Williamsburg-Jamestown (KJGG)

The dates on the photo's are off by one day, they should read 11/10 and 11/11

On The Road

Mary and I made arrangements with our friend Susan for a overnight visit to Williamsburg. One must understand that Susan is addicted to work :) and it's hard to match up schedules. The ladies got all the details squared away and I took care of the flight planning. Friday's wx was looking fantastic so the plan was to depart Wilmington (KILG) by 8am and make a breakfast stop at Georgetown (KGED). The stop over was suggested by Mary in order wait out the morning fog at Williamsburg (KJGG) she figured why not stop for eats at one of our favorite places. The METAR for KGED 101354Z AUTO 29003KT 10SM CLR 16/09 A2997 (for the non-pilots, very little wind blowing from the west northwest and you can see 10 miles.

Our pre-flight and taxi to run up now complete we hold short of 27 at t/w 'M'ike. With a call to the Wilmington Tower to advise 28679 is ready to go, we get a quick response and get rolling. Wow, what a beautiful morning. We depart 27 and climb straight out, reaching 500' above pattern altitude I turn on course south. Once leaving class Delta of Wilmington we're cleared to change frequency and contact Philadelphia Approach. A nice ride along today with Philly at 4500' and a quick hand off to Dover App has us soon descending for Sussex County.

Field in sight and now squawking VFR (transponder set to 1200) I announce position and request airport advisories (wind direction and speed). Runway 22 for a full stop seems to be the ticket in. No traffic as we approach so, as I am east of the field, I announce a straight in final of 3 miles. A nice smooth landing and taxi to the cafe' for some breakfast has us climbing out of the aircraft and heading for a good seat (at the window of course).

Off To KJGG

All loaded up and ready to head to JGG now that the weather has cleared. I decided to hook up the Lowrance 1000 as a backup to the on board equipment (Garmin 300XL). I am still learning the Garmin. With the SBY VOR (Salisbury Navigation Aid) tuned and ID'ed we are on course and talking to Dover Approach.
METAR KJGG 101700Z AUTO 20005KT 10SM CLR 23/12 A3000 RMK AO1

Dover App, hands us off to Patuxent Approach who in turn eventually hands us over to Norfolk Approach. Mary was taking pictures and noting the leg times (times between each check point) as we stayed on heading. A nice tail wind was showing a ground speed of 130 (149 mph) on the Garmin and the same on the Lowrance. The shot on the left with the ships was taken just north of New Point Comfort, if I remember correctly. Mary got a great shot of Point Comfort on the way home. Norfolk Approach was really good, great voice easy to copy and just plain on the ball. A few traffic call outs and some nit wit not talking or squawking in this busy area had everyone looking as jets made their way into Newport News. It was busy out there and I got a reminder for Altitude as I drifted a tad above my assigned level by 150' I acknowledged and got back to 4500' while continuing to look for and confirm traffic.

With the notable bend in the James river pointing the way to JGG I was cut loose to descend at my discretion. A flip flop of the radio to 122.8 and a call to JGG to announce my position with a request for airport advisories has me following the river for 31. I see and hear no traffic so I opt to pass on the overfly and reposition for downwind 31 and instead with full field and patterns in view announce a 3 mile final for 31. With a steady descent and numbers in sight I add the last notch of flaps, bleed off airspeed, listen to the stall horn moan and gently set down on the mains followed by the delay and light touch of the nose wheel. Mary says nice job, very smooth as we roll out for parking.

Unicom comes to life and asks our intentions and I advise we are here for the night and pull up to secure six seven niner in it's designated parking area. We unload and head in to pick up the rental that is waiting and ask for a top off. A few folks are eating at Charley's but we decided to get to Susan's ASAP. We have directions printed out to the hotel and find our way with no problems. The ride was maybe 25 minutes.

Hotel Check In

We arrive at the Hampton Inn, check in completed and secure internet access (for wx briefing and flight plan update) life is good. Mary and I check out our room, I hit the showers since the temps here are a bit warmer then home. I was soaked after securing the plane. We settle in and decide that we should have packed for warmer temps, lessons learned. I reminded Mary that as Bo Boggs once said on the Flights of the Mouse web page, "From this point, if we forgot something, we either do without or buy it when we need it". We decided to "buy it" for a few "lighter" clothes. Well shopping is right up the girls alley so we meet Susan and head out for a quick lunch, key word here is quick.

Lunch Break!

Just across the parking lot from the Hampton is a Pizza Uno Chicago Grill something or other. We are seated and place our orders....insert jeopardy music....Two ice tea's and one glass of water and oh yeah,50 minutes later at the end of my rope I ask for the manager. He finds his way over and I explain (we just get lunch served), the orders are screwed up and my food is lukewarm at best. I explain to the guy there is a problem somewhere either service or the kitchen needs some help but this service stinks. He says he'll comp the meal and it's all his fault. Yeah I think well that's great, fall on the sword another time I only want my food right. It takes everything in me to be nice, but the Bride is proud, I was very well behaved. We finally finished lunch and I asked our waitress for the check. She explains the manager is comping the meal and I explain to her I don't accept free meals, that's not why I complained. I pay the bill and we leave.....grumble grumble...Grrrrr they don't get it.

Time To Shop

Well the ladies are happy as we hit the shops. I pick up a few light shirts and a brown belt since I forgot mine and I am good to go. Yes, the man gets in and out with mission accomplished, the ladies of course must continue. Hey they had fun and I sat out on a bench in the shadow of the shops and would you believe....right on the corner of the left downwind to base turn in the pattern for PHF r/w 7. I sat and enjoyed the nice breeze judging the dive for the runways vs the nice smooth finals. Just as I am thinking life is grand I hear the rumble of jets, multiple jets. In an instant four military jets in formation roll through the base leg of the pattern and continue east south east, ....A great sight and good for the soul. I "think" they may have been involved with the dedication of a Marine museum in Triangle, VA but I'm not positive.

With our shopping fix met we decide to head back and get dressed for the concert at the Ferguson Center. Susan gave us an anniversary gift of tickets to the show to see Gary US Bonds and The Four Tops. Listen to one of their greatest hits..."I Can't Help Myself". We met back at an Irish pub (Keagans)for a very light dinner. Flash fried calamari, crostini's with beef tips, oyster Rockefeller and drinks. I passed on the drinks not knowing what time we were heading out on Saturday, besides I am the designated driver.

Ready for the Show

Off to the show to see Gary US Bonds who did a nice job as the opening act...He really had the place rockin'. Then the Four Tops took the stage.....all the moves, like suits and FANTASTIC music. What hits, what a walk down memory lane, it was really nice. Thanks Susan!

