So the 150 horsepower IFR rated 152 is back in service and we took it for a spin and got me some more time under the (pink) foggles!
I also never thought the day would come we took off from the airport to the south. In the Bay Area, majority of the time, the winds come from the north. If they do swing around, it’s normally a bad weather day and I wouldn’t be flying a 152 around. But it happened and was different. Luckily, my school provides little handouts with all the VFR departures and we had to figure out which one was the best to get to the practice area and read up on it.
Crossing the hills to get to the ocean was bumpy. Probably made worse in my mind by being under the foggles. I also feel like I experience rough air worse in this higher horsepower 152 – is it just me? Is that a thing? I don’t know, but it’s in my mind and will have a placebo effect on me from now on.
0.8 under the hood today! Making some progress. Since we hadn’t flown this 152 in awhile, it means we hadn’t figured out all the power/attitude indicator settings for all forms of flight so that was first up. Straight and level, level turns in both directors, climbing, descending and turns in those configurations all have an RPM setting and a degree on the attitude indicator that I experimented and found out. Now there is a new set of flashcards to learn! When Jake tells me to go back to level flight, then I know set the RPM to 2300 and the pitch to just touching the bottom of the horizon line (~0.5 degrees) and I’m in level flight. It’s much better than playing every time to figure it out and watching the altimeter or VSI stop or other instruments. It takes a step out of the process and allows met to focus on other parts of instrument flying.
After that was all figured out, back to the instrument patterns I spoke about before. Specifically this one:
FYI, I’m not so good at compass heading math. It takes up a lot of my mental capacity when I have to go to either side of the 360. It’s something I need to work on and now have flashcards for as well! When I get to that 210 degree turn I start to struggle and spend too much time thinking about that instead of flying the airplane. It’s a process and I’ll figure it out.
Sadly, the math part of this is much harder for me than actually flying the airplane. Since I know the configuration for turns and level flight, it’s just timing them out and doing standard rate turns.
After that was over, it was finally time to peel off the foggles and head back to the airport to land in a gusting crosswind. I got nervous about the crosswind. I ended up bouncing, the first landing was actually very nice with a bounce, then I froze and didn’t correct in the bounce and had a bit of a hard landing.
Jake gave me a pep talk afterwards saying I get too nervous about things I shouldn’t be. I act like I’m still not a private pilot or my skills are below average when he says they’re above average (don’t worry, he made sure to throw in there that they’re not perfect – wouldn’t want me ego getting out of hand).
It’s a confidence thing with me. I’ve been putting off solo flights because of this, but I’ve delayed long enough and now we’re stuck in the process until I get them out of the way. Hopefully I’ll come back and say what amazing confidence builders they were. Until then!
Lesson Time: 1.0
Foggle Time: 0.8
Total Time: 125.9
Total Simulated Instrument Time: 11.2