Where did you get those Glasses?

Foggles to be exact! Today was back to lessons with my CFI after finishing up my Cross Country work. Weare going to work on Instrument Flight Rules (IFR) . I put in a 1.2 hour IFR lesson today on one of the nicest days to be in the air. I hated to think about limiting my view!

Lets see, vision limiting device - hood - foggles....designer glasses they are not, with that said I had a blast and worked my butt off. My CFI gave me a course and ALT prior to takeoff and then as we were departing the area exchanged control of the airplane followed by me adding the foggles over my glasses. Very strange, but a fun lesson. We went through the basics, turns, decents, climbs working on instrument scan and "gentle" inputs on all controls.

The next stage was "simulated" ATC calls starting with the VFR pilot lost in the clouds and moving forward from that. We simulated vectors back to VFR conditions and communications while concentrating holding tight on my turns and ALT. My CFI threw in tracking the MXE VOR back to the field (N99). I repeated ATC instructions (simulated) dialed in 113.2 on Nav 1 and also set up my #2 for the outbound 54* radial that puts me on a 6 mile to N99. I said as workload permits I am setting up for my outbound leg since I will be looking for the airport when we break out.......he smiled, I think he really liked that.

Just prior to downwind entry he took the airplane while I removed the foggles as instructed. Back on the controls I set up for landing. I ended up doing a misssed first time, poor adjustment to crosswind and to fast, I wasn't happy with my performance. Second time around, turned out enough to slowly come back to centerline and slip my way in. An ok landing with a short back taxi and I was done for the day. I left with the thought of what if I had to go around in those actual conditions and I needed to be on my game ALL the time.

The Added Lesson.....

After my lesson today two men approached my instructor and asked the limits on the aircraft. Take off weight (2450 lbs.), fuel on board and useful load (764 lbs.). My CFI pulls out the ol' POH and quotes the info (I’m thinking are these two guys taking another’s word on the info and fuel on board...ok, I'm confused) Both pilots talk back and forth and I hear well, with our weight (they try doing the math in their head) let's see, my CFI jumps in and says you'll have 120 lbs. for fuel or 20 gallons.

YIKES! These guys are going to New York from N99. I never once heard talk of winds aloft and it was windy today or did I see a flight plan or any calc's (they may have had it but I didn't see it). Well they go back and forth and conclude that they figure the school plane was up for just over three hours so doing landings and pattern work so they figure there is around 13 gallons left. Meanwhile I am giving my CFI a "I'm lost here look" My CFI jumps in and clearly states to them both again that these are the limits, and he strongly recommends NOT exceeding any limits in the POH, or attempting that flight with that amount of fuel......with that we both walked away.

I was amazed, I said what was that all about.....are they nuts or did they have superman tights under those clothes???? They had the fuel truck put 7 gallons in each tank.Winds were 310 to 010 10G16 and a quick plan in my head I figure anywhere from ....I'd say 010* to 080* and 90 miles as a direct route to NY just as a ballpark.I told my CFI that there is no way I take that chance and no way i would depend on ANYONE to answer my questions but me. He told me I learned a valuable lesson today and it was not while I was under the hood in the plane working on IFR lessons.

Passed the Written........

Well after a long weekend with family and a sciatic nerve that had me squirming everytime I sat, laid down or walked, I decided to take the written. I woke up this morning pain free so I thought that was a sign to get my butt going I had no excuse to put it off any longer. Off I went with average test score on Sporty's and Gleim bouncing between 78 and 95 percent. I figured what the heck, I hate tests but I have to do this. Mary reminded me about how well I do in night school and said I would do fine.

I had all my papers and log book in order and cleared away everything but the pencils, paper and diagrams the school provided. I already felt tense! I started rolling through the questions and was up to 35 in no time at all. I thought, could this be? It's seems pretty good, then I hit a mental snag, the CG chart that I was having problems with since I always forgot the formula. I worked through the weights no problem and then drew a blank....duh. I marked that question then came back. I completed all the questions with an hour and fifteen mintes to spare and decided to do the unthinkable. Yes, the guy who ALWAYS preaches do not cahnge your gut answer....went back and changed three or four and of course changed them wrong.

With my test completed and passed I scheduled some flight time with my CFI to knock out the few hours of instrument left on my list. I can't wait until he gets after me for the questions I missed, oh that should be fun .

I returned home and looked up the questions I missed that were listed on the Airmen knowledge test report. I provided the correct answeres and a short explaination to back them up. At least Bill will know I reviewed what I missed and made a serious effort to teach myself for future use. I know that flying is a continued learning curve and to be proficient at it I must continue to push myself to learn and experience more.

I'll update after my lesson Wednesday night.

Long XC In The Books....

What a fantastic day out side!!! Wow, I could not wait to call FSS for the standard briefing. As a follow up to last nights outlook brief, I called to confirm that the big bright yellow thing in the sky was indeed the sun and the dead still calm of no winds was for real. I loaded up the SUV and headed to the airport without even making a stop for water.

My CFI was at the door bright and early to review my flight plan and give me his "blessing". I provided both briefings and we discussed them followed by my thoughts on the flight plan. I gave him the what if I don't get FF from PHL and what I would do (chug along at 2800 until clear of ILG and outter ring of class B from PHL,then climb to 4500). We also discusseed the Nuclear power plant and he asked about restrictions with my response being "who wants to loiter there, I'm headed south". I also described my plan for Dover AFB just heading south and to the west of the city which is outside the DAFB class D. I also mentioned that there is no TFR for the C-5 recovery operation in effect so I'm good to go. In my discussion with pilots around Dover I have learned that 4500 is a good ALT. to avoid C-5's who are working the pattern in the 2000 - 2500 block. Bill said everyhting looks in order, have fun and give me a call when your on the ground back home.

I saddled up for SBY, pre flight complete, run up complete and taking the active runway (27). What a great day to be in the air, why did I ever wait so long to do this????? Well, I'm here now and thats what counts. PHL App is quick on the trigger today and clears me through 4500 to proceed on course. I have ILG in sight along with the twin spans at the Delaware Memorial Bridges. I pass by ILG to the east and just west of the cooling towers from the nuke plant. Clicking off checkpoints I see Dover in the distance at my 11 o'clock and my track, speed and times look great. I get handed off to Dover App and check in, they ask my destination and I provide the VFR en route to Sierra Bravo Yankee, Sailsbury. I am taking in all the sights, 33N one of my work airports to my 3 o' clock off to the 10 o' clock is the C-5 still in its resting place just short of the runway where it went down last week at Dover. The small towns click off along the way and what seems like only minutes when Dover turns me loose to squawk VFR. I figure thats not to bad I'll contact SBY tower in a few minutes to let them know I'm about 15 out to the north for a full stop. After contacting SBY I was told to report 2 mile right base for 23, piece of cake I figure with a shallow bank to my right to align myself and a visual reference point that I would turn base as if in the pattern. Then it hits me.....SBY tower calls, ahhh...46C I do not have a visual on you, my heart skipped, and I think I got a chest pain to go along with my pucker factor....I gave my position as 3.5 miles right base and they confirmed with a cleared to land r/w 23. Whew....I almost thought I was at the wrong place even though I know I knew better. I had an ok landing followed by a taxi back to the active and departure, with VFR advisories to WWD.

My first trip across the bay, I was loving it !! I watched my shadow across the water then thought better of it and got back to flying the airplane. All the ships lined up and just loving the views. Cruising along now at 5500 and land in gliding distance I started my decent for WWD. I could see cape may airport in the distance and tuned in the awos. Ok, runway 19 the active so I positioned myself for a 45* entry to the downwind. I got bumped around a little bit but held ALT and was on track with a slightly wide turn base to final but with room to track back, no steep banks here and no approach stalls, That runs through my mind every turn to final. Nice and easy, I set 46C down with a very nice landing. I met the guys from work, they took a few photos that I'll get posted, it was sure fun to fly into an airport I worked at and check out the lights and signs for myself. Time to go, I did a walk around then saddled up for ILG.



Once in the air I contacted Atlantic city approach and we exchanged info. I passed by port Norris and continued along with a hand off to dover approach. Dover was busy with a C-5 with landing gear problems so they pretty much directed me to squak VFR and gave me PHL's frequency if I cared to contact them. I thanked them for thier help and made my way for ILG. At 15 miles out I rang up ILG to let them know I was inbound for a full stop with the current ATIS. The TWR asked me to repeat type of aircraft and I did, again. I was directed to enter the downwind for runway 19 and advise.I read back and chugged along. As I crossed the river ILG got a call with traffic from the north, they asked me if I could enter a left base for 27 instead, if that would be a problem. I quickly responded enter left base runway 27, no problem, 46C . I then headed towards the Bridge and proceeded to turn left base and final with a real nice landing. As I crossed the numbers the other traffic asked if I was in camo since he could not see me.........don't make me laugh I'm landing here, I thought.

ILG asked where I was parking and I asked for a taxi back and departure VFR to Brandywine with advisories. I was instructed to do a 180 and taxi back to depart on runway 19 from the intersection if that was not a problem. I quickly glanced and noticed the distance markers and that request took 2000 feet off the runway for my take off. I thought not to worry, I got 5000 feet to use up, I'm good. I advised ILG I was good for departure at the intersection, he then cleared me for the take off. I headed to N99 at 2800, and had the airport in sight. Traffic in the pattern alerted me to the active so my call to Brandywine was, Cessna 2746C, 6 miles to the south positioning for a 45* entry for left downwind r/w 27. My instructor was in that plane with a student. He asked how things were going I gave him the ok, so far (thinking about my home field landing yet to come). I watched traffic depart 27 as I was turning down wind we swapped calls out of our locations. I set up for landing and made my call and turned to base followed by my turn to final. Looking good, just passing below 1000......speed good, rate of decent good. Hardly a breeze to speak of as I add the last notch of flaps but don't pull the power ALL the way off fast enough (brain fart). I cross the numbers about 70 kts and ride the low slow flight as the speed bleeds off.....I add a touch of power as I sink and chirps followed by a short skip and then down. I roll past my taxiway and get turned around and advise of back taxi. Finally home and tied down!!!!!!!! what a GREAT day!! 2.8 hours of pure heaven!

Long Solo XC A "No Go"

It looks like a “no-go” for weather. It is nasty out right now at 1100Z and the forecast for my 1330 departure does not look much better. DOV reports showers as I cross the area and by arrival at SBY I should be clear of the rain but it looks like some gusting winds. With the AIRMET Turb and Ice it just does not look like a fun day to enjoy my cross country solo. I also will be crossing the Delaware Bay, and although only 12 miles at the narrowest point I don't think it would be to much fun with crappy visibility. I will reschedule today after I get another look at the weather forecast.

