Shared flights taken by Pascal Duchemin

10/27/2018 - N398ES (Logged Time: 1.20)
C-172 R, Cessna Skyhawk ASEL
KCCR KTCY KCCR
Flight following - fly close to mount Diablo -------------- Weather was calm in the valley. I decided to head East to Tracy and check out their downtown by bike after landing there. Ground was quite busy, it took me a few mn to get clearance to taxi to 19. When up in the air, I went up to 3500 feet and flew east of Mount Diablo. I could not get good comms with Norcal Approach until I passed most of Mount Diablo. I was handed ti 125.1 pretty much right away. An Helicopter got in the pattern before me doing a touch and go. I realized that meant for him to land on the runway numbers and take off again. After an uneventful landing, I biked to downtown Tracy to check out their Saturday morning farmer's market. This was just a quick 20 mn bike ride.I got a flat tire (on my bike), the folks at skyview aviation were cool enough to let me use their air compressor to add some air. I took back off runway 30 on a straight in departure and talked to Norcal up until arriving in CCR. My Garmin GPS was acting up. Basically the VFR chart would not show up/render. I realized this was due to an update they had released that required redownloading all the chart. Fortunately I had a chart on paper anyways.
10/14/2018 - N398ES (Logged Time: 1.10)
C-172 R, Cessna Skyhawk ASEL
KCCR KCCR
Bay tour - Go around O88 ---------- When preparing the flight in the morning, I was aiming to go to Half moon bay. At the time, the metar was calling out sky clear. Unfortunately this was an hour and a half prior to take off and there is no TAF for that airport (SFO was calling sky clear the whole morning). When I go closer to Berkeley, I quickly realized that a coastal layer of cloud was all over and I wouldn't be able to reach my destination. I flew a few 360 over San Francisco and since I had the plane reserved for a little longer, I decided to head to Rio Vista (O88). After a quick 20mn flight, I called CTAF for traffic advisories and no-one responded. The AWOS was announcing wind 133 @4 (well, at least, that's what I heard/understood). when calling out entering left downwind for runway 15, someone on the ground warned me that I was going to land with a tailwind. I announced then that I would land on the opposite runway (33). I did a few steep turns in order to enter base for 33 but unfortunately was too high and too fast. I could have done a full stop on 33 but probably not a touch and goes, I decided to go around. During that time, 3 other traffics were inbound and were aiming for runway 25 (longer runway, and actually the better choice due to the low winds). I exited the pattern and got back to KCCR. Some lessons to learn. Continuously check the weather when going to an airport on the coast. If deciding to go to an alternate/non-planned airport, pay more attention of what are the right runways to choose; even if it requires doing a couple 360 before getting closer to that airport in order to get additional information.
9/29/2018 - N398ES (Logged Time: 1.90)
C-172 R, Cessna Skyhawk ASEL
KCCR KPVF KCCR
Flight following 1500' AGL. ----------------- I took off from runway 19 on a calm but cloudy day. My destination, placerville. Knowing that clouds would be over the valley, I either has a choice of going under or below. I chose 1500 get on flight following assuming that if clouds would get lower, I would find a way to go above or if things got worst there were plenty of airports on the way. The flight all the way to the Sierras was pretty uneventful, since I was flying low, I worked on my pilotage skills and tried to navigate based on ground references. The arrival at placerville was pretty cool. The step is on the top of a hill, so about 5 miles out I was pretty much at the same altitude as the actual field. A couple traffics were on there we way in, but I entered in the pattern number one. After landing, I biked down the hill to the historical Downtown. After an hour and a half, I took off again. Noise abatement procedures call out for an immediate 10 degrees left turn, then I went straight out and ask for 2500 flight following since the cloud ceiling had increased. On arrival at Concord, there was another airplane arriving pretty much at the same time as me. Controller asked me to extend my base to the right ( landing runway was 19L ). I actually didn't understand the call until after, so made a right turn ( should I made a left turn ). Fortunately, the traffic was already easy passed and below me and got changed to 19R. Landing was uneventful.
