So anyway, there I was on FAM1 in the P3 RAG...
After a 4 and a half hour preflight this morning (brief at 0500, take off scheduled for 0730, we finally got cleared by maintenance and had a plane side brief at 0940). With a hydraulic leak in the bomb bay, an ICS malf in the FE's smoke mask (both fixed by the shooters) we then at the hold short had an ENGINE ANTI ICE LIGHT that remained on after the FE's icing checks on the #3 engine and a #2 EDC LOW PRESS light, great "real" training that we (cough, ok the FE and the instructor) cleared up at the hold short, but why did it have to happen on FAM1? Gotta love those systems and lights questions... not like I have anything else to think about, and if asked couldn't probably tell you my last name...
Somehow I ended up in the Pilot's seat today, with Matt my FAM partner sitting behind me on the jump seat. Since we lost time waiting to get the plane fixed, we were just going to do a tower to tower from NAS Jax to Cecil Field at 1,500', go from runway 27 to Cecil's runway 27, and skip the highwork.
Taxiing the plane with nose wheel steering was no where near as difficult as it seemed in the SIM trainer, though at first I could have sworn even with going down the yellow taxi lines that we would hit another P3! Used #2 engine which was in normal rpm to control taxi speed outside the line, but while going down to the hold short, got a little too abrupt with reverse on all 4 engines, watch those TIT limits, and lead with #2! Also, a bunch of little rises and valleys so to speak in the tarmac, so it was a constantly adjusting thing to keep the speed going up a little hill, down the other side to keep the plane moving or not moving too fast.
Got cleared to take the active, and focused on the takeoff. Got a quick brief in the ear from the FE asking me to try and not "death grip" the power levers so he could set assigned TIT for the takeoff, in restrospect, I hope I was able to do that! Takeoff roll was a lot faster than I expected, a real kick in the pants as the P3 accelerated down the runway, and before I knew it we were at 80 knots (umm, hand off nosewheel steering please..), but easy to maintain centerline, once again not like the SIM. Before you know it we are past refusal and at rotate, eased her off the deck and bam, flying again after a 5 month hiatus. Speed rises quickly (not like the Piper Warrior I have been flying lately...) after the gear came up, kept the approach flaps, reset power for 2500 shp in the climb to 1500', then to 1200 shp for the transit over to Cecil so I would stay at 160 and not scorch past 190 with the approach flaps down. Set Condition IV, climb checklist please...
The IP took over and took a couple turns in the pattern to show us how its done. Then before I knew it, it was my turn when he gave me the controls on downwind. Spit out my touch and go brief, surprised that a small portion of my brain is still functioning, and went through the procedures. Spinner on the runway, on alt, on airspeed, gear down landing checklist abeam my landing point, and I set my 800 shp, turn at 30 AOB (damnit 25 or less just didn't work all day), and surer than shit, those numbers, especially the 800 shp off the 180 worked for me all day. A little bit of trim, and the VSI is pegged at a 5-600 fpm descent. Constantly hit the 90 on alt and airspeed, wings level on final, tweak a 100 shaft off and you are money! I thought things would be happening quicker, and based on my 30+ SIM crashes that she would be a bear to get on centerline. Not the case at all. Reviewed complete, on final, land flaps, 3 spins of trim, nose on the numbers, power, nose, power, nose, flare and bam, I am landing a P3 on my first try! Got a little squirrelly the first time with the the touch and go power addition, but stayed on centerline, rotate and back up again.
Good stuff, and a lot better than the SIM. And those gouge power numbers, especially the 800 shaft off the 180 work wonders for making the rest of the pattern to landing easy. Did ~12 touch and goes and had two waveoffs where I flared a little too much and she pops right up, but man when you cob on power "set 3500 shp!" she instantly responds and you are climbing.
