A Day of Cross Country Flying - Dual Received

May 18, 2012 (Late to posting this.)
Since my second solo, I had put in another 1.3 hours flying from KEXX to KRUQ gaining confidence actually flying somewhere. Jerry thought it was time for a cross country, and so I planned a cross country to KRCZ (Richmond County) about a 60nm flight. We had scheduled to fly this on Friday (5/18) in the afternoon.
Jerry called me the night before and offered a great opportunity to get in almost 3 hours of cross country to two other destinations. Jerry often flies skydive planes for Skydive Carolina, and their King Air 90 was at KJNX for repair. Jerry needed to pick up the plane, fly to Chester (KDCM) and then fly drop sorties. He obviously needed help ferrying the plane, and so a great opportunity presented itself.
I would plan and fly a trip to KJNX with Jerry and another pilot (Mark). Then Jerry would take the King Air to Chester. Mark would follow in the 172. Following a day at Skydive Carolina, I would fly back to KEXX. This sounded like it would be a great day. It was
Thursday night, I stayed up late planning the 95nm trip to KJNX. Using what I learned from Jerry at my previous planning session, I picked checkpoints, estimated ground speed, got a flight briefing, and wrote all this down on a flight plan. (I found this great form for flight planning that I would highly recommend. It was put together by a pilot who did a great job of organizing all the information you need for VFR. VFR Flight Plan Form).
We took off about 11:10 a.m. (local) and headed to KJNX. I hit my check points, cross checked my position with the VOR's and 1.4 hours later landed. This was a quick turn around. I joined Jerry in the King Air, and Mark took 69R on a leisurely flight to KDCM. One Jerry and I arrived at KDCM, I set about studying for my written as he flew many sorties of skydivers in the KingAir.
When 6 p.m. rolled around, we packed things up; (Mark had arrived around 2 p.m.); and we began the trip from KDCM to KEXX. I had to negotiate the charlotte Class B...staying below the shelf. We stayed about 3000 msl all the way to Lexington. Again, I hit all my check points and had a very informative flight.
All in all, I got 2.7 hours of cross country time on someone elses dime! A good deal.
Sure love that I am flying!

Second Solo

On Sunday, following my solo on Friday, I met Jerry at KEXX and we flew over to Rowan County KRUQ. He wanted to show me the way so that he could sign off on my flying over there and back to give a little variety to my training. When we got back to KEXX, he hopped out and took off in a J-3 cub to fly back to his house. I was going to do a couple of laps around the circuit, but the wind picked up above my maximum for crosswind. This continued for a number of days.Today, Wednesday, the wind finally cooperated, and I headed out to do some pattern work. Wind was variable from 170-200 at 3kts. I preflighted 69R climbed in and started it up. Oh, I need to mention that it was 87* today, and the density altitude at the airport was 2500 when I started. By the time I had finished it had gone up to 2750.

I noticed a number of things. First, it took a lot more runway to get up to rotation speed. Secondly, I had to keep the nose lower in order to accelerate to Vy. On final, I also noticed that my speed over the ground was higher than normal and the extra speed tended to make the airplane float.

Because of this, I mostly taxied back and took off rather than do stop and gos. I wasn't comfortable with how long it was taking to get to rotation speed, and I just wasn't getting stopped early enough on the runway to be happy about the runway left.

Of my 6 landings, two were really good. Two I floated a long way. One I flared too soon, but was able to compensate with some throttle. One I bounced, but a little throttle and patience got me down. I continue to struggle with keeping the airplane on the center line. This is something I am going to have to work hard on. I want to be a lot more precise in my flying - especially on establishing an approach.

I forgot to mention there was a twin ahead of me doing pattern work, and it would fly extended down winds which I felt compelled to follow. I didn't want to turn in front of it. As a result, I wasn't able to dial in my normal pattern. But I have begun to realize that "normal" is really unusual.

Today gave me some more confidence that I can actually do this. I did everything alone: pre-flighted, taxied, took-off, landed, buttoned the plane up. I needed today to make sure in my mind that last Friday was not a fluke.

A good day.

FIRST SOLO - 4/27/12

I have been incredibly busy, so I have not had time to be current with my thoughts concerning my training. Needless to say much of my first 9 hours has been takeoffs and landings and pattern work. I have had some practice with bumpy air, cross winds, congested pattern, and the like. Each lesson, I felt more and more comfortable in the left seat. I have practiced my flows and check-lists, and much is becoming second nature - which is good.

I was scheduled with Jerry, my CFI, for Sunday the 29th, but he called on Friday morning and wanted to know if I had time during the late evening hours on that Friday. Of course I was; so we scheduled to meet at KEXX at 6:30 p.m. I arrived at 6:15 p.m. with my youngest daughter in tow. I started the pre-flight, with the sound of a Citation V spooling up across the ramp. Jerry arrived, we climbed in N4369R and began the lesson.

