today, we're digging into the archives and going back to a simpler time.

Back when I was just a newly minted, private pilot.

And I started flying with my first flying club.

And wanted to get checked out in some high-performance airplanes.

So I needed to do some more training and get a high-performance endorsement.

So enjoy this blast from the past episode 78.

Of the student pilot cast, low to high and high performance.

Transitioning.

As I said in the cold open.

I thought I'd break into the archives a bit and go back to younger bill

to change things up a little.

As you may know, I am currently a member of a flying club out

of Mesa, Falcon field airport.

We currently have five airplanes and one of them is a Cessna 182.

You may also know that I've been working on my CFI and I was holding

off on doing any checkouts in the clubs, 182 until I finished some of

the trainings since I wasn't planning any trips or flights in the 182 anyway,

and I was sticking with the trainer oriented airplanes in the club, which

are a couple of 172s, a warrior.

And until recently a light sport aircraft.

We recently got rid of that airplane out of the club, unfortunately, as it was

pretty fun and inexpensive, but I digress.

Since I've been struggling to get a DPE scheduled for my check ride.

I thought I might as well continue getting some flight time while

I'm waiting and accomplishing some of my other goals as well.

And one of those was getting back into the 182.

One of my absolute favorite.

Airplanes of all time.

So, let me tell you a little bit about my experience with 182.

I did all my primary training in Piper warriors.

Then shortly after achieving my private pilot certificate, I joined this club that

we're going to be talking about today.

And at the time it was based out of a private fly-in community airport

in Chandler called stellar air park.

It was such an awesome situation for me at the time and would give me access to

some great airplanes and allow me to, well, I guess, spread my wings a little

and start getting some real GA experience.

The club then had two 182s

one of them was from the sixties, a And the other one was from the seventies.

And they also had a 1 72 S P, which especially at the time

seemed practically brand new.

As it was a 2001 model.

If I remember correctly.

And remember this was 2008 when I joined the clubs.

So it basically was brand new in airplane terms.

I would end up mostly flying the 182 and the club is I fell hard for that type.

It was great at carrying stuff.

And wasn't quite as slow as a 1 72.

And my wife and I like to travel with friends and some bags.

So the 182 was well-suited.

I had some great adventures in those airplanes.

We traveled with friends on cool trips to places like San Diego and my

hometown area of the central coast of California to have some adventures there.

I flew with buddies to ASU football games.

I flew my kids several times to go airplane camping in those 182s.

I took a bunch of people on their first flights.

Over that time, I took my parents to Sedona.

And a couple of other people to Sedona for that matter, I took my boys to an air

show in Tucson to see the Thunderbirds when they were little, there were lots of

$100 hamburgers over that time as well.

family trips up to Utah to visit family.

oh yeah, and we can't forget that I flew a 182 from the Phoenix area to

Oshkosh and back, back in, I think, 2011.

I had a great time learning how to be a real go places.

Pilot in those 182s In fact, before I started training again recently.

I had more time in the 182 than any other airplane.

Since my tr training airplanes are mostly warriors again.

That type has retaken the top spot in my log book.

But needless to say, I love flying the 182.

So with me getting ready to fly a 182 again in the club

to get checked out in it.

It got me thinking about the type a lot again, and I realized that

I never published my transition training; my club checkout.

And the required high-performance endorsement training that I

needed back in 2008 to start flying these planes in the club.

So I decided to take a quick detour and reach into the archives for those flights.

And do some episodes on it.

I think it'll be kind of good for you as the listeners and the audience to

see what it's like to start flying.

You know, different type of airplane or different airplanes and for different

reasons after just getting your license.

Uh, you start flying, not just for training, but for utility and for fun.

And.

And to go places and, that transition.

To the club and to these 182 started my journey.

On that, I guess it's kind of a pretty typical progression,

but I hope you enjoy it anyway.

But before we get into that flight so long ago, we have another beyond the

Beyond the Checkride for you this week.

I'm going to insert it here before the flight.

So Kent and I got back together to talk about another topic.

So here you go.

All right.

Welcome back everybody to another beyond the check ride.

How are you doing, Kent?

Excellent.

You're not going to say your thing about talking about flying.

Well, I feel like I said it already.

I kind of did.

True, true story.

All right.

Well, we're back again to record another beyond the check ride.

So Kent, what's our topic?

Descent planning.

Hmm.

This isn't nearly as juicy as some of the other ones we've

done, but.

I don't even know that we can get a controversy going on this one.

I'm sure we could figure something out.

I think we can.

I think we can, just because of the last thing on the list there.

All right.

This is how I do it.

We'll try.

Excellent.

So where do we start with this one?

Well, uh, we start in cruise, I think.

That's a good place to descend from.

Yeah, yeah, it's kind of hard to descend from the ground, so.

Now, let me ask, as a somewhat less experienced pilot,

how do you feel about it?

How do you plan your descents?

I told you, I just kind of wing it.

Just kidding.

Well, I mean, honestly, I remember when I was, working on my private, you

know, doing my first few dual cross countries, it was kind of like, oh,

well, I can, I can see the airport right up there, and I should probably

start coming down now, because it looks like I'm, you know, significantly

higher than a glide slope should be, but it was in a 172, so you just pull

the throttle back, and you practically fall out of the sky, and it's all good.

Yeah.

Don't have to

worry

about it,

Yeah.

You remember doing the, the.

Paper, um, flight plans, you know, when you were doing your private

Time, fuel, and

distance to descend.

you know, you had to use the P.

O.

H.

and you had to have a top of descent there and had to do

all that figuring before him.

We actually have a bit of a cheat code these days with Foreflight.

I don't know if everybody who uses for flight kind of, uh, casually knows

this, but if you send your flight plan, to the flight tab it'll create

something that's very similar to those, those old, paper flight plans that we

did with all of the detailed numbers.

Those are in there.

So that's another, you know, another way that I actually sometimes do

look at that for descent planning,

So what you're talking about is the

nav

log,

the NAVLOG.

Yep, the NAVLOG,

it'll put a top of climb, top of descent into the nav log.

Uh, another for flight trick you can use, even if you're not using flights,

if you just have maps, flip from the edit view over to the profile view.

And you can see where your top of climb and descent are, and then

you can actually go and add a,

uh,

a waypoint there Yeah.

Now that does require that you have a certain level.

I don't believe that profile view works in all levels, but yeah, that's really handy.

but to get back to your original question, I've always used that old rule of thumb.

if I didn't really plan it beforehand and I don't have a nav

log and you know, all those things.

