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.

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.

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!

1st Cross Country Solo

Fourty Five Seconds over the Piedmont at 3000 Feet.

On June 2nd, a few days before I was going to be out of town for three weeks, I got up early for my first cross country to Richmond County (KRCZ). I was pretty nervous. This was the first time that all of the skills I had been practicing would come together. I would be on my own.

I got to Davidson County (KEXX) around 8:30 a.m. and took a long time to preflight N4369R. I wanted to make sure that everything was perfect. After I climbed in and started the engine, I probably took 10 minutes setting the radios and GPS so I wouldn't have to do it in the air. I finally decided that I needed to get going, so I taxied out to Runway 24. I took off, exited the pattern, and turned to 161*. While I was climbing to 3500, I called Raliegh Radio to activate my flight plan. then I switched to Greensboro Approach and requested flight following. While I had the GPS and the iPad as backups, I really wanted to make this trip by ded reckoning and pilotage. I had picked some really clear check points and did a good job of estimating my time.

About 20 miles from KRCZ, I was handed off to Fayetteville Approach. Then at 10 miles out, I cancelled flight following and descended to pattern altitude. I entered a mid-field cross wind for Runway 31. I turned downwind, base, and then final. On short final I noticed I had a pretty strong crosswind from the right. I was glad that the runway was 100 ft wide, because I landed on the left half. I taxied to parking and asked the attendant to top off the tanks. I closed my flight plan by phone and went in to the FBO to get some water.

I had to take a moment to let it sink in. I had flown all the way to Rockingham, by myself - 60 nm by the air in about 50 minutes. This would have taken 100 minutes by car.

My first cross country solo to KRCZ was a real confidence booster.

It sure is dark out there! - Night Cross Country

May 25, 2012
After my great experience of my day cross country, Jerry thought it time for me to get some night cross country experience. I planned a flight from KEXX to KSOP (Southern Pines). Without daylight, I realized that check points would be hard to find. I picked KHBI (Ashboro) and 43A.
One thing that I learned was that I really didn't want an engine failure at night. There just are not a lot of options when it is dark. Perhaps a road or two, but that's about it. It is true what they say about an emergency landing - "Turn on the landing light; if you don't like what you see, turn it off!"
I tracked the Sandhills VOR, and then I made the turn for KSOP. Entered the downwind for 5, turned on the lights, and made a good landing. The runway at night tends to come up quickly, so I know I have to be prepared for that.
After a very brief time on the ground, with the wind calm, I taxied to Runway 23 and took off. Now it was time to try some simulated instrument time. I put on Jerry's "foggles" and began a GPS direct course back to KEXX. I finally truly experienced spatial disorientation. I kept feeling like the plane was turning left, even though the AI said I was level. Very weird. You definitely have to trust the instruments.It does take a lot of concentration to keep the plane level and flying in the direction you want to go. Jerry directed me through a turn or two and set me up on a final for Runway 24. At about 500 agl, he had me remove the foggles, and I did a visual approach and landing. When we landed, I was covered in sweat!
One thing I have noticed about night flying...traffic is a lot easier to spot. Flashing beacons and bright nav lights allow you to see the traffic that is almost invisible on hazy days.
A great night....I got into bed about 11:30 p.m.!
Can't wait to fly again!

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!

1.3 Hours in the Logbook

My friend Robin knows how much I want to fly. I am always sending him links to stories on AvWeb and AOPA.com. He is a pilot and often invites me to go along on some of his trips. So as a Christmas present, he gave me my first flight lesson. It took awhile to schedule it, but just this week (May 18) it finally happened.

I met CFI Jerry out at KEXX, the Lexington / Davidson County Airport which is less than two miles from my house. This was a rescheduled flight because the weather has been so terrible the last two weeks. Lots of convective activity and low IFR for many days. But not this day. It was broken at 3900 and the air was very still.

I have gotten to know Jerry through Robin. Jerry flies for a living and does the CFI thing in his spare time because he enjoys teaching. He really is a gifted teacher.

We took a good amount of time pre-flighting the C172 - N4369R. While I have studied alot over the past year, it was very helpful to have a skilled and thorough teacher walk me through the steps. He pointed out a number of places that are sometimes overlooked on a pre-flight. Then we got in.

