Instruments to Brescia, Italy

Today we had again a very strong north wind (16kts), though a bit less gustier then yesterday. We took off RW01, right 2000ft, to E and then to Capolago, where we left the frequency (120.25). We then reported to Milano Information (124.92) and described our intentions of flight. After Como we headed 145 in order to intercept the inbound Track 115 of Trezzo VOR (TZO) at R145 DME 13. At the VOR we headed left R145 for 15 NM (DME 15, Ugori) and then 85 to Brescia, first leaving Milano Information and reporting to Garda Approach (124.45), before leaving them at Brescia City to report to LIPO TWR (119.40) where we performed 4 right handed circuits with landings. last landing followed visiting the airport, and being escorted by the "follow me car" to our parking spot. We went through customs, paid fees (not bad for the size of the aiport, and as many landings allowed after paying one), filled our flight plan and were back on our way to LSZA.


On our way

Main topic today was using the instruments, especially the VOR and DME. But there was quite a bit of talking, here a summary:

Milano Info, HBPPV
>
HBPPV
P28A
VFR from LUGANO to BRESCIA
@ CHIASSO 3000ft
routing via TZO
estimate TZO @ (1305)
>

Then they told us to stay out of the Milano Linate, and Bergamo zones. This was repeated for Garda Approach, changing places and estimates.

Precision Landings over LSZA, Touch and Go's with Turbulence

Today was windy and gusty... and really not nice. With N wind we used RW01, we would first circle abeam TWR, before imitating engine failure. We then had to position around 1000ft AGL at the treshold. Emergency check, fuel, selector, pump... we performed 4 landings under very bumpy conditions, with the last one we were pushed to the grass next to the RW. Yeah a go around would have been better.
Next flight took us back on a fight against the wind and bumpy conditions. We performed 6 landings, there being downthrust and upthrusts, and changing winds we had to fight. We preferred being high and only using flaps 2 at the end. We also wanted to be a bit higher with IAS to have better control.
I was glad to be done (and sea sick) but I had to at least experience these conditions before.

HB-PPV a Piper Archer II: stalls, spirals, steep turns and landings

I flew today HB-PPV the newer Piper from the Avilu fleet. Our task consisted of flying outbound W, Luino and on to Lago Maggiore as a training ground. There we performed steep turns (45-60 degrees) left and right, making sure we would pull on the elevator as we turned to keep the same height. Our next exercise consisted of spirals: we would power off, and achieve glide speed before gliding down on 45' down. Around 500 feet should be lost per circle. Important again was to keep the speed (70kts) and turn angle by pulling on the yoke's elevator. We then went onto stalls, power off and keeping the same altitude (with and without flaps)... the same was done on turns.

The later class consisted of 6 landings and one go around in order to get a bit used to the Archer II (PA28-180).

ATIS LSZA

Flight Samedan - Maloja - Lago di Como - Lugano

The return flight we did through Italy. After a few pics @ LSZS we took off RW03 and climbed all the way, continuing at downwind up to 7500ft. We reported at W, and left the frequency shortly after. At Maloja we performed another orbit and took some pictures, it was a funny site as this is where my my CH ancestry comes from. We continued at 7500, though there is a huge drop after Maloja pass.

Over Maloja and Silssee

We also realized that it was going to get really hazy and not very visible when getting to Lago di Como. At Chiavenna we turned left towards Gordina and onto Lago di Mezzoca, where we started our decent to 4000ft, to be reached at Menaggio. Unfortunately Lake Como was very hazy, usually beautiful scenery. At Menaggio we turned right onto Porlezza, tuned into LSZA ATIS and before reaching Lugano lake contacted LSZA tower and requested landing. We reported again at E, and were told to join downwind as a Fly Baboo was also approaching. We extended our base and made a long final, before touching down at LSZA.

Cross Country Alps Flight to Samedan (San Bernardino & Julier Passes)

We left this afternoon for Samedan (LSZS) from a hazy Lugano (visibility 5km). Being allowed to bring a passenger, I asked Karin to be our private photographer and flight hostess :) The flight took us northbound through N to Ceneri, where we turned right towards Bellinzona and levelled off around 8000ft, and then right again towards Roveredo (into valley). Six minutes later we reached Mesocco, where we turned left towards the San Bernardino Pass.