9/15/2018 - N398ES (Logged Time: 1.40)
C-172 R, Cessna Skyhawk ASEL
KCCR KOAK KCCR
Practice stalls, turns, emg landing - bay tour
8/19/2018 - N398ES (Logged Time: 1.40)
C-172 R, Cessna Skyhawk ASEL
KCCR KCCR
Flight in smoke - Bay tour ------------ Fires were still ongoing in the north but cloud coverage in the airport was clear. A friend and I took off runway 32R. After reaching about 600 feet, visibility was lowered. We flew over the carquinbz bridge and realized that there was still a marine layer by the coast ( we were trying to do a bay tour). We reach Sausalito and basically could not see the ground. A tour seaplane flew under us coming under the cloud layer and was heading north. I went ahead and followed the plane a little and flew towards point Reyes. Marin layer was quite significant there too. We headed back to KCCR, virility at the airport and the area in general was 7 miles. We were requested to go for a left downwind for runway 32L. After one of the plane doing pattern work on 32R was done, we were switched to 32R.
7/22/2018 - N9559D (Logged Time: 1.70)
C-172 R, Cessna Skyhawk ASEL
KCCR O61 KCCR
Flight following - Short landing ----------------------
6/24/2018 - N9559D (Logged Time: 1.30)
C-172 R, Cessna Skyhawk ASEL
KCCR 2O3 KCCR
Flight following - Xwind landing 2O3 ---------------- I left out of runway 32R and climbed to 2500 on my way to Angwin Parrett. I contacted Travis app for flight following. When getting closer to Napa airspace, I asked if I was clear into it, which the controller told me I was not. I climbed by a couple hundred feets. When I started flying in between the Napa area hills, the controller told me to sqwak VFR. There was no AWOS at Angwin, after flying over the field, I saw that runway 16 was the ideal runway (but wih a fairly decent Xwind). When on short final with 30 degrees flaps, I realized that it might have had been better to have 20 degrees. I did not want to change my configuration so close to the ground. Even though the runway was just 3200, I had enough room to complete my landing safely. A few bumps occurred when fairly closed to the ground, due to the airport being at the top of a hill with trees all around. This was a great landing, but I made it down OK. I had brought a folding back with me, so took the opportunity to visit the campus that was down the hill. After abou an hour, I came back to the airport. There are no taxiways, so I backed taxied all the way to runway 16. The flight back at 3500 was quite uneventful
6/10/2018 - N398ES (Logged Time: 2.50)
C-172 R, Cessna Skyhawk ASEL
KCCR KMPI KCCR
Flight following - Sight seeing East of KMPI ----------------- A friend and I took off to the east for a flight to the Sierras. Right after leaving KCCR tower, I reached out to Travis approach who basically told me they could not get me VFR flight following and to call Norcal on a specific frequency.. For some reason the radio quality was quite bad, they could hear me but I could not hear them. A Southwest airline flight which was above us was able to relay the Sqwak information and better frequency. The flight through the valley was pretty uneventful. After almost an hour flight, we reached out the Sierras. I decided to fly over the Mariposa airport and get closer to Yosemite. The mountains/hills were getting taller and taller, so could not get too much east of the airport. I did a 180 back to the airport and made sure that a couple delta planes on the opposite side of the pattern were not in my way. The landing was pretty enjoyable from a scenery perspective. There wasn't much going on at the airport, we headed out back west. I chose 2500 feet at first, but it was quite bumpy. After a climb to 4500 feet, things were much more stable/calm.
