Ain't nothin' but a flair...

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

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

Knocking off the rust...

Cancel due to weather on 15th and the 23rd

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

First time at Chester County (40N)

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

What happens in Vegas...Stays in Vegas

Sunday the 30th - Well, after a long flight out (1-hour hold at KPHL for navigational problems) we finally headed to the big "D". Yep, Dallas not a happy place for Eagles fans, but hey I'm a PACKER fan at heart so I was ok. American had our flight rebooked and with a minimum layover and we were headed to Vegas!A short haul to the Bellagio and to get unpacked. Mary and I were on the 11th floor with a view to the west for some great sunsets and we got to see the Rio Casino lights at night. We also had a great view to the south, overlooking the pools and the west side of the strip. Sunday night we also took in a show, Howie Mandell, what a riot. No late first night for me I had a flight out of North Las Vegas the next morning so I turned in. Heck, after thinking about it we were up at 4:30 out east and were finally hitting the hay at midnight in Vegas......I was tired!

We are both up early on the 31st, in anticipation of Mary's first flight with me. We got a taxi to North Las Vegas and had breakfast in Lenards Airport Café. Pretty neat place, signatures from pilots all over the country that were in there. They even had a special wall for the ninety-nines (the lady PIC's). There was a good view of the apron and it seemed to be a busy place. The eats were really good and service was great, we both highly recommend the stop. After a great morning breakfast we had a short walk to the flight school (West Air). Once inside I went through all the paperwork and was ready to go. Our flight was a demo flight /lesson. Mike Matthews was the appointed instructor and we going out in a 2002 Cessna 172 SP. Preflights completed Mary climbed in the aircraft first and buckled in. Mike and I saddled up and I finished with the checklists I then made my call to ground but not over the air. My first time in
class B so I went through the motions and Mike handled the radio. It proved to be a good learning experience. After our run up we were No. 2 in line behind a twin then I had to wait for a Twin Otter to land before I could taxi into position and hold. It was a dead calm day, clear as can be, perfect for Mary's maiden flight with me. We were off in no time, minding the noise abatement departure and heading out through the Showboat departure designated on the chart. I picked out my landmarks, the stratosphere restaurant, the Vegas strip, Lava Butte, Lake Mead I wanted to know where I was at all times. Traffic was busy, McCarren had Jets non-stop my whole flight and the helicopter traffic was even busier! I found myself performing alot of clearing manuvers and rolling the wings to get a clear view prior to each course change/correction. MAry was clicking away, eating up the pictures as we flew. Mike said I made a nice smooth take off and good coordinated flight which made for a comfortable ride. I'm not sure who had a bigger grin the whole time, me or the bride. We flew over the Hoover Dam and
took some really nice shots and also took a few pictures of the proposed bridge construction that is ongoing. Can't take the Engineer out of the boy to easy!

We made our way back towards VGT with Mike pointing out sights along the way. Off in the distance after clearing Lava Butte at our 2 o' clock was Nellis AFB and just beyond that was the NASCAR facility. Traffic was busy as we passed the Stratosphere and I made my way to enter the downwind at a 45. Ater acknowledging instructions to squak 1200 as we entered the box the VGT tower gave us hell for doing so. After an understood, we were directed to do so we confirmed our downwind extension and would await our call for our base turn. The controller then said he wasn't sure why she told us to squawk that but confirmed that she did. Nothing else was said, it was to busy to yap on the radio. Finally got the call for my base turn after all other traffic cleared. We were turning final now and I was adding my last notch of flaps. Home in sight and my numbers looked good. Mary looked happy and I know I needed to make theis a good landing. I didn't want to scare her the first time up. No cross wind today so it really felt good. Nice and smooth, holding it off, Mike tells me don't let it down yet, hold it off we have alot of runway. I'm thinking I have 3300x50 feet at home, but ok.........VGT runway 12R is 5000 x 75 its like a holiday! Nice flair and nice landing I could not have asked for anything better. Mary had a big smile and I was still wearing that perma-grin too. We taxied to our tie down and I secured the aircraft. I hope the next time out we are renting by ourselves and we will plan a few hops to places of interest. All in all a great first flight for Mary and together we really enjoyed the flight. Thanks to Mike and West Air !!

It's all coming together...

It is really nice out today. I called for wx at KPTW and 40N winds 340 - 360, 11-14G. Geee I can't wait to battle the crosswind Gods again. All I can picture in my mind is that old movie Jason and the Argonauts with the Gods blowing his boat everywhere ad out of control. Well I guess I can take the wind just hope I don't have to fight those skeleton guys. A busy day today as I prep for Las Vegas. Drop off the truck at Benz for service, drop off the 3 cats at mom-in-laws for the week and the last minute shirts at cleaners, materials for the guy doing the remodeling of the living room (fireplace install) and powder room (all new from the tile up). I decide to really enjoy the day and take the 81 vette out. Ahhhhh.....sure do miss driving her on the week ends. I pack my flight bag and off we go. Arriving at N99 a bit early I get to hang out and listened to the chatter in the office. Some guy talking about best ground speed indicated on the GPS and such. Bill gets in with another student and I get the clipboard and keys for 46C. Preflight all good to go and we saddle up. Today Bill asks if I would like to do some touch and goes at 40N, Chester County G O Carlson or battle the crosswinds at home. I'm feeling pretty sporty after driving the vette today so I offer to stay at home , battle the crosswind Gods and get used to the home airport. Bill seems glad that I took the high road, er....um....road to home. We are off for the first of many T&G's today. Bill advised that he will be the silent passenger today, remember smooth for the passengers and in control. I had really nice smooth control today, nice slips, good touchdowns and roll outs. I did have to back taxi all but once. On my last landing I did loose some airspeed and start to drop on in which I was in control but applied a bit to much back pressure. I nosed up but got it back in place and put it down ok, with right rudder
to get me back to centerline. All in all a great day ! I am starting to feel like I belong in that seat. I am working on looking outside and not fixating on the instruments. I fly smoother when not checking instruments as much and I fly ahead of the plane vs chasing it when my head is inside. Things I need to work on but I finally feel it is coming together.

