4AC was having vacuum gyro problems, and a large sign said that it was unavailable for touch-and-goes, maneuvering, or pattern work (meaning basically you could only take it on long straight flights). Fortunately, 9UL was available so I simply switched my reservation. Once again I would be able to use the GPS to keep from blowing through anyone's airspace.
Accompanying me in the clubhouse was instructor Liz Sommers and her student, Mike, whom I had met the previous flight. Mike was doing his checkride today. He and Liz would take N6605D up for a last-minute review, and then Mike would have his checkride. If all went well, he should be holding a private pilot's certificate as I write this.
After finishing my preflight for 9UL, I asked for my clearance.
"Oakland Ground, Skyhawk 739UL is at the Old T's with papa, taxi runway 33, VFR departure, I'd like to take some photos over Rockridge and then proceed to Hayward." I wanted to make immediate use of my Hayward signoff.
"739UL, Oakland Ground, state your departure vector?"
Hell if I knew what direction to fly to get to Rockridge, and I wasn't about to guess. I picked a standard departure that sounded reasonable.
"739UL will follow the 880 northwest-bound."
"739UL, Oakland Ground, taxi runway 33, follow the Nimitz freeway northwest-bound, VFR at or below 2,000, squawk 0364."
I read back the instructions and brought the plane to 33. Once again I had that sinking feeling that I might have forgotten something. It always happens when I solo. It's worst right before starting the engine ("Did I forget something that would make the engine blow up?"), before taking off, and before landing. Fortunately, nothing exploded for this takeoff.
I also tend to talk to myself when I'm nervous, which I did.
I brought the airplane off the ground, and was told to stay on Tower's frequency and report on station. I followed the 880 up the bay (looking carefully for traffic-watch planes) until I was over the MacArthur Maze, where I made a right turn towards a large golf course I knew was near my apartment.
This would be the first time I'd spotted my apartment from the air, so I had to make a few turns before I really figured out which building it was. In addition, I forgot if my clearance was at or below 2,000 feet or at or ABOVE 2,000 feet, so I just flew at 2,000 feet the whole time. (Next time, I will bring the plane down to 1,000 feet and wake up anyone who might still be sleeping.) I snapped some photos of the area, then told tower I was ready to move on to Hayward.
"9UL, proceed southeast to Hayward at or below 1,400." I thought 1,400 was a pretty low altitude to be flying at or below, so I confirmed the instruction. He verified that 1,400 was the upper limit, so I did as told and brought the plane down. It later occurred to me that Hayward's airspace probably ended at 1,400 feet up, which was why -- he wanted to keep me out of Hayward's airspace until I was in contact with their tower. No matter, though: With the GPS I was able to skirt the lateral boundary of its airspace without penetrating it. I made tracks to Lake Chabot, a common reporting point for Hayward pilots that I was familiar with. This took me through the Sunol pass, where the hills meant I was flying only 500 feet or so above rooftops. I enjoy flying to Hayward from Oakland for this very reason. Nice, scenic, low flight over suburbia.
Over Lake Chabot, I gave Tower a gentle reminder of my position.
"Oakland Tower, 9UL is over Lake Chabot."
"9UL, radar services terminated, frequency change approved, contact Hayward tower with your current squawk."
I tuned out Oakland Tower for Hayward Tower. I briefly considered whether or not I was "in the system," as Stephen says -- the controller had said "radar services terminated" (which would imply I'm not) but also told me to keep my current squawk (which would imply I am).
"Hayward Tower, Skyhawk 739UL is over Lake Chabot, looking to do pattern work on the active."
"739UL, make right base for runway 28L, report over Cal State."
Cal State is another Hayward reporting point. It's Cal State Hayward. Unlike Lake Chabot, I was unfamiliar with this reporting point. Stephen pointed it out to me once; there's this tall white building atop a hill that's easy to recognize. I thought I saw such a building out in front of me, so I figured that was probably it, but I wouldn't know until I got closer.
