Flight #: 125 Commercial VFR61
Aircraft: Robinson R22
Aircraft ID: N2223p
Duration, as PIC: 3.1hrs
Cumulative Time: 157.4hrs
First of all, I love night flying. On a clear night you can see incredible distances and you get to see amazing views of the city, towns and roads. Purely awe inspiring.
There are, obviously, negatives to night flight:
- emergency landing spots - hard to see good ones... simple as that.
- clouds / mist - again, hard to see them.
- obstacles - yet again, can't to see them in time.
- distance estimation - at night, your depth perception is off... so it is hard to judge distances and altitudes. Coming in to land is rather tricky as you can't really tell where the ground is. All you get to see is two hyper-bright spots where your headlights meet the ground. I happen to come in to a high hover each time. Practice.
- weird wind patterns - as the earth cools down, you get some changes in wind... and as I found out on this flight... it can be a really big deal.
So, lets talk about the flight... in general a really good flight. The flight down had great visibility, a little bit of turbulence in the known spot where 26E meets 217S, but nothing to write home about. Kept the helicopter controls loose and under 60kias, went right on through just fine.
On the way down I decided to make a quick approach at Aurora (KUAO) airport. I've had a few approaches here in the past, but this was my first at night, so I felt relatively comfortable with the layout of the airfield.
I have to mention one of my favorite things about night flights... pilot controlled lighting. Basically, airport landing lights are just for aircraft landing at that local airport. No other reason for them. So, when there are no aircraft, no point for them to be on. Most airports will power down their lighting systems after XX minutes of innactivity on the radio. Basically, everything goes dark. (Except the airport beacon... you can see that flashing white-green from miles away.)
So, at night, on a speficic communications frequency, you can click your mic and turn on/off the airport lights. 3-clicks within 5 seconds = low intensity. 5 clicks within 5 seconds = medium intensity. 7 clicks within 5 seconds = high intensity.
There is something incredibly cool to be flying along... know the general location of the airport (from the rotating beacon), clicking your mic 7 times, then all of a sudden a full airport lighting system comes on to welcome you. Obviously the bigger the airport, the cooler it is... but still, even at a little airport like Aurora... it is cool.
So, as long as nobody is near the airport with me... I will put the lights on full for an approach. After I turn downwind, put them on low (or off), then put them back on high as I turn base. Kind of childish, I suppose. But it is really cool to turn final and click on the lights and see it just jump up out of nowhere.
Cheap date.
After departure, I headed down to Salem (KSLE). Salem is a Class-Delta airspace, so you are required to get permission to enter their airspace. It is good practice to enter these airspace from time to time. Luckily, Hillsboro is also a Delta airspace, so I'm used to the back and forth communications. On the way in they had me come in rather close to the runway and I obliged. They then told me that if I could make it, I was able to do a quick / hard right turn... followed by a hard left to make a direct in approach to the runway. Being a helicopter, this was no issue. I did a few approaches, and then headed down to Albany (KSLE)
This is where the fun began. Another Hillsboro student / CFI were doing their first night cross country flight here, and I could recognize their voices. I joined the pattern and made a few appraoches, but also noticed that there was another helicopter on the ground, in front of the 24 hr, self-serve fuel pump. No big deal... happens all the time. I'd just wait my turn.
Well, as it turns out, this person happened to have an overspeed. A serious overspeed during the run-up after getting fuel and could not fly the helicopter from that point on. Why? Well, lemme tell you. Pull up a chair, sit back...
The main rotor blades are mounted to the mast via a series of bearings and hinges. The outward force, directed along the length of the blade, is proportional to the speed at which the blades rotate around the central hub. The faster the rotation, the more force there is trying to pull the blades out of the hub. To allow the pilot to still be able to conrol the pitch of the rotor blades with the cyclic, there have to be bearings at that rotor/hub junction. Apply too much force at that joint, you could have blade seperation (rare) or serious damage to the bearing itself (common). This damage is called Brinelling. Think of it as the internal hub bearings being stressed to the point where they either crush, or dent the inner/outer surfaces of the bearing itself. Basically... bad. Real bad thing to have happen to you.
If you get an overspeed with 100% - 104% rotor RPM, things are egenerally fine. The helcopter (Robinson R22) can take it... and you don't have much to be concerned about. 104% - 110%, you need to shut down, and have the helicopter inspected. >110%... is really bad. Basically, the aircraft it completly torn down, and sometimes requires that the ship be sent back to the factory for an overhaul. At that speed, they have to check, not only the rotor blades, bearings and hub, but they have to check every bit of the drive train as well. Everything has to be going over-max speed to get the rotors going that fast.