After the show we all decided to head out for desert and coffee. We tried a place near the Hampton Inn but they were closed. We decided to call it a night and turn in. Mary and I walked into the smell of fresh brewed coffee in the lobby so she grabbed a cup and filled a cup with hot water for my English tea, she thinks of everything, even packing the tea I like. We also noticed one of the field hockey team coaches hanging out in the lobby area. No doubt on guard in case any of the high school girls try anything, it was a classic moment.

Mary putzed around with this and that while I decided to turn on the news to get the weather. I was also connecting to the internet to take a look see for myself. We carried Mary's lap top along but decided that we are going to set my lap top up with an AOPA planning connection and all the links we will need from the road, it's much lighter. The internet is up and running and access to the AOPA planner is good to go. I also checked into the club calendar and that worked too.

Finally time to sit back watch some tv and sip on a fresh warm tea. I am beat, so I turn out the lights after channel surfing and pass out. Mary says she wishes she could do the same but I serenaded her with some wood cutting. Yikes, between cutting wood and a bed that was as hard as concrete it's no wonder either of us got much sleep.

Saturday 11/11/06, Time To Head Home

Ahhh...rise and shine to a new day with beautiful weather. We are tempted to extend our stay but instead follow the wx forecast and decided to head out after breakfast. ILG is reporting IFR but clearing out by 1500Z. METAR at JGG calls out the following; 111523Z AUTO 14004KT 10SM CLR 21/14 A2998 RMK AO1. We pack up and head down for check out and bump into a few of the field hockey team members. We teased them about the "posted guard" in the lobby last night and mary said someone was having fun in the early morning hours as noted by all the giggles. Checkout was followed by a short drive to the local Cracker Barrel. We meet Susan, file in and get seated rather quickly. Mary went through the shop while I went outside for a sit on the rockers.

As for the shopping, the weight and balance is not impacted with 200 plus pounds available between the back seats and baggage. Not that that matters, since I was instructed that whatever can't be brought home with us can be shipped to the house...., she's good...real good.

Time for good-byes, which are never easy but we give Susan hugs and let her know we will return in April to see her. We watch Susan pull away in her new town car, I know a piece of my brides heart goes with her. Mary and Susan have been friends for many years (30+) and shared an apartment/condo and a house for a good number of those years.

It's a quiet ride to the airport but we both are happy that the first overnighter was indeed to visit one of OUR best friends. We head west on I-64 for the airport and have no problem finding our way to Six Seven Niner. First order of business is to return the rental so we wander into the terminal and BAM! there it is, as promised the smell of fresh baked bread....oh my God it was awesome. I was tempted to grab a loaf and take it for the ride home but the older gentleman baking didn't look like he would give it up easy.

With the fuel bill paid (top off 14 gallons - that's 7 gph)we uncovered our baby and loaded up the baggage. While performing the preflight I left a sample of skin from a finger and bled all over the tie down ring. I had to use a handi-wipe to wash it and me off (Thank's to Mary for packing that stuff).

A last look back at the terminal with a wave to the gentleman that took care of the counter and we saddle up for home. Winds favoring r/w 13 this morning so I taxi out to run up and then hold short for a cirrus on final. Noise abatement calls for a turn out at 500' to 180 to avoid houses. We depart and turn out then once above pattern and closing in on PHF class Delta I turn to shadow the James River. Confirming squawk code I am on board with Norfolk Approach. We overfly Busch Gardens and Mary snaps a few shots with the zoom. The view is just gorgeous this morning. This view alone is worth the year of lessons to get here. For the folks who don't fly, you have no clue what you are missing.

We cross the York River with the York river bridge on our right then cross the Moblack Bay where Mary gets a shot of the New Point Comfort Lighthouse. From the point we turn towards Accomack, KMFV. Norfolk Approach again is very good, great voice, easy to copy and very accomodating. Approach calls and tells us the restricted area 4006 is cold. I thank him but advise we are enroute to Accomack, Salisbury and Dover for the scenic ride home, he acknowledges with a "have a great trip".

There are a good many sail boats on the Bay today and the usual shipping traffic. As we cross the shoreline we are given a heads up about an aircraft VFR not talking or squawking at or about our altitude approaching at our 9 o' clock. I quickly turn the head and shoulders to my 9 and search, clipping the wind scoop that flips into the pilot side vent window with my elbow cracking the hinge clean off the bracket. GRrrr....Grumble....same traffic now called out at my 12 o'clock and we report do not have traffic in sight. Mary and I are on high alert with see and avoid but can not see this aircraft. Finally a report of traffic NOT a factor.

On past Accomack and heading northward towards home,KILG. The DQO VOR rock solid and a quick peek on each GPS shows our ground speed at 137 Kts or about 160 mph. Not bad, a bit of a tailwind each day, each direction. Mary and I are taking in the sights while maintaining a scan for traffic when she asks what a certain cloud formation looks like. I start to laugh and agree with her that it looks like a rabbit running, no we are not in need of oxygen. Take a look for yourself.

Wait, it gets better. As we continue north and now with Dover Approach we look out over the Delaware Bay and see clouds that indeed look like fish. I did not drink last night and checking the instruments we are at 5500' and level. Okay we may as well go for the whole ball of wax here and go out on a limb and say where there is one fish there is usually a school of fish. You decide.....

Now that we all had our laugh lets look at what we see in the next picture....ok it's easy, it's the Salem nuke plant cooling towers. Ok, this was the easy see and say choice, you all pass.We are less then 20 miles from ILG so when the tower/ground is finished with a clearance we will make contact. Wilmington Tower, Piper 28679er 15 to the south inbound for full stop with "D"elta 3500 level. We are directed to enter the right downwind 14 and report abeam the numbers. I read back the right downwind but I didn't hear all of the "abeam the numbers". Tower repeats and I confirm.

Looking good if we were on final for r/w 1 but we're not so a left turn to a heading of 320 and I am on downwind. As I am about to call the tower I am cleared to land and hold short of 1. They have a Mig landing on r/w 19 just after I land on 14. I touchdown smooth and roll out to a stop well before runway 1 and get instructions to turn off on t/w F. With the after landing checks complete I contact ground for taxi to parking instructions. An easy trip with right turn on F, hold short runway 9, cleared to then turn right on r/w 9 and a left turn on K5 and we are home!

Home Sweet Home

With 28679er safe and secure we wheel our bags to the SUV. Hmmm...it's a bit of a search and rescue as we look for the keys. We finally locate our keys and vow to work out the kinks in the process for the next trip. Time to head home then back out to pick up the Maggie girl so all the family is back together.

First Overnighter....

Yep, planning for our first overnighter. Mary and I have decided to visit our friend Susan in Williamsburg, VA. I confirmed our hotel reservation at the Hampton Inn, booked the car that will be at the airport waiting and cleared the insurance qualifications in the club aircraft by faxing in my log book copies to show the 5+ hours dual in type.

