My Last 3rd Class Medical Ever?

This Thursday, I am going to visit my Aviation Medical Examiner. He is a nice cordial man who has been doing aviation medicals for years. I first met him four years ago as I was preparing to solo. Then two years ago, I visited him again for the renewal of my medical certificate. I have been prepared to continue doing this every two years until I stop flying.

However, with the current FAA re-authorization bill, the third class medical exam may be a thing of the past. If it passes both houses and is signed by President Obama, Thursday's exam may be my last 3rd Class Medical.

I don't think it will make much difference in my approach to flying. I always use the "I'M SAFE" check list and do not fly if I am feeling poorly. I get an annual physical with my family physician. So I am looking forward to spending that $100 on an hour of flying.

Come to think about it, I probably will see him again though. My plans are to continue with my instrument rating and then move onto my commercial rating which will necessitate a 2nd Class Medical. So Doc, I may be seeing you every year instead of every other year starting next year!

Either way, I'll do what I have to to keep flying!

A Saturday to Practice Power Off 180's and Flying By Pitch and Power

My CFI Jerry and I went out on Saturday to do some emergency landing practice and flying with the airspeed indicator covered. It was a good exercise and well worth the practice. This video gave me a new appreciation for Jerry. If you notice, he is always scanning for traffic. With all my focus on doing what he is asking me to do, I have never realized how vigilant he is - another reason he is a great CFI.

3 Years and Counting!

Three years ago on April 27th, I flew solo for the first time. It was an awesome day...one I will never forget. It was made even more special because all of my family was present.
Flying continues to be magical for me, and I look forward to every opportunity to take to the skies!

Flight Review

It is quite hard for me to believe, but it has been two years since I passed my check-ride. In those two years I have added 45 hours to my log book. Two highlights have to be two specific long cross-country flights. The first was a 6 hour two leg endurance flight from KEXX to KMQI (Dare County, NC) and back. This was for my long instrument cross-country with almost all of it "under the hood." It was a beautiful day, but all I saw was the panel! Great training and very enjoyable.

The second highlight was my trip from KEXX to KSHD outside of Harrisonburg,Va. This was a trip over the 4th of July weekend to go visit an elderly mentor of mine. My mother-in-law joined me on the trip for her first time ever in a small plane. The day was outstandingly beautiful as we made our way up the Shenandoah Valley of Virginia and back. She thoroughly enjoyed the flight and said that she would fly with me anytime!

All of this is to say, it was time for my flight review. I met my flight instructor Jerry at a local restaurant for lunch and conversation. We spent more than an hour reviewing the performance numbers of the 172 that I fly along with a discussion of a recent AvWeb article on maneuvering speed.  We also mapped out the maneuvers I wanted to brush up on.

A couple of hours later, I met Jerry at KEXX. After preflighting 69R, we took off on runway 24 and headed south to the practice area. I wanted to get a feel for accelerated stalls, and so we spent some time doing steep turns and working to force a stall. At a 45 degree back, the stall speed rises 20%. In 69 Romeo that means the stall speed would be around 72 mph. What I discovered was that it took an incredible amount of back pressure to get the 172 to stall in a steep turn. It much rather wanted to mush and just loose altitude. It seemed that the loss of altitude is more of a hazard than the stall.

I also wanted practice doing aggressive slips to landing. As I was on downwind abeam the numbers on the approach end of runway 24, Jerry pulled the power and said I had an engine failure. I pitched for best glide speed, ran the check list, and turned toward the runway. I was way high, so I employed an aggressive slip to lose some altitude. Just as I was centered on the runway preparing to flare, Jerry called for me to go around. Throttle, Carb heat in, half the flaps, and up I went. So in one short 2 minute period, I received an emergency landing, slip to lose altitude, and a go-around! Great training.

