30 May 2013

Habits Versus Instructions

N571DS - DA40 - 1.1 hours

Similar to the last flight, this one was somewhat of a last-minute flight, where I was asked at 1500 if I wanted to fly at 1700.  Since my planned flight to Roanoke (ROA) got cancelled this past weekend because of wind, I was in need of a flight and jumped at the chance.  Since the flight school likes us to keep current in the aircraft by flying the type of aircraft every 60 days, I needed to fly the DA40 before 6 June.  Nick suggested Charlottesville (CHO), just to keep things simple, and I suggested the DA40 to keep me current.  Unfortunately, as my flight bag was still prepped for my ROA flight, it lacked the blinders.  That meant I didn't log any of the simulated instrument that I really should be getting.  I'll have to make that priority one after my hiatus.

Apart from an intimidating towering cumulus cloud in the direction of Manassas (HEF), and some associated wind, the lead up to the flight was normal.  I set up all three cameras - one looking out on each wing, and the third looking forward - the audio setup, and the aircraft in general.  The fuel truck also passed by, asking if we'd like fuel.  Given my luck with getting fuel recently, I accepted the offer.  The departure was normal, though I'm still getting used to using rudder alone to keep myself on the centerline.

[Video got lost when Contour closed down for a while.]

Once out of the SFRA, and climbing under the Class B airspace, I passed the controls to Nick so he could get a feel for the Diamond.  When he wasn't at the controls, he got some time picking the G1000 apart to find the various functions, which will definitely help in case he gets checked out at the flight school for either.  I called the tower about 15 miles out and was instructed to proceed straight in for Runway 21.  After landing, I brought the plane over to Landmark so that we could grab something quick from the vending machines and head back out.

[Video got lost when Contour closed down for a while.]


After jumping back in the plane to head home, I called the tower and the instructions were the usual: "Runway 21, taxi via Alpha."  Getting closer to the runway, Nick switched the frequencies for me, and I let the tower know I was ready for departure.  This time, however, the instruction was not the normal "Runway 21, cleared for takeoff, climb on course," or even the "Runway 21, cleared for takeoff, left downwind departure approved."

Here's what I heard:
"Diamond 571DS, [wind], Runway 21, cleared for takeoff - break - northbound departure approved."
You can even hear me questioning the word choice of 'break' for the transmission in the recording.  'Break' is a non-standard term used to quickly convey messages to multiple aircraft: "Diamond 571DS, Runway 21, cleared for takeoff - break - Cessna 172DR, make straight in, Runway 21."  Given the way in which the message was conveyed, its use would not have made sense at all, but I somehow assumed he used 'break.'

My readback was "Runway 21, cleared for takeoff, north departure approved" (note the lack of direction - left or right - in my readback).  Here's where, as the part I missed turned out to be important, the controller could have ensured I heard the transmission properly by repeating or clarifying the last instruction.  Understand, however, that I am not trying to shirk my own responsibility for listening to and following ATC direction.  I'm simply stating that both pilot and controller are charged with ensuring messages are received and understood (AIM 4-2-1 (b) and 7110.65 2-4-3 (b), respectively).  From what I heard, the assumed use of the term 'break' seemed out of place, but the transmission as a whole seemed adequate and normal.  When I didn't read back exact what was stated, the controller could have helped to avoid the situation by repeating the missed instruction.

Of course, since I didn't ask for clarification, the tower controller didn't confirm the one part of the readback (and Nick was probably wondering where my comments about the use of the term 'break' came from), I ended up turning the wrong direction after departure.

What was actually said was:
"Diamond 571DS, [wind], Runway 21, cleared for takeoff, right northbound departure approved."

While the instruction I had assumed - "Runway 21, cleared for takeoff - break - northbound departure approved" - would have given me the discretion for a turn, the actual instruction required a right turn.  Since the traffic pattern at CHO uses standard left turns, and I have never turned right off of Runway 21, I made a turn to the left.  Nick actually heard the transmission properly and asked "you know it was supposed to be a turn to the right, right?"  By that time, the tower controller noticed I made the turn in the wrong direction, and instead of providing corrective action, advised me of my error and asked me to state my intentions.

Again, I'll take the hit for not clarifying, and for not following what was asked of me, but that last transmission irked me.  My intentions were known (northbound departure), and it was also clear that I turned the wrong direction (even if not known to me at the time).  Advising me of my error and asking me what I'd like to do wasn't going to solve anything.  Without the vantage point from the tower and radar, I didn't know the traffic picture, despite having a general idea that two planes were inbound.  My only response could be "let me know what you need me to do."  Because of that, what could have been precious seconds were lost.  In the end, I was provided a turn eastbound (though he initially stated westbound), and I managed to call the traffic in sight after Nick pointed it out.

To be honest, I'm very surprised that I made it out of that without getting the dreaded phone number (for the non-aviation readers, "the dreaded phone number" refers to ATC giving you a phone number to call to discuss the incident, and possibly corrective action).  I was really glad when I finally heard "frequency change approved" as it meant he had no further instructions for me, to include said dreaded phone number.

After switching frequencies, I went to set up the radios for the flight home, but they had already been set by Nick.  At that point, I didn't have anything left to do and just passed the controls to him so he could get more time.  Closer to JYO, I took the controls back and landed on Runway 17.  So far, that was one of the best landings I've had in the DA40.

[Video got lost when Contour closed down for a while.]

Despite the unfortunate departure out of CHO, it was nice to be able to go up for a quick flight.

Hours:
Pilot in Command Cross Country (PIC XC): 1.1 - 85.2 (of 50)
Actual/Simulated Instrument (Act/Sim): 0.0 - 13.7 (of 40)

20 May 2013

Some Old Photos of N96178

I found a box of old photographs this weekend and went through all of them last night to see what all was in there.  When I started my training, I would take a picture of the plane I flew after each lesson for some reason, so I have a bunch of glossies of the aircraft I've flown over the years.  Since the last post was about N96178, I figured I'd share some of those pictures first.  I'm sure some of the others will show up in future posts.



Just in case you didn't see this on the Twitter feed, there's this gem, too:


Being the first plane I soloed in, you can see there was a little bit of an attachment to it.  I'm pretty sure my instructor took another picture where I was actually smiling, but I'm pretty sure I either still had braces then, or hadn't yet learned how to smile at that point.  Gotta love old pictures of yourself, especially when they're from high school.

16 May 2013

Goodbye to an Old Friend

First, I have to say that everyone is okay - "Old Friend" is referring to a plane I've flown for years.

Second, I have to say that I was not involved with this in any way.

Third, I have to say that the NTSB looks into all accidents and none of the information has even made it into their database (at least publicly).  Since they haven't released any statements of probable cause, you're not going to find any commentary on what happened other than what I know for a fact: a plane I've been flying for just short of a decade was involved in a non-fatal crash at the Windwood Fly-In Resort (WV62) on 26 April 2013.  Oddly enough, I was actually flying that day, and to a field less than 14 miles away no less.  Even crazier is that I'd flown the plane less than a week before.

N96178 certainly wasn't the prettiest plane in the fleet.  In fact, I'm pretty sure it was the oldest in the Leesburg (JYO) fleet by the time it was taken out, but it was a trusty workhorse over the years.  I soloed in it back in 2003 and have flown it off and on for 14 flight hours since.  Since I started this blog after finishing my private pilot license some of those adventures are missing, but I caught some of them.

Here's the aftermath of the crash the other week:





For me, I'll just remember this picture of the plane from my flight out to Garrett County (2G4) last year:


I'll miss that plane.