Runway 6 was the choice this evening so I taxied to the run-up area and did all my run-up checks. We were ready to go. I made my call on the CTAF, and took off. We went around once in the pattern, did a touch and go, and began our second circuit. Jerry began asking me questions like, "when you solo, do you want your family present?" and "do they live far from here?" He also asked me some questions on where I would land if the engine quit on take-off. He asked me to stop on the runway for my second landing. Then we took off again for the third circuit. As we got abeam the approach in of runway 6, he pulled the power and had me do an emergency landing. I landed, and he told me to taxi to parking and call my family. This evening was going to be the solo!

I called my family. Jerry had me take his written pre-solo test, and then he signed my log book and student pilot certificate. Following this, I walked briskly to 69R by myself.

I thought I would be very nervous but I wasn't. I climbed in, got myself situated, and started the engine. I began to taxi back out to runway 6. The airport had been quiet all day, until this moment. There were two planes in front of me and one behind me. I did the run-up, waited for the plane in front of me to depart, and then taxied into postition. "Power set, Gauges Green, Airspeed Alive, Rotate 55, No Runway, 400 ft AGL turn to crosswind." I was surprised by how quickly the plane climbed with just me in it. When I turned crosswind at 400 agl, I still hadn't reached the end of the runway. Never happened this way before.

As I turned downwind, there was a Piper getting read to take off. By the time I was abeam of the numbers, he still hadn't lined up. My first circuit solo was not going to be standard. So, I extended my downwind. Eventually, the Piper began to roll, so I turned base. I was much farther from the field than normal, so I  just kept the power on and the flaps up. Once I turned final and got a glimpse of the VASI, I began to configure for landing.

My first solo landing was my best ever. I got the plane stopped by the first turn-off, reconfigued for take off, added power and began my second circuit. My second landing was a little harder than the first, but it was acceptable. My third circuit was completely normal, and my third landing was just as good as my first. I taxied back to parking, pulled the mixture, and let out a big sigh. I did it. In some ways it was no big deal. I had made more than 80 landings before, and so I followed my training. It is different, however, knowing it is just you in the plane. It was a very affirming experience!

My daughters came running to the plane and were very excited for me. My wife and Jerry followed close behind. My girls were excited to take part in that aviation ritual of cutting the shirt tail. My youngest even cut a little piece off to keep for herself as a souvenier.

It is less than a day post-solo, and it is still almost like a dream. This is a major step toward fulfilling the goal of being a pilot.

Many thanks go to Jerry who is an excellent and encouraging instructor. I knew that if Jerry was confident in my ability, I could be as well. Perhaps that was why I wasn't nervous. I totally trust Jerry and know that he would not have let me go if he didn't think I was ready.

It was a blessing to have my wife and children present as well. They have been supportive of me over the years as I had my face buried in aviation text books. They know what this means, and I loved to see their excitement for me.

I may have to change my blog from willfly1day to willfly2day!

Hour 2!!!!

Over Christmas, my wife came to me and said that when we delay a dream too long something in us dies. This was her way of saying it was time for me to take some steps toward earning my PPL. Ideally, I would like to fly 2-3 times a week, but this is not realistic for us financially. We figured we could swing 4 -5 hours a month. I had a good conversation with my flight instructor Jerry, who had given me my first lesson last May, about this kind of schedule. He felt that my preparation for that first flight was evidence that I would work hard to retain what he teaches me on a 4x a month frequency. "Let's get started," he said.

Jerry is a senior pilot for UPS who has 20,000+ hours and holds nearly every rating available. He instructs on a very limited basis, so I feel fortunate that he has agreed to intruct me.

I will be learning in N4369R a 1974 C-172m owned by the C&S Flying club. For members it is rented for $50 dry. While it is a older airplane, it is well maintained and very solid. It has all the traditional "steam" gauges with a Bendix King GPS. It is IFR certified, but that is not something I need to worry about yet.

Jerry walked me through the pre-flight inspection, since it had been 6 months since my last flight. He made sure that I had the checklist in my hand, and he showed me the places that are sometimes overlooked. He refreshed my memory about starting procedures, and after taxiing to the approach end of Runway 24, he talked me through the run-up.

We departed 24 and headed south to the practice area over High Rock Lake. Most of my second hour was spent setting up for and practicing slow flight, power on stalls, and power off stalls. Stall after stall after stall. It was good repitition for burning the procedures into my brain. I must admit however that after an hour of it, I started to get a little queasy. It was a mildly turbulent day, so it was hard to stay on altitude. Every time I thought I was trimmed up for level flight, along would come an updraft, and I would be 100 feet higher.