Now on to the fun stuff! I worked up a flight plan on the AOPA planner, plugged in my aircraft info and completed a weight and balance on a excel spreadsheet. Mary and I will be posting our trip journal after our return home. Here is the flight plan as of today.

I decided to steer well clear of the ADIZ and instead fly along the Maryland/Virgina coast of the Chesapeake Bay. I have run both routes and there is no real time saved. We will take a peek at Tangier Island (KTGI) another place we want to visit located in the Bay north west of Accomack(KMFV) and look for the campers at CheeryStone, where some of our friends rent cabins and spend time fishing. A lot of sight seeing and I hope some great photo's. WX is looking very good for both Friday and Saturday.

First Flight...six seven niner

An early start today as I prepared for my initial flight in 28679. I arrived at the airport by 6:30 and completed my pre flight with the exception of sumping the fuel. I ordered fuel and always sump afterwards. Six seven niner took 25 gallons and upon my test found no water.

Clear prop! was the call and 679 comes to life. I tuned in KESN on the Garmin 300 and gezzz do I need to read that book again. I pass on playing with the radio portion and opt for com 2. Atis dialed in and information Bravo noted, we are ready for our taxi out. Our taxi instructions take me to r/w 27 via t/w "k" with a departure from intersection at t/w "m". I bee bop on by a gulfstream (Campbell Soups aircraft) and turn on to kilo. I proceed with my run up and when complete confirm runway 27 intersection at "m" departure with ground, ground confirm's. Ok flip to the tower and I am cleared for takeoff to remain in pattern for T&G's right traffic 27. Four rounds on 27 and then I am directed to enter left downwind for r/w 32, I confirm and turn out to the left and position as required. This tower stuff is a blast, I love the whole radio thing. One round on 32 then directed to enter right downwind for 27 again. I confirm and on departure turn right to enter the right downwind for 27. I needed to make adjustments for the winds today blowing in on 27, but it was good practice for locating ground reference points. Ok final T&G complete my CFI announces our departure to the SW to Easton, MD. Time to get familiar with the GPS and autopilot.

679 was rock solid and very stable, she trimmed out very nice and held heading and altitude with little or no extra work. The auto pilot was cool, always love new toys but I must admit I rather hand fly anyday, it just felt strange. Switching over to ESN traffic I announce my position and intentions. Traffic seemed light and I could have opted for the straight in but I instead positioned for a right base entry to runway 22. That age old discussion how to enter.....Straight in provided the best view of the pattern but I opted to have that extra look see and enter right base. A tad high but with a slight slip I am in holding off the nose much better this time around. Bill, my CFI always reminds me not to flare as high and hold it off as I sink. The Archer tends to feel nose heavy landing and he recommended once in flare add in trim to ease holding it off.

A quick stretch of the legs and a bottle of water has us saddled back up and heading to Wilmington. I call Wilmington tower about 15 out to the southwest and I am told to report 2 mile left base 32. As I get a bit closer the tower asked where I was going (red eagle) and offered runway 9. I stayed with 32 and eventually reported left base. cleared to land and adding a second notch of flaps I turn final. Bill reminded me almost every landing to get on center, I wanted to make the last one a good one. Pretty much on center but rolling out to my left and make correction and as instructed turn right on runway 9 followed by a left on taxiway K5.

With 28679 back home and secured Bill and I talk about the aircraft, flying and my future instrument rating. Some of the things I need to do is order a checklist in the flip format. While the one in the aircraft works, it's way to busy for me. Bill shared some really good tips today and I'll add them to my list of knowledge for those occasions I may need that little bit extra. He also reminded me to stop in and see him at Brandywine, which I will do to take advantage of that 50' wide runway to help keep me "centered".

A nice day to fly, and always great time flying with Bill my CFI. I reminded him that we need to get together for a night out to dinner with the ladies and he agreed. If there is one thing that I have treasured since learning to fly it's the friendships I have made. The Delaware flying Club just opened the door to more adventures and friendships for both Mary and I.

It's Official!

Our membership in the Delaware Flying Club is official! I met Gary this evening and went over a few things and was given a set of keys. I will need to complete two hours of dual (instruction) to make a total of five hours dual in type before we can solo. The Insurance required this since I am a low time pilot. Mary and I are very excited and can't wait for that first overnight trip. Gary (Aircraft Owner) has provided us a fantastic opportunity to sample what ownership involves. I am looking forward to the annual in November and getting a little hands on and at the very least getting in the way and asking a bunch of questions.

KWBW for a special visit

N99 - KWBW - 40N - N99

Blue skies and a very good wx brief stirred the soul today as Mary and I headed to the airport. Winds were 260 at 8G14 for departure and 270 10G20 at WBW. A last minute call to the wx brief by one of the CFI's at the school and I read the information supplied. By the time we were scheduled for our return the winds would be 260 12G24. With the strong gusting winds I sat and thought about changing my mind to go but the back up call and winds favoring my runway for landings at each location weighed in on the go side, and so we did. I also thought about all that crosswind training, which left me feeling in tune with the crosswind Gods.

Brandywine was busy today with the Rotorfest; helicopters, fixed wing and people everywhere. Mary loaded up the aircraft while I did my preflight. The only catch to getting out would be if we got fuel in time. The TFR took effect at 12:00 local or 1600 Z. The fuel truck finished and I completed my checklists, pacing myself with the thought if we miss the window who cares we can go another day. The time is 1550Z when I call clear prop and fire up 46C. I taxi out behind my instructor and await my turn for a run up. I had a 152 that taxied behind me so I could not run up where we sat, besides I am not changing the routine just to get out playing beat the clock.

Number three for run up I taxi into the box and run through the checks. All is good to go as the Ground Boss calls 3 minutes until N99 is closed. I am now number two at the hold short getting ready to taxi for departure. The 152 in front of me did his run up on the taxi way and he moved up in line. My Instructor departs in Tango Bravo a 172, followed by the 152. I roll into position and call my departing 27. What a picture, the 172 well away on the upwind, the 152 with good spacing and I'm just wheels up.

Eyes all around with the helicopter traffic and the U.S. Army Black Daggers parachute team in the air. I make my call...2746C departing the area to the north and exit out on a 45* away from the normal crosswind pattern. I get a return call and someone says thanks for the turn out 46C...followed by a call to the helicopter with the jumpers that the zone is now hot. I didn't get a chance to see the jumpers, I was to busy reining 46C in and dealing with the turbulence. My call to PHL Approach was delayed (VFR traffic calling standby) with all the traffic on the air but finally was contacted followed with my acknowledgement of the squawk code. The flight plan was on the mark today despite the rough ride. We crossed the East Texas VOR on time and we were still riding along with PHL App. We should have been handed off to Allentown Approach. I made the mistake of saying out loud that it was odd that PHL is holding on to us this long, we should have been passed to Allentown Approach. Mary got that look on her face. I had tuned in Allentown App. and was listening for traffic just in case. I finally decide to call PHL as I am getting ready to cross Blue mountain and over fly the valley where Arner Memorial Airport (22N) is located.