KILG - NEW WX STARTING: 13:00Z WINDS: 290 AT 11 GUST 22 VISIBILITY: >6.0 MILES CLOUDS: 40 OVC TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN

KDOV - WX BECOMING FROM 13Z TO 14Z WINDS: 290 AT 12 GUST 18 VISIBILITY: 3.7 MILES WEATHER: -RA_BR CLOUDS: 30 BKN CLOUDS: 60 OVC ICING: LIGHT IN CLOUD FROM 40 TO 61 ALTIMETER SETTING: 29.68 IN HG

KSBY - NEW WX STARTING: 14:00Z WINDS: 300 AT 17 GUST 25 VISIBILITY: >6.0 MILES CLOUDS: 60 BKN

KMIV - TEMPORARY WX FROM 13Z TO 16Z VISIBILITY: 6.0 MILES WEATHER: -SHRA CLOUDS: 30 BKN NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN

KILG - NEW WX STARTING: 16:00Z WINDS: 310 AT 15 GUST 28 VISIBILITY: >6.0 MILES CLOUDS: 45 BKN TEMPORARY WX FROM 16Z TO 18Z CLOUDS: 30 BKN

AIRMET TURB...NY NJ PA OH WV MD DC DE VA NC SC GA AND CSTL WTRS FROM JHW TO 160SE SIE TO 190ESE ECG TO 160ESE ILM TO GQO TO HMV TO HNN TO JHW OCNL MOD TURB BTN SFC AND 080. CONDS CONTG BYD 14Z THRU 20Z.

AIRMET ICE...VT MA CT NY LO NJ PA OH LE WV MD DC DE VA FROM MSS TO BDL TO SBY TO 40NE PSK TO APE TO 40NNW CLE TO BUF TO MSS OCNL MOD RIME/MXD ICGICIP BTN FRZLVL AND 120. FRZLVL SFC N SLPG TO 040 S. CONDS CONTG BYD 14Z THRU 20Z. . FRZLVL...SFC N OF IND-JST-HUL LN SLPG TO 040-060 S OF CVG-BKW-RIC-160ESE ACK LN.

Study Time.....Hittin' The Books!

Yes, I've come to the point that I must take the written test. I just have to say that I really do not like tests, does anyone? Yes, I think there are a few folks who zip right through the testing, me on the other hand have a hard enough time finding space in the brain for daily activities. :) With contracts and specifications rolling around in there what space can be open? I had a boss once that told my friend as he handed off a major road construction project to her to "stick this in the back of your head". We still laugh over it today when she said her head was full and it would explode if she "stuck" another thing there. Well she did store it all and went on to be a very successfull Engineer.

I stray from the subject as I do the prep for my test but I have a plan. I have been working on the Gleim test prep and Sporty's study and test preps. I figure if I see all 700 plus questions all week, multiple times, the answers will jump out at me. Ok, I said it was a plan and I figure I have to start somewhere.

Update - Sunday is booked solid so it looks like my Cross Country will be Wednesday morning! Watch out Salisbury, MD and Wildwood, NJ.....here I come !

Off to study....

Landings Anyone?

I had hoped for a cross country day, and the weather Gods did cooperate, however, 2746C was scheduled for a 9am lesson. I did not want to burn a full day of vacation to get the flight in, at least not yesterday morning. Looking back and thinking about how nice it was I wish I would have made the call.

My one hour of landing work went very well. It felt good to be at the controls and taxing out. There were signs of life at Brandywine this morning with a fellow student in a 152 and traffic arriving and ground traffic following me to the run up for departure on the active (27)

I made three landings that I grade as good, for a letter grade maybe a B-. My fourth and final landing was really nice, speed at 60 kts stall horn moaning, barely a chirp on the mains and just a soft delayed touchdown with the nose. I really think the 50' wide runway will help me in the long run. I am consistent with on center and my touchdown point and that I think is a big boost for the confidence.

I am going to review my flight plan today and call to schedule for a Sunday long cross country, I hope 46C is available.

Long Cross Country Solo Planning

I had a chance to talk with my CFI today and decided to fly Sunday morning for some landing practice. We also discussed the next steps to my Private Pilot License. I am cleared for my Long Cross Country which will be along the following flight path; N99-KSBY-KWWD-KILG and home again to N99.



I will have my 60 question written test, 3 hours of night dual cross country, 3 hours of Instrumnet Flight Rules ( yeah flying with those funky glasses) and then checkride prep and review. I hope to have my ticket by memorial day, really by May 1st but why push it.

Mary and I have run a hundred places through our minds of where to fly. Cape May, NJ for dinner over looking the beach, Williamsburg/Newport News, VA to spend some time with a dear friend of ours and hit Busch Gardens for play time, Williamsport, PA this summer to watch the little league world series, Block Island, RI, Tangier Island, Pittsburgh to visit friends, those past and friends we consider family, Niagra Falls (again), Las Vegas (again) but do daily plane trips to various places/states, New England in the fall, Boston to see family....and the list goes on.

Big dreams, excited for our future together and in aviation. Mary is excited about taking the pinch hittters or companion course. It would be great if she learns the radio lingo and I'm sure we will have two charts for each flight. :) maybe I will make color copies for my flight planning and she can wrestle with the full size.

I cant wait to fly to Factoryville, Pa and spend some time fishing on my friends 28 acres. I can't forget a stop to vist the cemetary across the highway from KWBW where my folks are buried, my Pop sure would have loved a ride and would have been proud of my accomplishment, Mom on the other hand would NEVER even consider going for a ride. Geezzz I miss them both.

Solo Cross Country

I got up this morning not expecting the weather to take a turn for the better but...I was wrong. After a early check the snow showers appear to be holding off until this afternoon. I also was happy with the tailwind for my N99 to KESN first leg. I talked with my CFI and we pretty much agreed as of 8pm last night it was not looking good so we decided to work on my 3 hours of IFR. I only have night flight, 3 hours, IFR 3 hours and a second cross country to finish up.

I get out of my truck at the airport and Bill leans out the door and tells me to bring my flight plan your on! I am ? um...well.....I didn't finish running the numbers with the updated winds aloft since we pretty much decided on a no go last night. Bill said the weather will hold and you should get the flight in, lets see what you got. I break out the flight plan and we discuss as I work out the winds corrected heading, airspeed, leg times and fuel burn. 10 minutes later he is signing off in my log book for me to go. I pack up, walk out to 46C and start my pre-flight. Pre flight complete I taxi out for my run up and departure on runway 27. Funny, as I announce my intentions they take on a new sound, now void of the "to remain in the pattern" phrase. I feel like a 16 yr old in Pop's car all alone for the first time, again.

I have a 20 kt quartering tailwind so I am making great time as I confirm my TOC checkpoint and my second checkpoint KEVY. Wow, crossing the C&D Canal and looking at the SR1 bridge, thinking how small it looks from only 4500 at my 9 o' clock. On to the next checkpoint a marina on the Sassafras river on the 305* Smyrna (ENO) vor radial. Looking good with leg times spot on and now picking up Rt. 301 that will lead me like a trail of bread crumbs to within 10 minutes of KESN. Crossing Rt. 301 as planned where 301 splits in two locations within a few miles of each other to look like humps on a camels back (thanks to google for the visual prior to flight). The "humps" at my Price, MD checkpoint leave only Rt. 50 to follow to stop #1. Calling Easton Unicom for advisory and listening to the AWOS I find that the active is r/w 4. Hey, this works I am almost in the downwind position. I call out my location and since there is no traffic I slip in on the downwind leg. Holding my pattern altitude I flow through the landing checklists and end up with a slow nose up, stall horn moanin' touchdown, very sweet! I taxi to Easton Jet for a potty break and to find something to buy so I have a receipt to take home (just for myself).

My quick stop complete, I do a walk around followed by the start up, taxi out and run up. I taxi out to r/w 4 via t/w 'A' announce holding short r/w 4 for aircraft on short final. I follow with a check for traffic and roll out into position and announce departing r/4 as the aircraft that landed clears and off I go. Minding the noise abatement I climb out and turn left to hug Rt. 50 to miss the trailer park no fly/be a good neighbor area. All checkpoints are hitting my times, things are feeling good. I turn on the GPS and confirm my ground speed, I planned with a headwind going home for 105 kts, I was tooling along at 104, I'm happy. Following Rt 301 north and pretty much the same checkpoints I am well on my way for KILG. Crossing the Canal and passing KEVY I call Wilmington tower and after acknowledged I reply with 2746C Cessna 172, with you 3000, 10 to the south over Summit (EVY) Inbound for full stop with "Echo", Wilmington advises report 3 mile left base r/w 1. I break to the left from my plan to position myself for the left base entry. I watch traffic land and depart, finally turning to enter the left base and in position advising ILG. ILG responds with a clear to land, I acknowledge CTL r/w 1 and add a second notch of flaps as I start my final turn. A bit high, cutting power over Rt13 adding last notch of flaps, speed good decent good, nose up.....keep it there, stall horn moan......slight chirp and riding almost a wheelie as the nose wheel follows 5 seconds later. Man that was fun !!!! I hope my co-workers were watching. A quick turn around and I am departing ILG for home.

Tracking the MXE Modena vor I am headed North. Once I cross MXE I will turn to 54* and call out my location and intentions for N99. Turning for the 45* entry to r/w 27 I advise and I'm feeling good. A departing aircraft calls out departing r/w 9 and asks me to keep an eye out for him. CRAP, I didn't ask for an advisory and instead assumed 27 was still the active. I immediately announced breaking it off and departing the pattern to the west to reposition for a 45* entry to right downwind r/w 9. Ok feeling like a dope, I dropped the ball in front of the home team.....regroup.....I turn out wide and pick up the traffic that departed, he is off to the north. I now have a helicopter entering a "right base" for 27, Helo's they got it made can just go and set it down. I enter at a 45* for the right downwind r/w 9 hitting my marks but not maintaining ALT. As I look for the helo traffic I lost 150'. Climb, get on track I tell myself, ok landing checklist complete I turn base, add a second notch of flaps followed by turn to final. Looking for traffic, that helo, he is on his way into r/w 27 I acknowledge contact he states he will be north of the runway and I am good to go for landing. Hmmmmmm....a little bit high playing the watch me game so I cut power and add last notch of flaps, I have the runway made no question. My speed is fast 70 kts, I float a bit and then touch down with only a short moan of the stall horn.........then chirps, DANG that was pretty much flat, then a short skip and chirps again. GRRrrrrr not pretty in front of the home crowd but I'm home safe and anxious to taxi in.