We worked a little on coordinated turns with Dutch rolls, and re-visited departure and approach stalls. We also practiced the "impossible turn." We simulated a take off roll at altitude, climbed 500 feet and then Jerry pulled the power. After two seconds, I put 69R into a 45 degree turn. Best glide is 80 mph and a clean stall speed at that bank angle is 72 mph, so the margin is small. I got the plane lined back up, but it was clear that I would never get back to the airport. My perception is that I would need between 750 and 1000 feet above ground level to make in back to the airport. I finished off the flight review with a couple of go-arounds just as I was flaring and two real great landings.

I came away from my flight review with a greater confidence in my skills and the realization that I have grown and matured as a pilot over the last two years. I also remembered how fun training is and how much I truly enjoy learning. I look forward to moving ahead with my instrument training!

Big Toy Day 2014

Each year the Lexington, North Carolina Communities in Schools pairs up with the the FBO at the Davidson County Airport for a day of Big Toys. Local municipalities, fire departments, construction companies, the National Guard and others bring their big machines so the children and youth can get up close and personal with them. Part of Big Toy Day includes a fly-in for area aviation enthusiasts.

This year over 30 various airplanes found a spot on the ramp to exhibit to eager children and their parents. For me the top three airplanes that I was excited to see were the following:

A Waco YMF-F5C which received its Airworthiness Certificate in April sat majestically on the row closest to the FBO. When looking at this beautiful airplane, no one can honestly say that they don't make biplanes like they used to. Added to its classic look, was a fully appointed panel that would make cross county travel a breeze.

From a 2014 Waco to a 1942 Stearman. Here is the classic. Longer wings and a prominent 9 cylinder radial are the most obvious differences.

The "star" of the fly-in was Jeff Michael's 1944 P-51D. Named "Obsession," this P-51 is hangered at the Davidson County Airport.
Throughout the day, crowds were constantly gathered around it. Midway through the day, Jeff took to the skies and did a number of high speed low passes.

Over all it was a nice day with good crowds and funds raised to help the disadvantaged in our school system.

2013 Winston Salem Airshow

Saturday's edition of the 2013 -S Airshow was a big dissapointment due to the weather. Ceilings varied between 1200 and 1700 AGL and there was a constant drizzle. Acrobatics were out of the question, but there were some moments of clearing when some of the performers were able to do some banana passes before the crowd.
There was a brief window when the Aeroshell Team were able to do some loops in a very shortened program.

An L-39 with a nice paint job did both high speed and low speed passes:

 

 

 



One plane I was excited to see at the airshow was the "Super Stol" by Just Aircraft. I have heard a great deal about this plane. It will take off and land in 100 feet.  This is accomplished by leading edge slats and wing length flaperons. 

Just Aircraft - Super STOL



Super STOL - Panel



Super STOL - Wing

 

Beech 18

Beech 18

Beech 18

Jane Wicker at 2011 Winston Salem Airshow

I was going through some photos on one of my SD cards, and I ran across this short video of Jane Wicker at the 2011 Winston Salem Airshow. At the time, I didn't know I was watching one of the best. She will be missed.

 

Some Pictures and Video from my Europe Trip

In June, I took a trip to the UK and to Geneva with my family. In all our commings and goings, we flew 6 segments. Here is a video of the approach and landing into Geneva:

 

On my last night in London, I stayed on the 6th floor of the Jury's Inn Heathrow which over looked the approach path to the main Heathrow runway. Here are a few photos from that great vantage point:

 

Emirates A-380

Emirates A-380

 

Old and New Liveries

1.5 Hours in a 1940 J-3 Cub!

Crosswind Landings!

It had been a couple of weeks since I had flown, and Friday dawned beautiful. Having checked the forecast, I knew that in the afternoon the wind was going to pick up and be gusty. At 8:30 a.m. however, it was supposed to be about 5 kts without gusts. So I headed to KEXX. Following preflight, I taxied out to runway 24 for take off.

Immediately after lifting off, I realized that this was going to be a bumpy, crosswind day. While the METAR was reading only 5 kts, not far out of ground effect was 10 - 15 kts. I now was committed to one landing! Afterwards, I would decide if I would do anymore.