Lets just say, you do not want an overspeed of any kind. Definitely not one >110%. This one was "well above 110%". The result of all of this... that helicopter was not going to be moving from the spot that it was in... directly in front of the refueling station. Which meant... I was not going to be refueling the helicopter at Albany as planned.
So, I headed back to Salem to refuel. Certain Delta airports close down at certain times... Salem shuts down, converts to Echo airspace, at 10:30pm. The first time I was here, it was a Delta airspace, now it was Echo. Basically, no tower to help me find the fuel pump.
So, being a helicopter, it really is not that big of a deal... you just go searching. Off in the distance I found a nice, bit BP sign and headed that way. As it turns out, this is a mega-self-service pump with multiple hoses, and the other student/CFI who I saw in Albany were there doing the same thing. We chatted a bit, stretched and refueled.
By the way, the seats in the R22 suck. After about 90 minutes, your ass is numb. But, you are flying a helicopter... so things could be worse.
I finished up first, and headed out... back to Hillsboro. Back with the pilot controlled lighting. But, this time, I was at a big airport, with real lights and approach lighting systems. So, 7-clicks, and the world just lit up. Taxiway lights, approach lighting systems, all kinds of cool stuff. Thrills!
Headed north, as usual. Now, as I mentioned before, wind gets a little weird at night around here. I expected to run into a few bumps on my way back when I hit the 217N & I5N intersection. And boy did I.
I am, in general, not a motion sick kind of person. I have been on plenty of boats, car rides, airplane rides to know what turbulence is... how you just have to take your knocks... and move on. This was different. I was sick as a dog - this was horrible. I can honestly say, I have never been in such a bad batch of turbulence in my life... let along behind the stick at the time. After the fact I checked the wind in the area (local airports had minimal wind), but right at that spot... 20knot gusts. PDX, after I landed, had 30 knot gusts. Now, that kind of wind sucks in general... let alone in a tiny R22.
I swear I was getting knocked around like I was in a inflatable raft on the open ocean. I would yaw 30º in either direction. +50 feet, -50 feet in altitude. My speed would jump from 60kias to 40kias in a second.... then jump up to 75kias. Really, sucked. About halfway in, I had to make a real decision about what I was going to do. Would I make an emergency landing? What if I puked? Finally I decided to pick out two points of decent spot for an emergency landing. If I made it to the first, I would pick one just on the other side of the second and limp my way along. If I puked... I would just do it right in my own lap, and clean up afterwards. Twice I thought... "Ok, this is it... I'm going to boot."
Now, everyone knows that fresh air helps when you are nauseous. What about 2º air at approximately 60 knots? Sure, it helps, but you freeze too. So, I opted for uncontrollable shivering rather than puking on myself. Nice choices.
Anyway, I made it back to the airport safe... which, in the end, is all that matters. But, it sucked.
I landed, post-flighted the helicopter, and stuffed the helicopter log-book into a door slot and went home. Sandy greeted me at the door and said I looked "really green, are you OK?".
As Sandy pointed out, there is a good thing as a result of the last 15 minutes of flight... "You know your limit now... you can do it again if you had to, and you know the outcome." She is absolutely right.
I would certainly never intentionally go through that again, but if circumstances forced me there again, I'd make it through. Puke / Emergency free.
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Flight #: 120 Commercial VFR61
CFI: Kristie E.
Aircraft: Robinson R22 Beta II
Aircraft ID: N227SH
Duration, as PIC: 3.1hrs
Cumulative Time: 149.8hrs
Part of commercial training is flying in normal, everyday, situations for a commercial pilot. This mean being redirected to a new location during flight, and flying at night, etc. Today was training for both situations.
We headed south to Albany, OR via Route 26E, 217S and I-5S. You really would be amazed at the stuff you can see from 1500ft. Especially when following a major road. I'd say we saw 3 cops hiding behind road embankments/signs along the way. Actually got to see someone get pulled over.
This was not my first night flight, that was back in April of 2008. This is really just prep for my 5.0 Solo Night hour requirement for Commercial. Since the rule is that you only fly over lighted areas... we are pretty limited to where we can go. I-5 is the biggest, and most traveled road around that would allow us to go more than 25nm. This trip was South. Next one is North to Chehalis (KCLS).