Where you plan for about 3 nautical miles per 1, 000 feet that you get to descend.

And of course, you take whatever your, cruise altitude is and, you subtract

whatever the pattern altitude is.

And that gives you your amount to descend.

And then you kind of do that, I'm going to need 3 to 4 nautical miles for every

1, 000 feet that I want to descend.

You know, in a, in a small piston.

It's probably not that good, but it's close and I guess

that's what rules of thumb are.

And so that'll get you close enough for, making sure that you don't have to circle

about six times to get down to pattern altitude once you get to the airport.

So

Yeah, well, that three miles per thousand, that's a rule of thumb

that even large transport jet

pilots will

really?

Okay.

but, you know, I, I have heard some interesting equations and, more

specific rules of thumb, but one of them is that for a three degree

descent, which I think is roughly what the three miles per thousand

is, for that three degree descent.

Your rate of descent in feet per minute is about your ground speed times five.

So if you're at 90 knots, multiply that by five is 450 450 feet per minute.

Great.

So you're, descending in a cub or something.

But if you're descending in something fast, that is

going to be a sporty descent.

Yeah.

Yeah, and when you fly something in the higher altitudes, all that stuff

breaks down because, in a TBM at, say, 27, 000 feet, you might be in cruise,

truing out at 330 or something like that.

You might even pick up.

40 or 50 knots in the descent, because you're coming down fairly quick.

And you're also, you're in that descent for a long time.

So the, the plane's got a good chance to speed up while you're going downhill.

But then, as you start getting into thicker and thicker air, your

true airspeed keeps going down and down and down the whole time.

So, the rules of thumb are always kind of straight lines, but reality is a little

bit more curved and something like that.

Now, I don't use three miles per thousand in my plane because I

like to be passenger friendly,

I

And those moonies are pretty slippery.

Yeah,

are very slippery.

That's, what everybody likes about

that's right.

in cruise, I, I threw out at about 170 to 175 knots on 12 gallons an hour.

And yeah, that's what I love about the plane.

however, I'm doing about, you know, figure 180 in the descent.

if there's no wind, Use that same rule of thumb, and now

I'm doing 900 feet per minute.

And I don't really necessarily like doing that with passengers

in an unpressurized airplane.

you know, 500 feet per minute is good and passenger friendly.

so that's generally what I would recommend people stick to when they

have an unpressurized airplane.

But when you get into some that are faster, Well, now you need a

little bit more room to descend.

So, um, what I think of is, You know, 180 knots is 3 miles per minute,

if I'm wanting to descend at 500 feet per minute, that's 2 miles, or

2 minutes rather, per 1, 000 feet.

So that means with no wind, I'm looking at 6 miles per 1, 000 feet.

Now, I'm a nerd and I'm really good at doing math in my head,

so I always correct for the wind.

I, I pretty much figure, just based on experience, I know that I'm

going to gain about 10 knots in the descent at 500 feet per minute.

And so I just kind of look at my ground speed and add 10 knots to it.

And then I kind of start looking at that miles per minute number.

So every 60 knots is another mile per minute.

so I usually go, Maybe to the nearest quarter or something like that.

So if I've got a good headwind going and I'm, I'm getting 165 that's two

and three quarters miles per minute or five and a half per thousand feet.

you know, and then like you said, the key is to kind of figure out where you are

and where you're going, you know, figure out how many thousands of feet you're

going to descend and, and go from there.

any questions about using math at all?

Um, what's math?

No, I'm just kidding.

Well, you know, there are people who are good pilots who are not

good at math, and that's just fine.

I know there's a lot of people out there who think that you have to be

super good at math to be a pilot.

You don't, there's a rule of thumb for everything.

So,

not not to mention we fly with like six computers now at our fingertips.

So

And that's kind of where I was going next is there's, avionics and EFBs

and stuff like that, that we can also use for our descent planning.

for example, in my airplane, I have a Garmin 750 and because I also

have a GI 275 attitude indicator that supplies all the information

that the 750 needs to make the calculation, I have the VNAV capability.

all those Garmins have either the v nav or the V calc.

so if you don't have anything but the GPS, you'll have V calc, which

just basically helps you do the math.

and then v nav, you actually tell it, okay, I want be at.

A thousand feet off the ground, five miles prior to my destination, and it

will calculate a path through the sky, and it will tell you, one minute to top

of descent, and then, it'll calculate a vertical path that you can actually

follow I have a vertical CDI on my attitude indicator that I can follow down.

and if you have their fancy autopilot, that You can actually

have the autopilot do it all

automatically.

descent for you.

Yep.

Um, and since I have plenty of experience with Garmin autopilots,

let me throw this one thing in here.

There's three things you got to do to make that work.

thing is you have to actually hit the VNAV button.

That is pretty obvious.

Second thing is you need to have that point.

programmed into your flight plan with the altitude so that

it knows where it's going.

And third, you have to take your altitude bug and set it to

the altitude you want to go to.

And if you do all three of those things, then it will capture that

vertical path that it has calculated and follow it down without you

having to

touch

There's one more thing you got to do though.

And especially in your airplane, you got to pull that power back

I actually leave my power as is for the most part really in the

descent.

early.

Yeah, maybe, but your airplane, you might get going

pretty fast.

So, the, the reason I say that is that I was just kind of thinking about,

when you get into a faster airplane like that, you're not looking at

the airport on the descent anymore.

I think.

remember starting a descent 62 miles out once in the Mooney.

So, you know, if you're on a longer trip and you get up into maybe the

low teens or something like that, or, up around 10, 000 in altitude

anyway, you've got a ways to come down.

and then you get a tailwind happening and all that, it's pretty.

Pretty normal for me on a, on a cross country trip to be starting

my descent 40, 50, 60 miles out.

Um,

Airport, not in

sight.

no, no, not at all.

so yeah, I am not pulling my power back early on because especially at

those altitudes in a normally aspirated airplane, you know, I'm only pulling,

18, 19, 20 inches of manifold pressure.

And so my power is already pretty low.

and so, So generally what I do is I, and this is where we're going

to have the controversy, shock cooling and power reductions.

there are plenty of arguments over whether shock cooling is

actually a thing in this industry.

some people say, ah, it's a bunch of hogwash.

Some people say, well, if you don't give it five minutes per inch of

manifold pressure, then you're going to blow up your engine.

Well,

Both are

Neither one of those, right, neither one of those things is 100 percent true.