Ok, how do I phrase this to PHL App. without sounding like a smart A$$ ? Here is what I did;

ME Phl App 2746C request
PHL 46C, PHL App
ME PHL App, 46C still with you 5500, would like to contact Wilkes-Barre Approach.
PHL ah...46C Freq. change approved, have a good day.
ME Freq change approved, thanks for your help today 46C

I got a good laugh.....I already had Wilkes-Barre dialed in so I made the call and was given a new squawk, which I thought was strange but understand now since it was not a "handoff". I confirmed squawk and verified that I would report the airfield in sight.

The foliage colors were really pretty on this trip although not as outstanding as I thought they would be, more of a blanket of color. I did however like the cloud shadows on the surface.

New territory for us today, as I stretched the wings beyond the known. With the Susquehanna river in sight and that distinctive bend, I knew I was west/south west about 8 miles. I report to WB App field in sight and they cut me loose. I had WBW dialed in and made the flip. I advised WBW traffic I was 5 miles 45* from south west for full stop r/w 25 WBW. Not a peep on the radio. I called out downwind, base and final with no other noise. I tried unicom again after calling clear 25 as I taxied in but not a word. (<- downwind 25 )

Mary and I decide to shut down right in front of the building, if someone is home they will know we are here! After locking up 46C we headed in to find everyone having lunch. A very friendly bunch at Valley Aviation, dropping what they were doing and getting us a taxi (Enterprise closed at noon). The man at the counter hangs up the phone and says 15 - 20 minutes. We thank him and make ourselves at home. (<- Final 25)

The man then says, where are you headed and how long will you be? We were going to drive a few miles to the cemetery across the highway where my folks are buried and then up to a town called Forty Fort (a few miles from the airport) to visit an Aunt and Uncle. The guy said take my truck, I'm stuck here until' 5:30. I say Oh, a courtesy vehicle that's really very nice. He states no, it's my truck. I ask, are you sure, and that he didn't have to do that. He said heck, I got your plane. Mary and I were off, and as we walked over to his new Dodge Ram 4wd p/u she said laughing, it's not our plane! We got a good laugh.

Mary and I placed flowers (mums) on my parents grave and added a small pumpkin and Indian corn for the Halloween/Thanksgiving holidays. My Bride, she thinks of everything. Off to visit the family but they were off on some train excursion that is a local thing....guess you have to live there to understand it. We left word with my cousin that we flew in and to let his folks know we we there.

We headed back to the airport after topping off the tank in the truck, it's the least we could do. We decided to grab a bite to eat across the street from the airport but the wx looked like it had other ideas. I asked if they had computer access so I could check the wx and I was taken to an office in the back. Hmmmm, odd I can't log into DUATS, so I tried the AOPA weather pages. I was concerned about the winds and if the rain would pass, we could see it moving our way.

I confirmed what we saw outside. I played it through a few times to follow the track and it was headed towards WBW/AVP. Mary and I decided it was time to scoot.

METAR KAVP 141754Z 23013G24KT 10SM SCT080 11/M06 A2976 RMK AO2 PK WND 25029/1722 SLP077 T01061056 10122 20022 56008

Mary pulled the chocks and returned them to hanging on the fence while I preflighted the aircraft. The wind was really starting to pick up as we both climbed in. I finished the preflight and called clear prop as 46C was ready to head home too. Calling out a back taxi on 25 for departure we made wat for the run up at the approach end of 25. Everything good to go and we were rolling to the hold short. WBW traffic, Cessna 2746C departing 25 WBW....and we were off. Cloud level looked like was maybe 5500 and I planned for 4500 for the leg home. A final call to WBW traffic as I announce our departure on 25 crosswind to the south adding a thanks again for all the help.

Time to climb over the mountain, focusing on a path between towers right and left. gentle "s" turns to see over the nose and position looks great. Finally the radio comes to life as we reach 3000' . A call to WB App and a new squawk code has us heading home with some added protection. Mary is closing her eyes to deal with the turbulence and I think even catches a few winks along the way. WB App called out traffic and I confirmed contact as we neared the hand off to Allentown. Allentown asked for our final destination when we checked in and called out traffic a few times. We had a Gulfstream at our 1:00 at 4600 with no contact at first but then a clear view passing through our 12:00 well ahead of us and headed into KABE.

Checking the time I knew were not going to be able to land at N99 until the TFR was lifted at 4pm, it was 3:10 or so as we passed Pottstown cooling towers. I canceled flight following as I crossed Rt. 30 decending to 3000' and decided to make our way towards 40N Chester County. I gave Mary the nickle tour of the area and doubled back on the south side of 40N to enter the 45* for r/w 29 at Chester County. The downwind to base was, exciting to say the least, with the winds kicking. Keeping speed up and only adding the second notch of flaps we are on very short final when the gusting winds feel like they stop. I added a touch of throttle and worked that to get us in.

We parked at the Jet Direct Aviation and decided to have an early dinner. Jet Direct treated us the single engine piston just like the big boys, great service! Our first time eating at The Flying Machine Cafe' and it was really good. The onion soup is a must have!! Service was fast and friendly, worth a return trip. It was nice to watch a few Gulfstreams land and taxi in as we enjoyed the time relaxing and talking about the flight. The service was really good and friendly.

Mary again pulled the chocks and returned them as I preflighted. It seems we have this system down pretty good. All is good and we fire up 46C for the short hop home to N99. A smooth take off and turn out for noise abatement followed by a call to announce departure on the 29 downwind to the east. Ahhh, with my water towers in sight I postion and announce a 10 mile 45* from the SW for left downwind 27 Brandywine. Helicopter traffic is still buzzing around so Mary is my second set of eyes. I call out 4 mile 45* for left downwind 27 from the SW just to let the place know where I am located. Landing checks complete I announce downwind 27 and give another look at all the goings on at the helicopter museum. Announcing base and final I am a bit high as I line up. pulling out the throttle and splitting the PAPI lights I'm on glide looking good. Wow! wind gusts and some crosswind we start rockin' and rollin' I'm thinking great....this will be fun. This is why I am so glad I trainned here at the 50' wide 3400' runway., Adding power to prevent the "thud" we float then sink, rudder throttle hold it off sink and we're in. I'm sure it didn't look pretty at all, but it was gentle and only a short taxi to clear. 46C is home and secured as Mary grabbed the flight bag and headed to the ML while I paid the bill. My lovely Bride pulled the truck around to the flight school front door as I sat and chatted inside. Finally, we are headed home and I can't wait to pour a big glass of ice tea and kick back.

