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May 20, 2019

Lesson #13: Sunday April 28th, 2019

With this lesson, I'm up to 14.5 hours in the plane. Technically, these are referred to as 'dual instruction received' hours. They count towards my license, but I think if you were to walk up to future me and ask how many hours I have in the air, I don't think these count.

Today's lesson was a change up from the last bunch of lessons where I've stayed in the pattern at PDK. We took off to the south on 21R and then headed up north a ways.

My takeoff was a bit rough. Just as I got off the runway it got a bit squirrelly. That's a phrase I'd never use about a car, but in this case it meant that the nose yawed a little to the right just after we took off. I'm saying that as if it just happened, but of course it was because of what I was doing, or likely not doing. There was definitely some turbulence as we climbed out.

Steve made an interesting observation later. When the wind is coming more or less straight across the north/south facing runways coming from the west (as it was today), the air hits the hangers first, and that disturbs the air. The same wind coming from the east has fewer obstacles, and would be smoother.

We focused on two things today. The first was steep coordinated turns: steep in this case meaning about 45' of bank. That's reasonably steep; your typical commercial aircraft tries to keep banks under 30'. As the turn gets steeper, you have to add some back pressure on the yoke to keep the aircraft from losing altitude.

We did a number of those: probably 3-4 big turns to the left and then back to the right. The first ones were not great, but as I did it more, they got better. Practice.

I also got a better feel for the fact that you need less rudder pressure when you're turning left than when you're turning right. There are at least three reasons for that, but they all center around the fact that you've got a propeller out in front of you. A propeller is actually a wing, and wings generate lift. As you look at the aircraft head-on, the propeller rotates right to left, and a downward-moving propeller generates more lift .. and that's more lift (or force) on the right side of the aircraft. Since the lift/force is a little less on the left side, the plane naturally wants turn left a little bit. Yeah, this is one place where words don't really cut it. And when you're learning to fly, it's just one of those things you learn to deal with.

The second major thing we did was gave me a little more time flying on instruments. When I get my license, I will only be allowed to fly in VFR (visual flight rules) conditions - meaning, basically, no clouds for me. Flying in clouds means you learn to fly without being able to look outside, meaning you can only use your instruments.

Getting an IFR rating is a big undertaking in itself, just as big as getting to a private pilot's lesson in the first place. The purpose of the instrument work I did today was to give me some tools if I do happen to fly into IFR conditions. The basic advice in that case is to make a 180' turn and go back the way you came.

To simulate what it would be like if you couldn't see outside the aircraft, you can use _foggles_ over you eyes. Foggles let you see the instrument panel without seeing outside the airplane. Steve took the aircraft, I put on the foggles, and then Steve turned control back over to me.

The first challenge is just trying to fly straight and level without losing or gaining altitude. The idea is to scan each of the primary flight instruments for no more than a second or so, see if there's anything you need to do, and then move your eyes to the next instrument. If you do need to do something, you want to use the advice Ellie Arroway's dad give her in the movie *Contact*: small moves. Make a small correction and continue your scan.

At first I was just watching vertical speed indicator and the heading - am I going up or down or wandering off course - but then I realized I needed to watch the artificial horizon as well. The artificial horizon tells you two things: are your wings level and are you climbing or descending. My wings had already started to bank.

Then Steve had me do some turns. Steve's told me not to focus on the heading indicator, because once you start a turn, you're going to be turning for a while. I did pretty well with those until Steve intentionally distracted me; we'd been out long enough that we needed to get a new ATIS (weather) report from PDK, so he asked me to change the radio back to the PDK ATIS frequency. Apparently my flying went all to hell while I tried to do that.

All in all, though, Steve says I did a pretty good job on both my turns and my instrument work. In the case of the instrument work, I think doing OK means I didn't end up a dive or going in the opposite direction.

As we were approaching PDK, we had incident. Peachtree Tower advised us there there was traffic "at our 12 o'clock 1 mile away". When ATC tells you something like that, what they want to hear is that you've spotted the traffic, because then it's your job to avoid them. We looked, and spotted an aircraft at our one o'clock cutting right across our path at about our altitude. It looked relatively close to me - Steve said afterwards it was perhaps 1/2 mile away. We were doing perhaps 80 knots or less at the time - that's about 135 feet per second. At that speed it would have taken us 20 seconds to cover that distance, and the other aircraft was cutting across our path going faster than that. So not an imminent danger, but *much* closer than we normally get. I think it gave the controller a bit of a scare, though. In Steve's opinion, the tower was to blame for the closeness: they should have told one of us to do something.

Steve had already decided that because there the winds were too gusty for me to fly any approaches, so took the aircraft and landed.

One more weird note about this lesson. I got in an email Monday morning that saying that the next pilot to fly N73924 had found the master switch was on. Turning on the master switch is a little like turning your car ignition to accessory: when the master switch is on, the light on the airside work and some of gyroscopes inside several the instruments spin up. The gyroscopes have a distinct whine that is hard to miss - so it's unlikely you'll just forget it.

One of the things Steve likes to do is leave the beacon light at the top of the tail switched on so that if you leave the aircraft with the master switch on, you'll see the beacon light blinking.

Neither Steve nor I can think of how this might have happened. He has no memory of the master switch being on, and he says as he walked away from the aircraft, he turned back to make sure the beacon light wasn't on.

The lock on the door to 73924 doesn't work, so it's possible that someone could have opened it up after we left - but to do so, they would have had to take the cover off, because we put that on when we were done flying the aircraft.

Anyway, it's a mystery. Occam's razor suggests we just left it on and didn't notice it. I'll be more diligent in the future.