It's probably somewhere in the middle, but, honestly, the

fastest your engine cools down is after you shut it down anyway.

So, you know, there are people who work really hard to keep power settings up.

They use things like speed brakes, to, basically keep their power

setting up and not have as much air flowing over the engine.

I don't go to that extreme, but I also figure, okay, I act as if shock

cooling is a thing, What's the downside?

And so what I do is I start pulling power back, usually about 20 miles

out and, I might be at up to 24 inches of manifold pressure at some point.

and so, yeah, at 20 miles out, I'll knock it down to 22 and at 15

miles out, I'll take it down to 20.

And then 10 miles out, I'll go to 17 and, 5 miles out, I go to 14.

and I might, add five miles to those on an IFR flight, just so that I'm slowed

down and I'm ready to drop my gear at the final approach fix because you're right,

it's a, it's a very slippery airplane that I'm flying and so only lose about

five knots through those first three power reductions and it's only that

last one, I would say usually when I go from 17 to 14 I'm still doing about

155 indicated and my gear speed is 140.

So.

I have to get slowed down to 140 and 14 inches is about as low as

I can get the throttle before the gear warning starts squawking.

And so, you know, I have to let it sit there for a couple of minutes, before

it'll slow down enough to drop the gear.

Then once I drop the gear, it'll slow down real nicely.

but, In an instrument approach type of scenario, I figure,

okay, I'm going to

it slowed down early.

I'm five miles out anyway.

So I definitely need to be low enough to drop the gear, at the final approach fix.

So,

Well, that's

yeah, I'll, I'll add a little for that.

But, yeah, I don't just pull back the power at the top of the descent anymore.

you know, that's for back in the day when I was flying the 172 and looking at the

airport before I started the descent.

So,

You can practice your emergency descents just right over the airport.

Yeah, well, that's something the Mooney actually does quite well when

I, my emergency descent procedure is to slow down to gear speed, throw

the speed brakes out, slow down to gear speed as quick as possible.

drop the gear and then I will say that I've never pushed the nose down

as far as you're supposed to because it actually says you should then

accelerate back up to your maximum gear extended speed which is 164

indicated

my goodness.

and the flaps And the, sorry, not the flaps, the gear and the speed

brakes out, there is no blue left in the windscreen at that point.

And I've, so I've never actually gotten it back up to 164

knots.

It sounds fun though.

Sounds really

fun.

that, I mean, it'll, it'll really fall out of the sky when you do that.

But anyway, getting a little off

topic

So that's your typical descent plan then?

I'm just kidding.

So, so let me ask you, Kent, in practical terms, these days, you

were to do a cross country tomorrow.

Would you be allowing foreflight?

To set up your nav log and you'd kind of follow that.

Or would you be doing that math in your head, figuring it

out and doing it on your own?

What's, what's your typical MO these days?

Um, My typical MO is just to do the math in my head based

on my actual ground speed.

you know, winds are never as they were forecast, of course, and, for flight is

going to be using those forecast winds.

And so that's pretty much why I do it that way.

But, that's not to say that the forecasts are completely made

up out of whole cloth either.

they come from somewhere and there is some level of accuracy to them.

So if you just go ahead and, you know, maybe start with that and

adjust as necessary, that's fine too.

there's a lot of ways to skin this

cat.

So

Especially with that VNAV, support in the GPS, which is going to take into

account wind and, and other things

Yeah, and I will say that one thing that it does not take into account is

the extra speed that you're going to

get

when you

from the descent.

Got it?

So, for those of you who do have that equipment, the, obviously the Garmin

stuff is really popular, You know, if you're going to use that VNAV feature,

it does let you set up the path as a feet per minute sort of thing.

So you can tell it you want 500 feet per minute, but it's going to calculate

the path based on a 500 foot per minute descent at your current speed.

And so, in reality, if you leave the power in on the descent, you're going

to accelerate when you start going down and so it's going to be more than

500 feet per minute at that point.

And then same thing with what we were talking about before with true air

speeds changing as your altitude changes.

as you get into thicker air and start slowing down, it's going to

affect your, vertical speed as well.

but you know, it's a great starting point.

and it doesn't change by much in most circumstances.

so however you

do it.

and the difference between a 650 foot per minute descent and a

500 foot per minute descent is generally not going to be a big deal.

Most people won't notice the difference there.

Now, one thing that we haven't really talked about is, we've been focusing

our passenger comfort discussion here, mostly on the ear issues

that a lot of people will have.

If you start doing really fast descents, most people, may have,

Learned how to clear their ears on an airline flight or something like that.

And, of course, with a pressurized airplane, they're going to keep the

cabin rate of descent fairly reasonable.

so that's why we do our descents that way, even though our cabin

is the same as the outside.

However, another thing to think about is especially if it's, a hot Bumpy day.

as you're descending from cruise altitude, you may be a nice, cool, smooth air

when you're in cruise and then you get down to four or 5000 feet and all of

a sudden it's hot and bumpy and humid.

And well, now somebody right, somebody who has motion sickness

might not handle that too well.

And so, if that's the case, you might want to plan on pulling back

the power and maybe even leveling out to slow down a little bit.

And kind of maybe having like a two stage descent in a way,

Good idea.

Hadn't really thought of that before.

so with a two stage descent, what I mean is.

You know, the first stage would be in the smooth air where you're going

to be at a real low descent gradient because you're still going fast.

And then once you get to those altitudes where it's hot and bumpy and you want to

slow down so that maybe your motion sick passengers aren't feeling it as much.

once you slow down, you're going to end up with

a

higher

Going pretty steep.

Yep.

Right.

Get through that bumpy hot air as quick as possible and get on the ground.

Yep.

Yeah.

And at that point, vertical speed is your

friend.

Right.

Awesome.

Well, that's good stuff for people to be thinking about when they're, when they're

Planning their descent on their next cross country, anything we've forgotten,

anything you want to cover before we end,

Well, I think the only thing we really didn't necessarily talk about, in great

detail was the, where are you going to?

so VFR, it's usually either going to be pattern altitude, or I've found

that if I, Plan all the way down to field elevation that works pretty well.

Anyway,

because

get there early.

plane is going down about 6 miles per 1000 feet.

So I'm at pattern altitude 6 miles from the airport as well.

So, that really depends on the plane.

You fly, of course, but.

you know, if you're IFR, there's maybe more that is going to have to go into it

depending on the approach procedure that you're going to fly and how you're going

to get to the approach procedure and, what all your various minimum altitudes are.