METAR KILG 141951Z 25013G20KT 10SM CLR 15/M04 A2984 RMK AO2 SLP105 T01501044

TFR INFO

Location : Brandywine Airport, West Chester, Pennsylvania near MODENA VORTAC (MXE)
Beginning Date and Time : October 14, 2006 at 16:00 UTC
Ending Date and Time : October 15, 2006 at 19:45 UTC
Reason for NOTAM : Parachute jumps by the U.S. Army Black Daggers Team
Type : Airshow
Pilots May Contact : Philadelphia (PHL) Air Traffic Control Tower, 215-492-4123
Affected Area(s)
Airspace Definition:
TFR Center: 6 nautical miles from MODENA VORTAC(MXE) on the 053 radial (Latitude: 39º59'24"N, Longitude: 75º34'55"W)
Radius: 3 nautical miles
Altitude: From the surface up to and including 10500 feet MSL

Flight Plan for KWBW and 9N3

I am waiting on the word for the club PA28-181. Insurance will most likely want me to have a minimum of five hours dual with an instructor, I have three. I was signed off in the flight school, PA28-161 and have been trying to build some hours in type.

Maybe this week I will set aside the last two hours, one being night landings, and then finish up. Mary and I want to head to KGJJ in Williamsburg/Jamestown for the first weekend of November.

Today is another story, flight plan for Wilkes-Barre Scranton area. Wx is looking great and we decided to fly the C172 N2746C. A call to TAS flight school and 46C is reserved for us with an 11:30 departure followed by a 4 pm return. N99 has a TFR that consists of multiple airport closings with the first at noon-12:45 then 1:30 - 2:15 and finally 3:00 - 3:45. We will launch from 9N3 around 3:30 and head south with the plan for landing around 4:30.

More to follow with pictures and a trip report!

Paperwork, Forms and Numbers...

Today I finished up the insurance forms for the flying club. I had to dig out the log book and provide back up for flight hours for the year, last ninety days and hours in type. I also went through all the AOPA online safety courses that are good for Wings credits.

With the information faxed out and a follow up call to the agent, I should be hearing something soon about my flight status in the Delaware flying Club PA28-181 Archer II.

I am going to purchase some software to begin the ground school portion of the Instrument Rating. It's crazy but of late I seem to thrive on reading or studying everything and anything about flying. I keep telling myself this is a good thing.

Off to look for software....

First Flight With My Brother...

WEDNESDAY SEPTEMBER 27, 2006

METAR KILG 271351Z 14005KT 9SM OVC100 18/16 A3003 RMK AO2 SLP168 T01830156

Today was the first flight with my brother Joe. If you have followed my Flight Log you know that our first scheduled flight to Bristol CT., for the Mid Atlantice Little League playoffs was scrubbed due to wx. For this flight I had planned Ocean City, MD, thought about and planned Wilkes Barre, PA and finally decided for his first flight a view of the local area and a quick trip along the Delaware Bay would do the trick. Yes, back to KWWD Cape May. We departed N99 with some clouds in the sky and the WX Briefer noting SCT at 4500 and along the route 6000 but clearing for a great VFR day. SOLD! I liked what I heard and decided it was a go.

I explained some of the pre-flight followed by a briefing once buckled in. We had to wait on two aircraft landing then we departed on 27. I announced departing the area on crosswind to the south and switched frequency to PHL APP. I made two calls and never got a response, very strange since I did get confirmation that we were transmitting prior to our departure. Funny quote of the day..."Wow, there are a lot of pools down there"....I just laughed, every pax has made the same quote as we climb out of N99. I guess I need to sit right seat and check out that view.

Well low and slow was the plan so I held steady at 2800 and passed over the class Delta at KILG making way for the Jersey coast along the Delaware Bay. A bit of bumps but getting smoother as we passed by Bridgeton and had Millville Airport in sight (in the distance). As I pointed out landmarks and chatted about flying in general we had the extreme pleasure of sharing our airspace with a gorgeous Bald Eagle. Mr. Majestic soared along, never getting to close but looking our way and impressing us with his steep bank turns as he broke down and away towards our 8 o' clock. I dialed in the ASOS at KWWD and with winds 210* we made a straight in final for r/w 19. The place was quiet, so quiet I could not even get an airport advisory on unicom.

Again a high approach with a squeaker of a landing and we were clear of 19. We made a stop at operations to visit with the Operations Asst. Manager for New Jersey Airports run by the DRBA and fellow co-worker Tom Berry. A quick "nature" break and a chance for my brother to catch a smoke. We enjoyed the sun as we hung out at the picnic tables near the airside of the terminal. Neither of us really wanted to visit the museum instead we rather get as much air time as possible.

After a nice visit with the Tom, I did a walk around and oil check prior to climbing in 8LA. After a run through the checklists it was Clear prop followed by 8LA coming to life. I asked Joe to keep the door cracked open in order to keep us cool on the taxi out, assuring him we will "button up" for the run up and take off. Run up complete and waiting for a Piper followed by a 1940's Bellanca Cruise Master(file photo on left)to land, we were then ready to go. This baby was sweeeeet, white with red trim and looked new out of the box, what a restoration. Cape may traffic, "Piper 988LA departing runway 19" and we were off. Nice smooth takeoff with a turn to crosswind and downwind giving us a great view of Cape May, Wildwood and Atlantic City in the distance. I announce departing the area to the North on the left downwind for 19. Tom from operations thanks us for the visit and I acknowledge with a thanks for having us in and see you during the week....at work.

Tuning in the DQO VOR I make way for KILG with the plan picking up the MXE VOR as we cross the Delaware River. Nice and smooth on the way home with all the cloud layer having pushed out towards the north east. With the Cooling towers in view it was an easy day for navigation. The hand held GPS unit did not get a lock today, but no biggie as they say, I much rather look out the window and reference the big picture. I enjoy hunting landmarks, it's sort of like driving and knowing each corner building, gas station and local store.

As we crossed the river we felt a little chop which messed up Joe's pictures of the Delaware Memorial Bridges. He did take some nice shots of Wilmington and the Blue Rocks Baseball team stadium.

We easily picked out the Rollins building, and located the little league fields that we coach at. It was a fun flight as I turned for the 45* entry to runway 27 at N99. Ahhhhh...almost forgot, toady was the first time I got to dial in the AWOS at Brandywine, N99. Yep, that's right it's been certified by the FAA and is broadcasting on 121.4, very cool.

As of October 1st Mary and I will be flying the Delaware Flying Club plane at KILG. We were very lucky to find an opening in this club. DFC has only four members and the schedule is pretty much wide open for securing dates to fly. This will open up the chance to do overnight to some of our wish list locations!!