I get 46C tied down and unload the plane. I can't find my log book, , oh great I had it in my back pocket at Easton. I recheck the plane, nothing, the flight bag and headset bag, nothing. Blood pressure has to be on the rise now. I call Easton Jet center and ask them to look for me, nothing. I have to now drive there to find it. I call my lovely Bride to let her know I'm home and tell her the news. I ask if she wants to bag the rest of the day and go get crabcakes for dinner, she can't. I head out to make a stop at the house then figure on driving to Easton. Mary calls and as always gets me settled. Gary, she says, I know your pretty ticked but I have to ask, did you check the flight bag.....I'm thinking well, duh yes. I told her yes and she asked me to not head south until I relax and please check the bag for her again. God I love this woman, I stop for some lunch and empty the truck. Headset bag empty, not there, jacket good, flight bag, all the books out, 2 flashlights, extra batteries, new AOPA directory, AFD, charts (Wash.,NY) highlighters, post it's, nav log, knee board, pens, pencils all empty and no log book. Finally I set the bag on the passenger seat as it was during my flight, not wanting to block access to my whiz wheel or AFD or other essential things I think, did I slide it underneath the bag and into the pocket that just uses velcro to close???? say it's so........YES !!!!!!! there it is, a place I would never had put the darn thing. I always keep it with my headset. I call the Bride and let her know she IS the woman and thanks for keeping me grounded. Geezzz was I that pumped after my flight? The flight school is going to think I am nuts!

What a day, I am finally calm now, actually tired, but I took the dog out to the park for some fun and I am going to cook dinner for my Bride. I am looking forward to my next flight and I WILL make copies of the log book tomorrow!!!!!

My Laps Were Cut Short....

It looked fantastic out this morning and the report from the "unofficial" AWOS at Brandywine reported winds 270 at 5 kts. Yeah buddy! No cross wind so get rolling. Mary and I went to the airport with the plan of lesson then eats at the DK Diner in West Chester.

I went through my pre flight and was ready to roll. I taxied 46C to the run up area and waited for a Cessna 150 to clear. Once he was rolling I taxied in to the far side leaving room for another C-150 that was following. Run up complete, I head for r/w 27 announcing my intentions to depart 27 and remain in the pattern. Final check at the hold short, fuel both and on, trim for take off check, flaps check, mixture full rich check and I'm rolling. Checking the wind sock (hey it's new) I notice a cross wind right to left or north to south. Rolling with some right bank and rotating to level at take off 46C jumps off the ground. Whoa...weather vane time, I feel like I am on the barn roof!! Maintaining my heading of 285 for noise abatement I hear a call to 46C as I am about to call my crosswind. It's my CFI and he said after the first round bring it in, the winds are gusting now at 23 kts. I respond 2746C affirmative then call out my crosswind and downwind. I am really having to crab on the downwind to track correctly. Ok make ready for landing, fuel both and on, mixture full rich, landing taxi lights on. The voice in my head is telling me strong headwind and crosswinds flip flopping back and forth so keep the power with the headwind. Powering back to 1500 and adding a notch of flaps my speed and decent look great. Calling out my turn to base is easy, making the shallow bank and holding speed is the challenge. Wind is pushing me pretty good so I increase bank angle slightly running all the forum posts in my mind that talk about approach stalls while keeping coordinated. Nice, on final a tad high I add the second notch of flaps still getting pushed around I dip the wing right and add left rudder for a nice slip. Maintaining speed and decent I am making corrections to keep me on center of that 50' wide runway. As I cross the road and approach the runway end I add the last notch of flaps. Winds changing, holding it off, almost down, stall horn moans, hold it off (CFI is watching) stall horn talks to me again....I swear it said set me down, and I did with a slight chirp followed by a short roll out and the nose wheel touching down. WOW!! That was fun !!!!

I taxied back and tied down 46C giving her a pat on the cowl with a thanks girl good job. Bill is taking a new student out and going through the pre flight with her. She has that look, we all know it, excited anticipation. Bill said great job on that landing, nose was up very nice. I nod, wave and say thanks, making eye contact with his new student and hollering over to her to have fun and enjoy it!

I am up again tuesday for my solo XC but I think the weather will cut that short.

Solo XC plans...

It seems like forever since I have been flying. The winds and weather seem to always cause me to cancel my flights. This past Saturday was sunny and clear with blue skies just begging for me to be flying. Mary and I went to the airport for a "around the patch" session of landings with the Bride at the video. I wanted to tape a few landings and take some shots of 2746C. When we arrived the winds were at 350* 10-12 kts. That would be an 80* 10 kt crosswind for r/w 27 ! As a student I am allowed up to a 8 kt crosswind. We waited around as long as possible but no luck. Off we went to a local diner and then we headed home. Mary went shopping with a few girlfriends and I went to baseball practice. Maybe it just wasn't my day.....

At practice I pitched to the kids in the batting cage. I threw a 5 gallon bucket of balls to each of the kids, I think we had 11 of 12 show up. I use a screen to protect these old bones and keep it close to help them pick up the ball faster and to help my throwing speed. The last batter hit a line drive back at me, and not ducking behind the screen as I should have, I turned my face away just in time to catch a shot in the throat just left of center. It took me a good 5 minutes to catch my breath and stop the little twinkley stars from dancing around my head. I finished up with that batter, who bounced one of the side of the cage that I took on the left thigh and called it a day.

So here I sit, wanting to fly and instead rambling on. I will finish up with my XC plans and hope to fly Tuesday. I also thought about talking to my CFI and see what I can do to finish up. I have about two weeks vacation on the books from last year that I can use. I hope I can work out the details.

Cleared For Solo XC

I'm not sure how but I managed to get to the airport 20 minutes early. Anticipation? Excited? Maybe a little of both, but then again maybe it was light traffic at that hour......nahhhhh...it was the anticipation!

Flight plan in hand we discussed the plan of attack for flight following. My CFI advised that in the North East it's a must, but one should take advantage of the services provided on flights. I was ready, a notepad with all approach Freq's and as always ATIS, TWR, GND and Unicom if needed.

Preflight complete we saddled up and headed out. A low wing "Delta Whiskey" was ahead of us at the run up area so we tucked in and went through the checklist. DW was waiting for clearance so he asked us to go on by, we acknowledged and headed out. Departing 27 at Brandywine I could not believe how clear it was.....I could not help but ask, out loud, why did I wait so long to learn to fly? Back in the cockpit I notify PHL Approach, comply with Squawk and altitude change/hold for traffic then proceed, once cleared, to 6500 on course to HZL.

My first checkpoint was Pottstown Muni. N47. I did not see it at first but I did have a perfect view of the cooling towers to my 3 o’clock. I dipped the wing to my right and there was N47 pretty as can be. On to Kutztown N31, with my course on track and pretty close to time. I did not see Kutztown (perfect time for that glass bottom aircraft) since I was over top, but had a handle on my body of water land mark to my 9 o’clock. My CFI had me initiate 10* bank to my left to slowly circle and locate the airport. Ahhhh…..airport hiding under me but now located, I then realign and continue on course. My next checkpoint is at the foot of Blue Mountain, Leasers Lake. I’m good to go so onward to HZL. Did I mention how clear it was? HZL is in view as I announce my fly over the field and reposition for a 45* entry to r/w 28. Once past HZL north to south you fly in to the valley, it was bumpy there and I made for a shallow turn trying to get to pattern ALT prior to entry. I hit 2600, as I turn to downwind but did not account for the wind blowing me towards the runway. Bill asked how do we look, I think to myself, like crap, as he directs me to break it off and retry, this time giving myself more room and trim to stabilize. I enter the downwind followed by base and final with a good landing. We make a quick stop and review my flight plan to ABE. My CFI questions “how long to TOC”? um…..11 minutes to 5500 I respond. Really, he says, Best check that again, what’s the ALT here at HZL? GRRRrrrrrr, 1600 so that would only be a climb out of 3900. He spares me the recalc but asks for approximate numbers which I provide. Satisfied, we saddle up for the ABE leg. …..geezzz I feel like a dope!

HZL to ABE starts off fine as I pass my new TOC checkpoint. Time looks good as I make way for Arner Memorial. I have the big ol’ lake to my 9 o’clock so I’m on target but again no airport. I immediately dip each wing then with a slight bank circle to find once again that elusive airport under me. I AM going to design a glass bottom aircraft . Ok back on track heading to ABE I call up Allentown Approach and announce position, ALT, intentions and ATIS report. A quick response has me number two for landing behind a Grumman. Looking for traffic but no contact, Allentown Approach provides vectors and ALT for runway 6. About three miles out I get the cleared to land and I set it down long and slow, almost a bit to flat. With a quick taxi and request for Advisories for a VFR return to Brandywine I am once again off and flying.

Almost home, My CFI instructs me that (hypothetical situation) Brandywine is closed you must divert to Reading (RDG). Take me through it he says, I glance at my sectional and Bill says hold over your known point, make it easy on yourself. I go into a gentle turn over green lake reservoir and work the numbers. I figure on a course of 270*, and about 15 miles. That should be about an 8 to 10 minutes max. Now for the radio numbers, checking the sectional again I have TWR, GRD, ATIS but no Approach. Bill asks where do you find it, I respond in the AFD, where is it you ask? In my flight bag on the back seat. He points to the pocket along my left leg and said ALWAYS in the pocket along with the wiz wheel. Lesson learned.

We get back on track and head to Brandywine. Pretty much uneventful with a fly over the field (announced) above pattern ALT followed by a nice turn out and reposition for a 45* to r/w 27 downwind. I had an ok landing, but overall a GREAT trip!!

We closed with a review that needs me to concentrate on a few things:

Pattern entry (the reposition portion) and holding ALT a bit closer.
Radio work was good, keep it up!
Landings practice on nose up

I was then cleared to solo XC!!!!!!!!!!!!!!!!!!!!!! I can’t wait to start planning!!!!!

"NO GO" Due to Winds....

KILG — Updated: 11:51 AM GMT on March 04, 2006 (Local: 6:51 AM EST)

METAR KILG 041151Z 29014KT 10SM CLR M03/M10 A3006

INITIAL WX WINDS: 300 AT 13 GUST 17 VISIBILITY: >6.0 MILES CLOUDS: CLEAR NEW WX STARTING: 14:00Z WINDS: 310 AT 16 GUST 30 VISIBILITY: >6.0 MILES CLOUDS: 40 SCT


Updated: 11:54 AM GMT on March 04, 2006 (Local: 6:54 AM EST)

METAR KPTW 041154Z AUTO 28009G14KT 10SM SCT039 M03/M11 A3004 RMK AO2 SLP172


I am really starting to wonder if I will get back in the air.....will the winds ever die down? MAybe tomorrow if there is a time slot open. I still have my XC planned for Tuesday morning.