Following the landing and taxiing to parking, he asked me what were three positives I could take from this lesson. I told him, "I have become confident in the preflight inspection, I taxied well, and I am more comfortable at the controls." The bumpy weather had caused me to over shoot some headings and altitudes, and I was a little disappointed. So I appreciated his encouragement.

I am looking forward to hour #3!

Flight of Compassion

Flying is a wonderful experience and an exciting adventure. I have learned so much over this past year of studying for the PPL written as I save up my money for the lessons. I have many pilot friends who are so willing to encourage my goals and often offer me the opportunity to fly with them.

Many times flying allows us to do things that we wouldn't be able to if we relied on ground transportation. Recently, the mother of a friend of mine died after a brief illness. This would be tragic enough, but add to this the fact that her father had died suddenly and unexpectedly six months previously. I really wanted to go to the funeral to lend my support. The service was scheduled for a Sunday afternoon in a town 1- 1/2 hours away by car. I had work commitments in the morning and in the evening, and I realized that I would not be able to attend all three.

I called my friend, Robin, who is one of my "learn to fly" cheerleaders, to see if he would be available to fly me and two more friends to the funeral. He was friends as well.

We met at KEXX in Lexington, NC for the 25 minute flight to KTTA in his Baron 58. The four of us arrived with time to spare and were met and given a ride to the church. It meant a great deal to our friend to have representatives from her church family to offer support. Following the service and reception, we headed back to KTTA for the flight back to KEXX. We arrived just in time for me to make it to my important evening meeting.

This experience is just one more reason that GA is so important, and why I will fly one day!

Winston-Salem Airshow 2011 - Part 1

Here are a couple of photos I took at the WSAIRSHOW on September 10. The first is the Honda Jet. What a pretty plane. It looks great in the air and is quiet. The second photo is a Scottish Aviation Bulldog SK-61.

A fine day in a Cessna 180

My brother called me early on Monday morning (8-15)wondering if I could do him a big favor. It seems like his plans to get from Suffolk, Va to Hickory, NC fell through and he needed me to meet him halfway between here and there. His wife would then take the kids to visit friends and family in Philly, and he would get home for work the next day. This favor means 5 hours of driving and killing a whole day...which I am more than happy to do for my brother. But as I was talking to him I got an idea.....

I had met Carl a number of times over the past years, but about 6 weeks ago we had dinner together for a Kiwanis club meeting. Carl is a long time pilot who has a very nice Cessna 180 tail dragger. As we talked, he encouraged me to give him a call sometime to go flying. I filed that invitation in the back of my mind hoping to take him up on it some weekend to go get a "$100 hamburger."

Well, I figured that the opportunity to fly on a beautiful day would be hard to resist, so I gave him a call. I asked if he would be willing to go flying to pick up my brother at KFKN. He thought this was a great idea. His 180 had been through its annual, but he had not made the effort to take it flying since. He told me that he likes to have a destination to fly to rather than just flying in the pattern.

I met him at KEXX (Lexington Davidson)at 11:45 a.m. He had just preflighted the 180. I hopped in and off we went. We were flight planned direct from KEXX to KFKN at 7000. The day was not as clear at altitude as it looked on the ground. Lots of cumulous clouds with mild turbulence. I experienced actual IMC as we pounded through the clouds. It certainly requires a lot of trust in the ATC system. The cover was not continuous and were were in and out all during our 1:15 minute flight.

Norfolk approach did not get us down as quickly as we requested and were still at 4000 when only 10 miles out of KFKN. We cancelled IFR and went VFR with the airport in site. Then we dropped fairly quickly to get to pattern altitude. (I must say that my ears are much more of a fan of 500 fpm than 1500 fpm). We landed on 27 with just a mild crosswind.

Bud and his family were waiting for us at the FBO. He was excited to get his first ride in a small plane; I think his son almost wished he was joining us!

While we were waiting for fuel, I noticed a B-25 with one engine missing on the ramp. If we hadn't been in such a hurry, I would have spent some time examining it. I'll make a note that if I am ever in the area again, I'll stop by to see it.

We loaded Bud and his stuff up, and we were off. This time 6000 but with a good headwind. We had to divert around a couple of ugly looking clouds and with the headwind our return trip was 1:30. By this time, Carl had decided that he could help me out on my flight training endeavors. So, I began handling the radio calls with ATC. This was great practice. As mentioned, we had to request some diversions around some clouds; also we had a number of hand-offs that I took care of.

Too soon, it was time to land on 24. We taxied to his hanger. Bud and I jumped out, thanked Carl, and were on our way.

Many thanks to Carl for going out of his way to help me out. It was a great day and a great excuse to go flying. His 180 is a beautiful plane (circa 1956) and flies great. I look forward to more trips with Carl in the future!