That's all for now.....I'm off to Vegas. I will be flying monday from 10-12 for a sight- seeing/lesson and then taking the helicopter tour off the canyon with a brunch on the canyon floor on Wednesday. If we have some time I am going to Boulder city to take the thrill ride....yep, loops, rolls and hammerhead stalls I gotta do it !!

First Towered Airport (KILG)

I just booked flight time at North Las Vegas (KVGT). Mary and I will be taking the sight seeing tour but I will be flying and logging time. Very Cool! This will be my first time at a towered airport so I will talk things over with Bill prior to my lesson. I meet up with Bill and get 2746C preflighted. No squawks so on to the start up. As always a crosswind today, but not as strong as most days. Bill and I discuss my plans for Vegas and he decides to take me into KILG New Castle Airport for some first hand ATC talk. Off we go, nice and smooth, I really love that first few seconds as you leave the ground what a rush....every time! At 1200 feet I turn crosswind and climb out to 2500 towards wilmington. This is my first time view from a fixed wing over my own neighborhood. I now have the work location in sight, the Delaware Memorial Bridges. At 10 miles out we contact wilmington, "Wilmington Tower, Cessna 2746C". Wilmington responds and we go back with "Cessna 2746C with X-ray, 10 miles from the NW at 2500 for T&G's" Wilmington instructs us to enter right base for 32, report 3 mile. At the 3 mile out mark we again contact wilmington to report 3 miles as instructed with Wilmington following up with a clear to land 32. Reading back the last instruction Cessna 2746C clear to land 32. First time also with a right base onto final for me, it felt strange but I lined up just fine. It was nice to land on 14-32 since it was my project to repave, light and sign it only a couple of years ago. I wish it was dark so I could see the new lights but all in good time. After a series of really nice touch and go's and stacking in behind a few other aircraft along with crossing the end of runway one with
my head on a swivel as a citation II is inbound only 5 miles out. As I turn final for 32 I can see the Citation low and short final for RW 1 no problems, I'm working my way in 30 degrees flaps and lining up. Heck by the time I get in he'll be parked :)

Flaps up, power full, gentle right rudder.....off we go. This time we are departing to the North and advise Wilmington, also passing along a thanks. I can see the
Nuclear towers way off in the distance near KPTW so I line up on them to take me back towards N99. As I get a bit closer I follow Rt 202 off on my right, now spotting the towers that I use for reference in the 27 pattern. I announce my position to brandywine traffic and my intentions of entering at a 45 for downwind rw 27. I clearly see my water tank and the high school as I turn to about 90 degrees for my downwind. Pattern looks clear as I throttle back and add flaps to
10 degrees, one spin of trim nose up and I'm looking good. I turn base, level, add flaps to 20 degrees and trim nose down a half a spin on the wheel. Looking good so far I add the last 10 degrees of flaps, power back looking like I have 27 made. Air speed drops....starting to drop in I apply to much back pressure and now stall horn, touch of power nose own.....THUMP....Grrrrrrr thump again.....CRAP my first bounce and I am off center to the left. Right rudder....more right
rudder...ok brakes.....slowing down and now needing to back taxi. Not the way I wanted to land at home but I know overall it was a good lesson and I was able to learn some valuable info flying into the tower situation. I'm back up saturday !!!!

First "seat of the pants" flight

What a difference getting right back to it in such short order. I had a 4:30 lesson this evening and it was just gorgeous. I went through the preflight and the Gatts jar dropped out of my pocket while untying the tail. I finished my preflight and went to check the fuel and could not find the jar. My CFI came out and asked if it was in the back of the seat. I said I would swear I had it but I can't find it "now". I'm thinking ok, my CFI thinks I am a nut ticket. I use the "shot glass" testing specialty . Ok, we saddle up and complete the checks and fire N2746C for my flight. Today we will be doing pattern work, yes seems like that's all I do but I need to master this to move on. I taxi out to runway 27 and announce "Brandywine Cessna 2746C departing runway 27 remaining in the pattern brandywine". Wow, what a sun glare!! I can hardly make out the trees at the other end so sun visor down and off we go. Winds out of 220 - 280 at 9 knts gusting 13...of course a cross wind but not all that bad. Geezzz did I say that???
Nice climb out tracking to 290 or so to adhere to the noise abatement until at 1200 then turning crosswind. Ahhhh...better glare is gone, for now. I'm tracking as I did in Millville, picking out some reference points and keeping a good Altitude. Landing one has me slipping with the wings bank slight left and adding right rudder, feels good, looks good, throttle out, hold it off....I'm down. Well not to shabby I guess and I am off for rounds two and three.