My Next Dual Cross Country (XC)

Well, I went through the motions planning my next dual XC to Hazelton (HZL), then on to LeHigh Valley (KABE), then home to Brandywine (N99). I found that if I use the "Windows Live Local" I can fly over the route which really helps pick up the various landmarks.

Example: Here is my flight plan taken off the New York Sectional.



I try to compare the sectional to the Windows Live Local. Take a look at the third leg (green) from ABE to N99. I pass just East of PTW and just past the eastern bend in the river.



I also complete my nav log with all the leg times, fuel burns and weight and balance. My CFI provided a nice Nav Log worksheet and I recreated it on excel. I also added a 1-800-WX-Brief work sheet that makes life easier while taking down all the info FSS provides. I posted a copy of this in case anyone finds it usefull.

Time to fly the XC flight on flight sim just to get a feel for the navigation and landmarks. I punch in the winds aloft to try and check my times vs my nav log, it helps.

If the winds calm down I may get up for some T&G's tomorrow but it's not looking good. I hope to get some flying time in this week!! For now, back to the books !!

Work In The Pattern....

Today looked really nice for some flying time. I had previously scheduled two time slots, 8:30am and 3:30pm. I hit McDonald's on the drive up since I opted for some extra sleep in time this morning. Checking the wx at Chester County (40N) and Pottstown (PTW) winds are pretty much the same 290 at 3, 270 5. I check out 2746C and get underway. Three landings today, first on center but still a bit flat.

Landing number two, I am off on the upwind leg and it's getting windy. No worry, I settle in and make my cross wind turn followed by the turn downwind for 27. Airspeed really increases and then drops right back and I am banking and applying rudder to maintain straight and level. Pulling the power back to 14-1500 and settling in I add the first 10* of flaps. The winds seem to have calmed a bit, as I turn for left base runway 27. I extend a bit farther then usual to compensate for the crosswind then turn final a bit high but able to pull back a bit more throttle. Looking much better, slipping my way down and adding the last notch of flaps when I feel I have the runway made. Over the numbers and riding the rudder to keep me centered.....fly it til' I tie it, don't stop flying! Stall horn breaks my concentration as it moans for attention, briefly silent, then back again with peaking howls, then a chirp and more rudder to get back to centerline. I make my way to the taxiway and call down and clear.

Landing three is about the same as No. 2 but the winds are starting to really make me work on final, both maintaining straight and level and my alignment. I am down with a nice centerline and nose high producing that moaning stall indication again. Nice! gentle chirps and holding off the nose wheel I make the taxiway to call down and clear. Again through the checklists and taxi back for another round.

Landing four, as I depart I glance again at the windsock and its jumping around pretty good. I climb out working to maintain my heading for noise abatement and as I turn crosswind I get a good push that really felt like I was starting to roll. I make my aileron and rudder corrections and get squared away as I look to turn downwind. Oh yes, I now remind myself to take a breath. Downwind pushing me pretty good but maintaining my ground track. I power back to 1500 and add 10* of flaps, settle in checking for traffic and starting my turn to base. Again nice and easy, actions are getting smooth and I am getting the flow going. Checking one last time for any traffic that may sneak in, I turn to final runway 27. ALT looks good and speed is jumping around, it's ride em' cowboy time again. I hold off on my last notch of flaps, I would not want to have to make the runway engine out with the winds jumping and a head wind preventing me from "getting there". Ok, I am now at the point of having the runway made so I add the last notch of flaps, power back a bit so the winds don't stop and drop me. I round out and flair in low and slow over the runway floating and working to keep aligned. Finally down and my roll out has me past the taxiway I note that I used up some runway. I call my back taxi and take another look at the wind sock and its snapping pretty good, and that's with holes in it. I look at the windsock over at the helicopter hangars and its stretched out pretty good too. I decide that 46C and me will be done for this flight. I get the aircraft tied down and head back to the office.

I told them inside that I thought I would exceed my personal limits if I tried another landing and that I was very pleased with my landings today. Besides, I have a 3:30 time slot reserved.

Back at 3:30 and 40N and PTW are reporting winds 320 at 11 kts Gusts 15 kts, um....I don't think I'm going there!!! I'll wait until late this week and get back to pattern work.

First Cross Country (XC) Dual

Wow, I had a blast!! And also learned some lessons on the way!

I started out with my planning last night (actually about the 4th trip I went through the process for practice) for my first dual XC. The trip was N99 to THV then off to LNS and a final route back to the home field. A final call to wx-brief at 6:30 had the forcasted winds changed from 23522 to 2414 for my planned altitude of 4500. I sat down and refigured my course corrections, leg times and fuel prior to leaving the flight school office.

I had my small clipboard ready with all the things I thought I would need. Sharpened pencil with backup's, a print out from the AOPA airports information with the taxi diagram copied on the flip side for THV and LNS. The print out made for quick references if needed and gave me an idea where I would be going on the ground. After completing all the checklists and entering all the comm info and nav info we were off. I started the timer on my takeoff roll, make that a short field take off roll, MY CFI threw that in there for the practice. My head was busy enough trying to think way ahead for my course besides the newbie’s slightly overwhelmed feeling.

Climbing out it was smooth as glass, what a relief! I reach altitude on schedule and at my first checkpoint at the correct time, so far so good. I already have the MXE outbound 280 radial dialed in to maintain my heading which corresponds to my flight plan heading. I'm feeling pretty good. Now comes my next leg of 23 miles or so with only towns along the way. A town comes by on my right and I am noticing my VOR is tracking all over the dang place.......something seems not quite right. I am flying on the south side of Quarryville instead of the north side. My CFI now chimes in, Lesson #1 PILOTAGE always pilotage with electronics as a backup, he then reaches up and hits the nav/gps button....ARRGggggghhhhh :( Ok, no time to putz here its water under the bridge as they say and I need to now find my location. Well I know I am south of my planned course so I look to my next point since I have visual on it (Susquehanna River)and begin to look for check points. My CFI asks what I am looking for and how do you correct your course. I am looking for the Dam as my crossing point with the LRP VOR 208 radial as a secondary confirmation, I have neither. I do however have the power station off my left wing and proceed with a right turn up river to the Dam. By the way I hit the river time mark a tad late. I am now heading to the dam which at that point I will turn left to a heading 280* and that should leave me about 5 minutes out. Lesson #2 when you think you’re "lost" but that’s not the term he used remember the three C's - Circle, Climb and Communicate, followed by a detailed explanation of all three. Lesson well learned.



My next point is RT83 running north/south, main highway can't miss it. This will come just after I pass between two towns; the larger is York to my right and just off the left wing Red lion/Dallstown. I pass a distinctive body of water under the left wing so I'm looking good and I see the hills just off of runway 35 as a fellow AOPA board member pointed out (thanks for that heads up FlyersFan31). I announce my position and that I am crossing the field east to west at 2500. I thought I was ok to turn back as I worked to enter the left downwind on a 45* but I ended up fixating on the field and pinched way to close (Strike 1). I hurry along with my landing, as if that will make it better, (Strike 2). I then turn base with a very short final which of course has me (All white lights) high (strike 3). I announce going around, slightly frustrated, reminded for full power and communicate later eventually getting back to pattern ALT to give it another go. Bill tells me to relax I am doing fine, settle in and do what you need to do. Calling out cross wind and downwind I flow through my checklists and make ready for my landing. Ok, the picture looks much better, good spacing, speed and ALT good. Turning base then final I am a bit high so power off last notch of flaps and a real nice landing. Wow that felt great! I taxi off and get set up for my take off to LNS. We let this Gorgeous Fairchild taxi on by who is ready to go......this baby looked sweet!

I set up my comm and Nav for LNS and depart York for the quick hop. I climb out to 3000 staying clear of the TRSA as I recross the Susquehanna noting the double bridge checkpoints on my left. I call LNS tower to report the who, what, where and with ATIS report "E"cho. I report 4 mile final for runway 8 followeed shortly by a cleared to land as instructed. Well that was a short and sweet hop, now it's time to head home.

The return trip was smooth as could be, taking up a 120 degree heading for MXE VOR and crossing over Chester County (40N) I decide to cut short my course to MXE and instead turn east for home. I get a visual on Brandywine and swing out to enter on a 45* for downwind 27. Following my initial call to brandywine traffic Bill jumps in and tells me to correct my position; I'm about 3-4 miles not 8 miles out. He then talked about Modena and the distance from there which I said is 6 miles on the 54* radial to the airport.....Hmmmmmm and yes Modena (MXE) is behind me. Lesson #3 Bill reminds me to ALWAYS announce position correctly and the importance of letting others know where we are, the airport is the most busy place, make sure I always advise traffic and keep the head on a swivel.

Well that’s it, long winded but I needed to vent just to release some of the adrenalin rush. I am up for my next dual to Hazelton - Allentown next week depending on weather. It just keeps getting better!

Final tune up for XC

Another early start this morning with Maggie getting me up, crying to go outside at 4:30. Of course I crawled back into bed and got another 1.5 hours of sleep time before getting ready to head to the airport.

Today I will be flying N991TB a 2002 C-172. My normal "ride" is scheduled out at the same time. As I start my preflight I can't help but noticing the GPS unit, Alrighty! toys! Pre flight complete, Bill and I saddle up for short hop to KILG for some final tower work as a tune up for XC next week. I quickly dial in the N99 freq. of 123.075 and the KILG ATIS 123.950 on comm 1 since that will be my first check once clear of Brandywine. I also enter KILG Tower 126.000 and ILG ground at ground .7. I also dial in the DQO VOR at 114.0 and Modena MXE VOR at 113.2 for the return trip. OK, off we go to the run up area followed by a really nice soft/short field takeoff. Weather for today is winds 340 at 6, Sky conditions are Sct 3900 per 40N's report and Pottstown PTW reports 340 at 4, sky conditions BKN 4500 (from memory so don't quote me, flight bag is in the truck)

About 10 miles out of Wilmington, after listening to the ATIS I make my call, G'Morning, Wilmington Tower Cessna 991TB. A quick reply from ILG and I return with my info, 991TB, Cessna 172, 10 miles from the north, 2500, inbound for T&G's with "K"ilo. ILG tower responds, report Left Downwind r/w 1. I acknowledge and adjust my course to get me there. As I approach ILG the tower calls and directs me to change to a Right Downwind for r/w 1 due to traffic entering the left downwind. I quickly acknowledge the instructions along with looking for traffic while turning to the left to align my entry to the right downwind. Bill instructs me to notify the tower that I am at midfield right downwind, I do so. On to the landing checklist and set up. I now also pick up the traffic and announce 991TB has the traffic. As the traffic turns left base I soon follow suit with a right base turn to runway 1, and then on to final. Speed good, flaps all in, rate of decent good, shaping up nice. This wide runway makes me feel like I am in s l o w motion, it's a strange sensation. I work on the round out and flare picture and I hear the stall horn begin to moan, gently, almost like a whiney child running a fever and then chirps, I'm down and rolling out. Flaps up, waiting, holding the center line, ok flaps retracted and I am off for 3 more rounds.