So just be aware of that, especially if there's any sort of terrain around

or, you look at the approach plate and there's a bunch of different step

downs or maybe, you're, Minimum and route altitude in the area is quite a

bit higher than the approaches, you'll, you might have some more, thinking

that goes into it at that point.

In some cases, you might even want to do a, descent and a hold if you're,

Yeah,

you know, you don't want to go down as fast, so, yeah,

time that, I was flying the Mooney into Jackson hole and there is a very

long descent at the end of that, start the approach from the Dinor VOR and

minimum altitude there is 14, 000 feet.

And I was looking at it going, Oh, this is, this is going to be a little

bit of a challenge to get down.

And so I ended up.

I think I extended my gear at like 7, 000 AGL or something

like that, just to help get down

at

that point.

slow it down so you can get a better angle, you know,

right.

So yeah, things are always more fun out

West, right?

always.

Always makes, makes it more challenging.

Excellent.

Well, Kent, great topic.

Thanks again.

appreciate you coming on and doing these beyond the check rides.

And I hope everybody's enjoying them and getting something out of them.

So, as usual, reach out to us if you have any comments or disagreements

with how we do this, any great ideas that you want us to pass along,

reach out to us and let us know.

You can reach me at bill at student pilot cast.

com and a bunch of other ways you can find us on social media.

I'm sure.

So thanks again.

And until next time, Kent, we'll see ya.

All right.

We'll see you.

Fly safe.

All right.

I hope you enjoyed that beyond the check ride.

Remember to let us know your own thoughts on these topics, and you can reach out to

us at bill at student pilot, cast.com or of course use the contact us page on the

website, which is student pilot, cast.com.

But for now.

Let's move on to the flight.

Before we get going, though, I should say that this flight was in

nine or three Quebec, which was our older and less well-equipped 182.

It was a nice plane, but it turns out it was having a few issues at the time

the audio panel was making some noise.

I think technically something.

Uh, attached to the engine was making some noise that was being picked

up by the audio panel, but there were some other issues as well.

One of the radios wasn't working quite right.

And there was something going on where Freddy, my CFI for these transitions.

would lose his ability to get picked up on the Intercom.

We had electrical noise from the engine, like I mentioned, and we

were troubleshooting some of that.

The audio panel sounded kind of bad, et cetera.

And all of that.

Is on my recorded audio.

Of course, Freddy knew about the podcast and about me recording my flights.

So he wanted it to sound good.

And plus it was kind of annoying while here in the airplane.

So apologies in advance.

There's some noise in the cockpit audio that we usually don't have any

more, but it's not totally ruined.

So I think it'll work when I fly the newer 182 later on this kind

of thing didn't happen as much.

I don't think, but for this one, we'll just have to deal with it, I guess.

I've tried to clean it up a bit and editing.

But you'll still hear it.

So while we were based out of stellar, like I mentioned earlier, just a

few miles from Chandler airport.

If I remember correctly at the time we had the planes temporarily at Chandler,

because I think the runway at stellar was being resurfaced or something like that.

So this flight and the others for the transition actually originate and

end out of Chandler airport, which is where I did all my primary training.

It would be another month or so later when we started flying out a stellar

again, In any case as usual from back then we'll start by picking up the

ATIS at Chandler and we'll get going

I

temperature 3 6, dew point 1 1, altimeter 6.

Visual approach in use, landing and departing runways 2 2 left and right.

Noticed airmen, multiple obstructions in the vicinity of Chandler

Airport up to 310 feet AGL.

Hazardous weather information for Arizona available from

flight watch and flight service.

Departing aircraft, advise ground control direction of flight.

Advise on initial contact, you have information Sierra.

Chandler Airport, information Sierra.

204.

7 Zulu weather.

Wind 240 at 6, visibility 30.

Well, we're going to runway 4, right?

No, 22.

Are we?

Just switch it?

Yep.

Alright.

Yep.

There's no standby there.

This is the other radio.

There's no standby either.

Hazardous weather information for Arizona available from

Flight Watch and Flight Service.

Departing aircraft, advise ground control direction of flight.

Advise on initial contact you have information.

They call this the North Ramp, right?

Yeah, I guess.

Northeast.

Chandler Ground, Cessna 2493 Quebec.

Is on the north ramp, we have Sierra and we'd like a south departure please.

So it's a 2 4 9, 3 Quebec Chandler ground.

Good afternoon.

Taxi two, runway two two, your right via Alpha November, taxi to two two, right.

And, uh, we'll actually be coming in, uh, right next to the, uh,

the threshold, if that's okay.

Cessna 9 3 Quebec, roger, taxi to runway 22R via N.

Taxi to 22R, uh, 9 3 Quebec.

9

3 Quebec, use caution for the Seneca that's already there in the run up area.

Wilco 9 3 Quebec.

What

so we taxied out and started the run-up.

One of the new things to me was cycling the prop since this was the first time

I had flown a high-performance airplane or anything with a constant speed prop.

So this would be my first time doing that.

And so I'm learning

Run up,

nose into the wind, prop wash, nose wheel straight, fuel selector both, cowl flaps.

Uh, open, throttle 1700 RPM.

Magnetos.

Uh,

bounce,

cycle, prop.

Cycle prop.

Does that mean all the way?

Yep.

So pull it all the way out.

Doesn't matter how fast, just do it.

Pull it out.

Okay.

Yep.

And then when it drops.

There you go.

Now push it in.

Okay.

Just takes a bit for it to turn.

Yeah.

Okay.

Uh, cycle prop, carb heat.

Go ahead and put that on.

Yep.

Pull it out.

Yep.

Uh, suction

4.

6 if I can find it.

It's right here.

Nope.

Okay.

Uh, throttle full closed.

There you go.

Alright.

Engine instruments check.

Yep.

Green.

Navigation instruments.

This is 22.

Windows secure cabin.

Big cabin.

Barely reached that back seat.

Okay, you

All right.

Now we were ready for takeoff.

So here you go.

2, 6, 1, 2.

Chandler Tower, uh, Cessna 2493, Quebec is ready at 22R.

Cessna 249, 3 Quebec channel, tower at the felt boundary, left turn

approved, runway 22R, clear for takeoff.

Clear for takeoff on 22R, and left turn approved, uh, Cessna 93 Quebec.

I always want to say, cherokee.

Alright, halt, right?

Yep.

Yay.

We're on, 21 actually.

What was A?

Heading, altitude, altitude.

Altitude lights time.

Yep, heading heading altitude altitude lights time.