The Real Deal!

Today I received my Private Pilot License in the mail. It's not the best looking plastic in the wallet, but it's my favorite!!!

With a change in the work schedule I will have some time to fly Wednesday. I am going to flight plan for Ocean City, MD. KOXB will be a new airport for me and the farthest I've been south from the home airport. Yes, just a newbie and I am still learning how to stretch the wings. I guess I'm building up for that flight to Williamsburg in November.

I will post the flight info, pictures and write up Wednesday evening.

On The Way To Cape May...

Well not quite the song, but indeed a nice trip to Georgetown then a hop across the Bay to Cape May.

The aircraft we wanted to schedule was signed out until 11am so Mary and I got a later then planned start, which I thought was great, last time I was in one of these planes the weather played a huge part in me not enjoying the ride. So it worked out perfectly enjoying a light breakfast then heading out. After a preflight and hook up of the Lowrance 1000 we were ready to go.

Today is the first trip we had to use the Lowrance. N988LA is GPS-less. I had fun taking advantage of every opportunity to use pilotage. First checkpoint was KILG and the Delaware Memorial Bridges. Cloud layer was at 3000-4000 so I transitioned through the KILG class Delta then climbed through an opening to 6500 on top. As a newly minted pilot, this was my first time "over the top". I made the decision to go over the top after looking down the Delaware bay a seeing the cloud layer extend along what I thought was beyond KDOV and with some tops at 4500 (my guess). The only opening was straight down the Bay but again I could not see an opening to make my way towards the west and Georgetown. I rode the "on top" 6500' south west to the west side of the KDOV airspace and found a great big hole and settled us through it down to 3000'. This has to be the most humbling yet breathtaking experience I have ever had to date in the plane with Gary. The pictures show the magnitude of the beauty that can only be appreciated by this view. I was thrilled that Gary and I had this opportunity together............ I wonder at times when I don't go up with him, what am I missing today?

I was happy to ride along at that altitude until the 5 mile 45* entry to r/w 4 at KGED. I know 4 white and right of center but a nice landing......darn no video to help me out with this one.

Good flight, had fun and of course the eats were good. I have learned very quickly not be surprised at the dinning opportunities that are awaiting us. We have enjoyed breakfast, lunch and dinner and I highly recommend the restaurant at the Georgetown Airport. Mary and I sat next to Bill and his wife, we met them at the LNS fly in (the one we did the "drive in") due to no checkride at that time. We chatted for a while swapped numbers (both brides love Bed and breakfast places) and were on our way to WWD. This is the part that everyone has been telling us about, making new friends and sharing in the adventure.A quick pass over Lewes looking for the tall ships, we found none but did get a good look at the Ferry crossing. We then turned east and crossed the bay for a stop at Cape May. Mary has a nice shot of the Cape May Light House and she captured another short final and high but another good landing and that's my story, besides that zoom lense does not help ;).

A quick departure from Cape May and we were headed home to N99, good trip and a nice ride home!

Brandywine is now in sight. Calling out my 45* entry to downwind 27 at Brandywine I had a visual on a Cessna also entering. I turned out and re-entered on the 45* to be No. 2 to land. An aircraft was on cross wind as I had just turned downwind and he announced No. 3 behind the Piper (me). All is well as we three make our way home. On downwind I notice a CAP Cessna sitting at the hold short. No. 1 to land calls out his base and final, as we pass abeam each other I extend slightly and turn base also. The Cessna at the hold short announces his departure on 27. Mary and I both can't believe what we are about to see. This guy HAD to see at least one aircraft on the base final portion of the pattern or he was clueless. The No. 1 to land was on very short final as the Cessna began taxi on to 27. Repeated calls by No. 1 to land, calling out short final fell on deaf ears. The guy on the ground started his take off roll and No. 1 to land announced a go around very calm and collected. I watched it all unfold adding in the last notch of flaps early to slow down and give plenty of room, enough so that I could land as the CAP Cessna was now well upwind.

Ok, now this is the stuff that scares the *%%#* out of me..........what is the deal!! But the gentlemen did an excellent job of avoiding a potential accident, two thumbs up and he get's a that' a boy.

I met the No.1 to land guy at the flight school, he was renting the same as us. I patted him on the shoulder and said nice job avoiding the nit wit. I told him the Bride and I heard everyone of his calls and just could not believe it.

Except for the excitement at N99 it was a good day, we had fun, talked with some friends we had met at LNS and our 2.6 in the book leaves us needing only 4.2 in type to get into the club plane.

3 In The Book....

Today is the anniversary of the World Trade Center attack. I hope everyone takes a few minutes of their time to remember those who lost their life, those who gave their life to help others and to our men and women preserving our freedoms we enjoy here everyday. Thanks from this appreciative AMERICAN!

Thursday September 7, 2006

I completed my last hour of three dual in the Piper this morning, pounding out 8 landings between Chester County and Brandywine. There was some ground fog that covered my landmark airport references, but over all good visibility at all times. I dialed in MXE and headed for home picking up the 54* outbound radial and calling out my 45* entry at 4 miles to downwind 27.

I learned two valuable lessons today. CALL unicom for airport advisory. This will serve two fold, runway and winds along with a simple check that the radio is working. I like to listen as I approach and call in anywhere from 5 to 10 miles out. Well as I approached on a 45* for left downwind 29 at Chester county I had a radio problem. I think I had CTAF on comm 2 but no transmit so I checked my selection and it was comm 2 but still nothing. Now about to call the 4 mile 45* I decide to turn out and correct my problem and then re-enter. I was directed to continue in as the CFI brought comm 2 online. I made the call, even though I was turning downwind and continued on to multiple T&G's.

The second lesson learned was at the point of flaring to land use the electric trim to help with nose up trim and make for a smooth transition. I tried this on a few rounds and it helped. I also liked the 10* of flaps on take off roll followed with adding in the second notch at Vr to jump off the ground. Just a few tid bits for the memory.....

Just returned from vacation so I will keep this short....I had noticed I didn't do a write up for last Thursday.

2 Down, 1 To Go

Yep, two hours of the three required to rent the school Piper PA28 are completed. I had a fun lesson today with a lot of slow flight, pushing the limit trying to get it to stall. Not easy, just some buffeting and mush for controls. Four landings in the book today, first one was flat, second was better but displayed my balloon talent :( I had to add a touch of power to make for a smooth return to earth after the balloon but ended up holding the nose off. Landings three and four were both simulated engine outs. First sim engine out was cutting it close that Piper glides like a brick, no, a concrete block. I made a no flap engine out and just got to the numbers, not a bad landing with all that was involved. Last but not least another simulated engine out at 1500' not quite to the approach of 27. I had traffic to the north east, no factor, one that just landed and he called clear, no factor and me. I turned in a bit quicker then the first go round and decided to listen to what my CFI stated, the Piper gets there faster but sinks quicker. Armed with this knowledge I get into a base/final turn then bang in flaps first notch then second, still a bit high but have it made so the last notch, get it to the runway and as I loose speed she settles in. Nice and smooth and an easy taxi to the last turn out.