What made this more challenging was that the crosswind was variable between 80* and 100* off of my right. So the choice of runway was problematic. I would listen to the AWOS on downwind and the wind would be a slight headwind. I would listen again during final, and it would have changed to a tailwind.
I crabbed till I just about touched down and then switched to wing low. The tailwind caused me to float a little, but it was acceptable. Having a little more confidence, I decided to try another circuit.
I did a short field take off and just like last time, I began getting bumped around right out of ground effect.  The amount of wind altititude provided me with practice at flying a square pattern. It was a challenge to keep the plane lined up on final. My second landing was comparable to the first. During my training, I had not practiced many crosswind landings, so this was good experience.
Once more! My third time around the pattern was similar to the first two. Final approach felt fine and my flare was perfect. Just as my wheels touched down, a gust hit me from the right, and I could feel the plane begin to slide sideways putting a big side load on the landing gear. Right then I had a decision to make. The grass was getting nearer, and I didn't feel I had control. So I crammed the throttle in for a go around. As the wheels left the runway, I began floating over the grass between the runway and taxiway at about 10 feet. I accelerated but took out flaps a little too soon, so I mushed along at 10 ft agl for about 1000ft. Eventually, I established a positive climb and got the plane lined back up with the runway.
It is true that the training just kicked in. I made the decision very quickly not to try and salvage the landing. What I did realize is that I need to be much more careful about establishing a positive rate of climb before I take out the flaps. And when I do, I need to make sure I don't take them out all the way. I was glad to get the 3rd (or is it 4th) landing done. I called it a day.
In order to grow as a pilot, you must push yourself just a little beyond your comfort zone. Friday did that for me. I look forward to more opportunities to practice crosswind landings and get better.

Night Currency

July 2, 2012 was the last time I had done any night flying. As December dawned, I really wanted to get current and proficient to take my family up to see the Christmas lights at night from the air. Since it had been awhile, I asked my CFI Jerry to go up with me. My primary concern was to get confident with night landings. I remembered that the runway comes up very fast at night, and I wanted a little coaching.
Jerry had just finished 2.2 hours of dual night cross country, so he went to take a break while I preflighted 69R. When I finished, we climbed in and got started. I did five landings. Each got a little better than the last. I had a tendency to round out a little late. I didn't bang the nose, but the first ones were a little hard. I need to anticipate better when to round out and then be patient as the plane settles down.
I did take a few minutes to fly over Lexington and see the lights. Night flying is so beautiful, and it is a privlege to see what few people get to see at 1500 feet agl. I am looking forward to going back up with my family.
We finished the night with a practice ILS approach into Runway 6. I am beginning to do the book study for my instrument rating, so I wanted to begin to get acquainted with what will actually be required in the cockpit. It was challenging and fun. I am looking forward to my training.

Sugar Valley Airport - 5NC2

I have discovered a hidden jewel of an airport that would remind anyone of the way airports used to be and ought to be. Here there is no 12 foot barbed wire fence, just a friendly community of aviation enthusiasts who want to share the magic of Sugar Valley Airport. Located just outside of Mocksville, NC, 5NC2 is a 2400 foot runway located beside a lake. They have camping facilities, canoes to use, and a brand new 5820 square foot heated hanger that is sometimes used by the community as a meeting space.
This past Saturday, I went to the Sugar Valley Airport to attend a Women in Aviation Symposium that brought in 14 women who are at various stages of their flying lives. Presenters included Linda Finch who recreated Amelia Earhart's voyage around the world in an Electra, Capt. Bridgett "Atlas" Fitzsimmons of the 335th Fighter Squadron, an F-15E Strike Eagle pilot, and 10 other accomplished women in the field.
The volunteers were friendly and went out of their way to make the 150 or so guests feel like part of the Sugar Valley Family. Coffee and danishes were available as the event kicked off at 9 a.m. When the panel discussions and presentations were over at 12 noon, EAA Chapter 1083 provided a delicious lunch. My daughter and I sat by the runway, ate our lunch, and watched the Young Eagle Flights come and go. It was delightful.