Wheels on the floor.

There you go.

Feel the plane.

Bring the climb out of you.

There you go, go ahead and trim.

Now bring your power back to the top of the green arc right there.

And bring your prop back, oh, to your top of the green arc.

Just turn it.

Turn it a little bit more.

There you go.

About there?

Yeah, you never want this higher than this.

Okay.

The only thing you gotta remember, every thousand feet you go up, you're

gonna lose an inch of manifold pressure, so you gotta bring the throttle in.

The opposite's true when you come down.

You gotta, uh, put more throttle.

Right.

Okay.

Alright, so we're 600 feet AGL, so I'm gonna start turning, if that's alright?

Eh, you're fine.

You can go straight out.

Oh, okay.

Oh, we're good.

That counts in the same spot.

Helicopter 5 6 2 cross both runways midfield at the he pack clear

line cross, both cross runways

and,

and the speeds in this are in miles per hour, correct?

Yeah.

So it's a little different manual.

Doesn't give you a whole lot.

The what?

The manual does not give you a whole lot, it's an ancient manual.

Yeah.

478.

And you do have rudder trim.

So you can use that.

Oh, okay.

Yeah.

So it looks like it wants to climb at about 100 miles per hour?

Sound about right?

Yeah, somewhere in here.

That looks good.

Climb attitude.

So as this starts to drop down, just put in a little

power, huh?

Yep.

Just keep the throttle green, huh?

Just make sure your manifold pressure does not exceed your RPM.

Look, after three four delta proceed as requested, use caution, non movement area.

Chandler Tower, Diamond Tower 4117H, it's 5 miles south of the field, will

overfly at 3500 feet on route to Falcom.

Uh, Chandler Tower.

Diamond 5117H, Chandler Tower, that's above the channel, past

Delta surface area, altimeter 2984.

2984, Diamond Tower 117H.

So another thing that would be new to me again with the constant speed

prop would be transitions to and from cruise or other phases of flight.

Freddie had done some ground training with me before the flight.

But doing it as always a little different.

So I'd be starting to learn how to manage power when there's two controls for it.

Instead of just one.

For the uninitiated, I'll go into very, very briefly what I'm talking about there.

When you're flying an airplane with a constant speed prop.

You have two controls that help you manage the power or your power settings?

From a trainer airplane, that's got a fixed pitch prop.

got the throttle lever, which controls the RPM.

That's how you know where your power setting is.

As you look at the revolutions per minute of the engine, which

in most airplanes that don't have gearboxes or anything like that.

Is also the revolutions per minute of the prop itself.

That's how, you know, what your power setting is.

When you go to most high-performance airplanes or any airplane

with a constant speed prop.

You now have two levers that manage your.

Uh, your power settings.

Your prop lever or prop control.

Manages the RPMs.

And you have a new gauge called a manifold pressure gauge.

That helps you see where your throttle setting or your main power setting is at?

And so it's a dance between increasing or decreasing manifold pressure.

And increasing or decreasing RPMs.

And where those are set.

Determines what the power output is at that time for your power

system or for your engine.

So we don't need to go into too much detail, but you will hear me here.

Um, kind of learning how to manage those things.

What do I set this, uh Okay, now you're cruising.

You want about twenty three, twenty three.

Twenty three inches?

Twenty three inches and twenty three hundred RPM.

Right, bring your power back to twenty three, or your RPM back to twenty three.

There you go, right about there.

Okay.

Too much?

And level the nose.

And now you'll go fuels on, cowl flap closed.

Okay, fuel what?

Fuel on.

Yeah.

Cowl flap closed.

Mixture flap, er, flap, mixture prop.

Now, you add the carburetor, E2, all the way across.

Okay.

And there you have it.

Yeah, just head down that way.

First thing we do as far as air work or practice would be steep turns.

Let's see how it went.

Alrighty.

Alright, do a couple clearing turns.

direction.

Alrighty.

And southwest forward.

2493, come back over the south edge of Maricopa at 55.

And go ahead and do a couple of steep turns.

Alright, start to the left.

30 seconds remaining.

Go ahead

and make low at 3, 500 over the green field.

Heading towards, North.

Southwest 2493 for the fixer with the south edge of Maricopa 55 maneuvering.

Southwest breakfast area, Cessna Not bad, go ahead.

Right another right?

Oh yeah.

Alright.

Southeast Braxton 3 Archer, 8314E, over the green field, east of

the I 10, southeast Braxton 3.

East of the I 10, 3, 000, and off the Costa Grande, southeast Braxton

3.

There you go, pretty good.

Ah, do a 180.

Eh, we'll do another one.

Do another one?

Yeah, I want you to do a 180 and then we'll decide.

Just go halfway then.

Okay, do a 180.

And then we'll do a steep turn to

the left.

Oh, oh, gotcha.

Okay.

There you go, right back to the right.

We'd spend some time trying to troubleshoot the audio and

radio issues that I talked about earlier and that we were having.

And then we would move on to some slow flight.

Break again?

I got it going last time, we're going to Comm 1 and back.

Wind calm, visibility 3.

Wow, that's interesting, huh?

That's

weird.

Alright, let's go to minimum

controllable airspeed.

So now, you gotta add your prop in.

So just remember, you're gonna go to high power, so you want the cowl

flaps open and the prop forward.

Okay, we do that now?

Alco, fuel's on, cowl flaps open.

Okay, flaps set, mixture set.

Prop, bring the prop forward.

Okay.

Bring your throttle back.

Carb heat on.

All the way back?

No.

Oh.

You're doing minimum control blare speed, so you don't want to drop out of the sky.

You want to hold your altitude.

Okay.

Bring it back down.

Oh.

It's somewhere between 15 and 22.

Carb heat on.

I'll get you some procedures.

Mags on both.

Primers locked.

Airspeed into white arc, now add your flaps.

This one's not like the 172, so you gotta be in the white arc for all your flaps.

The 172, you've got the first 10, you can get up to 110 knots.

I'm not really

I'm holding altitude, but I'm not getting slower.

There we go.

It's not that loud of an airplane anyway, so

Use caution for bird activity in the vicinity of Chanley Airport.

Advise on initial contango

21470.

Nice to have you back.

Thanks.

Alright, roll out, watch your altitude.

Nope.

And now you want to recover, so you go full power, flaps up 10 degrees at a time.

Whoa!

What?

I just barely hit it and went Yeah, you gotta watch it.

Watch it.

So, count your three.

One, two, three.

Carb heat off.