My CFI decides to try something different this time, trying to cure my look at the instrument-itis. He wants me to seat of the pants it, listen and look. Get the picture the same each time and the sounds. Bill covers ALL the instruments, that's right nothing to look at but sky. I'm now wondering what the heck am I doing here, am I nuts? Bill gives a lil sinister laugh to break it up and tells me I'll be fine. Well.....um...ok if you say so...and oddly enough I think so too. I taxi out to 27 and turn it in the sun and off we go. Ok...look and listen.....she wants to lift off slight back pressure more right rudder and I am on my way, very smooth. Climb out focusing on my point on the horizon and looking left to see the mansion in the correct location and the housing development in the right place put me near a 280-290 course. Altitude is not there yet, still climbing out looking like my 1200 ALT. I turn crosswind and feel like I am at altitude so I level off and pull back power. Looking for my position and reference point I turn downwind and set up for my landing. Landing/taxi lights on, abeam the numbers, throttle back to 1400 adding 10 degrees of flaps, one spin on the trim for nose up...everything is flowing nice. I check my position and turn base adding 10 more degrees of flaps when level. Looking good....turning final and adding the last 10 degrees of flaps, slight bank left, right rudder, I'm slipping in, nice rate of decent and pitch and speed feel good (at least in my minds eye). Dealing with the sun, keeping lied up, calling my position.....ok looking good throttle back over the numbers now and holding off. I am trying to look down the runway, glare is really bad, I flare to soon causing me to bleed of speed and I drop it on in with a thud. Grrrrrrr......not pretty but I'm in. I call clear and run through my after landing checklist. While pushing the plane back to its final spot the Gatts jar is sitting in the tie down rope for the tail. Yea I feel like a dope but hey at 48 I cant remember why.... It has to get better. I'm on the schedule for Wednesday weather permitting!!!

The first day of school....again

Ok! Finally back in the saddle. I arrived at the airport about 30 minutes early. The great Vince Lombardi said if your were not 15 minutes early to his meetings that he considered you late. I guess that always stuck in my mind and so I am early as a rule. Big day today I fly with a new instructor. I walk in the office and introduce myself and Bill is ready to go. We chat for a short time about where I am in training and if I was following the Cessna DVD program. I go through
the paperwork and I'm soon off to the flight line with keys and clipboard in hand. I also took the full flight bag today, not knowing what to expect at a new school. I work my way through the check list and use my new step stool from Sportys. It worked pretty well and Bill seemed to like it. We climbed in and proceeded with the before start up check list through completion. N2746C came to life and we were ready to have at it. I needed to learn my way around this aircraft
it wasn't 219J, she is different. Before I knew it I was taxing out to 27. In the preflight I mentioned that I called 40N for their weather update and numbers. Chester County (13 miles W) AWOS advised winds 280-290 at 9 knts gusting 13 and Alt 29.77. I had my knee board with the AOPA printout for Brandywine so I was ready. I knew about the noise abatement procedures off 27 through to 1200 msl requiring a slight course adjustment. First go rounds were to get the rust off, yes in just a months time I felt rusty. All of a sudden i was worried about taxing like some drunk sailor and not performing like Dave had instructed me. On the following take off and landings I felt a bit more confident. The takeoffs were good, pattern work was tighter as I picked out points of reference along the way. I did get the "My Airplane" one time from Bill my new instructor as we were on short final during the second landing. I was scanning instruments and getting that visual for my landing point when the wind literally stopped then gusted right to left! It really felt like we just got hit hard in the face with a gust or we were suspended for a brief moment. Being at a reduced power stage looking at my touchdown point the plane started to bank left and almost wanted to nose over, I banked right and added right rudder along with power as Bill took control adding more power and bringing us level in an instant. I touched down long but on center and found it a bit difficult sit comfortably, yeah That's right a serious pucker factor. As we taxied back for another round Bill walked me
through each step of what happened. He pointed out what I did right and what I needed to do a bit quicker (power). I was ready for that on the next landing. I went to 20 degrees flaps only on the next approach, a bit more speed made for a smoother landing.

The new flight school seems to be a busy place. There are more instructors then my previous school, and a varied selection of aircraft to train in. I am going to keep with the Cessna 172 for my training. Although the Piper low wing may have a few lessons with my name on them, ok down the road a bit in prep for the Beech Sundowner we want to eventually own. There will be some adjustments for me, runway length 6000 vs 3300 at Brandywine and the hardest to get used to 150' runway width vs 50' at Brandywine. The whole picture in my mind for landing is different. The first few landings reminded me of landing at woodbine, no room for error. I guess I was spoiled! I think the new dimensions will help keep me focused and actually provide me with better training for those cross country flights down the road. All in all a fun day today the feet were not acting like bricks and the cross wind Gods had their fun too. I will be getting back to the twice a week lesson routine and hopefully advancing to finally solo at some point. I'll be back up on the 19th and then on the 22nd. I'm keeping my fingers crossed for continued blue skies!!