 

First Passengers!

     Well, after two weeks of waiting, I finally found some time with my family to take them flying. My first passengers were two of my children and my wife.
     On Friday, Mollie, Kinsley, and I headed out to KEXX after school. After pre-flighting the N4369R, we took off from runway 24. We climbed to the south and toured High Rock Lake from 2500 feet. We were able to see some houses of some friends who live on the lake. Then we flew over their schools in Lexington. The football field is an easy landmark to pick out. We turned south and Lexington passed by on our left.

     We flew over our house and then entered a mid-field cross wind to land back at KEXX. Mollie said that it was the best landing she had seen me do. (She had come along on a few of my lessons.) Total time was .6 hours. Just a taste, and they wanted more.
    Saturday, I took my wife Brooke on her first ride. Our route was the same that I had done the day before with my daughters. She loved looking at all the houses, the lake, and our town from the sky. As we headed back to the airport, she even mentioned that it would be nice to have our own airplane one day. (YEA!) (Of course, after three college educations and weddings!)
     These two days really made me feel like a certificated pilot. It was great to finally share the joy of flying!

Success! - A Newly Certificated Pilot!

After 20 years of dreaming the dream has been fulfilled! Today I sat for my Private Pilot checkride; and I passed! It was a challenging experience, and I learned a lot. My DPE was tough but fair. She did a good job of revealing my knowledge deficiencies. I had a big brain freeze on Airmets and Sigmets (weather warnings to pilots). I was expecting the question, "what are the three types of Airmets," and she asked somthing like "tell me some examples of Sigmets and Airmets." For some reason I named a couple of sigment weather phenomenon under airmet. I'll give it up to nervousness.
Otherwise, I did very well with the oral portion of the test.
The practical portion was what you would expect after having read the Practical Test Standards (PTS). We did: Dead Reckoning / Pilotage; diversion to alternate airport, slow flight, approach and departure stalls, steep turns, turns around a point, unsual attitudes, simulated IFR descending turns, emergency procedures, soft field take off and landings, short field take off and landings.
We were flying along, and she pulled the power and said our engine died. I quickly trimmed to best glide speed and began looking for an open field. I looked to my right and my left, and picked a slightly rough clear field. I worked my check list, and descended until she told me to go around. Then she pointed out that the airport had been right in front of me! Sometimes things ARE right under your nose!
The last manuever was a short-field landing. When my wheels touched down and she told me to taxi to parking, I knew that I had passed! It was an incredible relief to have the practical test over and to hear her say congratulations! All my hard work over the last 8 months and studying over the last two years had paid off.
During the debrief, she gave me some excellent feedback on areas I need to be attentive to. Attending to her comments will make me a safer pilot; I am thankful for that.
I have a number of people I need to express my gratitude. First is my wife Brooke. When she told me at Christmas that it was time to pursue my dream, she gave me an incredible gift. This has been one of the most challenging and rewarding things I have ever done. My three children have also been very supportive and have loved seeing their dad fulfill a dream. My CFI Jerry is an incredible teacher with an encouraging approach to instructing. He believed I could do it; and because he believed in me, I could believe in myself. I know that he would not have released me for the test if he didn't think I could do it. This gave me the confidence I needed. I look forward to doing my instrument rating with him! I also want to thank my friend Robin who helped rekindle the dream that had long lain dorment. He has been a great cheerleader as I pursued the goal.

Well, I guess I am going to  have to change my "willfly1day" to willfly2day"

ATC Communications

On August 23, 2012, I headed from Davidson County (KEXX) to Smith Reynolds (KINT) to follow my flight instructor who was ferrying a Baron. Then Jerry and I went and did soft and short field landings at N97. On the way there and back, I did some more simulated instrument training.
Up at the top left of the page there is an embedded link with my communications with Smith Reynolds tower as recorded from LiveATC. You will notice that sometimes my side was not very readable. But this will give you a flavor of my day.

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!