Over San Bernardino

At the pass we made an orbit in order to get used to how to come back in case the other side of the pass does not look good (towards the pass at 45'). We crossed and at Hinterrhein continued towards the v at the end of valley (070), on the way there we went towards Spluegen, checked the ski resort and approached that pass, where a 180' turn was done returning to the valley.

Near Spluegen

Following the Flight Plan

At the junction we turned N towards Thussis, when reaching it we went shortly right towards Tiefencastel, starting our climb to 9000ft for the next pass. At Tiefencastel up towards Bivio and there left to the Julier pass.

View of the Julier Pass

Another orbit was done here to imitate a return and then we crossed and started our decent towards Silvaplana, then circled Silssee. We reported to Samedan Tower and continued with a straight in approach towards LSZS, cleared at W and then reported on final.

Over St.Moritz

We performed 3 landings. Stopping for a hot chocolate at the airport's restaurant.

Visual Approach Chart (VAC) for LSZS

At the Engadin Airport

Solo Flight Section over

Today I went for 3 flights: 1st consisted of landings with the
instructor. She then gave me the green light for touch and go's. I went
for 8 landings, which seemed really smooth. Problem I was having of
sometimes going back after the flare was gone... I taxied back to
parking E and I was offered to do another class. 5 landings. This way
the solo landing section would be completed. It was also the last time I
would be flying HB-CDH for a while. Now HB-PPV is to take me with more
power over the Alps. First a class to get used to it, and then to
Samedan (LSZS).

See you soon Cessna DH...

2/2/2005 First Solo Flight

I guess solo-ing is the equivalent of losing your virginity in flying. You are sweaty, are not sure if you are doing it right, and well you really enjoy it as well!
The afternoon was a bit windy, and I was just scared the weather might delay this even longer... a few dual landings were performed and it was very choppy. But after 5, the teacher contacted the tower and told them to be prepare for the student's 1st solo flight.
Well, never been so glad to have my teacher out of the plane :) took off and went through the normal procedures... was supposed to do 3 landings but ended up asking to do another one.
Off course we celebrated with some glasses of prosecco later on...

If God meant man to fly, he would have given him more money.

All I want to do is solo... and I am just sick of these circuits and
landing fees! Unfortunately I came a bit late to my class, and knowing
by the fact that my teacher was checking her watch all the time... I
knew I was near, but allowed AD circuits time was soon over.

Circuits in LSZL, RW 26R

I spent pretty much the whole day at the airport, waking up earlier than usual we had saturday ground school very early... this was followed by two flight.

Taking off from LSZA, RW 19, we climbed to the bigger AD circuit requesting climb during downwind. We reported at N, and left the frequency. At Mezzo we reported with Locarno Traffic as the Tower is not used on weekends. We then performed 4 landings at LSZL, RW 26R with AD circuits at 2000'. We taxied after our last landing and paid the landing fees.
At LSZA we continued by doing a few more touch and go's.

Flight to Locarno (LSZL)

We took from RW 01 bound N (3000') to Locarno over the Ceneri pass. After leaving LSZA CTA, we reported with LSZL TWR, which gave us RW 08L with information U. Here we performed 5 touch and go's. We then had a full-stop and proceeded to the C office to pay landing fees.
Next step of our flight was taking off from RW 08L and gaining height,
to 3000' to clear Ceneri. We reported doing an orbit to gain height and
then left LSZL CTA at Ceneri. We contacted LSZA TWR in order to do a
straight in approach to RW 19. We did another touch and go before
landing at Lugano.

Information Z

ATIS LSZA 121.17

TWR  LSZA 120.25



Information U

ATIS LSZL     133.45

AFIS/TWR LSZL 134.82

GRN LSZL      121.70

Medical JAR/FAA

Since our local medic was injured in the Piper accident, my medical exam had been delayed... thus I performed it then in Zurich at Dr. Sze, really cool doctor and fun talking a bit about same interest. Blood, urine, eye tests, EKG...