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Flight #: 114 [Commercial VFR61]
Aircraft: Robinson R22 Beta II
Aircraft ID: N2304W
Duration, as PIC: 1.1hrs
Cumulative Time: 136.5hrs
Been quite a while since a blog post. It's not that I'm losing interest in flying or anything, it is purely a perfect storm of Oregon weather, holidays and maintenance.
Oregon weather this time of year just plain sucks. Really, it is the inconsistency that gets you. Some days, like right now, it is cool and sunny. Others, rain. Others, pure white-out of clouds. Blech!
Holidays... friends, family and just fun take up time - and they get priority.
Maintenance... there had been a few times where friends or family wanted to go up for a spin, but depending on out combined weight, we would only be able to fly in the "Flying Tractor" a.k.a. the Schewizer 300CB. That sucker went in for its 100hr maintenance rebuild. There are very few people that fly the tractor, so it does not get priority... and so it sat. Almost 8 weeks.
Solo:
Anyway, I FINALLY got up the other day. Kind of a crazy day, actually. The weather was cold, a little windy, but relatively clear.
Headed out to, what is now a pretty common and mindless run for me, Portland Mulino Airport. 25nm South East of the airport. Takes you over some nice areas... and this is generally the flight I take friends on. The less "work" I have to do to fly, the more I can relax. A new place... I need 100% concentration and I can't answer any of the "hey, what is that?" type questions from passengers. It is their first flight, they could care less where we are going.
Anyway, good flight out. Ran in to some nimrod fixed wing dude who got his runways mixed up and was landing the wrong direction... wind at his tail. So, I had to loop around and wait for him to figure it out - with some help from me. Did a few patterns, headed back. As soon as I started looking North West, I noticed a serious weather cell coming in... and it appeared to be about 20nm west of HIO. I tried to tune in ATIS (Weather Reporting) for KHIO, but was getting too much static, so had to climb a little to listen in. Things sounded fine, so I headed back, via UAO, like I normally would. About 10nm from Mulio, I tried ATIS again, but things had not yet changed... however, the cell seemed to be quite a bit closer and looked really ominous. I tuned in to the tower frequency and heard them talking about gusts etc.
It was at this point where I decided to high-tail it back to the airport to see if I could stay ahead of the weather. I figured I had about 15 minutes before it hit... and I needed less than 10 to get there. Nosed 04W down, and brought it up to about 90kias and headed in. I was rather high at the time, 2500ft, and I started to encounter some precipitation, not freezing yet, but close. Then a few flakes started to hit the windscreen. We've been taught to have a real eye for ice. Not only does ice add extra weight to an aircraft... it spoils the aerodynamics. If you get build-up on the rotors... bad news. The last thing you want is your rotor lift efficiency to decrease.
So, we're taught to keep an eye on droplets on the window... do they freeze? Then, you also continually look at your skids. They are easily visible from the pilot seat, are direct into the wind, cold metal, and will get ice (most of the time) before any other part... especially any moving part. No ice, but I did not feel like taking any chances so I descended to about 700ft. The lower you go the warmer it should be... but the less time you have if you run in to an engine issue and need to execute an emergency landing. Hunch paid off, and things started to warm up and I was left with a little bit of spitting rain.
So, not going to ice up, but that weather cell was getting really serious. I was on Tower Frequency and they started talking about wind changing directions, gusts to 15knots. Not really dangerous stuff... yet, but it was certainly not the best choice of landing weather.
I requested access to the airspace, was granted and came in. On my way in, I started hearing chatter on the radio about the field "going IFR" (weather conditions bad enough to require special instrumentation and training). Luckily I was in a hover right off the end of my landing spot when the field did go IFR.
So, little bit of excitement.
Couple cool things as a result of this flight. I found Live ATC broadcasts, and recordings. This site broadcasts tower communications over net radio. So, you can listen in to the chatter for almost any towered airport. fly-geek, I know, but still cool. If you want to listen in to Portland-Hillsboro Airport (KHIO), you just search, or click this link.
The really cool part of it is that they archive the streams as MP3 files for up to 30 days. And, well, here is the audio from the 2nd half of the flight - the return. Apparently the feed was down for the first part, but that's fine since I was just requesting a south departure.
@3:20
Me: "Hillsboro Tower, Helicopter 2304W, 7 miles south with Siera. Request parking."
Tower: "Winds calm. Correction, Wind 260 at 15. Helicopter 2304W, Hillsboro Tower. Report 1 mile south."
Me: "Report 1 south, 04W."
@5:49
Me: "04W is 1 mile south."
Tower: "Helicopter 04W, not in sight, proceed to HAI"
Me: "Proceed to HAI, 04W."