Time to secure 8LA and unload my stuff. As I button up inside the CFI pushes back and calls for left then right rudder. I roll out an on to the wing having to duck back in to "get the numbers". All secure and my CFI jokes that he must walk around to see if I had broken anything.......I asked was the last three that bad???? He cracks up and says no, not bad.

I have a lesson scheduled Thursday morning to complete the 3 hours required.

Finally....Back In The Saddle

It has been three weeks since I was flying. Last time in the Cessna 172 was our trip to Harrisburg (8/13) and last seat time in the Piper was the day before Harrisburg (8/12).

Mary and I headed out to breakfast at our favorite local shop. We met a gentleman that is based at New Garden and really had a nice chat as we waited for our food. Mary and I agreed to hop over to New Garden and check the place out.

With the morning eats taken care of it was time to call and schedule the C-172R for a few rounds of landings and some fun flying. Mary decided to pass on the landings so I invited my long time friend John who is really more like a second brother to me, our friendship goes back to 5th grade, whew.....That's a long time ago. Counting the years that would be about 37 or 38 ...Dang I am getting old!

John and I headed out to the airport and completed the preflight around 11:40 or so and decided to scrub T&G's at KILG and instead fly over his sisters house south of 40N Chester county. It was a good fit, first time in a small plane in 30 plus years for John so staying local worked fine. Run up completed and taxi out to the hold short for a brief hold for helicopter traffic. Time to go as I announce departure followed by a last check for base, final and our taxi on to runway 27. Nice headwind today of only 4-8 knots maybe changing back and forth from 260* to 290*. John and I rotate at 55-60 and follow the noise abatement that is listed. I point out the mansion on the left and the houses on the right along with our track to be good neighbors. John noticed the same thing Mary did her first time up, "wow, there are a lot of pools down there"....I got a good laugh. John also commented how everything looked "like a model" sort of like an HO scale train set up with all the perfect buildings and roads.

Announcing crosswind and departure to the southwest we scan for traffic and look to eventually make our way to follow Route 30 west bound. John and I each pointed out landmarks and it helped him with our position. We switched over to 122.7 CTAF at 40N and proceeded west about 6 miles north of the field. With 29 the runway of choice today at Chester County I wanted to stay well clear of the pattern. Once well clear of 40N we made a great big 180* turn to head back east and followed that with a 90* turn south to over fly Chester County at midfield. As soon as I announced over flying midfield at 2500 north to south, another aircraft called with the same info. The other aircraft did not gives miles out from midfield. John and I scanned with some gentle S turns as I immediately announced my position, track and not having the traffic. I also announced descending to 2200 knowing the TPA is 1660 and I would still remain clear of left downwind traffic for 29. Always have a plan, and I did. We cleared the field and the pattern as another aircraft entering the downwind for 29 called. I announced my position with altitude now climbing back to 2500 as I spotted the aircraft just entering from a 45* to turn downwind for 29. I acknowledged his position having visual contact as they passed under us at our 4 o' clock.

Clear of 40N we looked for John's sisters house and sure enough he got a good laugh as I asked if they added a shed or garage in the SE corner of the property. He nodded and confirmed it was indeed the correct house.
It was nice to locate her house and I'll have it for future reference when we can take a few more shots with a better camera and not the camera phone. I dialed in MXE and headed for home since I wanted to put a few landings in the book. My first landing was a tad flat, I needed to do better. Landings two and three were much better, stall horn moaning, nice flair and settled right down to greasers. Ahhhh....it felt good to be back in the air!

I should have a few pic's added and maybe a landing video (my first). Tomorrow I am scheduled for 8LA the Piper. I need 2 more hours with a CFI so I can rent that on my own. If and when I hit 10 hours we can fly the club plane. The first dues check will go out for October 1st.

A "No-Go" for WX...

So much for finishing up this morning in the Piper so I can rent on my own to build hours. Honestly, at some point I will have the required hours in type to start flying the club plane.....someday.

TAF KILG

TEMPORARY WX FROM 10Z TO 13Z VISIBILITY: 3.0 MILES WEATHER: -TSRA_BR CLOUDS: 7 BKN WITH CBNEW

WX STARTING: 13:00Z WINDS: 90 AT 6 VISIBILITY: 6.0 MILES WEATHER: BR_VCSH CLOUDS: 10 BKNNEW

WX STARTING: 14:00Z WINDS: 130 AT 8 VISIBILITY: 5.0 MILES WEATHER: -SHRA_BR CLOUDS: 12 BKN

Sign us up....

Today Mary and I took some time to visit with the owner of N28679 the PA28-181 Archer II. Gary is a very nice man, he seemed pretty laid back and a real plus for general aviation. He encouraged me to obtain the IFR and commented on what a nice platform this aircraft will provide. I think the most impressive thing was the absence of the "My plane" phrase. In fact, Gary repeatedly stated that as a club member it's your aircraft and that's the way he wants us all to treat it.

I am checking into a CFI based at ILG to fly six seven niner for the minimum 10 hours before taking it up alone. I have 9 to go......heck I may just bag a days work and go on a cross country with my CFI or another from the school I got my license at.

Both radios have been replaced, one with a new garmin 300XL and the other I can't remember. The AP is tied to both HI heading bug and the 300XL GPS, so that's a cool feature. The annual is scheduled for November and I already offered to help in any way. I figure may as well learn all I can, Mary and I may be owners sooner then we think. We discussed the fuel arrangements at the home airport and away from home. We also talked about how everyone logs time and the online scheduling system that I already have access to.

Overall a great trip to ILG this afternoon. I also managed to hear the aircraft I rent at Brandywine doing T&G's (N2746C) here at ILG on runway 27 ....I guess she was checking up on me or giving the nod of approval.

Upcoming flights are in the works for a fly into KAIY Bader Field and trip to Wilkes-Barre just to let Mom and pop know I did it, I have my license. I wish they both were still here to share my dream come true but I guess they really do know. Heck, Pop's picture was taped to my knee board the day of my checkride.....I needed all the extra strength I could get!!

Mary and I will update as soon as we are flying the club plane or schedule a flight with one of the school planes. Blue skies....

Off to the PA State Capital

Sunday August 13, 2006

Pictures added...but I didn't change the date....