Leaving Texas from KAUS

Well I got the job and will be starting some time in March! So on my way to the airport I decided, I should maybe check out their general aviation section. As this is the only airport in the area commercial and private is in the same airport.
Also there I could find a pilot store to buy a headset, something I never got to do in Miami. Also good to know some people here as I will be quite a bit back here and future flights are definately in sight :)

Cross Country Flight to Key West

Well, I had to cancel... time was running up on me, jet lag, no sleep so I spent the day with friends. I will be back in March so then I will definately do it!

N6654F a Piper Warrior II (PA-128-151)

The 2nd day of flying in Miami consisted of trying out a PA-128, mainly
because these are the planes I will be using in CH later on in my
training. Today we practiced again a bit of slow flight and power on and
off stalls and VOR tracking. Since the RW might have been a bit too
short for touch and go's (3000ft) we decided to do other stuff such as
steep turns (45'), S-turns around a road and turns around a point. Here
we had to take into consideration how steep our turn was at each step
because of the E wind.

Flying N6580D a C172N Skyhawk out of KHWO

N6580D is a 1979 LYCOMING/0-320 SERIES with 180 HorsePower Cessna 172N.
I flew dual with instructor Jamie Day. Exercises consisted mainly in
getting to know the plane. We headed westbound to the training area on
top of the everglades, there we performed power on and power off stalls
to imitate stall situations at takeoff and landing. This was followed by
intercepting 330' Outbound radian from Dolphin VOR (113.9) at 60'.

We then performed 3 crosswind touch and go's on RW 9L and a full stop
after right hand circuit on RW 9R.

Off to Florida and Texas

I am off to Miami for 5 days pleasure and then Texas for a job
interview. Miami will consist of some flying lessons out of North Kerry
airport in Hollywood and off course the usual hang out with friends, etc...
A view of Miami from the air:

First navigation flight and preparations for solo

Flight Plan

ATIS: LSZA 121.17, QNH 1028, Info J, RW19

CheckPoint	MT	DIS	EET	ETO	ATO	Alt	Remarks

LSZA						10		121.17,120.75

W		VAC	4	5	15	15	30

LUINO		290	7	5	20	19		124.92

INTRA		228	8	6	26	25	<25

LESA		178	5	4	30	29	

VARESE		091	11	8	37	36	>35

COMO		098	10	6	42	42	

1.LAGO		044	5	3	45	46	

2.LAGO		360	4	4	50	51	

MENAGGIO	061	8	5	56	55	

PORLEZZA	280	6	4	59	59	>30	120.25

E		254	7	5	04		30

LSZA		VAC		5		

..pre taxi checklist...
Lugano Tower, HBCDH.
>HDH, Lugano Tower.
HDH, PARKING E, INFORMATION J, REQUEST TAXI OUTBOUND W
>HDH, HOLDING O
..checklist...
> HDH, HOLDING O, READY FOR DEPARTURE
> HDH, BACKTRACK 19
> HDH, CLEAR TO TAKEOFF 19


Off to W, over Lago Maggiore, to Varese, Como, Lago di Como and thru
Porlezza back to Lugano. Used the VORs to see when we were at certain
radial positions (Milano, Sorenno).


We also did a few touch and go's (6) and had the longest flight upto now (1:36) and filled up the second page. Next page will be filled up flying in the USA :)

TOTAL FLYING TIME:  17'30"

LANDINGS:           90

AD circuit without instruments

Flight instruments were covered when in flight (altimeter, gyro, ASI) and while doing touch and go's. The gyro could be easily supplemented by reading the compass, for the altimeter we knew our reference points (especially hills), for the ASI it was more of a feeling thing. We performed 9 landings and 1 G/A. There was quite a few orbits at the beginning as this french falcon was being tested performing IFR flights.

These are most of the planes used by Avilu for schooling. Wish you a merry Xmas!

Flying a plane...

First time I touched a yoke was in a flight between Lima and Cuzco. After takeoff the captain announced his name, and my dad said, "hey that is a friend of mine!". Soon all siblings were inside the cockpit of the DC-8. This being Peru, we went a bit off course to get close to some Andean peaks, got to steer a bit while sitting on the capt's lap and of course landed in the cockpit.


This was the DC-8 that faucett used for inland flights. The company went bankrupt, after a series of accidents and financial troubles in the early 90s.