6/2/2018 - N398ES (Logged Time: 1.40)
C-172 R, Cessna Skyhawk ASEL
KCCR KOAK 0Q3 KCCR
Touch and go KOAK, flight following, Bay tour ---------------- I took of with a friend out for Oakland first. I had spoken to an instructor before end to check how I could VFR flight following from Oakland before landing there. Basically when contacting OAK tower I would say, "inbound for touch and go, Flight following bay tour on the go". After a uneventful touch and go in OAK, we headed north over downtown oakland, the golden gat bridge and then following the north peninsula to Sonoma 0Q3. A biplane was coming back from a bay tour. He was landing on the perpendicular short runway (from the one I was planning on landing. So I let him touch down and taxi first. The landing in 0Q3 was a little more challenging due to Xwind. We met a pilot in one of the hangar explaining us about a couple warbirds that were hangared next to his. Looks like you could go on a flight with those but at a hephty price ($2000 an hour). We took off back again towards KCCR and landed safely after a 15mn flight from 0Q3
5/27/2018 - N98436 (Logged Time: 1.70)
C-172 R, Cessna Skyhawk ASEL
KCCR O88 KLVK KCCR
Stalls - Steep turns - Emergency landing - turn around point -------------- After over a month without flying due to family matters (newborn), I decided to practice some maneuvers and airport work. I first headed to the practice area to execute 3 power off stalls and a few steep turns. After an emergency landing exercise, I did a few turn around a point. I realized that below 600 feet Travis approach could not "see" me anymore and would make the usual call letting me know I am not on their radar. I flew out to Rio Vista (O88) for a full stop. Regrouped myself and took off again for VFR to Livermore. KLVK was really busy, to the point that I even heard a traffic cancelling his approach due to the various delays caused by a bunch of other traffics coming in. Tower controller had me extend my downwind to about 5 miles and finally had me turn base/final. The trip back to KCCR was uneventful
4/8/2018 - N398ES (Logged Time: 1.40)
C-172 R, Cessna Skyhawk ASEL
KCCR KEDU KVCB KCCR
T/G short approach. Flight following --------------- I took off from KCCR towards KEDUI climbed up to 3500' which put me above Travis AFB's Class D airspace. Flight following controller still asked me deviate from flying over the AFB runway. There was another traffic in the KEDU pattern doing touch and goes. I entered the pattern and did 3 touch and goes. The other pilot in the pattern informed me before my second T/G that someone was walking close to the runway. I paid extra attention and indeed saw someone with a couple large dogs (on leach) about 20 feet from the runway 3/4 of the way. By the time I got to that person level, I was already up in the air.. I left the pattern and flew towards KVCB. and did a full stop. Stopped by at the mall next to the field for ice cream and came back to the airport. While preflying the plane I saw 4 aircraft flying together and land on the runway fairly close to each others. I took off from runway 2 and headed back to KCCR. It got a little bumpy on the way back, I just managed by slowing the plane a little.
3/4/2018 - N9559D (Logged Time: 1.50)
C-172 R, Cessna Skyhawk ASEL
KCCR O88 KCCR
BFR ------------- I was due for my BFR on March 2018. After spending a couple hours doing ground review with my instructor, we took off towards the practice area. Since I had been flying quite a bit with my instructor, we focused primarily on things which I would not practice on usually. After a couple steep turns, I did a turning power off stall to the left. Then did a few power on turning stalls, these are the ones I usually dread the most due to to high attitude experienced. It would take me a little while to stall the plane, just not pulling hard enough on the yoke, but after 2 or 3 tries I think I got it. We were close to O88 (Rio Vista) when we practice the simulated engine failure. I decided to land on runway 25 even though the winds were more favorable for runway 33. The main reason was that the winds were only called at 7 knots and runware 25 is longer than 33. We practiced a method that my instructor had just showed me while doing ground review, which was to enter the opposite end of the beginning of the downwind leg (think crosswind) at 2000 ft above field alitude. We took off again towards the western side of the practice area and practiced another simulated engine failure. This time over a random field. Well the field wasn't that random, I picked one that looked long and appropriate and noticed a group of animals. We assumed these were sheeps or cows. However, when around 200ft above the ground and on final, we realized these were deers who look quite surprise to see a plane coming towards them. The expression deers in the headlight applied here, these guys barely moved and kept stearing. After climbing back up, we practice a few "turn around a point" maneuvers and headed back to Concord. Checkride Passed !
