Yesterday some things at work got finished earlier than expected and other things canceled. The weather was great, but it promises not to be this weekend. It was a perfect excuse to fly.
As I started my preflight I was thinking about several excellent posts or threads I had read on the MemberÂ’s Discussion board in the last week.
The thread entitled Â“Power/Economy Setting QuestionÂ” had caused me to go back and re-read some LOP posts and John DeakinÂ’s Â“Where Should I Run My Engine?Â” columns on AvWeb. During start, taxi and run up I experimented with some things I recalled from DeakinÂ’s PelicanÂ’s Perch #63.
With the recent discussion about turning back to the airport and Fast EddieÂ’s Â“180Âº turn back to airport (data point)Â” post, I decided to try to replicate his results. (I did, but I admit I had a fine cross wind to turn into at 4,500 feet.)
The discussions following the tragic crash in Florida had CAPs on my brain. I decided to make up some Â“what ifsÂ” and tried Mike RadomskyÂ’s Â“BANG-HEAD-HANDLEÂ” muscle memory game. I still had altitude, so I pulled the power back and practiced best glide speed and played a round of Â“can you make that airport?Â” (I could not, but it was real close. Unlike horseshoes, hand grenades and nuclear war, I guess Â“real closeÂ” does not cut it.)
The Cirrus v. Lancair brouhaha made me think of Scott D., which made me think about stalls, so I practiced some power on and power off stalls.
Having recently read and responded to the Â“TKS Maintenance IssuesÂ” post, I remembered that I needed to turn on my TKS. I found one section of the right wing took forever to get wet, and then it did not get as wet as the other parts. I will have that looked at tomorrow.
Neil SingerÂ’s response to the Â“HSI and Autopilot QuestionÂ” post made me curious about the automatic sequence of events when flying a coupled ILS. I did not have a safety pilot, but I flew a coupled ILS and sat back and watched. It all went automatically and according to the book. Should I become one of those that manually switch to VLOC? I will have to think about that some more.
The recent thread Â“PFD mystery & other techniquesÂ” made me realize I may not utilize the Â“BearingÂ” and Â“AuxÂ” features of the PFD enough. I entered a flight plan, started flying it, and experimented how I could use those sources for better situational awareness.
Cirrus makes a fine airplane, but I think it is not a good airplane to stay away from for very long. I need to do more than just go out and do touch and goes. I need to exercise all its parts and systems as often as I can. That is where the value of reading the COPA MembersÂ’ forum comes in for me. (Same for CPPP.)
(Oh yeah, after all that I turned off the autopilot, turned on the XM and just flew around with eyes focused (mostly) outside.)
Todd Carroll KRMG SR22 #959