Landings on Runway 01, Departure Briefing

Today we learned a bit more about Departure Briefing that is performed during the Checklist. Things such as, were and how we go, which runway, upto what altitude and then to where are thought off, then cases of emergency (if above 1000' can return to airport, else find somewhere in front of you with 30' angles), abort take off, Vst, Vx, Vy, Vglide.

In order to get used to another traffic pattern we performed 4 landings on RW01 (see pic), where we land from the lake. This was followed with 6 landings on RW19, including a few emergency situations.

Emergency Situations, loss of flaps, engine

We first did a few landings without flaps, here we put 1600rpm at the on the runway on downwind, our approach was therefore from a lower position and we used throttle to control height, as well as lifting the nose to maintain speed. While doing the aerodrome circuit, at certain times the instructor would inadvertently turn off the engine. It was now time to decide what to do regarding making it either back to the runway, finding a place where to make an emergency landing (a park taking off, near the shore of the lake). Flaps were used if we were too high, and we were sure to drop the nose at the beginning in decent to have speed. Remember first fly the plane then worry about the rest.

Stall practices over Lago Maggiore

Flying Practice consisted of seeing how the plane reacts when the angle
of attack it to high to the relative wind. Flying on a straight path,
banking, descending and ascending was performed at very high angles,
until the stall warning was reached. A bit later on came the stall
accompanied with a quick drop resulting from loss of lift. To overcome
this we dropped the nose until a speed of 80mph.

2 Lessons, 8 and 9 Landings

Today we continued with our AD circuits. 8 where completed in the
morning, 9 in the later session. Main purpose was to get more
comfortable with the throttle specially when one is too high or too low
on final. We came from a steeper angle by climbing to 2600' (follow to
2000' go right, then left to go back downwind). When in final, we went
down to flaps 4, and using the lights set ourselves to the right
altitude. For lower approach we went to 2000' and at the end of runway
on downwind pulled throttle to 1600rpm and lower flaps.

I ended buying some batteries for my new toy, the VHF scanner... but
still figuring out how to install it, program it, set it. The day ended
with a nice ground school class in aerodynamics.

My 1st time airborne

The first time I flew was in Nazca, Peru in 1983. We boarded a single engine plane in order to view the Nazca lines that are carved in the desert below. I felt sad as Miguelon had to be left on the ground, I guess he never flew in his life.

Off course in the air I felt sick and had to use one of those paper bags!



The lines are a 2000 year old mistery: UFOs, astronomical calendars, etc. My opinion, I think Nazca people were good geometrists and drew this as a present to the gods.
On the way back to Lima, we hit a huge pothole on the "bajada" before cañete. Without a spare (also punctured, way up), we got lucky when the owners of the plane from Nazca drove down and helped us out giving us their spare.

Aerodome Circuit: 11 Landings

Today we kept doing circuits, throttle, carb heat and FINAL check were
performed. Landings are getting smoother :)

2 Lessons of 8 Landings each

Today we kept on doing aerodrome circuits, new responsibilities were talking CB to the tower, and lowering flaps on FINAL. Last flight ended 3 minutes before night time. I also finished the first page of my log book, 8:26 flight time. 27 landings.

10 Approaches, 6 Landings, 4 Go Arounds

Today we worked on landing at LSZA. Using runway 19 (915'), weather was great and we began with training. Difference between this week and last is that at LSZA we level off at 2000', rpm 2300. Take off from 950', at 1200' we put up flaps and turn landing light off. Sharp right towards Church, and before shore left wide circle back to downwind. Control apps. Call tower, flaps 1, right to TV building, Before highway left to BASE, flaps 2, rpm 1600. FINAL, land.

Simulated Airport Circuit

After more than a week with cancelled flights and bad weather, the sky quickly cleared up and I was on my way to LSZA again.

We departed from runway 19 direction W and on to Luino where the castle and pier along the lake would simulate a landing strip (at 2000',v=70mph). We would do GA, after FINAL with flaps 3 on top of the strip we would do full throttle, keep level and reduce to flaps 2 and then to 1 when we reach climb speed. At 2300' (clear) flaps were up and landing light off. At 3000' we turned left to the x-WIND and kept climbing until we reach level off at 3500' (v=100mph, rpm=2300) where we would now be on DOWNWIND side of the runway. We then checked apps (altimeter, gyros, fuel, mixture rich, carb heat, landing lights). When the start of the runway is next to us we put flaps 1 with v<100. We then fly at v=90mph until start is 45' behind us. We then turn 90' onto BASE and set rpm=1600, flaps 2, v=80 and start our descent. We turn right for FINAL and do final check (carb heat off, mixt set, flaps 3, landing clearance), speed stays at v=70mph. We line up with runway and simulate a landing before another GA.