Patience, Patience, Patience

October 8, 9, 13

The last three lessons have all been "no go" weather days. I hope I am scheduled back in the air Sunday the 17th. It's been a month since I was last up. I wonder is this the part of the training that teaches patience? It looks like we are finally going to dry up and get some nice weather. I am excited about flying out of Brandywine. I am not sure about rotating through instructors, that seems to me like it will cost me more time and money. I guess I'll see how the schedule works out and try to lock in with one person. I'm getting a bit frustrated with the whole thing to be honest. I know nothing comes easy and that's ok, I just wish I could get back on a regular schedule and keep the learning curve going in the right direction. I hope to have a good report
after Sundays flight !

A new chapter begins at N99

Well, it's been a few weeks (3 to be exact) since I have been flying. My CFI was involved in an engine out accident after takeoff with a pilot/student flying his own aircraft. Thankfully they both walked away, and that's my main concern. However, My CFI will be out for another 3 weeks in PT, no not physical therapy, physical torture! Can you tell I have been down that road a time or two? I am happy to say that my CFI is in good spirits and making progress. I on the other hand can best be described as jones'in for a fix......yes I miss flying really bad. So, in order to keep on a good pace and not fall backward I decided to check out Brandywine Airport (N99) and continue my lessons. Brandywine is only 12 miles from the house a rather short drive and located in a very nice area. KMIV was about an hour away from home, but the folks were great and the scenery was fantastic. I'll miss looking out over the Delaware Bay and looking towards Atlantic city and the coast.

I was scheduled for Saturday morning, the 8th, but due to the weather I was canceled out. Hmmmmmm...not a great way to start. I am rescheduled for Sunday the 9th at 4pm, so I have been getting acquainted with as much of N99 as possible. Runway length, CTAF freq, Unicom, WX briefing, traffic pattern and TPA, Approach Procedures, Special Take-Off Minimums and whatever else I can get my hands on or locate via the internet, AFD, charts and so on. Yes, I got it bad I need to get back flying! I want to make sure I am prepared, I wouldn't want to let my previous CFI down. I'll update ASAP sunday evening.

Who needs "stinkin' flaps...

What a crazy day, bright and sunny here in Delaware and overcast and ground fog in Millville NJ. Ok, the bride and I decide since we have time to wait out the weather we will hit the Flight Line to have a bite to eat. Not to busy at 7:45 am, but we do notice Dave (CFI) eating breakfast with his son. Mary and I pull up to a table next to them. After some good eats we head back over to Big Sky and park it in the pilot lounge waiting for the ground fog to burn off. About 9 am it looked promising so I headed out for my pre-flight. Dave soon joined me and we saddled up for some T&G's today. I tried a different position today with my seat a tab farther back then normal, hoping that this would help with my rudder controls. Today runway 10 is the ticket out of town, so I taxi out and complete my run up. There is a slight cross wind from my 3 o' clock so holding the yoke full right and slowly rotating to level as 5219J lifts off. adding right rudder
to keep on heading I climb out to about 600 then turn cross wind. Still climbing, i look back over my shoulder at the runway end about at a 45 so I turn downwind with the focus on giving myself room. I am looking for that same picture every time of the runway at 3/4 up the strut. Downwind looking good staying on heading I add carb heat as I pass by midfield and pull the power back to 1500 rpms as I look for my position for my base turn. Yep, you got it, no flap landings today. I complete my base turn and pull the power back even more to around 1200. Turning final I pull the power all the way out (keeping hand on throttle today) I am making slight corrections looking good. I seem to always line up left of centerline. Looking down the runway holding it off......holding....then I let it down ....GRRrrrrrrr.... Dave reminds me that I don't have to fly it down, bleeding off that airspeed will settle the plane in just fine without the thud. Dave tells me that I must continue to fly the plane all the way until we tie down. I make two more landings no flaps then get back to my regular landings. Dave has me aligning myself right of center line as I come in for the remainder of the day. Strange but I seem to be over the centerline now. I'm beginning to wonder if its my eyes....Dave says it's my perception of driving the car looking over the hood and I am still applying that same thing to looking over the cowling.
I need to adjust my focus and get aligned. Dave seems to think I worked myself past the "rudder plateau" today so that's a good thing now if next lesson I can ace my landings to back that statement up. All in all a fun day. I joked about stressing over last second rudder controls and told dave I was going to kick my shoes off and fly barefoot. He said he knows of a guy that does that. Hmmmmmmm...something to ponder.

Feet with the program

A taste of summer returns for my landings today. We saddle up for a round of T&G's in N5219J and head out on Runway 28. Dave spares me the cross wind landings today as we head over to Woodbine 1N4. I fly across mid field and turn right to circle and enter at a 45 for down wind runway 19. I find my self cutting the base on to final short which makes for corrections and set up for landing a bit quicker pace. Round one in the book with better rudder control but a allowing airspeed to drop a bit to much, requiring a touch of power so I don't fall in the tress. Grrrrrrrr.....the feet finally are on board and my airspeed is off. Round 2 - 4 follow pretty much the same with rudder corrections better and airspeed a problem. I'm making a mental note landing with 30 degree flaps. Time flys by as we head back to Millville for a full stop landing. I enter left base for runway 28 after giving myself plenty of room from base to final. Plenty of time to set up for landing, airspeed good (finally) rate of decent good and Alt looking good. I come over the numbers....rudder controls gentle........airspeed to low....power...power....smooth and touchdown. We taxi back to tie down and call it a day. As I clean out my belongings and tie
219J down I feel frustrated with my lack of progress. I'll be back at it Thursday if the weather permits if not saturday. I need to ace this landing stuff. I want to take off...fly a great pattern (without creeping in) and just line up and set her down. Maybe I need to stop thinking so much,and just let it happen. I keep asking myself is it me or do other students go through this too? I hope thursday is a better day.

