Commercial Pilot Privileges Added

     It was somewhat of a bittersweet day with the replacement of my private pilot certificate with a commercial pilot certificate. Over the course of the six years I have been flying under the private certificate and everything has been under the umbrella of the privileges and limitations of that certificate. Things added along the way included a high performance endorsement, complex endorsement, and even the instrument rating. None of these change the fact that the certificate is still a private category. The passing of today's check-ride signaled things were a little different now however.

The training for this check-ride has been a drawn out process that really started late in the Summer of 2014. Brandon at Ayers Aviation finished up the training I needed and helped prepare me for the oral exam portion of the exam.

I have only been flying the Bonanza for a year and have gotten somewhat familiar with getting acceptable performance out of it, especially when compared to prior aircraft that I had flown. The transition training I took to meet the insurance requirements wasn't aimed at becoming an expert in the airplane, but rather to be safe and familiar with the systems. Most of my experience flying this beautiful Beechcraft product since then has been on long cross-country flights where you rarely see the edges of the performance envelope. It was great to get to use this airplane for the training required for the commercial certificate.

I learned so much about getting the absolute most out of the airplane. I was in the airplane multiple times every week and we grew close as I learned the little nuances it had. It would remind me of times I was feeding it too much fuel as we had climbed thousands of feet doing chandelles or that I had left the cowl flaps open while spiraling back down with the engine at idle. It treated me well and was patient with me. It is a sweetheart of a machine and will open its pipes and scream when the throttle gets thrown forward.

It was an adventure worth remembering in an airplane I enjoy flying each time out.

Thanks Bo

IFR with the Best Friend

N149G Instrument Panel En-Route

Today was a great day to get out and get some actual instrument! Just after lunch Glyn and I found a destination that had current and forecast weather that was within our personal minimums. He got the briefing and filed the flight plan as I made the drive to the airport. Glyn would be flying the first leg from the Denton Airport (KDTO) to the McAlester Airport (KMLC) from the left seat. I would then fly the return leg back to Denton. Upon arrival at the hangar we loaded the plane in the rain started our journey for the day. During both legs of the flight we would be working as a team to reduce workload and provide for a much safer flight in instrument conditions. It was nice to be one of only two aircraft at the airport that were flying. On a normal day the pattern is full of 152s, 172s doing practice approaches, Senecas, and at least two helicopters doing either instrument approaches or in their pattern.

KDTO-KMLC

RNAV (GPS) RWY 2 at KMLC

While Glyn taxied out I worked the radios and requested IFR clearance to the McAlester Airport. I received the clearance and it was just as he had filed. "N149G cleared to the McAlester Airport via radar vectors Texoma Three departure-McAlester Transition, direct. On departure turn left heading three four zero, climb and maintain two thousand, expect five thousand one zero minutes after departure, departure frequency one-one-eight point one, squawk five two one five". With everything loaded up in the navigator, off we went. Just after passing the departure end of the runway we found the broken layer and broke out of it briefly before entering the overcast layer. Nearing McAlester we requested to fly direct to AHAMU, for the RNAV (GPS) RWY 2 approach at McAlester. Not long after we were cleared for the approach. Glyn did an excellent job hand-flying the approach and soon we were on the ground and taxiing to the terminal.

N149G on the Ramp at KMLC

KMLC-KDTO

RNAV (GPS) RWY 36 at KDTO

We relaxed in the terminal long enough to file our return flight plan and relieve internal pressures. We loaded back up and taxied out to depart on runway two for the return flight to Denton. Exercising some CRM, Glyn contacted McAlester FSS via the RCO (Remote Communications Outlet) while I taxied and got our clearance with a void time of ten minutes. We were cleared "via Mcalester-Sasie Four arrival" with no restrictions to our cruise altitude of six thousand feet. RCO frequencies can be found in the Airport/Facility Directory for the airport you are at. It was nice to have the RCO there and prevented us from having to obtain the clearance via other methods. Glyn loaded everything in the navigator and briefed me on the clearance he had received from the FSS, making sure to note important items. A few miles north of the airport we returned to instrument conditions and would see much of the same for the rest of the flight.

Upon arrival back to the Dallas/Ft. Worth area were advised by ATC to expect the RNAV (GPS) RWY 36 approach at Denton. We loaded the approach into the GTN750 and were soon assigned radar vectors to put us on the final approach course. After the initial heading assignment and descent the autopilot was disengaged and hand flown. One of the challenges as instrument pilots is maintain our proficiency. It can often be tempting to utilize automation at all times, but our skills suffer when this happens. The best way is to get out in real-world conditions and hand fly the aircraft. This was the main objective of today's flying and we had a blast doing just that!