This was repeated 5x, bad weather was closing in LSZA so we took off home... got really cloudy and scary. Evelyn had to take over the controls thru the bad part until we had good visibility again.

Turns over Cadenazzo-Bellinzona

With HB-CDH, we departed for the first time from runway 01, heading North. We left Lugano tower control at November and followed the highway towards Ceneri. We crossed the pass, banked right and started with exercises for slow flying. This consisted of putting the nose up and re-trimming after decreasing rpm to 2200 (90mph), 2000 (80mph), 2000 (70 mph, flaps 1).




Next exercise consisted of training 90 degree turns. A rectangular area marked by 2 roads, the river and the railway tracks made up our training area. Right turns, left turns... We then flew back through the Ceneri at 3000ft and the at November started our decent to runway 19. A smooth landing :)

Lessons 1.3, 1.4, HB-CDH becomes new Training Plane

"Delta Hotel" is now officially the training plane for Avilu, "Juliette Victor" is gone... though I still don't know where it will end up. HB-CDH is a french made Cessna 150, 100 HP, and with a bit different configuration then the C152. Main difference being, the airspeed indicator is in MPH and not in knots (100kt~115mph)...

We took off from runway 91, direction South. We climbed to 2000ft where we turned right direction waypoint W, at W we cleared air control with the tower and followed on towards Luino and Lago Maggiore. This would be our training space for the next 45 minutes. Exercises consisted of getting used to flaps flying at the same level (Flaps1, Flaps2, Flaps1) and seeing how the plane wanted to lift, how the speed would decrease (because of bigger drag). Corrections were made to cancel this lift by pointing the nose downward.

90 degree turns followed, using the compass and a reference point right in front of the turning side wing. A bank is given to 20 degrees, and fixed, around 7 degrees before we correct to the desired reference (90 degrees, left or right). The same was done on descent and ascent.

Next exercise was using the flaps to keep the same speed while descending. We started at 4000ft, then, by keeping a reference point (say a palce where an emergency landing could be) , we took of all power (least throttle) and started our decent keeping 70 mph. The flaps were then lowered (1, 2, 3) and we adjusted with the nose to keep same speed 70mph, but lower angle. We levelled off at 2500ft with full throttle, and after some time, started our climbing and lowering the flaps. This might have been something the Piper should have performed instead of really trying to make the runway...

We headed back to LSZA but had to orbit 2x at 2600ft over the runway as a plane was performing GA and touch and go exercises. Orbiting seems to be a common thing at Lugano.


Takeoff LSZA UTC=1308

Landing LSZA UTC=1415

Total flight time=1:07

Piper goes off runway, 3 injured

As I arrived today for my flight lesson, I was informed that Avilu planes were grounded until this afternoon. Reason:

HB-OQH, "Quebec Hotel" from Avilu skidded off the runway at landing in Firenze. Two of the three people on board were brought to hospital severly injured. One left hospital today while the swiss pilot still remains there. The plane was totalled.


Article from Italian Source


This is a picture of the Piper Arrow

Beautiful weather, strong winds

Since last Tuesday the weather has been amazing. Sunny, a bit cool (which makes flying conditions better)... unfortunately it has also been very gusty and windy. Staying in Lugano was meant partly to save some money and just relax and not go through the whole hectic thing of partying in Zurich... hmm. Well my flights were cancelled on Thursday because of the HB-CJV muffler, and though a Cessna 150 (HB-CDH) was found to replace it, strong winds cancelled again our flights for the whole weekend... oh well :(

Places I have been (flown) to...

create your own visited countries map

38 countries...

HB-CJV is sick :(

Juliette Victor lost her Muffler today.. unfortunately that meant
cancelling the flight and lesson :( She will be fixed in the next day,
hopefully she is available by tomorrow.



Here you see HB-CJV being tanked @ parking Alpha in front of LSZA tower.