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!