And, we'll resume normal cruise.

Power back.

Then bring your prop back.

About there.

Oh, geez.

I just got lifted up.

Alright, do 180.

Mm hmm.

Man, I'm sweating like a dog.

You alright?

You got a bacon?

Yeah, I'm ok.

It's

just like

hot.

Make it make it a little shorter.

Plus with the radio.

I know.

Kind of annoying.

No, just do a touch and go's, you probably want me to talk to you, huh?

Ha!

Alright, why don't you try a

I can hear ya.

Well, no.

But I can hear you.

Okay.

Do

you want to plug in in the back?

Yep.

Now I'm plugged in.

Alright, see

how it's going back and forth

between When it pushes, it's blocking my mic.

So it's getting stuck in the in position and blocking my mic.

Oh.

There we go.

Well, it's getting stuck halfway in between.

Right, right.

Or it's no longer transmitting, but it's not It's blocking your mind.

Right.

I can do the announcements if you want, so you

Oh, open.

Forward.

All right.

More issues hearing Freddy.

But we'd get him back and then we'd move on to a power on stall.

southwest Register, you're 428DW, over the town of Maricopa, 5 5.

Hey, you're back.

Yeah, for now.

And, okay, go ahead and, uh, now slow it down to takeoff speed.

Was that 90 miles an hour?

Yeah, 80 to 90.

Okay.

Alright.

And power it on.

Powering all the way.

Alright.

There it is.

There you go, descent attitude.

Descent attitude, okay.

3, 4, 5, climb attitude.

Alright.

Alrighty.

Let's do a 180 and we'll do a power off stall and hopefully

this thing won't lock up.

Heh.

Southwest, uh, 2493 is, uh, just, uh, south of the town of Maricopa, bye bye.

Are

you still with me?

Yeah, I'm here for now.

Southwest, United 63, no numbers.

We've got overhead, we've got crashing.

270R, 2, 300, 2, 000.

Heading towards figure left call.

Southwest.

Now it was time to try a power off stall.

I would start to notice how heavy this bird was on the nose when slowing down.

And that would become a theme over and over again.

As I learned to land these slightly bigger and heavier airplanes, especially.

Uh, front with the bigger engine.

you go, now let's try a power off stall.

So, fuel's on.

We'll leave the cowl flaps open for this one.

Okay.

Flaps, mixture set.

Okay, power back.

Carb heat on.

Mags on both.

Primer's locked.

And then, into white arc mode.

Bring your flaps in, don't let the nose drop yet.

Okay, do it all at once?

Yep.

Put on the brakes.

That

Oh, that's heavy.

Oh yeah, it is.

It's a big girl.

There you go, now there it is.

Descent attitude, full power, first 10 degrees flaps up.

3, 4, 5, now bring it up to climb attitude.

Trim it.

Push your carburetor heat off at the same time.

Same time as the power in?

Yep.

Okay.

And 10 degrees flaps up, trim, 10 degrees flaps up, trim.

This is Southwest 2493, come back, it is, uh, Just over

the town of Maricopa Pipeline.

Between Pipe Island and Travis.

You want me

to

descend a little?

Huh?

You want me to descend a little?

No, we're alright.

Let's go back over to our runway.

Okay, I can't see

it.

It is

right over there.

Uh, there it is.

Okay.

I'm going to pull the prop back a little.

Yep.

There you go.

Go to your normal cruise.

So, fuel's on, cowl flaps are open.

Actually, you'd close them.

Uh, we're doing an emergency, so it will be okay to close them.

Okay.

Uh, prop set.

Throttle's okay.

Carb heat off.

Mags on both front flaps.

There.

Now let's get over our spot.

We would now practice.

Uh, simulated engine out.

What is this?

What?

It's a map light.

Ah.

What's, uh, what's the best glide?

80.

80?

Yep.

And where is our We're right over it.

Are ya?

Alright.

Well, no, I'm sorry, it's right there.

Pretty close.

Okay.

Lost it.

Lost the power.

Desk Glide, 80 miles an hour.

AZUT traffic, system 562, Alpha Foxtrot, 1,

500 over AZUT for the Casa Grande.

Oh yeah, it'll get closed by the way.

Okay, so

I'm gonna go through it, uh, both.

Do I do anything with

the cowl flaps in an emergency?

Uh, no, just leave them there, you're fine.

Okay, cowl flaps.

You could open them if the engine was overheating.

So you put it in your flow, yeah.

Okay.

Mixture full rich or close to it?

Uh, car heat?

Uh, mags on both, rubber clocked, airspeed's fine.

Alright.

And there's no fuel pump, right?

Right.

Last radio frequency is 7700.

7700.

Mayday, mayday, mayday.

Are we, uh, 15 miles southwest of, uh, Chandler?

Seatbelts on.

Yep.

What's all that static?

Uh, you have a feeling it might.

Oh, yeah, you're, you're boom.

Did it

stop?

Eh, not really.

Yes.

Where's your runway?

It's right here.

I was just looking and I was just test, looking at the

dust over there to test the wind.

Wow, that's loud.

Is it?

Yeah.

It's not

going to produce that.

Oops, hope I don't screw your recording up.

Yeah.

You'll hear it.

You'll hear it on there.

Yeah.

That's alright.

Okay, well, do another split.

Bumpy.

Yep, so I go straight out.

Uh, that's right here.

We're gonna be at Oh yeah, I'm looking at it.

Okay, we

are at 2, 500.

Beam the numbers.

10 degrees flange.

Yep.

2, 500 descending, 2, 200, uh, just south of the Apache Junction landfill, we're

headed back to a stop in the southeast.

20 degrees.

Southeast practice area, Cessna 562A, Foxtrot 4, 500, proceed your turn

outbound over AZUT intersection for the GPS runway 23 into Casa Grande.

We're

gonna be short.

Ah, you're not too awful bad.

Well, it's a lot heavier than anything I've flown before.

Yeah.

Okay, go.

Yeah, you barely, you could've pushed the nose down, got a little speed.

Play with your flaps and ground effect, but that'd be pushing it.

All right, we're trailing up 10 degrees.

10 degrees.

Wanna go back and do a couple landings or, sure.

Okay.

wind calm visibility.

Three five few clouds at one.

5,001 8,000.

Scattered temperature 3 6 2 0.10.

Altimeter 2 9 8 3.

Visual approaching use landing and departing runways.

Two two left and right.

Noticed airman multiple obstructions in the vicinity of

Townley Airport up to 310 feet.