What a nice trip to Wilmington! I make my call to the tower and thank them for their help this morning and that I will be departing to the north. That was FUN, and now to finish up with a nice landing at home. I dial the CDI to see what radial I am headed in to MXE on and set my heading bug on the DG. I also set up the second CDI for a 54* radial which will place me 6 miles on a 45* to the airport. The NAV stuff is fun, now if I can hold my altitude this morning while playing with all the instruments. OK, so I dropped down 100 feet maybe 125.....I will get that corrected.

Calling out my position, I make my way to final for r/w 27 and now have a slight crosswind to deal with. I turned my normal base to final and found myself blowing left of the runway. I make corrections and set up for my landing. On center right up until my touchdown and then I ended up left of center.....remembering the "fly it til' you tie it" saying, I repeat it out loud and Bill acknowledges with get it done! Ok flaps up and were off for a final round. Now armed with the knowledge of the winds I turn my final a bit later and drift to centerline as I am adding my last notch of flaps. That was much better! Again with the slip to the runway I hold it until down then I am reminded to give right aileron as I roll out. A nice landing with a touch of stall horn, I now have the picture in my minds eye and that last session really helped. As I call down and clear Bill says lets get the dual XC set up for next week. My CFI will be on vacation the following week so I should have time to work on more landings and build some PIC time.

Maybe some solo time this weekend if the weather holds!!!

"No Go" Due to Wind

Sunday, Feb. 5, 2006

METAR KPTW 051254Z AUTO 25010KT 10SM FEW049 04/M01 A2943 RMK AO2 SLP966 T00441011

METAR KILG 051151Z 25012KT 10SM CLR 04/M01 A2946

WX STARTING: 14:00Z WINDS: 250 AT 12 GUST 22. VISIBILITY: >6.0 MILES CLOUDS: 80 FEW

ERN PA/NJ...SCT040 SCT070. 14Z WND WLY G025KT. . 18Z SCT-BKN040

CFI called to cancel this morning, we didn't like the 250 AT 12 GUST 22 . It looks like I'll be up again this week or the weekend. Time to study for my PPL test and then log some Flight Sim time for navigation work. Oh yeah, I may even watch some superbowl tonight!

No Flat Landings!

Saturday,Feb. 4, 2006


For some reason I lost my February 4th post on my no flat landings review. Ok here goes, I'll try to repost it.

Saturday morning bright and early, as always, I am off to my lesson. Not to sure what's in store today, maybe short and soft field landings. I arrive a bit early and my CFI pulls in the next parking spot. Off we go to the office and Bill leads with, "so, how was your solo time on Friday"? Hmmmm....well my first landing stunk, to fast and lost comm1 so I was semi distracted by my own doing but landed ok. I graded that one a c-. Why didn't you go around, he asked. I answered I was in good shape, nice ALT, aligned fine, just a bit fast. I set it down and only while trying to get on center did I "skip" a bit and heard the mains chirp. I wasn't exactly happy with that. OK, he then asked how about the rest of your landings? Well, the next four were really nice, I grade myself a "B", speed right on, alignment right on, over the numbers and not even a chirp....in fact I had to add power to make the taxiway(feeling really good at this point). Really? I had my spies, He says, you landed FLAT! Flat? I ask. Yes, flat, as a matter of fact if you were the slightest bit nose low you would have bounced down the runway, if not you could have eaten up the nose wheel. Yikes! I didn't think I was that "flat" I was low and slow it felt right. Bill did say the approach looked great except for the flat landing. The roundout was good and flair started nice then I just rode it out without holding it off longer. All in all not bad but lets go correct the flats.

Off we go in 46C for a few rounds of low slow passes over the length runway 9. That's right, I had to hold it off and maintain 50 kts. Well the first round I looked like a drunk sailor, rudder was begging me to be gentle, but I would hear nothing of it. Bill said get it together, go round and have at it again. Off we go as I take out the first notch of flaps. As I gain speed and clear obstacles I go to remove the next 10* and bump it all the way....GRRRrrrr. Bill tells me to use the thumb and first finger always, they will act as a safety stop. OK, I'll work on that starting right now. Bill also insists that I "Squash the ball" get coordinated, I need to focus!

I am wondering what the heck I'm doing, I went from feeling good about my progress to all thumbs (except for the flap control). I work the pattern and settle down turning a bit early for my final but with the winds I didn't want to blow out wide. Ok, low and slow under control, gentle rudder, adding power, nose up, real nice, looks good. Ok take us around. Off I go mastering the two finger flap control and again working that pattern for all I can. With a good tailwind on the downwind I again start the landing procedures a bit early, checking fuel, mixture, lights then right into power back to 1500 and settle followed by 10* of flaps and settle, a quick turn on the trim and I am looking for clear right to turn base. On base I add another notch of flaps, speed good rate of decent good and crabbing for the wind. A early turn to final then the last notch of flaps when I thinbk I have the runway made. Bill says we will full stop this time. I am looking good, lined up nice and I hold it off over the numbers, removing all power, sinking and holding it off with gentle movements (ok, more gentle then most times) and I hear the stall horn start to moan. Nose up, getting the picture correct in my mind and understanding what I need to do, I hear the stall horn moan even louder, but not steady then just an instant later I hear the chirp of the mains, holding it off I then let the nose wheel find its way to touchdown. Very cool !!!!! I need to have a face full of cowling when the angle is correct. Off we go for a few more rounds and each one gets better, I guess I needed that picture reinforced in my minds eye. Bill gives me an atta boy when complete and stresses the need to hold it off as long as I can. He reminds me to see that same picture every time, just like when I am on final, the same picture every time. Consistency is the key!

I am up again tomorrow (Sunday).

PIC Time....

After a successful procedure in out patient surgery for my lovely bride, I was excited about the perfect weather and a chance to fly. Mary and I returned home around noon, stopping only to grab some lunch at the (local)famous charcoal Pit.

I phoned to schedule flight time for some solo work at 3:30 this afternoon and secured 2746C. It was a strange feeling today all by myself. I completed my pre-flight and taxied out to the run up area. With my run up complete I taxied to the r/w 27 hold short and went through the last checks before announcing my intentions. Fuel both and on, trim set, mixture full rich, flaps up. Checking the base and final for 27 I call my departure on 27 and remaining in the pattern. Off I go rather quickly with a gentle headwind, turning to a heading of 285 for noise abatement and a continued climb to 1200. Turning cross wind and announcing position I suddenly spot a low wing below me transitioning from the SW to NE. It all happened so fast, I cranked my head and neck around to get a better look and see where he was going while maintaining a cross wind to downwind turn. I am now heading east as I watch him turn out from Brandywine. I settle down and get to the task at hand, fuel both, mixture full rich, flaps up, landing taxi lights on. Ok, almost abeam the numbers and I notice two aircraft waiting at the 27 hold short but I don't hear a thing on the radio. I continue with my turn to left base and final, keeping a sharp look out for traffic on final or aircraft moving into position for take off. I am now thinking I have no Comm 1. Short final, speed a little fast, trying the radio a last time to call short final. While cutting power and raising the nose slightly to loose some of that speed I managed to come across the numbers with only 20* of flaps. GRRrrrrrr......a bit fast around 70 kts, roundout nice.....and an ok flair. I touch down and get a Little bit over zealous with the rudder corrections and I hear a series of chirps as I move to align myself. I get slowed down just past my taxiway so I call a back taxi to alert others waiting. As I clear the runway I dial in 123.075 on Comm 2 and again call clear active. I finish my after landing checks and request a radio check. Another instructor at T A S responds loud and clear.

I head back out for 4 more rounds of practice. Each landing was better then the last, with speed right on 60-65 kts, touching down just past the numbers and having to give a touch of power to roll to the taxiway. After clearing the active I checked my watch and decided to end on a positive landing. .9 hours in the book and I'll be back at it Sunday if weather permits.

I am not sure when my next lesson is scheduled maybe a weekday if not next weekend. Mary and I will be attending the Lancaster fly in tomorrow. Well, for us it will be the LNS drive in :). I am going to have my hand held with us to hear the flights inbound for the event. I am off to print the list of attending aircraft with tail numbers !!!!

Ground School...Flight Planning 101

Monday night, yes that's right, going to a lesson at night. What a switch for me! I scheduled a 7:30 pm lesson to cover flight planning. I have been working through problems in the "Cleared for take off" manual but the real thing was much more fun!

Bill went through each step and we plotted a course from N99 to ESN, Easton, MD. Together we marked out checkpoints, discussed the 1-800-WX-BRIEF and filled every form out to completion. I felt pretty confident when we finally ended the session. I am scheduled for Thursday the 26th but it looks like high winds will prevent the lesson (short and soft field landings).

Since my lesson was canceled I worked on plotting out a flight from N99 to THV York, PA., followed by a short hop to LNS, Lancaster, PA., and then back home to N99. I have one question I need to ask Bill and that is if I apply the isogonic line correction to all flight paths or just the north south. I thought it was all flights so that's how I will plan.

Mary has a medical procedure scheduled for this Friday, the 27th, so I will be off work. I may call and schedule some solo pattern work if the wx and winds are looking good. I'll call Friday morning and then again in the afternoon.

Lost My Supervised Solo Tag Today :)

Another typical early start this Sunday morning. Maggie, our Italian Mastif follows me out to the truck for her morning "ritual" to be followed up with those special peanut butter cookie dog treats. It's pretty bad when she goes to the closet and sits. I should train so easy .

Weather reports from PTW and 40N are noting winds 320-340 at 5 kts. visibility exceeding 10 miles. It's going to be a nice day today. I pick up the keys and clip board then head to 2746C for a preflight. Pre flight complete with no squawks, I decide to saddle up for T&G's today. Bill stated that he will be on the radio if he is needed and he will be watching. OK, off I go to the run up area and complete the required checks. One last check for fuel, trim, mixture and flaps and I announce 2746C departing r/w 27 brandywine. As 46C growls she rolls out to the runway almost as eager to get airborne as me. Full power and right rudder we are rolling and get into the air rather quickly with a slight course change for noise abatement. All five rounds of T&G's go really well in the pattern. I hit one very good landing with stall horn, gentle chirps with the mains and an easy roll out to exit on to the taxiway.

