Still a pilot

Long time no write.

What can I say? I'm still an EASA certified pilot. I still have my medical. I still have my Single Engine Piston, Multi Engine Piston and Multi Engine Instrument Rating qualifications.

Money and life options stopped me from continuing flying the beloved Piper Cherokee Arrow 200 and so I went back to the good old Cessna 152. However, my last flight was about two weeks ago to revalidate my ME/IR on a Gulfstream American GA-7 Cougar.

This is a nice piece of equipment. Double 160 HP normal aspirated powerplant, light weight and good handling characteristics. Undoubtedly more stable than the PA34 Piper Seneca. Also it has good avionics that include a GPS.

We flew from Cascais to Montijo airbase to perform an ILS approach in single engine configuration followed by a go around. After that, we proceeded to Santarém for refueling. After refueling, we headed back to Cascais via Ericeira. After Cabo da Roca we entered an 8 DME arc to perform a VOR/DME approach for runway 35 at Cascais.

It was my first experience flying this type of aircraft but it went smoothly. I've remarked that the normal straight and level flight attitude gives me a better viewing area to the outside world (compared to other equivalent aircraft), which is really pleasant. The attitude at approach speed is also good.

This next two months will be challenging as I'm starting the Airbus A320 type rating course at Air France. I've already been in the simulator once for a pre-course assessment and it was great fun. I now have 7 weeks of hard study ahead of me that will end with a flight on the real thing for some touch and go's.

See you guys in Paris!

Short ride

PA-28R-200

Crew: 2

Pax: 1

Back on my favorite flying machine, the Piper Cherokee Arrow.

You look from the side at this aircraft staying on the ground and it almost begs you to go fly. I think the name "Arrow" fits it perfectly. It has been almost two months since the last flight.

Light turbulence and northerly winds. Typical scenario at Cascais.

I flew to Santa Cruz for a short ride. Clear skies and rough air as we went airborne to Cabo da Roca. Things got smoother once over the water.

It was my first landing at Santa Cruz with this aircraft. Gusty winds, flaps 25, 85 mph, in control. Nice touch down followed by slight braking.

One more successful ride.

Life on the ground continues...

Skyhawk

Cessna 172R

Crew: 4

We went flying today.

Plan was: Gustavo would be flying to Badajoz for instrument rating revalidation. António would fly from Badajoz to Coimbra and I would be flying from Coimbra back to Cascais. None of the three had recent experience in type so we took advantage of having a flight instructor on board.

The guys at Cascais Tower delayed our IFR departure clearance until we were holding short at runway 35.

1130 utc...

"After departure, turn left to intercept radial 239 outbound of CAS climbing to 3000ft".

Soon after that we were cleared for takeoff.

Having flown the Cherokee Arrow for the last few months, it felt like we were performing a reduced power takeoff. The 160hp powered IO-360-L2A with fixed pitch propeller dragged our 172 along the runway and, at 55 knots, the aircraft started to pitch up slowly by itself as the wheels smoothly left the ground.

It's been a while since I have flown fixed pitch propeller aircraft. It was more than a year ago.

This time, however, I accepted Gustavo's suggestion to give the 172 a second chance.

I don't feel really comfortable flying this aircraft. The pilot's seat doesn't have enough forward travelling range, the cockpit panel is too high for my height and I have to fully stretch my legs to use the rudder pedals. The sun visors also aren't of much help, of course.

Although feeling a bit uncomfortable, I still enjoy flying this thing. This particular aircraft has good soundproofing interiors and nice avionics which include a GPS unit with an airport and navaid database. It's main limitation is still the performance.

There we were slowly climbing FL070 on radial 239 outbound and were cleared to turn left direct to CP NDB once above 3000ft. This whole thing took us about 25min...

Badajoz had forced our flight plan arrival route via CCS VOR and we were a bit unhappy about that. CCS is approximately 40nm northeast of Badajoz and represented around 60nm added distance to our original plan. At top cruise descent speed it means 30min extra flight time in this aircraft.

1155 utc...