A GL hazardous weather.

Information available from Flight Watch or Flight Service.

All departing aircraft advise ground control, direct your departure on contact.

Use caution for bird activity in the vicinity of Chandler Airport.

Advise on initial contact that you have Tango.

Chandler Tower Information, Tango.

2 Observation.

Alright, up is open.

Up is open, so come up.

You'll come up to this and that.

Um, not this, that mixture.

Is that and the other?

It's hot.

I hear ya.

Prop back.

Throttle's okay, carbines on, mags on both, primers locked.

And you can just level off because we're going to go into the airport.

bring it back a little bit, right?

If you can bring it back to 23, you're going to be bringing it forward once

you get it in the traffic pattern.

Chandler Tower, Skyline 2493 Quebec.

As, as Tango, uh, we're 10 miles southwest of the field.

Inbound.

Touch and go.

And that's 24903 Quebec.

Chandler Tower, make left traffic runway 22L, report downwind.

We'll make traffic, left traffic for 22L and we'll report downwind, uh, 93 Quebec.

I forgot if you said touch and go or full stop.

Oh, I'll do touch and go.

Unless you want to do a full stop, I know it's hot and we're

going to be flying all day.

No, no, we can.

Yeah, I would like to.

Do a couple of.

Yeah.

At least get you on track.

That needle's See, now it's calmed down.

And it was, you know, before.

Back there it was bouncing all over the place.

So, did he say make straight in?

No.

We're, uh, coming around.

We'll make it left traffic for 228.

It's hot.

I'm tired.

I know.

So I'm just gonna come up here and come in so I'm on the 45.

Good.

That's alright with you?

That's right.

My brain's fried.

It's so hot out.

I've been out since 6 o'clock in the morning.

Alright.

Before I get too busy, I'm going to finish off this water.

He didn't have a sight dent that time.

We're

the only fools out here.

Yeah.

I keep hitting my head on it.

And it's like, didn't they want to do touch and go's?

What are they, crazy?

Yeah.

Down here where it's hot.

I like this airplane too.

Yeah, 182 is a great airplane?

you notice one thing.

Look at your airspeed.

See how high it is?

You gotta start getting slowed down.

So back your power up a little bit.

About 19?

See what it does.

You gotta get down to 2200 too.

Yeah.

There you go.

Now turn to 45.

Uh, all right.

So that would be it for that day for air work.

So we'd head back for some touch and goes.

So my first time.

Landing a 182.

You're going to notice a bit of a theme here where Freddie and

I were getting pretty tired.

What I haven't said yet is that we had already flown the first transition

flight this day in the clubs, 1 72 SP.

So I was pulling double duty.

Not sure that was the best idea, but it's probably okay.

As transitioning to a 1 72 and a 182 at the same time from a low wing,

doesn't present too many problems.

Other than making us a little bit extra tired they're so similar,

it's not really a problem to kind of start doing them at the same time.

It actually helped to fly them so close together to really note the differences

while embracing the similarities.

I don't think we did that again during the next couple of weeks,

as I flew each plane a couple more times to complete the transitions,

as well as that high-performance endorsement that I needed.

I'm not sure if we did double duty on the flights, but we did

this day and it turned out okay.

We were just a little tired.

And I'm not sure if I mentioned this or not already, but even though that

1 72 was practically brand new and.

Very nice airplane.

I would end up flying the 182s that were much older from the sixties

and seventies, way more than the 1 72 during my time in that club.

Probably at a 10 to one ratio.

Like I said, I just fell in love with that 182 type.

And I flew it as much as I could.

And I liked going places and taking things and people.

So the 182 was.

Almost always the better choice for me.

So let's get on with the landings.

Alright.

What's the before landing checklist on this?

Fuel.

Cal flaps.

The same stuff?

Uh, flaps.

Mixture, uh, prop, subfloor with throttle.

Yeah.

Not yet.

Not yet.

You wait a little while.

We'll do it on downwind.

Okay.

You can bring it forward from 23 to 25.

Okay.

And then bring your power back.

Carb heat on.

Mags on both.

Primers locked.

Airspeed in the white arc.

You're going to find you're going to have to bring that power about 15 and

trim the nose level so it slows down.

We're at pattern altitude.

Yep.

So level off.

Let that airspeed bleed off.

You're going to have to give it a second.

You're still descending.

Hold it.

No, it's level.

There we go.

Didn't have it quite trimmed right.

Now we're slowing down.

Yep.

We're going to need a little power.

Well I think I'll be alright.

Yeah, you can add an inch or so.

You just

want to make sure you're in the white arc.

And whenever you're ready, turn downwind.

Yeah, now when you get midfield downwind, you can bring that forward.

You want me to report downwind?

Yeah.

Chandler Tower, Skylane 2493Q is on downwind.

7903Q, runway 22L, clear touch and go.

Clear touch and go, 22L, 903Q.

Airspeed's getting a little on the slow side, bring that power back up to a 19.

And then when you get a beam to numbers, power back to

send out a 210 degrees flaps.

Yeah, just watch the white arc.

Yep.

Getting a little fast.

There you go.

These thermals don't help.

There you go.

Power back.

All the way?

No.

Okay, bring the power back until the nose goes down about this far.

Okay.

There you go.

There you go, let it fall to the sun attitude.

Get a few flaps.

There you go.

Hold the nose down, don't let it come up.

Ok, 45.

Yep.

Turn to, uh, to your square with the runway, and 20 degrees left.

Can't see the runway?

Don't roll out to your square with it.

I can't see it.

I know.

You will.

It's not anywhere.

Or, it's not, it's not going anywhere.

If the runway moves, you got a problem.

So turn and fill your square with the runway.

There it is.

Those don't seem to be going down.

They're going down.

There you go.

You can feel it.

anything on the ATIS about the Vassies being out?

Uh, I don't think they're out.

I think they're really dim in the sunlight.

Yeah, oh, you're right, they're on.

Yeah, I think they're on, but okay.

Runway's made, 30 degrees flaps, or you can go right to 40,

bring them all the way down.

Okay.

Power all the way out?

Well, you don't want to chop the power of this.

Okay.

RPM, trim, er, an inch manifold pressure, trim.

I didn't understand that.

Power back, trim, power back, trim.

Look at the end of the runway, nose level.

Nose level.

Whoa!

Huh?

Ah!

Keep it straight.

Keep it straight.

Right rudder.

Hold it up.

There you go.

Clamps up.

Got em.

Keep it straight.

And go.