The other landings were good but I seemed to fight the speed today. One landing the winds shifted and hit me with a tailwind, and I felt like I was getting pushed past my landing point. I decided a go around was in order so I announced my intentions while going full power and removing a notch of flaps. Once clear of any obstructions I took out the last notch of flaps and resumed a normal upwind departure. Overall not a bad day, it felt good, I had fun and I felt like I was getting better with my perception of my position and corrections needed.

I'm back at TAS for ground school tomorrow night and then flying again Thursday. I will also take some time Friday afternoon to do a few laps around the track to work on that spped thing on final. I'm getting closer everyday and the excitement is really mounting.....I am going to be flying this year on my own, what a great new world!!!

Soft and Short Field Takeoffs...

My typical early flight lesson (8am) was a bit nip to say the least. I packed the flight bag just in case we were heading off to a towered airport as previously planned. I was prepared, not to be confused with paranoid, as I packed knee board print outs of RDG, ILG and LNS to also include airport diagrams for taxi instructions.

My lesson today after arriving at N99 was changed to, as the title states, Soft and Short field takeoffs. I nod with approval as I head out to pre flight. Preflight along with pre start and start engine checklists also complete has us saddled up and headed to the run up area. I see we have company today, a Cessna 150 setting up for their run up to the far right of the taxi lane leaving room for my ride to tuck in on his left. With all systems good to go, I give a visual check to the 150 pilot (who is busy in the cockpit with his run up) and move ahead and taxi out to runway 27. Ok, a final check before we go; fuel on, fuel both, trim set, flaps to 10*, mixture full rich, elevator controls for slight tail low and announce Brandywine traffic Cessna 2746C departing 27, to remain in pattern Brandywine and we are off. A nice gentle constant roll with no braking (simulating soft field conditions) checking right for any sneaky traffic on final , all clear, keeping turning into position, heels on the floor and full power. Nose high, looking out the side of the wind screen and side window to keep my alignment with the edge line of the runway followed by mains lifting off. Adjusting for nose down/level flight with the yoke holding there to take advantage of the ground effect and gaining speed to 60-65 kts. Speed good, climbing out and clear obstacles so I take out the 10* of flaps. I am on my way to a typical pattern. Together with my CFI we log six rounds of soft/short field takeoffs. I had one landing where I had the mains down and I put my right hand on the yoke to keep the nose up. Whew.....caught flack for that, with a "where did you learn that, no bad habits that I don't teach you". We discussed that maneuver and I really had no reason, other then I did it. Needless to say I did NOT do that again, that was the first and last time. :)

Next lesson may be another supervised solo and then I should be cut loose, that's if weather is good. If weather is "ok" we may do more tower work at one of the above mentioned locations. If it's really crappy out we will have a ground school lesson for flight planning. I figure either way I can't loose!! I am up again Sunday.

Bill and I discussed my progress and together gave a rough estimate on where I am at in my training. I am always the one to check my budget vs my progress. I have read to many stories about guys that get "that" close and can't finish for months or years. I DO NOT want that to be me. Anyway, ballpark maybe 20-25 hours away. My flying is looking good and navigation is coming along nice. I also have to figure on oral test prep, written test prep and my checkride prep. I am reviewing for my written test and will take that in the next few weeks. It sure would be nice to vacation this summer in Newport News/ Williamsburg and not have to drive there!

Supervised Solo

Packed the truck and was out the door bright and early for my lesson. Today was supervised solo time. My Instructor was going to hang out front of the terminal next to the taxiway as I went from start to finish. Typical preflight with the added wait for frost. My CFI did give me a hand turning the aircraft so the sun heated up the wings to melt the frost.

Checklists complete and a run through the start up procedures brings 46C to life. Here I sit looking around as I taxi out to the active knowing it's all me today. How cool is this ? I still call out clear lefts and right even though I am by myself, its habit and I feel comfortable doing so. I finished up my run up and taxi to runway 27, stopping at hold short I run through my last quick checks, fuel both, fuel on, trim set, flaps check, mixture full. OK, I announce I will be departing 27 and remaining in the pattern. A nice take off with a slight heading change for noise abatement and a steady climb to 1200. Announcing my location with each change in the pattern I focus on the procedures. Leveling off at 1500, throttle back to 2000 rpm's, trim, HAVE FUN! Good view today and nice to see the aircrafts shadow track across the ground. As I am midfield in the downwind leg I check fuel settings, mixture and turn on landing/taxi lights. Just abeam the numbers I decrease throttle to 1500 rpm, settle, add 10* flaps, settle and add nose up trim. With the runway at a 45* angle over the left shoulder and about to cross my ground reference point I check the pattern for anyone on long final and proceed to turn left base. Adding another 10* of flaps I settle and trim nose down. ALT and speed looks good, checking off to my right again for anyone sneaking in on final so I don't get clocked I Call, out my turn to final. On short final I add the last notch of flaps and notice my speed is about 70 knts so take out any remaining throttle. Over the numbers, a bit fast, holding it off, sinking, holding it off (not enough, no stall horn) and a quick chirp followed by taking pressure off the nose wheel and getting slowed down. That little bit of speed caused me to flair long.


The following two circuits were spot on for pattern work, but today I seemed a bit fast on landings. As I taxi back my CFI says to pick him up by the taxiway. Bill jumps in and said I looked fast on final and seemed to dive towards the runway slightly. He wants to have a go round and see what's what. On the following final he explains to get to my speed by less throttle and nose up then set it and go for landing. As he explains once I am at speed and trim is set let that work for me. Bill also reminds me to keep holding it off even after touchdown, focus on that picture of my angle of attack when landing. I am instructed to stop on the taxiway so he can get out, followed by give me two more and we'll call it a day.

Next two go rounds were much better. I was on my target speed and as I came over the numbers to round out and then flair I heard the stall horn, held it off for a very gentle touchdown and really short roll out. Ahhhhh, I think I'm getting this!

I am up again on Monday for more work on flying to an airport with a tower. I'm thinking either ILG or RDG we shall see! The cross country work will be fun, I really enjoy the navigation, besides, I'll get to enjoy a bit more of the flight and see the sights!

On to Cross Country....

Passed on supervised Solo here today, to windy.

We decided to start XC work and headed out to Reading. Nice trip, I followed RT 100 north to the PA turnpike then west until over Morgantown. I called reading approach with the correct info; "reading approach, 2746C, Cessna 172, 3000, inbound for landing with "M"ike" Reading gave me a squawk code and then as I got closer turned me over to reading tower. I called "reading tower, 2746C with you" The tower gave me an advisory and directed me to report final for runway 31. I acknowledged "report final r/w 31 2746C". After reporting final I was cleared to land but my read back went like this...."cleared to land 2746C" I forgot to add r/w 31. On landing I flared a bit high but set it down for an ok landing. Taxied back to 31 and requested advisory for VFR back to Brandywine. I was holding short for traffic,then departing when cleared and again read back "cleared for take off 2746C" and not noting r/w 31.

When switched to Departure I called in and when I was to respond, I drew a blank....DUhhhhhhh.....still thinking about not reading the complete info back on take off. The flight following went well and acknowledged looking for aircraft that I was alerted to.When service was terminated I switched back over to N99. The rest of the flight went well tracking the 160 radial for the Modena VOR then turning to the 54* radial for a 6 mile 45* for downwind 27. It was fun getting back home and landing knowing how much fun the XC work will be. Oh, my landing at N99 (home) a bit fast, a short skip and set down was ok from there. I was relieved to call down and clear the active.

I need to get back on Comm 1 and work on my radio work. Bill said for the most part my radio work was very good (except for the departure brain fart). I didn't feel really bad since I heard some other guy call the tower direct only to get switched to Approach for sequencing to land. I am up again Tuesday morning 8am for supervised solo. At that point I should be cleared to go this weekend with out the CFI sitting out at the terminal watching.

In a word......SOLO !

I have been working on dealing with this perma grin that has been stuck on my face like the joker's smile on the old batman series (showing my age). Not even a problem with my Airport contract can take this smile off today.

After calling 40N AWOS, PTW and ILG ASOS for the latest and greatest weather I loaded up my flight gear and headed to N99. I decided to take the back way in this morning, which provides a good look at that windsock. Hmmmm....winds indeed are from the east and how nice that sleepy windsock can barely lift itself up to acknowledge airport activity.

Did I mention I was at the airport 30 minutes early? , yes got there early and mentally landed my Benz SUV a couple dozen times at least. I walked out to do my preflight taking special notice of each and every aircraft parked neatly in their rows and met a nice gentleman who commented on what a nice morning to fly as he performed his preflight. I said good morning and then voiced my agreement. He then asked where I was off to.......I quickly answered off to SOLO I hope! He wished me luck and it felt good. My CFI joins me and follows me around checking as I finish up and buckle in for today’s flight.

I taxi out to runway 9 this morning which is a first to me. Hmmm right hand traffic pattern and I'm thinking I'll need to look for my visual guides but in reverse. Bill decided that I should do a few T&G's. I listen to the aircraft ahead of me call out a back taxi on runway 9 as I move to the hold short for my run up (I was the last in line). As I watch the other aircraft take off I announce my back taxi and then soon follow with my departure to remain in pattern. Three T&G's later my CFI decided to have me let him out at the terminal. He asked if I felt ready and I said yes, still wondering why my knees weren't knocking yet. Bill exited the aircraft and once he was clear I taxied into position. I made my announcements which I thought sounded different for the first time. I felt confident and ready to have some fun. I talked myself through each step (out loud of course) and as I passed each taxiway noting "clear”.

Throttle full and I am under way......wow she is off in no time and I find myself holding a slight nose down to maintain climb out at 80 knts. Ok 1200 feet and turning cross wind everything felt great. I continued through the pattern with no problems maintaining ALT and going through the steps. Landing one was very smooth on center, felt great. Landing two was a bit early on the flair, but I had good airspeed and held it off to settle in for a nice landing. On my last go round my pattern was even cleaner hitting my visual marks and really soaking up the feeling of doing this on my own. What really threw me was how settled I was, not even nervous, collected and ready for my final landing I was over the numbers moved slightly left of center and brought it back and set 2746C down. I taxied back to parking and finished my checklists. Bill was walking over as I shut down and reached in to shake my hand and pass along congrats. The owner of the school walked over too and said congrats and remarked the aircraft can even go back out......we all laughed and I thanked them both for the use of the aircraft and Bill for getting me to this point.