If you are interested, take a listen. I've noted (above) the approximate time into the MP3 file these comms happen. I'm pretty sure I'm going to be downloading ALL my flights recordings from now on.
Live ATC Streaming Radio
GPS Tracks:
So far, I've been estimating my flight tracks with Google Maps, and their ability to superimpose a line over a particular map. I've done that here with this flight:
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The fun thing is that I've just purchased ($7.99) a great little iPhone Application, MotionX GPS. (iTunes Download) Anyway, it allows you to track, to a very high accuracy, the location of your phone, save the points, and then post them up on Google Maps to provide a very accurate map of where you have been. So, I set it up, throw it in my jacket pocket, and off I go.
Now, it would be really cool if I knew how to use the application before this flight... cause I have a really impressive GPS track of me walking out to the aircraft. Next time, I know what to do, and it will be sooooo cool.
Flight #: 107 [Commercial VFR61]
Aircraft: Schweizer 300CB
Aircraft ID: N61482
Duration, as PIC: 1.2hrs
Cumulative Time: 132.7hrs
My college computer science professor / adviser / good friend Rod, and his wife Anita were in Portland for a business trip. Weather was nice enough to get Rod up for his first helicopter flight.
"First few minutes were a little weird, but then it was amazing."
'nuff said.
Flight #: 106 [Commercial VFR61]
Aircraft: Robinson R22
Aircraft ID: N2223P
Duration, as PIC: 1.0hrs
Cumulative Time: 131.5hrs
Got a chance to take my high-school / long time friend Beck up for a spin. Beautiful day!
Flight #: 090 [Commercial VFR61]
CFI: Kristie E.
Aircraft: Robinson R22
Aircraft ID: N856HA
Duration, as PIC: 1.5hrs
Cumulative Time: 109.9hrs
As I'm starting my IFR (Instrument Flight Rules) training, today we did a bit of VOR Navigation. Put simply, a VOR is a radio beacon that broadcasts very focused signals radially out from the center at 1º intervals. Think of spokes on a wheel. The VOR below is south of Hillsboro airport and is named the "Newberg VOR". You can see the center of the blue circle is a box. That is the VOR itself. The blue "clock dial" around the VOR helps you determine the radials that are projected by the VOR. The blue line, pointing NNE is the 0º/360º radial... or magnetic north. Anyway, draw a line from your position to the center of the VOR dot... calculate the º on the VOR... you are on that radial. SO, draw a line from HIO to UBG, you will see that we would be on the 346º radial. Make sense?
Now, it is a little more complicated that that... but not much. Draw a line, perpendicular to the radial you are on, through the center of the VOR. In the diagram below, you will see a red side and a green side. Now, say we want to fly from Hillsboro to the VOR. Since we know we are on the 346º radial... we actually want to fly over the VOR, therefore we want to be 180º off of the radial we are on... on the other side. 346º - 180º = 166º. So, we want to get to the 166º radial. 
To use a VOR for navigation you dial in the frequency, 117.4, into your navigation radio, and then look at the instrument. If you were sitting at Hillsboro, tuned in the Newberg VOR (UBG), you might see something like this. The little knob to the lower left actually rotates the compass dial. The vertical line in the middle is ligned up dead center. The arrow is pointing to the radial we want to go to... and the tail is pointing to the radial we are currently on.
Now, in our specific example, we are North of the VOR.
If you split the VOR in half, perpendicular to the radial you are on... If you are on the red side, you are on the FROM side of the VOR. On the green? Then you are on the TO side. Think of it like this... the arrow points TO or FROM the VOR.
So... our indicaor actually would look like this:
We are on the 346º radial of the Newberg VOR, pointed to the 166º radial on the other side of the VOR. If we follow this course... we will cross right over the center of the VOR.
Using this logic, we can fly to/from the VOR to get anyplace... we just have to decide what radial we are on... and which radial our destination is on. There are VORs all over the place... so this is a really handy way to fly.
For my flight, we left HIO, headed to UBG, then to a private airport called Mach-O. About 15nm west of McMinneville (Town / Airport).
Here is what we did...
166º TO (To the Newberg VOR)
220º FROM (To Mach-O)
We then headed north just to explore a bit.
Once we were ready to head back, we dialed in:
244º TO (To Newberg VOR)
345º FROM (To HIO)
Pretty simple once you know the rules, eh?
Flight #: 050
CFI: Kristie H.