And bring it on up.

Yeah, just go power back trim.

Power back trim.

Inch of manifold pressure at a time.

Just power back trim.

Power back trim.

So you don't want to chop the power in this Because it's so heavy.

Right out of the sky.

Alright.

to your top of your green arc.

Bring your prop back.

Okay, and when you get to 2200, you're going to have to bring your power back.

Okay.

Or your manifold pressure back, well, power.

Yeah.

Okay.

There you go.

There you go.

Here's your 2200, bring your power back, let the nose go level.

So it's going to be, eh, 17, 18, somewhere in there.

And now you do your flow of fuels on, cowl flaps are open, mixtures, er, flaps are

where you want them, mixtures set, props.

Bring the prop full forward.

Just push it in.

Go.

Okay.

Power set.

Carb heat on.

Carb heat on.

293, Quebec.

Runway 22L.

Cleared touch and go.

Cleared

touch and go.

22L.

933, Quebec.

Okay, power out

till we're at descent altitude.

At altitude, correct.

Notice the level, bring your power back, let it go to descent altitude.

There you go.

Well, not too much.

No, too much.

Listen to what it sounds like.

10 degrees flaps.

048RWY22R cleared to land.

On the runway, everything's forward.

Okay, now start backing the power off, don't let the nose drop.

Trim, power back, trim, power back, trim, power back, trim.

Alright, trim, look at the end of the runway, hold the nose level.

Nose level, now bring it up to climb attitude.

Now just back the power off.

Alright.

There you go.

Here, I'll hold it.

Thank you.

Alright.

Carb heat off and go.

Yeah, that's a beast.

Little nose wheel shimmy.

Just hold it up.

We didn't, uh Coach, is there a freight taxi to the ramp monitoring ground?

We didn't ever use carb heat in the Cherokees.

Really?

Well, I mean, we run it up with it, but they've got that different engine

that keeps the carburetor warm anyway, because it's tucked up underneath.

So it's not part of the normal landing procedure.

There you go, and we'll do one more and then you can think about it, alright?

Okay, you're off.

Well, you're a little close to the runway and I'm kind of angled toward it a little.

Yep.

Southern 903, Quebec, runway 22L, cleared touch and go.

Cleared touch and go, 22L, 903, Quebec.

Alright, go through your flow.

Fuel's on.

It's on.

Cowling.

Flaps up.

Mixture.

Uh, prop forward, prop forward, prop forward.

Up forward, yeah.

Oh my gosh, power back.

Put your carburetor heat on it.

Just kind of do them all at the same time here.

Makes up both primers, lock, airspeed, and the white arc.

And, uh, 10 degrees left.

is entering the 45 for the downwind 22L.

Archer 1 for Echo, change runway 22R the end of the runway.

Crossing over to 22R, cleared to land.

There you go, there you go, now slowly ease it up, climb

attitude and back the power off.

Back the power off, back the power off, back the power off.

There you Alright.

Okay, carpete in and go.

I tell him we'll do a full stop.

You've been beat.

Ah, you'll get it.

Okay, power back.

Top of the green arm.

Prop back.

There you go.

Alright, 500 RPM.

Uh, tower 2493 Quebec, we'd like a full stop descent.

Cessna 903 Quebec, roger.

Pan Am 423, channel tower at 3 miles, circle north, right traffic runway 22R.

903 Quebec, runway 22L, cleared to land.

Cleared to land 22L, 903 Quebec.

Harcher 1F,

taxi to the ramp, monitor ground, have a good day.

To the ramp, monitor ground, thanks for your help, I appreciate it, 1F.

Did he clear us to land?

I thought he did.

Yeah, he did.

Enter Tower, 9444, verify clear to land 22L, right.

4 0 4 4, affirmative.

7 0 9 0 3, Quebec, say again.

Uh, verify 22 left, clear to land.

7 0 9 0 3, Quebec, affirmative, runway 22 left, clear to land.

22 left, clear to land.

Yeah, you called it back.

Yeah, I just, I couldn't remember.

I didn't want to, I just wanted to make sure.

It's hot.

Yeah.

Okay, flaps full.

There you go.

Look at the end of the runway, power back trim, power back trim, hold that nose up.

And you gotta get the power back 'cause we're light.

It's got enough power.

We'll just fly.

Watch that nose wheel.

Hold that nose up.

There you go.

Hold it up.

Hold it up.

Hold it up.

Hold my power helicopter.

2 0 4 3 0.

Number one four bravo departure at he.

There you go.

Power pad one's the planes on control.

Ben tan your feet on the brake helicopter.

2 0 4 3 0.

Channel tower at the helipad clear for takeoff.

Cleared for takeoff, 430.

Did

Bonanza

3270R, Channel Tower, fly runway heading, runway 22R, cleared for takeoff.

Pan Am 423, start your circle.

Cessna 903 Quebec, hold short of

runway 22R, remain in this frequency.

Hold short of 22R and remain in this frequency, 903 Quebec.

9 3, Quebec, cross runway 22R, taxi to the ramp, monitor ground.

Cross 22R, and we'll monitor ground, 9 3, Quebec.

Wraps up, transponder standby, car heat off.

Yeah, there's an I gotta call him on that, that's, that's getting really Yeah,

and I'm gonna taxi on Cananda

70R, traffic ahead to your right about 1 mile and circ, 1 mile, circling

off the approaches of Cherokee.

And ground 9 3, Quebec's with you.

Swiss 9 3, Quebec roger.

We could go hard left here.

Okay.

Well, that should do it for today's flight as usual.

I love hearing from you guys, so reach out and let me know what you're

doing or hoping to do in aviation.

You can reach me at bill at student pilot, cast.com.

Or like I said before, the contact form on the website,

which is at student pilot cast.

Dot com.

So I wasn't done yet.

Of course, with the high-performance endorsement or the checkouts in the 182.

That would take a couple more flights, but I was on my way and I was doing

the 1 72 checkout at the same time.

Like I said, I, I think to get transitioned into all three airplanes and

get the endorsement, it was like, Five or six total flights, something like that.

So I'll definitely bring you the next 182 transition flights in the future.

It was.

Super fun to be getting some training and experience in a new

to me type or types in this case.

And I was already beginning my love affair with the venerable Cessna

182, which lasts to this day.

It's one of my favorite overall GA airplanes for its low cost of

operations and its capabilities.

Joining this club and getting access to some wonderful airplanes was going

to open up this whole new world to me.

Where I could really start learning.

How to be a real GA pilot.