Fortunately, Tower changed their mind. "9UL, previous restriction lifted, make your right base for 28L now." Alright, I can forget finding Cal State. I continued on my right 45 for a mile or two more, then turned right base and then final for Hayward. I made my first touch-and-go (which went acceptably), then made left traffic. I did a go-around (which went horribly), a full-stop (which I tried to make a short-field landing), and another touch-and-go, before deciding to head back to Oakland for a little more pattern work there.
Hayward told me to make a right crosswind departure. I departed 28L and headed east back towards the mountains, when I was handed off to Oakland Tower. Oakland cleared me for a straight-in to 27L, which was about 8 miles off. I flew a long final. Tower informed me that another Cessna was also doing pattern work on 27L, and -- lo and behold -- it was 6605D. Mike was doing some last-minute landing practice with Liz before his checkride. With Mike in the pattern for 27L and me right on his heels, it became almost a competition. I would touch down, and take off, and Mike was hot on my heels behind me.
Unfortunately, that didn't help my landings.
In particular, my second touch-and-go on 27L was probably the worst of my career. The plane whacked the ground with a solid thump, bounced three or four feet back up, then slammed back down with another whack on my head. I could almost hear Mike and Liz chuckling at me in 05D. I took a few deep breaths and told myself to get it together. Out the side window I watched Mike bring 05D to a gentle flare, and kiss the asphalt. Sigh. We all have our off days, I guess.
I decided I'd do one more touch-and-go then call it quits. I briefly entertained the notion of practicing a landing on runway 33. Runway 33 is a tricky landing. Since it starts right near the edge of 27R, generally what Tower has you do is fly down 27R, very close to the ground, then quickly turn into 33 and land. I had wanted to practice this landing, but decided my third solo was not the time. (I will try at least on the computer, then with an instructor.) As if to taunt me, I heard Mike's crisp British accent over the radio.
"Tower, 05D, we'd like a full-stop on 33."
"05D, Oakland, make a low approach on 27R, cleared for the option 27R, cleared to land 33."
I watched out my side window, carefully studying his technique as he performed the approach, overflying 27R and banking carefully and smoothly into a landing on 33. I tried not to let it distract me too much from my own imminent landing.
One touch-and-go later I was ready for my full-stop. Tower cleared me to land on 27R. I performed a reasonable landing, planning bring the plane to Kaiser for fuel. After leaving the runway, Tower told me to "go to Ground point-seven-five," referring to Ground frequency 121.75. This was unusual, because 121.75 is the frequency that the Big Jets use to talk to ground. Little Planes generally use 121.9.
Regardless, I hesitantly tuned 121.75 and found a barrage of Big Jet Chatter. Southwest, ATA, American, all of them on the frequency. I found a moment and told ground I was off 27R and I wanted to head to Kaiser.
"Cessna calling Ground, tune to 121.9." Color me shocked. He said it quickly, like a machine-gun burst, and promptly resumed his duty of vectoring Big Jet traffic around the south field. I tuned to 121.9.
After returning to the Old T's and securing the aircraft, I walked back to the clubhouse to find Mike, Liz, and a crusty old fellow who I assumed was the checkride examiner. He looked like he could crush a skull with his pinky, and he was babbling on about his time as a Navy pilot in the Vietnam war.
Good luck with this guy, Mike.
I shouldn't laugh. The Bay Area basically has this one checkride examiner, so unless Mike blows up the plane or something, I will probably have to wrassle this guy into giving me a license as well, soon enough.
Later in the week I have another cross-country lesson. At the ground school with Shannon, Stephen told me to plan a flight from OAK to SAC using radio-navigation, then from SAC to MOD using dead reckoning, then from MOD back to OAK using GPS navigation. This will be my most intense flight yet. I'd better wear comfortable clothes, because it will be a long one too.
Cost so far: $5,492.04
Time so far: 85 days
Hours so far: 27.9
Projected certification date: August 23, 2007
Projected total cost: $9,900
No comments:
Post a Comment