Special Sightings

Another fantastic day, mid 80's humidity low and a nice breeze. My lovely bride makes the trip with me to Millville for my lesson. Along the way we make a stop in Alloway to stroll through the Antique shops and another stop closer to Bridgeton. We did take the ML320 instead of the Corvette but Mary was easy on me today.

We made a quick stop at the Cornerstone for lunch. After some refreshing Ice Tea and a BLT each I headed back to the ML to grab my headset and log book. Mary walked out to the aircraft with me as I started my pre flight a bit out of order. I checked both tanks for fuel and performed the fuel tests. Everything looked good so I proceeded with my pre flight. Mary did not want to distract me so she headed back into Big Sky to read a magazine she brought along. I finished up the pre flight and saddled up for another fun round of T&G's. As I taxied out Dave and I discussed some of the things for today's lesson and he informed me he met Mrs. Gary.
I laughed and said Mary was excited about watching today but once she took a look inside the 172 she had that look.....the you want me to get in that lil box and fly where look. Dave chuckled and said she would be fine...if she wanted to see a small cockpit we could take her in the hangar and show her (I forget what airplane he rattled off) really small. Ok time for the run up the to taxi to hold short for one ahead of me departing RW 10. Ok, Runway clear I notify Millville traffic that Cessna 50129J is departing RW 10. Not a bad take off, could have used a bit more rudder. We're off and climbing out to 600 then turning cross wind and climbing out to pattern Alt 1000. Turning downwind I am a bit to close and bank out left to give myself some room. I point the nose to a heading of 290 to keep my ground track correct. Abeam the numbers it's carb heat and reduce power to 15-1700 and add a notch of flaps. I turn base to soon and try to correct by turning out and re-aligning myself. This only compounds my mistake by turning final a bit late and now wide of the runway. With some banking and rudder I manage to align myself on centerline but find myself a bit high. With a slight extension and a not so long look down the runway I drop in with a thud and roll out rather quickly. I guess the flapper valve let loose and I come across the intercom with a oh S*#* that was terrible. Dave says taxi to Alpha and call down and clear. I follow his instructions and he says....now take a deep breath regroup and lets give it another go. Dave reminds me gentle corrections fly the pattern and put myself in the right position fly ahead of where your at. The quick turn to base put me behind my thought process and where I should have been physically and mentally. I think we did at least another 4 cycles with me calling one missed that I was to fast and a tad high and then crossed up with over correcting rudder. I rather go around then drop in or chance a side load on the gear that would not be safe or do much for my confidence or learning curve. After the final landing we taxied back and Dave insisted that it will all come together and that maybe I was just thinking to much.
One of the bright moments that I am adding here one day after the fact is my Eagle sighting and taxi companion. That's right As I was climbing out to 1000 and turning downwind for runway 10 I saw a large bird crossing from my 1 o'clock to my 11 o' clock and turning to lead my downwind. I caught a glimpse of sunlight of it's tail and noticed it was white (I'm thinking noway). This bird breaks hard left screams past my 9 o' clock full view Bald Eagle looking magnificent ! WOW! Very cool......made my day! My second bright spot was after my full stop and taxi I held short for a Gulfstream to pass by. As I look to check out its Tail number
(only because it has the same markings as Air Force 1) It carries "N1" . Well Ok then, I'm thinking I guess I can follow that aircraft until I reach my tie down.

Mary still had that look on her face when she met me after I secured the aircraft. One of the guys inside tossed me the keys to N346BS the 2004 Cessna 172 so that MAry could see the spacious newer 172's. She gave it a look ad really like the "modern" look and she seemed to ease her concerns. We headed back into the building and she again reaffirmed that she wants to do the companion course........I felt much better hearing that. All in all a great day with my wife and
I managed to get through another round of T&G's. I SO look forward to finally getting landings down with out any problems.....in time tiny grasshopper. I'm on the board for tuesday night after work, I can't wait to saddle back up and have at it again!

Review time (turns)

A fantastic day today, low 80's, no humidity, blue sky with a few clouds here and there just to give some perception of depth. I preflight 5219J and saddle up for what I think will be another round of T&G's. After listening to the weather and setting appropriate instruments I begin a taxi to R/W 10. Upon completion of my run up with all systems "go" I advise Millville traffic of my intentions. A smooth take off brings a "good job" from my CFI followed by "lets head out
to the practice area for some review". I climb out to 600 and turn out right to the south for some medium and steep banked turns. I seemed to drop about 70 to 100 feet during my first steep bank right 360 degree turn and roll out a bit late. What was that rule....roll out 50% of your bank angle early to hit your heading?? Lets see, 45 degree bank should be 22 or so, lets make it 25 degrees and work with that. After a series of left and right 360's my steep bank turns are back in good form. On to medium bank turns and slow flight work. After so many rounds of T&G's slow flight seems like s l o w m o t i o n. This review lesson also covered approach and departure stalls.