2/24/2018 - N398ES (Logged Time: 1.70)
C-172 R, Cessna Skyhawk ASEL
KCCR KSTS KCCR
Flight Following - scattered 4000' - -RA - landing CCR 260@16 G22 ----------------------- TAF was forcasting fairly low winds but scattered clouds at 4000 to 6000. My wife and I headed out to the north west and got contacted Travis approach for flight following. About half way, I could hear the ARIS for KSTS announcing sky clear. Our path was supposed to go over hills that were 2500 feet high, but I could see clouds in front of us around 4000. There were 2 options, fly though the valley and avoid the peaks or fly above the clouds. Even though the ATIS seemed OK at the destination, I still decided to deviate and fly through the valley. Oakland Center announced that there was a traffic right below me which he was not talking to. My wife spotted a helicopter for a few seconds, we stayed above it until cleared by approach to resume our descent. At the airport (which had airlines terminal for Alaska, United and AA) we had lunch. During that time a small storm passed through, we had to wait for that to be over. Radar showed that the storm was going east south East. Our way back was south east. I decided to take off shortly after knowing that I could avoid the storm from the west if needed. Shortly after take off, I could see the lilght rain spot (still good enough visbility and high enough clouds). I flew in between those rain spots but still got a little rain. I realized that I was still being deviated a little too much west and decided to head straight east an fly from a valley to another one. Our alititude being 1500, I and our path going through the Napa Class D airspace, I called out Oakland Center to confirm that I was cleared through calls D. My understanding was that if the controller does not say anything, in theory, I am clear to the transient airspace. Unfortunately the controller did not answer, I kept going until less than a mile from CLass D Napa when I heard the controller saying that I wasn't clear through it. I went around it and flew to KCCR. By the time I arrive, the ATIS announced winds 260@16 with Gust 22, that is basically just around the crosswind limits. I was given runway 32R, which is the shorter runway, and parallel traffic landing at the same time. I purposely did an "arc" approach instead of the rectangle one in order to not get pushed too much towards the parallel runway. Landing was a little challenging, but uneventful.
2/11/2018 - N138ME (Logged Time: 1.00)
C-172 S, Cessna Skyhawk SP ASEL
KCCR KCCR
steep turns - stalls - emergency. ldg rway 19 with wind 180@15 G22 --------------- I was planning on flying to Sonoma with a couple passengers. However in the morning, even though the forecast for the outgoing trip was good, the return trip would have been risky for landing back to KCCR. Forecast was giving 60 degrees crosswind at 16 which basically are the limits for the Cessna 172S (no more than 15kt crosswind component). I decided to call out the trip to Sonoma but went to do some maneuvers in the practice area by myself. I practiced a few steep turns and power off stalls at 3500 feet but kept monitoring the ATIS in KCCR and AWOS in O88 (Rio vista). I could hear the winds starting to pick up with almost no crosswind though. I decided to head back and got clear for runway 19L straight in. Wind picked up again and even though the ATIS announced 180@16, the controller gave me 180@ 16 gust 22. He switched me to 19R (which is a wider and longer runway) probably because of these winds. When reaching 2000 feet I could really feel the bumps and wind sheer from the gusting wind. I decided to land with 20 degrees of flaps which dramatically helped. Final phases of landing ended up being uneventful. While taxiing back, I could hear various planes on the ground asking the winds to the controller, these had picked up to 19kt with gust 24. I was glad I decided to come back. A couple hours after, I checked the METAR, winds had shift to 60 degrees crosswind with 20knots, I would not have been able to land with these.
1/27/2018 - N211TD (Logged Time: 0.70)
C-172 S, Cessna Skyhawk SP ASEL
KCCR KOAK KCCR
Class C OAK landing wihtout asking flight following before. Downtown Oakland. -------------- My wife and I took off from runway 19L on the way to KOAK. At around 1500 feet and out of Class D, I could not pick up Norcal Approach neither on 127.0 or 125.35. I finally managed to get heard on 127.0, but the controller asked me to switch to 120.9. At that point I was probably 15 miles from the airport. Controller basically asked me to switch straight to tower and I did not have to ask flight following. After getting the ATIS, I made my call 1 mile from the mormon temple. I was given a sqwak and instructed to enter a right downwind for 28R. A plane was just taking off from runway 30 and flew just under us (maybe 400 feet below), controller had us tracked the whole time, so things were safe. I got cleared to land for 28R, then due to another traffic coming , got asked to switch to 28L and short approach. Half a minute later due to another traffic, I was asked to go back to 28R and landed. We taxied back on taxiway C and asked VFR for bay tour. After taking off we were asked to follow the freeway. We were able to take a few picture of downtown Oakland and headed out to the Golden Gate fields. I informed Norcal that we were heading back to KCCR. About 15 miles from KCCR we were asked to sqwak VFR. I made my call to KCCR tower but mistakenly said I was coming from the south east instead of south west. Controller could see me on the radar already and probably readlized that I made the wrond call. He had me ident and call me out south west. I was at first number 2 to land on 19R but a fast piper warrior was already 5 miles out lined up on 19R, I got switch to number 3 and asked to extent my downwind, which forced me to fly over a factory with tall cheminee. From experience I knew that even though we might not see smoke, we would feel some bump due to hot air rising (which we did feel). After passing the warrior, we turne base and final for an unenventful landing.
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