After securing the aircraft I only had to lock the door and I noticed my hands were now shaking as I struggled to get the key in.......Bill said NOW it hits you? LOL....I guess, I just realized that something I wanted since I was a boy, that dream of flying came true. Life is good! Thanks to Mary my super supportive bride and Bill my CFI for keeping me to task.


I had company in spirit today. I know my Pop was there in the right seat with the same S&*% eatin' grin that I had. It will be eight years in April he is gone and I miss him as much today as the day he passed. Thanks to my parents support and guidance growing up and making me the man I am and to believe in myself that I can acheive any goal that I work hard enough or dedicate myself to obtain.

Anticipation.....it's making me wait..

Remember that song......Well I had high hopes after watching the weather forecast for today. However, I got up to a windy overcast day with not a lot of promise. I burned up the lines checking the latest METAR and AWOS at 40N (Chester County). At 1:30 winds are reported as 320 13kts gusting 25. Well a quick check on the crosswind component chart works out to be an 8knt headwind with a 10 knt crosswind with gusts taking it to 16 knt headwind and a crosswind of 19 knts.

After my preflight we decided to work on VOR navigation. A smooth and straight taxi (knowing my CFI is really going to bust chops) followed by my run up and taxi to runway 27. Announcing my departure on 27 I am rolling with full right aileron rounding to level as I leave the runway. Bill comments on a very nice takeoff and right on centerline. We head to the southwest and climb to 2700 just below the report of ceilings at 3200 and OVC. Bill plays the part of ATC and wants my radio work and navigation to flow. First directive is to intercept the 220 radial at Lancaster and maintain ALT 2500. We do a mock communication through the intercom only but it really helps. I read back instructions and begin my task. First tuning the LRP VOR on 117.3, clicking on NAV 1 with IDENT to confirm. I check my current heading and keep an eye on a focus point on the horizon to keep steady with a secondary check of ALT. All the while turning the HDG on VOR 1 to pick up the 220 radial. Checking my heading and answering Bill's questions about my location relative to the VOR and my TO/FROM flag. I know by my heading and the radial that I am on that I will need to turn to the 040 with the TO flag to eliminate the reverse sensing. I make it so and turn my course the LRP 040 radial. OK, that was fun! We chase the DQO VOR on 114.0, the MXE VOR on 113.2 and back again to the LRP.

Well, all good things must end and its time to get home. It amazing but all that turning and VOR work with a few rounds of vectors and altitude changes complete with read backs in cockpit really helped with my comfort factor. My CFI says bring me home. I'm at 2500 and heading God knows where so I dial in the Modena VOR 113.2 with VOR 2 turning to check what radial I am on and get myself headed back towards N99. I also tune in VOR 1 to MXE with a heading of 52* knowing that the Airport Facility Directory lists MXE as 6nm to the field. As I cross over the station which I see over the nose I watch the flags on the VOR flip and I follow VOR 1 at the 52* heading. I announce "Brandywine traffic, Cessna 2746C on a 6 mile 45 for downwind 27, brandywine traffic". I enter the 45* at pattern altitude keeping a look out for traffic. Calling out my downwind turn I go through my landing procedures. Seat belts check, seat backs up, fuel selector both, mixture rich, landing /taxi lights on. Abeam the numbers I throttle back to 1500 rpm, settle, add 10* flaps let it settle and give a turn of nose up trim but not to much, I want a bit more speed to compensate for the crosswind. Announcing position as I turn base adding another 10* of flaps and trim nose down for 70 knts. Wow strong crosswinds have me talking out loud calling out my maneuvers. Banking right and adding a good deal of left rudder I slip in, adding the last notch of flaps and taking out all throttle I cross the numbers, flair (a bit to high) buffet in the gusting wind then settle down far left of center.......MORE right rudder! Whew.....that was really nice until I sat it down. I needed more right rudder.....now under control I roll out smooth and finally let off the back pressure on the yoke. Turning off to the taxiway beyond the hold short, I call down and clear of the active.

I am up again on Wednesday morning, I hope the weather is better. I'll be up again Saturday morning also. Bill reminded me that I did a really nice job (with the slips) right to the point to touch down. He wished the winds were better so that I could have soloed but he said its all on the weather now. I am going to work on flight planning this weekend and do some sim work on VOR Navigation.

A "NO GO" for WX

.....A "no go" today due to crappy weather. I checked weather last night and had that feeling it might be a wash out. As I tucked in for the night I did have that hope that today would be the day. It was a long weekend knowing what was in store. Oh well.....I am scheduled again for Friday afternoon, I'm keeping my fingers crossed for good weather.

I did spend an hour in ground school working on navigation today, which at least made the trip worth it. Yes, I know, bad weather and STILL went to the airport. A guy can hope can't he?

I'll be spending the day working with my new test prep CD from Gleim's and my new navigation CD that Santa also left under the tree. In between study time today I would like to figure out the workings of my new Lowrance 1000 GPS...All those buttons!

Commit them to memory...

Today was a fun lesson, learning and working with something new yet hoping to never have to use the knowledge. Kind of strange huh? That's right, today was control surface failures and a few rounds of emergency procedures for engine failures in pattern and while in, to and from the practice area.

Control surface failures started with the loss of elevator control which had me flying by trim wheel and power to control the pitch of the aircraft. Interesting concept, makes for busy times to this student. Talk about trimming right for landing with no elevator control.....it would be um...different to say the least. I thought I would have some float that's for sure, but proper approach speed and flaps as needed would get me there. We practice Aileron failures and practice controlling with the rudder, it felt sloppy and skiddish but I got the job done. Next failure was rudder and aileron and my CFI asks what do I do to turn now. Without hesitation I said (with hand motions) I would bless myself. Well after he laughs and said that's always good but.......opening the doors would lend to a slow and wide turning radius. I'm thinking that would scare the hell out of my passenger.....but then thinking if "I" blessed myself that might cause a pucker for the passenger too. Dang....just fly the airplane Gary!

Next on the list was a no flap situation. This tells me my speed is critical so get it right. I am in the pattern today and as I turn final my ALT looks great, rate of decent good but a bit to much speed. I pull back on power even more with a tad nose up to hit my 65-70 knts then make for my landing point. Looking good but airspeed moving to a tad bit high so I slip in and really nail a landing, man that boosts the confidence level. Not to enjoy that to long for the next time around I'm a bit fast and a tad high so I announce a go round and head back out. I get an atta a boy for making a good decision without hesitation.

All in all a fun day in the air. My CFI warned from here on out he will be on me for every detail and demand even more as we progress, stating that my checkride will demand as much or more from me too. I am up for the challenge, ok well at least I hope so! Yeah....I'm up for it.

As we taxi in my CFI asks if I feel I am ready. I tell him I feel comfortable in the pattern and confident. He says I don't want to kick you out of the nest if your not sure yourself. I reaffirm that if he feels I am ready, I do too. In my mind I am saying turn me loose mother goose!!!!!!!!! but I contain myself for sake of embarrassment.

I'll be reporting Monday morning after my 8am lesson.....It's going to be one hell of a long weekend waiting......but OH WHAT A CHRISTMAS PRESENT !!!!!!!!!!!

Emergency Procedures review

Brrrrr......it was a bit nip out this morning as I packed the truck for the flight lesson. After playing with Maggie (10 month old Italian Mastiff) I gave her some treats and walked back out to the ML which was nice and toasty.

I started my preflight early and was ready when my CFI walked out to the plane. Today Brian went along since Bill was off for the weekend. I'm jealous, he was most likely off flying and I hope it was for pleasure not business. Ok time to saddle up. I comment about the pitot tube cover missing and the slight leak/buildup on the steering dampner is fixed. Brian says the bird just came out of its 100 hour inspection. I know I read somewhere about not being the first to fly after that but Ahhhhh......just my mind playing tricks.

Taxi time to the run up location and all is completed. We decide to sit tight at the run up location to let the oil temp climb a bit before taking off. At 8 am it's just us and the 150 so we hold position and chat about my prior lessons and where I'm at with my regular CFI (Bill). OK, well into the green, oil temp good so time to roll. With a quick call, "Brandywine traffic Cessna 2746C departing 27, Brandywine", we're off. Brain directs me to fly the pattern and land once then we will simulate engine out for some practice/reviews. There is a Cessna 150 in the pattern with us today so I am mindful of both our positions. First round not to shabby, I really have the hang of that flair, just need to slow down a bit from 70 knts. Round two and on the downwind leg the CFI pulls back all the power and says there ya go, now what? Well I'm at pattern ALT (1500') I immediately trim to maintain 65 knts, check my position to the runway. No flaps, glancing at airspeed, head on swivel, position to runway looking good, I call out my base as I make my turn and continue right around to final while checking to make sure I don't get center punched by someone on final that didn't see me or hear me. With no wind today I have it made! Looking good, I dump in some flaps and follow the centerline. Just as I am about to touch down my CFI calls for a go round. FULL power, control the nose, don't let er' come up and stall. I take out a notch of flaps, maintain best climb speed, positive climb and take out second notch of flaps. Climbing strong now I take out last 10* of flaps and position myself for noise abatement. Well that was fun! Off for three more rounds with a couple of emergency procedures thrown in.

Today on roll out after landing that "new" steering dampener gave me a scare. On one of my full stop landings (which had nice flairs) I was rolling out and as I applied light brakes it started to shimmy shake like crazy!!! Holy crap batman it wants to pull the yoke out of my hands. Applying brakes and struggling to control I come to a stop well beyond my last turn out. I quickly call out my back taxi knowing there is traffic in the pattern and clear when beyond the taxiway hold short. Brain says one more and that will be it and he will have that dampener checked out. I taxi back with no problems and fall in behind a twin heading to the run up area. Traffic picking up now, two helicopters the 150, the twin and one other aircraft taking off. One more go round for a final full stop with the shimmy again adding a pucker factor. Man that ain't right....I taxi back to my tie down location and secure the aircraft. Needless to say that will get a SQUAWK in INK ASAP! I'm back at it Tuesday morning for control surface failures and then I am cleared to SOLO!!!!!!!!!!!

Final flair tune up.....

Another day of landings.....but it sure went smooth! I remembered my birth certificate today for the folks in the office, so that is taken care of. It's really me and I am a US citizen.