Where did the time go? I take a heading up for Millville which is clear to see at my 11 o' clock and enjoy the flight back. Off to my 10 I see a bright shinney object, thinking it was an aircraft at first I call it out to Dave and ask why theses people don't use radios. Dave makes contact and says we'll track it then gives a lil laugh. He said sure does look like he's not moving......it's the sun reflecting causing that bright glare. LOL....well that was a first for me, I've never seen anything like that nor did I expect it that far away. Dave informed me that the Borgota in Atlantic city can get really bad at times causing the same glare.

I report Millville traffic.....Cessna 5219J crossing midfield mid field at 1500 RW 10-28 Millville traffic. I check the wind sock off to my left and its looking like runway 10 is the ticket. I guess it will have to be since my lighting contract just NOTAM'ed 14-32 out for the next 3 weeks. Ok now entering downwind and announcing to millville traffic. checking my position I am squared up nicely (no creeping in) as I am abeam the numbers I reduce power and add a notch of flaps and checking left while announcing position I turn left base. Position looking good, adding flaps to 20 degrees I call out my position as I turn final. Oh lined up nice..... speed good, rate of decent good, power off and then I make the mistake of taking my hand off the power and put it on the yoke. ....catching myself I reach over and confirm with a glance taking my eyes off my point of reference down the runway. Oh but it was just a "quick" look for the control......I look back up and that fast I am off center and now adding back pressure to keep my point of reference in my minds eye from moving all over the windscreen. Adding left rudder (back to the feet of bricks) i over correct and come back with right rudder. "It ain't pretty" as the saying goes but I made the best of it with a tad of side load 5219J rolls out to the first taxiway. I call down and clear then go through and complete the after landing check list. As we begin to taxi to the tie down we review my landing. As I figured mistake number one which caused things to "snowball" was removing my hand from the power, that started it all in motion. And in order to recover I went back to the feet of bricks (my term) Dave is way patient and professional to bust my chops that bad. He explains about following the same procedures looking for the same view, seeing the same picture every time, that consistent makes better. Good news is that I did well on the take home test.

Next lesson is saturday, weather is looking really nice and I am taking my bride with me for a day of breakfast out at the airport, she will watch the T&G's and the rest of the day antique shopping. We are even taking the ol' gal (my 81 corvette) out for the day. This serves a few needs.....one, to get the car out and put a few miles on it, two, can't fit many antiques in it (lol).

The "take home" solo written

Finally a nice day !! I can't wait to fly today. I must have checked the METAR at least 20 times. I walk into Big Sky and the aircraft I fly is out on a XC with a student. I decide to wait for a few minutes then decide to fly top of the line 2004 172s, N346BS. Ok new headset in hand (DC 13.4S) clipboard and keys I'm off to preflight. Preflight complete and getting ready to saddle up I see 5219J turning to the apron and maneuvering to a tie down next to me. Dave asks what I would like to fly and I said I preflighted this bird so that's what I am flying, if he was ok with that (of course). He was so we taxi out. Instructions today are to takeoff and maintain runway heading to pattern ALT the turnout South to the practice area to get familiar with 46BS. Ok run up complete, this birds got some pep ! Millville Traffic.....Cessna 346BS departing 28 millville traffic. Full throttle, right rudder we're off. A quick climb out to 1000 MSL followed by a turn out to the South for the practice area. I work on medium bank turns and a few shallow turns. Dave inquires if I am ready for pattern work in BS, well heck yeah !! Ok, I gave him a yes lets have at it but I felt the Hell yes inside! I turn to MIV and set up for a 45 entry to the downwind for 28. I feel loose, I made at least 100 landings in my mind since my last lesson, talking and going through the motions. I am thinking, calm, gentle....don't break the eggs on the rudder controls. Dave takes the radio work so I can concentrate on my landings, I think next week I want to get back to all the radio work too. Ok turning final and looking good.....speed 70 knts, rate of decent 500 and ALT is just falling to 700. Slight wing dip right for the cross wind with a gentle left rudder, cross wind pushing me to center line very nice. Power already off over the numbers now....looking down the runway...holding off.....holding.... right main down......left main down...bleeding off speed....stall horn.......gentle touch down with the nose wheel!!!!! Yeah! that's what I'm talking about...man that felt great. No time to celebrate...flaps up full throttle and off again as I pass through 70 knts.

The remaining 4 touch and go's went very well. NO frustration today. My pattern work is starting to be consistent and alignment for final is looking better. Today I just kept thinking gentle...light grip.....see it land......in my minds eye it was perfect....follow Dave's instructions....so it really seemed more controlled, more stable It reminds me of riding horses. If you invision yourself taking jumps or working horses into a pen your body seems to take on the correct position and send the correct signals to the horse. I've reached the conclusion that landings take on some of the same rules. If you invision it in your minds eye your body follows what you've learned with out all that thinking. :) Hmmmmm...maybe that light just came on ! I must have done something right, Dave handed me the take home solo written.