Mary and I decided that Sunday would be a great day to visit family in Harrisburg. The weather reports were looking fantastic and we needed a break from the normal routine. This new travel by air deal is pretty cool! We had to be back for a BBQ here in Wilmington, DE by 5:30 pm so "by air" really helped. This is so electrifying……… I have told Gary that I knew when I married him it was going to be a heck of a ride, who would ever had thought literally.

Mary and I packed the flight bag and a few things into 46C as I started my preflight. Mary observes as I walk around (usually talking to myself)while completing the check list. It’s a great way for me to learn and understand. Fuel check complete and time to buckle up for a fun day.

With the run up complete and all systems looking good we announce and roll out to runway 9 for departure. Turning crosswind and downwind I follow up with a departure on downwind to the west call as we climb to 2000'. Switching frequency to PHL Approach I get a quick response from PHL that they are to busy to help me today........hmmmm....ok, fine we will go at it alone. It was encouraging to see that this didn’t bother Gary, he just shrugged his shoulders and concentrated on flying.

I changed my planned ALT from 4500 to 3000 in order for Mary to take some nice photo's and that we would remain clear of KLNS class "D" 2900. Motoring along and about to enter Harrisburg approach territory I make the call and request flight following. We were about 13 miles east of LNS at the time. Harrisburg gave us a squawk code and we were headed for the three mile island towers clearly outlined against the sky. (KLNS as we were flying by)

As we approached Harrisburg International I was handed over to Approach on 124.1 . We crossed over the approach of 31 and were directed to follow the west bank for runway 30. I confirmed and made way for CXY. I was quickly handed off to the CXY tower and I thanked Harrisburg for their help. Cap City tower cleared me for landing on 30 and I confirmed. Last notch of flaps and a nice touchdown with a roll out and right turn off to the t/w that takes me to Harrisburg Jet. Nice and easy landing………front parking spot and overall a very sweet trip, great job by the pilot. A call to Ground to call out my final destination as Harrisburg jet and off we go. Switching to unicom HJC sends a lineperson out to direct me to a parking spot.

All locked up and our ride waiting we head out the gate to a fun afternoon. Mary and I visited with my cousin Dom and his wife Lisa. It was great to visit and see the children after a long gap in our visits. Their three girls are so nice, well behaved, great manners and did I mention just gorgeous. Obviously looks from their mom......hehehehe had to take a shot at ya' cuz. We had a chance to see all the new additions to the home and just sit and catch up. The pool and landscape looked great and if we had more time I would have been tempted to dive in. Before you knew it, it was time to head back to CXY. We made a stop for some lunch then said our goodbyes. With the new mode of transportation we will be back again to visit soon. 35 minutes in the air beats 2 hours of driving anyday.

We saddled up for home and departed around 3:30 requesting taxi for take off for VFR to N99 with information "Q". Departing 26 we were instructed to climb and maintain 2000 then turn to course 180. A short roll and we were off, climbing out as instructed obviously to clear terrain on our 9:00. We then turned to 180* and were handed off to departure. Departure confirmed our intended altitude then gave us a course change to 130* to follow the west bank. After we cleared the Harrisburg International area we were cut loose to proceed on course. Finally in somewhat smooth air after crossing the Susqehanna River. It was really bumpy until we crossed the river and it took a short while for Mary to get comfortable. I actually asked her if she was sleeping........(duh, her eyes were closed......where's my sign) . She said it helps her deal with "bumps". Some what bumpy I’m talking take all the roller coaster’s in Bush Gardens and put that into one ride that was how bumpy it was. Soooooo it was a little unnerving until things started to settle down. Plus he asked me this morning where I got a bruse on my leg………I guess when I was getting smacked around by the plane.

Passing south of Chester County and with both water towers in sight I know I am headed home through the gateway to 27 left downwind. I announce my position and follow with the left downwind entry. One aircraft spotted off to our 2:00 that looks to be entering the downwind maybe midfield. The pilot announces his position and I announce ours...we exchange that we have contact and he opt's for a 360* right turn to re-enter. A turn to base and final as the pattern gets busy with numbers 2 and 3 behind us we gently settle in and roll out to our turn off. Final after landing checks complete our journey comes to an end. I benefited from the flying education I received today and I’m so looking forward to our next adventure.

We are excited about joining the new "club" and the opportunity to extend our getaways to overnights. More seat time to follow in the Piper, and Mary is going to finish the "companion" course in the schools Piper.

Low Wing Seat Time

Saturday August 12, 2006

Yesterday was my second ride in a low wing. This trip however, had me at the controls. I signed up for an intro to Piper 988LA a PA28-161, hoping to get a handle on what may be in store when Mary and I join the "flying club".

The preflight went well, noting differences in the elevator, only three fuel sump locations, and that wing in a really different spot. :) Of course I had to get on my bad knees to check fuel but, you know it has to be done. I think I'll trade the step stool I use for a knee pad, yes, easier on all those scars. I made a few mental notes and will add them to the checklist. Time to climb on in.....not to bad getting up on the wing and folding myself in. I had to take out two notches of flaps so I didn't have to crawl across the handle. I went through the checklists and other then fuel pump status, fuel tank location and no "both" setting I was ok with it all. As we discussed fuel I suggested that I would follow the after hour/before the hour to manage tanks.

As we taxi to the run up and complete the checks I am starting to get a bit anxious. This baby steers better on the ground then the Cessna does but it feels so different. It's an easy look to the pattern for traffic as I announce departure followed by a roll into position. Full power and we are off..........Well...eventually...this baby is a tank and it seems happy plodding along. Ok, 55 and climbing more back pressure and we are finally off. Out to the practice area for some turns , slow flight and approach(power off) stalls. Not to bad and I didn't even let the flap handle get out of control. It's click and release the button, it then moves down to the next notch.

Back to N99 for some landings as I announce my entry to the pattern. I'm feeling pretty good, knowing this baby sinks like a rock, but under control. Hey what do you know, simulated engine out.......great....as I am on the electric trim my CFI says what? did you think we wouldn't work on this. Trim for best glide speed, announce I am going to make Brandywine the flow through my checks. Fuel pump is on turned on with landing lights (seemed like a good habit) I run through the list cycle fuel pump, switch tanks, mixture, throttle, restart if no fan, no switching to 121.5 I'm staying on to announce to N99. I am past the end of 27 and making my left base "abbreviated" turn inbound. Wow this baby is sinking fast, I actually said out loud this does not look good, it's going to be close. I cut my final tight, really tight, actually turning left almost over the numbers to align with the runway and set it down with a long roll out. I think he was happy I didn't quit and worked it for all I could to get there. That was my last landing, number 4 for the day and I was beat. Geezzz it felt like training all over again!

I will schedule more seat time next week. I want to get at least 10 hours in type so that I can make the move to the Archer II. Stayed tuned for the status on joining the club!