Winston Salem Airshow - 2012

Well this year's W-S Airshow was a mixed bag. The weather for watching was spectacular. It was in the low 80's with a cool breeze. It made it one of the most pleasant afternoons ever for an air show. However, the wind was blowing 13 knots gusting to 20 knots about 70 degrees off the show line. As a result, most of the acrobatic parts of the performers routines were cut. So the afternoon was full of primarily flybys.
This year seemed to be notable by who wasn't here. The Aeroshell  Team, Team RV, and Honda Jet were absent.

The military did bring an EA6B Prowler, a C-130, and a P3C Orion as static displays, but there were no flying B-1's B-2's, F15's as in past years. It also seemed that the fly-in population was pretty light. Perhaps 20 planes at the outside.

The best part of going to the show was spending time with my daughter Madison, who loves encouraging my airplane geekness. She also loves the frozen lemonade!

One cool thing was that I had flown into Smith-Reynolds (KINT) on Thursday. I was able to see the grounds from the air. It gave me a better appreciation for the layout of the show.

I guess I was a little disappointed with the show overall this year. But it was still an airshow, and airshows are always worth seeing!

Winston Salem Air Show 2012

Tomorrow is the Winston Salem Air Show at Smith Reynolds airport (KINT). I flew into KINT yesterday to pick up my flight instructor for a lesson. (I will say more about the lesson in another post.) The grounds were well on their way to being prepared for this great event. I will be posting a bunch of photos and comments as the day progresses. You may want to follow along at my twitter: @willfly1day !

Slow Flight Practice - 8/17/12

Thanks Katherine and Robin!

Freedom Flies - Long Cross Country

    On the Fourth of July, I got up early in anticipation of my long cross country trip. I had met with Jerry, my CFI, two days prior to go over my plan, and I was confident of all my numbers and estimates of time. I downloaded the most recent weather briefing and was convinced that it would be a good day for the trip.
    My first leg was going to be from Davidson County, NC (KEXX) to Person County, NC (KTDF) via Causey Airport (2A5). Planned distance was 72 nm. I filed the plan and headed to the airport. I discovered  nothing untoward during the pre-flight inspection and climbed inside. I cranked up the engine and began to set all my radios, VOR's, GPS, and listen to the field weather (AWOS). The time was about 9 a.m. and the temperature was already in the mid 80's. I taxied to Runway 24 and took off. The initial heading was 084, and I began climbing toward my cruising altitude of 5500. I called Raleigh radio and activated my VFR flightplan. Then I switched to Raleigh approach and requested VFR flight following from ATC. I was right on with my check points cross referenced with the Greensboro VOR. I also had my iPad Garmin App and was checking my progress and position on the electronic chart.

Person County (KTDF)

    It was a little hazy but visibility was over 7 nm. Whenever I found myself enjoying the ride, I started asking myself, "What's next?" I wanted to stay ahead of the airplane, so I asked myself this question after everything I did. Before I knew it, Person County Airport came into view. I entered a left downwind for Runway 24. My landing was passable, and I taxied to the Fixed Base Operator (FBO). The Hobbs meter registered one hour. A very nice man met me and asked if I needed anything. I replied, "Just a signature, a photo, and a pepsi!" I texted Jerry and let him know I was safely on the ground. I also called to close my VFR flight plan.
    While I was on the ground, I filed for my second leg. Person County (KTDF) to Moore County (KSOP). I had already flown to KSOP during my night cross country instruction, so I was looking forward to seeing it during the day. Charted distance was 66 nm. I took off from Runway 24 and headed about 206 toward KSOP. As with my first leg, I called Raleigh radio to activate my flight plan and called Raleigh Approach for VFR flight following. On my way I passed Horace Williams (KIGX) off to my left as well as Sandford (KTTA). I continually cross checked my waypoints with  VOR's and my iPad Garmin App. When I arrived at KSOP, I entered a mid field crosswind for runway 23. My landing was good, and I taxied to the FBO. Total miles for this second leg was 66 nm. When I cut the engine, I was met by two nice linemen. I asked them to top off both tanks and went in to the air conditioned lounge. The temperature outside had risen to about 89 degrees. I filed my VFR flight plan for my last leg (KSOP - KEXX). I went out to the plane and checked the oil. It was a down a little so I added a half a quart. (Always important to check!).