Frustration sets in..

Another typical lesson overcast, cloudy a bit of rain and of course who could forget the cross wind Gods. The runway of choice today is 14 with only a slight (for the time being) cross wind. After my run up I announce Millville traffic...Cessna 5219J Departing 14 Millville traffic. Ok I am off, dipping the wing into the wind and slowly rotating to level at the point I am taking off 55 knts....looking good lumbering out to 600 MSL and turning cross wind. Pattern work is getting better, I have a better handle on the creeping in. My CFI calls out a lighting strike as I am rolling out into my downwind. It's off to the northwest of the airport, Ummmm......I'm not really liking that but time to keep flying. Ok, I am abeam the numbers so carb heat on, throttle down to about 1700 rpm and I'll add a notch of flaps. I actually find it better to talk myself through the steps and Dave does not seem to mind. Turning base adding flaps to 20 degrees and then final I am right of the centerline but just enough for the cross wind Gods to push me back to center. Ok...adding a bit of rudder, touch of power, looking good, starting to drift Ahhhh.......to much rudder then over correcting, CRAP, holding it off...bleeding off speed......ARGhhh.....not pretty. As this landing was the first of many for what seemed like 2 hours instead of one with not much improvement each go round. After each touch and go we discuss what I need to do to get her home. As I am climbing out I am wanting to beat my head against the door but I don't want to crush my ear in the headset. Ok, deep breath.....relax and have some fun. Flying is fun....why am I starting to stress? It's the anal retentive part of me, I have to do it right.......OK....focus. Dave reminds me to handle the rudder control movements with gentle corrections not short bursts. I am thinking pushing on egg containers......light grip on the yoke...gentle gentle. I turn final and dip the right wing into the wind with gentle rudder.....holding it off.....bleeding off speed......niiiiice......alright got one in the book. No time to celebrate, carb heat off, flaps up and full throttle.......here we go again. On the next landing I again get heavy handed and feet like bricks....(sigh). Dave insists the "feel" will come with time. I
return to the pattern for a few more and then announce a full stop. I know it will come in good time.....but geeezzzz I sure wish it's sooner then later! Is it thursday yet ? I need to get back up and get er' done the right way.

The puzzle is taking shape..

Well, it has been an interesting day to say the least. Last night during my dinner at the in-laws I got a call (left on answering machine) from work to tell me that the FSS at Millville had a partial roof collapse. Of course I called asap and got the report. Knowing I had a lesson scheduled
I could not wait to see the traffic.

After my pre-flight, start up and taxi out I checked the pattern then advised Millville traffic that Cessna 5219J is departing RW 10. Today was landing and "missed" day. I had a slight crosswind to work with and it still frustrates me at times. Keeping that wing slightly dipped into the wind and rudder corrections......As my CFI says its like patting your head and rubbing your tummy.......Hmmmmm.....great...I am not sure if I can do that on a consistent basis. :) I worked for 1.1 hours today and overall takeoffs were good, except for one where I got a little carried away with rudder. I guess a short brain fart as I seemed to be weaving as if there were cones out there......a tad embarrassing but I got it squared away and got off the ground. I learned today that 30 degrees of flaps is harder (for me) to land with then 20 degrees (my flairs like the added speed). I continue to flair a bit early and seem to loose my airspeed and "drop" on the runway. Although just bleeding off speed above the surface it still makes for a small thud. I want to do better. Trying out the 20 degrees of flap on my next two landings I carry a bit more speed and hold a longer flair and then nose up for a nice touchdown. Ahhhh....I feel a bit better. After another go round or two I land and taxi back to the tie down. I really tried to focus on my pattern work today. I seem to creep in while on downwind with the cross winds.

Today I worked at maintaining my spacing/position in the pattern, looking at the wing strut and keeping aligned. I seemed to hit Everything else on time, abeam the numbers apply carb heat, reduce power, flaps......speed was consistent the whole lesson along with rate of decent so I am making progress. I am off until tuesday and then back at the landings. Time to read over my ground course books and start on practice tests.

Off to Woodbine 1N4 for T&G's

What a fantastic day today ! Finally got back into the air and what a sweet lesson. Today's lesson started out in a different aircraft. I'm still flying a Cessna 172 just a different bird. Completed my preflight and was ready to taxi out. A quick call to a busy Millville.....Cessna 5219J on the Big Sky ramp and ready to taxi. Ok got the info, ready to roll and off we go. I taxi out to the active runway 28 and take care of my run up. I notice a twin trailing me and performing his run up also. Ok ready to go, checking downwind, base and final......all clear...Millville radio 29J departing 28. Millville request to advise when in the air. Full power.....slight right rudder 55 knots and ease it back......we're off !!It feels great! It also feels like forever since I flew but it still feels good. Nice and smooth climbing and turning out at 600 msl for 1N4, Woodbine airport about 16 miles south east of MIV. Today provides a great view, I can see the coast, the bay and on departure I could see the stacks clear as can be on the delaware river for the nuke power plant. Ok I have woodbine in view and there is a yellow glider landing on 19 so I will slow it down as I turn out away so that I can turn to 1N4 and enter the down wind for 19 on a 45. I thought it looked small as we flew by but that 75 foot width vs the 150 at Millville really looks tiny. Also the landings today will give me a good look at a short(er) field, 3300 vs 6000 at MIV. Ok Woodbine...5219J entering at a 45 for downwind 19.....rate of decent good, speed good and adding flaps to 10 degrees. abeam the numbers carb heat on throttle back to about 1600 rpm's......turning base nice and smooth..looking good....woodbine 5219J on base for 19 woodbine... adding another 10 degrees of flaps.......ok turning final and lined up nice and centered....woodbine 29J on final 19 Woodbine.....adding another 10 degrees of flaps and reducing power......keeping centered.......feeling like slow motion today, that's a first....ease back....holding the nose up....holding ....mains down......holding back....and nose wheel down. WOW !! That felt good !!!!! I made one missed and another landing that was fair then we headed
back to Millville.