Aircraft: Robinson R22 Beta II
Aircraft ID: N8340S
Duration: 1.5hrs
Cumulative Time: 56.7hrs
Same run through the triangle. Except this time, as we were leaving Mulino, Kristie diverted me to another airport about 15 nm south of Aurora. No problem, I got there... I just got lost leaving.
Ugh. I hate being lost. Found my way, eventually, but man, did that suck.
Flight #: 049
CFI: Kristie H.
Aircraft: Robinson R22 Beta II
Aircraft ID: N2356T
Duration: 1.3hrs
Cumulative Time: 55.2hrs
WOAH, this was intense. The triangle of death consists of a cross country (XC) flight to three other airports. Portland-Mulino(4S6), Aurora State(KUAO), McMinnville (KMMV), and then back to Portland-Hillsboro (KHIO).
Round trip of about 70 nautical miles. The truth is, that is really not all that far, and when you are cooking along at 80 knots, things fly by pretty fast.
So, before you even start a XC flight, you need to prepare a flight plan. There is a standard form, and as you can see, it is filled with gobs of information. The one posted here is just the template I use, as it will change depending on wind conditions. But, this gives you a good idea of what is needed.
In flight, you actually fold it and store it in your kneeboard. This way you only look at the details you need to see in flight. Which is mainly the checkpoints, the heading, segment time, altitudes, and communication frequencies.
Once you get this form filled out, you call 1-800-WX-BRIEF, which will connect you with your Flight Service Station. It is a service operated by Lockheed Martin that maintains information, weather data, and other details for a given flight. It is not Air Traffic Control, but a service to give you weather details on your flight plan and to maintain a track of where you should be, and where you might be if something goes wrong. Safety service, really.
So, you call FSS and for our area, they will connect you with McMinneville FSS. You ask for a briefer and then give them details about your flight. They will verify your data; checking to make sure you have the fuel to make it, look into weather along the path of flight, etc. They will also let you know of any special reports that you might be concerned with.
Once you complete this, you can consider your flight plan filed.
Then, it is off to the helicopter. You pre-flight and run-up as normal. Rather than requesting a pattern, you request a departure. In this case we're heading SE, so in this case, I requested a East departure to take off into the wind.
Climb out as usual, and check my first compass heading, and start my timer. As we transition out of KHIO airspace, we call up our buddies at McMinneville FSS to let them know we want to open our flight plan. It goes something like this:
Kristie: "McMinneville radio, this is 2356-Tango on 122.45."
FSS: "2356-Tango, McMinneville radio, say full call-sign."
K: "November-2356-Tango."
FSS: "Afternoon, 2356-Tango, What can we do for you today?"
K: "I'd like to open my flightplan."
FSS: "2356-Tango, what is your departure airport?"
K: "Hotel-India-Oscar."
FSS: "OK, got you here. What was your departure time?"
K: "Approximately 5 minutes ago."
FSS: "OK, so departure at 2122 zulu, confirm?"
K: "Correct."
FSS: "2356-Tango, your flight plan is now open. We do request pilot reports on FlightWatch at 122.0 if you have them. Please make sure to close your flight plan upon landing. Have a nice flight."
K: "Thanks. 2356-Tango".
As this point, they know where we are, where we are headed, how much fuel have, and when we are expected back.
Then the fun begins. It is all about communicating when flying. Make sure everyone knows where you are, and you know where everyone else is. Rather than explain every little detail; look at the first image above. I'm flying the triangle, clockwise. Every time I'm 10, 5, 3, 2, 1 nm from an airport (the blue or magenta circles, with or without the handles) I'm talking. I'm also checking weather for each of the airports I intend on landing. Basically, constantly. When you get to an airport, you need to let everyone know your plans. Where are you coming from? What altitude are you at right now? Ascending, descending? What direction are you traveling in? What are your plans? Landing, approach, etc, etc. Lots of communication.
Keep in mind, I'm hauling ass too... not time to dilly dally and check out the scenery. I'm checking speed, altitude, traffic around me. Am I over my checkpoints? How's the fuel?
Anyway, there is a lot of stuff going on here. Granted, I'm stuffing a lot of action into a small 70 nm flight here... but the point is that this is supposed to be intense. It is supposed to give you a bit of stomach acid so that you know how to deal with stuff when it comes up for real.
Anyway, we got back, landed, and closed the flight plan.
It was really cool, but really stressful.
I got to be honest, I was feeling pretty big after all my solos the past week. Big man, flying a helicopter. Now, I've got my ass out of the baby pool and into the deep sea.
So much for the feeling of superiority. This is intense!
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