    I took off on runway 23 and climbed straight ahead until I reached 1500 agl as per the noise abatement procedure. I turned to 314 degrees, activated my flight plan and called for flight following. The beautiful country side slid by quietly underneath. As I neared the completion of this long cross country, I found myself really enjoying the ride and gaining confidence in my flying.
    Before long, I saw KEXX in site. I entered a left downwind for runway 24 and landed. I taxied to parking, shut everything down, and smiled broadly. My long cross country was completed!
This flight was a real confidence booster. I was able to put into practice all my flight planning; I became more comfortable using flight service and flight following; and completed a total of 2.9 hours of flying. What a great Fourth of July!

Night Pattern Work

A week following my second cross country, Jerry and I met at KEXX at 9 p.m. to complete my night landings and finish my night hours. It was a nice evening with clear skies. Doing the pre-flight inspection took a little longer as it was harder to see things. In addition to my normal pre-flight inspection, I checked the position indicator lights and landing light.
Night time requires extra vigilance on the ground. Even with the taxiway and runway lights, it is just harder to see. With no wind component, Jerry said to pick the runway that gives you the best option for landing if the engine quits! This is my biggest anxiety about flying at night. Tonight....it was not an issue.
All of my landings were to a full stop. Two of them were done without the landing light. It is important that I can do that in case the landing light burns out. The other six were with landing lights...one from a simulated emergency with the throttle at idle.
It is harder to judge the height above the runway in the dark. On one landing, the runway came up fast enough that I almost touched down first with the nose wheel. One book I read said to start the roundout when you can see the wheel marks on the pavement. This is a pretty good suggestion, and it seemed to work o.k.  Overall, it was challenging, and I look forward to practicing some more night landings.
Flying at night is beautiful. The lights of the city twinkle in the distance, the stars seem just a bit closer, and it is just cool!

2nd Solo Cross Country - KEXX-KTTA

After my 1st solo cross country, I headed out of town for a conference and then a week vacation. When I returned, it was time to get back in the plane. I had planned a flight to Raliegh Exec Jetport (KTTA) a few weeks earlier, so I just needed to update the winds and weather. Friday morning, June 22nd looked good, so I arrived at the airport at 8 a.m.
I preflighted 69R, climbed in and started her up. I spent at least 7 minutes plugging in all my com frequencies and setting up the GPS. Finally I was ready to taxi and headed to Runway 6 to take off.

After the run-up was completed, along with "Lights, Camera, Action" I took off, exited the pattern at 45* climbed to 2000 and made my turn toward KTTA. I called Raliegh Radio and opened my flight plan, and then called Greensboro approach for VFR Flight Following. No problems with either.
I picked up my first check point and began looking for checkpoint 2. I was at 3500 feet and the air was not as clear as during my first cross country. It was quite hazy though visibility was 10sm+.'
The trip was uneventful, but I began my descent to KTTA too late. I was waiting to get a word in edgwise with Raliegh approach; By the time I did, I was still at 3500 10nm out. (I have since learned that flying VFR, I could have begun my descent when I wanted to.)
I was descending at 1000 ft/m, and ended up over the field at 2500 feet. Pattern is 1200. There were a lot of planes in the pattern, one fairly close in front of me on the downwind for Runway 21. I swung wide to give him room and then turned on the left down wind for 21. Every time I made a call announcing my position, the guy in the plane in front of me would make a comment: "Remember, you are number 2" This happened when I turned base, and final. He was back in the air after his touch and go long before my wheels touched down. I taxied to parking and went in the FBO to get a soda and rest for awhile.
So here is the incident that prompted me to post a question on "AskaCFI.com." I departed Runway 21, and was climbing straight out. I climbed through pattern altitude (1200) and passed the end of the runway. As I passed through 1500 about a mile past the airport, I initiated a turn to the east. Over the CTAF I heard, "Be Advised...Aircraft making a non-standard departure."
According to the Pilot’s Handbook of Aeronautical Knowledge 13-11, one should "depart the pattern at either a 45* left (or 45* right with a right pattern) or straight out." Was I in error? As best I have been able to figure out: once above pattern altitude and beyond the departure end of the runway, you are clear of the pattern. I suppose I could have exited on the 45* and made a big looping turn to the east. I probably will next time.
Anyway, my trip home was uneventful, and I was excited to have this cross country completed!
My confidence in my flying and navigating skills is increasing. A good thing!