We went from there to the Delta pattern at 2k, and set up an orbit around the field. While in a left hand climb up to 2000 turning back to the east, I look out the right window across the flight station and catch a single engine Piper coming across us, turn and climb to avoid, and watch him whip by just barely ahead and beneath us by ~500 feet (almost close enough to read the side number if I had had more time), no warning from tower or anything, wonder if he ever even saw us, and if he got a big look at our belly and pissed his pants. We then conducted the NTS checks, and loitered the number #1 engine. Pretty kewl to see that engine shut down out there, fed in some rudder and set the trim, and damnit, the manual IS right, and you can control the plane with only 3 engines!
Restarted number 1, and had a simulated gear emergency. Broke out NATOPs and stepped through the procedures. Did a seat swap and Matt took over, while the FE took me back aft to show me what he and Matt were doing to lower the gear earlier. Felt a thump in the plane, heard a call over the PA to get back up to the flight station as the FE tugs on my harness. Go back up to the flight station, and am told that we hit a bird on the right wing leading edge outboard the #4 engine near the wingtip, during Matt's first 30 seconds at the controls of a P3! We clean up the simulated landing gear emergency, and head back to NAS Jax, with the IP taking back the controls. Landed, and taxied clear, though Matt got in some valuable taxi time for his FAM1, you know just what he waited for all day. Park and shut down, and go out to see the following. All I have to say, there is one less turkey buzzard in North Florida baby!!
Aside from all the "excitement" and waiting to get cleared by maintenance, a great day flying the P3 for the first time. I thought she would be much more ponderous in the air, but from my "vast" 2.3 hours of flight time in the P3 (cough..), she really responded and handled well to control input. On a side note, this is my 3rd bird strike since I began training, each of which happened while I was NOT at the controls, a possible trend? You decide A good day, just hope I don't have to wait too long till the next flight.
<img src="http://www.airwarriors.com/images/p3/t_birdstrike1.jpg" border=0>
http://www.airwarriors.com/images/p3/birdstrike1.jpg
<img src="http://www.airwarriors.com/images/p3/t_birdstrike2.jpg" border=0>
http://www.airwarriors.com/images/p3/birdstrike2.jpg
After a 4 and a half hour preflight this morning (brief at 0500, take off scheduled for 0730, we finally got cleared by maintenance and had a plane side brief at 0940). With a hydraulic leak in the bomb bay, an ICS malf in the FE's smoke mask (both fixed by the shooters) we then at the hold short had an ENGINE ANTI ICE LIGHT that remained on after the FE's icing checks on the #3 engine and a #2 EDC LOW PRESS light, great "real" training that we (cough, ok the FE and the instructor) cleared up at the hold short, but why did it have to happen on FAM1? Gotta love those systems and lights questions... not like I have anything else to think about, and if asked couldn't probably tell you my last name...
Somehow I ended up in the Pilot's seat today, with Matt my FAM partner sitting behind me on the jump seat. Since we lost time waiting to get the plane fixed, we were just going to do a tower to tower from NAS Jax to Cecil Field at 1,500', go from runway 27 to Cecil's runway 27, and skip the highwork.
Taxiing the plane with nose wheel steering was no where near as difficult as it seemed in the SIM trainer, though at first I could have sworn even with going down the yellow taxi lines that we would hit another P3! Used #2 engine which was in normal rpm to control taxi speed outside the line, but while going down to the hold short, got a little too abrupt with reverse on all 4 engines, watch those TIT limits, and lead with #2! Also, a bunch of little rises and valleys so to speak in the tarmac, so it was a constantly adjusting thing to keep the speed going up a little hill, down the other side to keep the plane moving or not moving too fast.
Got cleared to take the active, and focused on the takeoff. Got a quick brief in the ear from the FE asking me to try and not "death grip" the power levers so he could set assigned TIT for the takeoff, in restrospect, I hope I was able to do that! Takeoff roll was a lot faster than I expected, a real kick in the pants as the P3 accelerated down the runway, and before I knew it we were at 80 knots (umm, hand off nosewheel steering please..), but easy to maintain centerline, once again not like the SIM. Before you know it we are past refusal and at rotate, eased her off the deck and bam, flying again after a 5 month hiatus. Speed rises quickly (not like the Piper Warrior I have been flying lately...) after the gear came up, kept the approach flaps, reset power for 2500 shp in the climb to 1500', then to 1200 shp for the transit over to Cecil so I would stay at 160 and not scorch past 190 with the approach flaps down. Set Condition IV, climb checklist please...