The short flight between airports was great, on heading and altitude no problems with time to really enjoy the nice clear day. Everything just seemed to click. Approaching Millville on what looked like a very long final for 32 I could not help but take in all the scenery. I radioed ...Millville radio 5219J 10 miles inbound from the SE for downwind 28. I picked a point to my 11 o'clock and held that heading so I could give myself room to turn right to a heading that would put me on a 45 for the downwind for runway 28. Millville radio updated the traffic advisory and had me looking for traffic on final for 28 also. I extended our downwind and searched for the traffic....Dave had contact but it took me a bit longer to also find my traffic. Dave said it comes with years of flying. Ok traffic at my 9 o'clock on final so I will turn base and add another 10 degrees of flaps. Looking good .....calling Millville radio to announce turning final for 28 and adding flaps along with power to 800 rpm....got er' made as Dave says. Ok holding it off......nose up.....and DANG not long enough.....a slight thud as I touchdown on 28. I turn off first taxiway and report down and clear. I finish up with my checklist.....carb heat off, flaps up, transponder to STBY......and I taxi back to the Big Sky ramp. I finish my checklist and tie the aircraft down and head inside. A real nice day and finished up with a really nice lesson. Looking forward as usual to thursdays flight.

"no go" days

August 16, 2005
Today was a "no go" day. Rain and ground fog rolled in about the time I was going out to pre-flight. I'm looking forward to Thursday, seems like forever since I've been in the air.

August 18, 2005
Another "no go" day. I worked on emergency deck repairs last night until 1am after working a full day. I was back at work at 7am this morning and felt like I got run over by a truck. I called and canceled my lesson, I just didn t feel alert enough to retain anything I would be learning. I hope Tuesday the 23rd is a better day. Ok off to a mid day nap.....ZZZzzzzz.....

What did go right ?

Another hot one today, but I have my towel with me. Pre-flight checklist as usual, followed by start up checklist and call to millville radio. Ok, we're ready to go! Todays lesson will be take off and landing cycles, since 10-28 is closed due to my lighting contract I'll be on 14-32. Winds out of 255 - 260 at 5 - 8 knts. After run up I taxi out to 32 and wait for one to clear the runway before my take off roll can start. OK, full aileron to dip that left wing tip into the cross wind slowly rotating to level as I reach 55 knts, slight back pressure nose off and we're off. Weather vane time as I keep on the 320 heading maintaining right rudder in my climb. OK, looking good at 600 feet, clear left, turning cross wind still climbing to 1000. I didn't roll out early enough to correct for the wind, I need to get on track. Ok turning downwind, again not rolling out on time for wind correction, UGHhhhhh..... I am really screwed up here for the first go round in the pattern. Dave requests a right turn out and to regroup and set up for a 45 degree re-entry back to the downwind for runway 32. That sounds like a fine idea to me, a tad frustrated I try to focus on what's at hand. Re-entering at a 45, looking better in my downwind as I pull the carb heat, reduce power and add flaps another aircraft calls in a 3 mile final. Dave takes radio control and acknowledges that we will extend our downwind. Still searching for our contact he radios again 1 mile final. Dave says turn base, which I do and find myself aligned with 32 and just making visual contact with the short final aircraft. OK adding flaps, speed ok 70 knts, decent looking good, cross wind requires that forward slip, I'm hoping I can put it all together. Ok looking good.....about 100 feet I start out of the slip to soon and come off center and do not ease up on right rudder enough, now starting to crab heavy right (which is wrong direction) Dave jumps in makes correction (saves my bacon) we touch down left main....what seems like forever
and finally right main down.....holding off nose.....bleeding speed.....and nose wheel down. Again making correction with aileron to compensate for cross wind and calling down and clear to Millville. Well now I'm thinking I really sucked, as Dave and I review what went right (short list) and what went wrong ( a bit longer list). The lesson continues for a few more rounds with each having better control. My final landing looked good, with all parts of the slip starting to click.
I learned some really good lessons today. No two hands on the yoke during landing, keep that right hand on the throttle. When I felt tense I felt I needed to two hand it to the runway, big no no. That wont fly during the checkride. Also I need to read the whole package, speed, pitch wings level, rudder controls with out getting tense. Dave says he can see when I get overloaded on the cross winds I get that grip on the yoke and slowly eliminate my scan of instruments.
He assures me this will all come in time and that its his job to be hard on me not mine. He's a patient guy, and knows how to break it up and get me back on track.