After turning 46C so the sun would melt some frost we were ready to get underway. A nice taxi out followed by the final checks during run up. I hear one aircraft entering a 45* for downwind runway 27 so I announce "46C departing runway 27 to remain in pattern...Brandywine" and roll on out to take off. Power full gentle right rudder and we're off. It's a really different look with snow covering the ground. My normal horizon visual marks are ok but my normal ground references are blending in :) Landing procedures are seeming to be as natural as breathing....I NEVER thought I would say that! Turing final I have a slight headwind (what a change) lined up very nice, maintaining 70 kts, pitch good, rate of decent good, adding last notch of flaps power off, over the numbers.......flair......sinking...a bit more back pressure....sinking....not letting the ground have me yet...more back pressure and then a gentle chirp that was almost impossible to hear. SWEET !!!!!!! flaps up, full power, 46C rolling and off we go for more rounds. Today was fun, the landing felt great, no pressure, feet were not heavy and the hands seem to be getting better each time out. I did however have a brain fart announcing position on a cross wind to downwind calling out "turning left base".....DUH!! CFI asked "where are we?" um....well I'm thinking a bit TO FAR ahead. I came back on the radio with the 46C turning left "DOWNWIND" 27 Brandywine and of course with a tone that clearly stated I was a nit wit!

All in all a fun day! I am up again Wednesday morning and I will need to just review emergency procedures and then I hope to be cleared for my solo. I am also reviewing info on Reading KRDG for work on the tower control airports and dealing with approach communications. I have a final in my Legal communications class tomorrow then no more night class until I get my PPL. Between running multiple contracts at work and studying for school I am having a hard time finding time to review for my PPL. HEY, I have my priorities.

Accomplishments and Memories.....

The best lesson to date...by far! Got in early to pre-flight so we could be ready to go around 8am. The temps were low overnight and there was a bit of "frost on the pumpkin" so to speak. Prior to start up we pushed 46C so that the sun could shine directly on the tail and wings. After a light cleaning of the windshield (thanks to my AOPA membership card)we saddled up for today's fun.

All systems go and checklists completed we taxi out to the run up area and complete my final checks before take off. There is one aircraft entering the pattern on a few mile 45* for downwind 27 so I give it one last check for fuel, trim, mixture and flaps and roll out while announcing "Brandywine traffic, Cessna 2746C departing on runway 27 remaining in the pattern, Brandywine". We're off and making a slight turn for noise abatement. Today's lessons were on the T&G's with emphasis on the flairs. Well today it all finally clicked, that's right I can pat my head and rub my tummy, ok well maybe that's a stretch but you get the picture. Four landings as smooth as could be with only one with a slight flair a bit to high but a sweet recovery and realignment back on centerline to set 46C down very gentle. I think my CFI was very pleased, heck I was thrilled!

We taxied back and my CFI said I was ready. I need to supply some info (birth certificate) and go over a checklist of the lessons and then it's time! I am up again Sunday morning if the weather holds off. It looks like solo time and then a flight to Reading for the start of XC work.

Today is one of those days I will never forget. I wish my Dad was here to see me, I know he would have been proud. Today also helps put a new light on my birthday, back in 97 my Pop had a stroke on my birthday while here celebrating, which started the ball rolling downhill with him passing only four months later. I haven't enjoyed a birthday since. I now look forward with his memory tucked away and also with a new excitement for the next chapters to come. Mary, my lovely bride took me out for breakfast after flying today. After ordering, she handed me a card along with a beautiful crystal airplane to commemorate today's flight on my birthday. I am a lucky man! Mary if your reading this....I LOVE you Hotty !

Maybe a birthday solo ?

A great day to fly today, wait just about any day you can get up there is a great day to fly. I had fun today working with slow flight just over the runway surface. Bill was right on because I think it cured me of the "I'm close cut the power and land it feeling". I exaggerate a bit with that statement but at times that’s what it felt like. Today after taking off I headed to Chester County 40N for a few rounds of T&G's. After reporting a long final and utilizing the ILS I was crossing the numbers with full flaps holding of the nose with each time it started to sink adding a touch of power, it was feeling great. As I sat just above the runway holding it off I pulled out the remaining power and "gently" settled down on runway 29. WOW, now that’s how it's supposed to feel! OK, flaps up power full and we're off for a few more rounds. On one of the rounds I caught a good gust which put me down on one main and had me skewing to one side of the runway......not pretty as I added rudder and power. Bill called "my plane" added more power and then handed it back to me to set it back down and complete my roll out. As we cleared then taxied around we went over what was right and what was wrong. Again we were off for two more rounds and both went very smooth, the confidence is finally catching up to my progress. It felt great as we took off and headed back to Brandywine, leveling off at 2500 and enjoying the short hop home. I looked about and thought about how long I've wanted to do this and now it's finally happening. I spot the two water towers and align myself to spilt them and look for the "hockey puck" (another holding tank but more like a refinery type tank) which puts me on a 45* for runway 27.

I reported a 4 mile 45* for downwind runway 27 at Brandywine while keeping a look out for traffic. Helicopters as usual and a few single engine aircraft were entering the pattern. I turn final and the numbers are looking good; speed rate of decent and alignment......nice. Looking downfield at the windsock it's headwind all the way....what a pleasant change. Ok, over the numbers and holding it off....nose up....adding a bit of power...holding it off...wind change!!!! THUD on the runway, oh man that was ugly and not comfortable. It seemed like the headwind just came to a stop and I was not quick enough with the touch of power. OK, one more go round so as not to end on a bad note. This time on final slight crosswind, alignment nice slight bank into wind and adding opposite rudder.....looking good I came over the numbers, held it off, slowly settling down, just a touch of power, nose up and a real sweet landing. Ok that’s a wrap for today!

I'm going to fly Thursday morning at 8am and I hope to solo then. Bill said I did a nice job. He commented that if I just trust what I learned I'll be fine. Bill said my instincts are right on now I just need to believe in my abilities. As I made my way to my ground transportation I felt pretty good, right then Bill poked his head out of the office door and said nice job today Gary real nice job. That was a first and it really helps boost the confidence. Is it Thursday yet?

Ain't nothin' but a flair...

Yes, that's right, it ain't nothin' but a flair but I can't hit it consistently. Worked on flairs today and will be back at it Saturday. I fly smooth and out in front when my CFI covers all the instruments. I know it all comes in time but gezzzzz I'm getting older every day here! I am having fun and that's the most important fact. I feel with all the crosswind training in the book that if I had a dead calm day I wouldn't know what to do.

Pre-checks complete and after adding a quart of oil to the ride we were buckled in and ready to go. Off to Chester County today for T&G's. sun glare taking off on 27 from Brandywine and departing on the upwind to the west really burnt the eyes out. My glasses didn't seem to darken today, that will have to be checked. I was raising my hand to block the sun to check for traffic as I made course corrections. Since there was slim to none for traffic at Chester County I did a long final. I called out my position and started my slow decent from 2500 to pattern ALT of 1600. I reported a short final and throttled back adding flaps and crabbing my way in. Everything looked good and felt good until I flaired while still a bit to high. I let 46C settle down and worked for the centerline a bit but it still was fairly smooth. After a few go rounds' at 40N I departed on the downwind for home. Two rounds later I was reporting down and clear and headed for the tie down. Saturdays lesson will be slow low flight "just" over the runway......I WILL learn to be consistent with the flair!

Knocking off the rust...

Cancel due to weather on 15th and the 23rd

Nov. 26th and finally back up in the air......today was a really nice day to get back in gear. My regular instructor is off for the hoilday so I went up with a new CFI. Started out ok with pre-flight and run up and not to bad of a take off. We made way for 40N Chester COunty for touch and goes but mainly to work on my flairs. Brandywine was busy with traffic today so I departed on the crosswind for 40N. Nice and smooth heading to the south-south west so I can turn back
towards Chester County and enter on a 45 for runway 29. I announce my position as I enter on a 45 while looking for traffic that is on final and one on a long base for runway 29. I am a bit excessive on the inputs today, yup hands o steel.....but I slip in with the crosswind and really get to feel that sinking feeling then flair only to feel the slow decent and more flair, feels pretty good. My instructor says the young guys seem to pick it up quickly so he said I shouldn't be so hard
on myself for not getting it on a consistant basis. Greaaaaaattttt........now I'm an old fart, I mentioned that my first instructor said it was like rubbing the tummy and patting the head...and I told him then I'm in deep shit. Rob laughed and said I was doing fine.....at least he got a kick out of it. Onward we went for a few more rounds with the first the ugliest. I also did one missed when I came in a bit to hot and decided to go around, full power, one notch of flaps up, showing positive altitude gain, taking out another notch of flaps....there we go, I didnt want to force myself down at the end of the runway and become fodder for the evening news. After my T&G's we headed back to Brandywine. It was uneventful until turning final and I really didnt bank enough for the crosswind. Needless to say I was banking left and mucho right rudder to align myself. Not to bad a recovery and a nose held off landing. I need to work on the flairs again wednesday and airspeed on final, I should then be good to go! I'll be back up next Wednesday and saturday.

First time at Chester County (40N)

Back at the home field today. Of course I'm back home and the fairy tale no cross winds is over. Hmmm...well practice makes perfect so off to another day of landings. Bill and I saddle up for a short hop to 40N Chester County for a round of T&G's. There is alot of activity at Brandywine this morning,it seems there is a taxiway extension ongoing to tie in runway 9 and lighting along with a future runway width extension. Hats off to the management at Brandywine for really keeping the facility moving forward. OK we're off and its a bit bumpy but not to bad as we make way for Chester County. Runway 29 is the active at 40N so I head south sothwest to allow for a turn that will put me on a 45 for the downwind of 29. I call out my location and eventually enter the pattern. I am no. 2 behind a cherokee if I remember right. Once abeam the cherokee I turn base and prepare to follow them in. Runway clear I add my last notch of flaps cut the power (a little high at this point), hoding it off, I hear the stall horn moaning, then quiet......Ahhhhh hold it off ok.....not to bad. Flaps up, mixture check, fuel check, increase to full throttle and off we go for 4 more rounds. My radio work is ok, except for my initial call in to report my entering a 45 for the downwind ( i said final) DUH! then corrected immediately with a "correction, Cessna 46C entering a 45 for DOWNWIND runway 29, chester county." After releasing the mic button I told my instructor that would cause a pucker factor to me if I was on final. We made our way back to Brandywine and after announcing position entered the pattern and was no. 2 to land. I had to really crab my way in and it felt pretty good, Bill gave me an "atta boy" with good instinctive reactions. We talked a bit after securing the aircraft and I think Wednesday I will fine tune my flairs and Bill seems to think I'm ready to go. WOOO HOOOO.....I'm excited. My goal was to solo as a birthday present to myself. It looks like I'll make that (Dec. 8th). I'm at 22 hours and that includes about 5 weeks off between schools. Looking forward to Wednesdays lesson. As a side note I can now add another airport to the list; KMIV, 1N4, N99, KILG, KVGT, 40N.