The IP took over and took a couple turns in the pattern to show us how its done. Then before I knew it, it was my turn when he gave me the controls on downwind. Spit out my touch and go brief, surprised that a small portion of my brain is still functioning, and went through the procedures. Spinner on the runway, on alt, on airspeed, gear down landing checklist abeam my landing point, and I set my 800 shp, turn at 30 AOB (damnit 25 or less just didn't work all day), and surer than shit, those numbers, especially the 800 shp off the 180 worked for me all day. A little bit of trim, and the VSI is pegged at a 5-600 fpm descent. Constantly hit the 90 on alt and airspeed, wings level on final, tweak a 100 shaft off and you are money! I thought things would be happening quicker, and based on my 30+ SIM crashes that she would be a bear to get on centerline. Not the case at all. Reviewed complete, on final, land flaps, 3 spins of trim, nose on the numbers, power, nose, power, nose, flare and bam, I am landing a P3 on my first try! Got a little squirrelly the first time with the the touch and go power addition, but stayed on centerline, rotate and back up again.
Good stuff, and a lot better than the SIM. And those gouge power numbers, especially the 800 shaft off the 180 work wonders for making the rest of the pattern to landing easy. Did ~12 touch and goes and had two waveoffs where I flared a little too much and she pops right up, but man when you cob on power "set 3500 shp!" she instantly responds and you are climbing.
We went from there to the Delta pattern at 2k, and set up an orbit around the field. While in a left hand climb up to 2000 turning back to the east, I look out the right window across the flight station and catch a single engine Piper coming across us, turn and climb to avoid, and watch him whip by just barely ahead and beneath us by ~500 feet (almost close enough to read the side number if I had had more time), no warning from tower or anything, wonder if he ever even saw us, and if he got a big look at our belly and pissed his pants. We then conducted the NTS checks, and loitered the number #1 engine. Pretty kewl to see that engine shut down out there, fed in some rudder and set the trim, and damnit, the manual IS right, and you can control the plane with only 3 engines!
Restarted number 1, and had a simulated gear emergency. Broke out NATOPs and stepped through the procedures. Did a seat swap and Matt took over, while the FE took me back aft to show me what he and Matt were doing to lower the gear earlier. Felt a thump in the plane, heard a call over the PA to get back up to the flight station as the FE tugs on my harness. Go back up to the flight station, and am told that we hit a bird on the right wing leading edge outboard the #4 engine near the wingtip, during Matt's first 30 seconds at the controls of a P3! We clean up the simulated landing gear emergency, and head back to NAS Jax, with the IP taking back the controls. Landed, and taxied clear, though Matt got in some valuable taxi time for his FAM1, you know just what he waited for all day. Park and shut down, and go out to see the following. All I have to say, there is one less turkey buzzard in North Florida baby!!
Aside from all the "excitement" and waiting to get cleared by maintenance, a great day flying the P3 for the first time. I thought she would be much more ponderous in the air, but from my "vast" 2.3 hours of flight time in the P3 (cough..), she really responded and handled well to control input. On a side note, this is my 3rd bird strike since I began training, each of which happened while I was NOT at the controls, a possible trend? You decide
A good day, just hope I don't have to wait too long till the next flight.<img src="http://www.airwarriors.com/images/p3/t_birdstrike1.jpg" border=0>
http://www.airwarriors.com/images/p3/birdstrike1.jpg
<img src="http://www.airwarriors.com/images/p3/t_birdstrike2.jpg" border=0>
http://www.airwarriors.com/images/p3/birdstrike2.jpg