The nice guys at Lisboa Control give us good news as we overfly the Tejo river and the beautiful sights around it:

"Fly direct Badajoz FL070"

Sounds like music to our hears. All happy faces behind the cockpit :)

We were getting 108kt ground speed en route to Badajoz. Mixture leaned according to the manual and showing around 9 us gallons per hour fuel consumption at 2300 rpm. Oil temperature and pressure on green, vacuum indicator on green and ammeter showing no battery discharge. No one can be told how good it feels to be up there. You have to see it for yourself.

22nm from Badajoz...

"We're ready to start descent"

The spanish controllers aren't exactly the most fluent english speakers out there and I would say we had a 1:3 "say again" to spannish-controller-instruction ratio.

Badajoz serves both civilian and military aircraft and the runway is really big for the little Cessna. Gustavo barely touched the brakes after landing on runway 31 as our apron's exit was still more than 1km ahead.

Mental note #1: Bring cash to pay for Avgas 100LL at Badajoz.

Mental note #2: Bring food.

After paying for our fuel in cash and starving a little more while filling the flight plan to Coimbra we went through the security checks and took off direct to our next destination.

We flew inbound NSA (Nisa VOR) at FL070 and then direct to Coimbra following a GPS direct track. Very peaceful (and slow!) flight. We landed on runway 34, requiring only a small deviation from our ground track.

1600 utc...

Lunch time. Had some bread with ham and some drinks. After Badajoz, Coimbra looks like home. We took a break to talk to other pilots and spot some aircraft on the ground.

I flew the last leg from there to Cascais. Visual flight at FL050 via Ericeira and Cabo da Roca.

Landing by the sunset ... smooth :)

Avoiding the clouds

PA-28R-200

Crew: 2

Pax: 1

Even with a forecast of low scattered and broken clouds, it was a "go" decision.

Weather has been nasty for one week now. Thunderstorms, rain, gusty winds, you name it. Today, however, things were getting a little better. No TS, RA or CB present in available TAFs. Less BKN and more SCT cloud coverage inspired us to fill out our flight plans to Portimão and back to Cascais.

It was a really nice flight. I flew the southbound leg under the mighty cumulus that started to appear after Setubal. The big dark chunks of water droplets refused to allow the sun light to pass through and we even got some light rain near Sines. Sometimes, however, beautiful sun rays ventured between the clouds offering us such an amazing display. Showing enough respect for the cumulus, I didn't dare to climb on top. Visibility was very good from where we stood and we didn't have to dodge clouds so I decided to maintain 3000ft.

CS-AZB, a C152, had departed 5 minutes ahead of us following our same route so we knew our Arrow would eventually catch the smaller and slower flying aircraft enroute. It happened between Lagoa de Albufeira and Setubal. Lisboa approach was getting a little nervous giving us regular traffic advisories but it was Ana, our only passenger in the back, that first spotted the little blue airplane.

In about 1h05 we were flying overhead the field at Portimão. Light winds from the West gave us runway 29 for landing. We were joining left circuit for full stop landing while another aircraft was climbing over us to FL140 for some skydiving fun. Never got why those guys want to jump off a flying airplane anyway...

Brakes, undercarriage, propeller, fuel, flaps ... checked. No electrical trim working for us today, had to use the wheel. Landing light was out too. The Arrow was now passing over the tree tops at 90 mph while I pulled back the throttle gently to idle over the hill just before threshold. Slight pitch down towards the runway to descent at 85 mph and then flare. Nice and soft touchdown. Got this one right :)

Gustavo has flown the return leg. The deviation card came off the compass at brake release for takeoff. You have to fear the mighty Lycoming IO-360 at full throttle. Steady climb to 2000ft direct Sagres. The sight was really nice as the sun was starting to come down and painted the landscape in yellow tones. After Sagres and with a slightly clearer sky, we asked for FL065 northbound along the coast line. At cruise altitude, we were getting -2 degrees Celsius outside and had to use the potentially dangerous cabin heater. I have to buy one of those carbon monoxide detectors.

We were now over the scattered cumulus at 125kt ground speed. Fuel pressure on green, fuel quantity checked, ammeter charging, oil pressure is good, oil temperature is good, life is good.

After Sines we flew direct to Espichel and then to Cascais. We ended up landing smoothly with the runway lights on shortly before sunset. Someone up there certainly loves us.

Waiting for the next flight...