He talked me through the start up procedures and spoke of the importance of setting a routine for all phases of flight. He stressed the importance of the use of checklists to make sure nothing is forgotten. When all was set, I turned the key....and the engine roared to life. What a wonderful sound. I tested the brakes and then began taxiing. It took a little while to get used to the right combination of rudder and brake pedal to make the plane go the direction I wanted it to go. But I successfully arrived at the run-up point.

Jerry explained all the various checks that need to be done: oil pressure, engine, magnetos, carb heat, vacuum pressure, alternator. I turned on the lights, checked the transponder, looked for traffic, made my call, and then taxied onto runway 24. Full throttle, right rudder, 55 knots, rotate.....I was flying!

At 500 AGL, I began a climbing turn to the east to head out to the practice area. We leveled off about 2500 MSL, and Jerry explained the sight picture for level flight. We entered a 500 fpm descent to get a sense of the sight picture. Then a 500 fpm ascent. I tried to burn each sight picture into my brain.

Then we did some 30 degree turns to the left and right. (Don't forget the rudder!) Again trying to get the sight picture and not losing altitude. In a 30 degree turn begin the roll out of the turn 15 degrees before target heading. I did fairly well at stopping on the target headings.

Now it was time for slow flight in landing configuration. Carb Heat. Throttle to 2000, 10 degrees of flap. Throttle to 1900, 20 degrees of flap. Throttle to 1800, 30 degrees of flap. Shooting for 60 kts. Again...sight picture. Simulate a go around. Full Throttle; carb heat in, 2 notches of flap in. Keep the nose up. Rest of the flaps up. We did this a number of times.

What next? Power off Stalls! Landing configuration. Throttle to idle, hold the nose level, and wait for the airspeed to decay. He wanted me to feel how the controls became mushy. Back pressure to bring on the stall. Then the break. We went through this a few times and then he demonstrated some power on stalls. It amazed me at how high a pitch it took to bring on a power on stall.

So we go back to level flight. I am trying to burn all of this information into my brain, and I hear the engine rpm drop to what sounded like nothing. He had pulled the throttle to idle and said, "Ok, look for a field to land in." Not what I expected on the first flight! He told me to pitch to best glide and begin looking for place to land. We found a field not too far away. As we got closer and lower, he told me to put some flaps in. He then demonstrated how to lose altitude faster with a slip. "We might be able to get into that field, but probably wouldn't be able to get out!" Power came back up; flaps up, and off we went.

Time for landing on Runway 6. We entered the downwind, and he talked me through what we had previously practiced. Throttle to 2000. A beam of the numbers - 10 degrees flap; 100 less rpm; 45 degree off my shoulder - 20 degrees flap and 100 less as we turned base. 30 degrees flap 100 less as we turned final. Landing and roll out.

My wife and one of my daughters had come out to cheer me on for this first flight, so we taxied back to the ramp and pulled the mixture. They got in the back seats all buckled in, and we fired 69Romeo back up. Some more taxi practice to the run up area. All the run up checks. Made the call and took off on 24 again. No stall practice this time! Just some 30 degree turns so they could see High Rock Lake and the rail yards at Spencer. The sun was starting to get pretty low, so we headed back to land on 24.

I am sure I left off some of the things we did. There was so much. What I discovered was that flying is both easier and harder than I thought. Turns, climbs, level flight, and descents all came pretty easy to me. Thinking ahead of where you are going and making inputs ahead of time was second nature. Perhaps this comes from all those years of sailing. What was harder was keeping up with all of the information that comes at you all at once.

I had prepped a lot for this flight: I have completely read the FAA's Airplane FlyingHandbook; ASA's The Complete Private Pilot; I have gone through the ASA Private Pilot prepware on the iPad many times; I have listened to all of Jason Miller's The Finer Points podcasts...along with many others; I have been subscribed to the AOPA's Flight Training Magazine for 18 months. Add to this the many hours I have logged on MS-Flight Simulator X. It all helped, but still I found it hard to keep up with it all. I am sure the multitasking eventually becomes second nature...with practice. I can't imagine how further behind the airplane I would have felt had I not had all this prep.

Well the obvious is true: the only way to learn to fly is to fly!

I had a fabulous time, and I'd like to thank my friend Robin for making this possible and Jerry for being such a great teacher. I look forward to more hours in the air as I make progress to that lifelong dream. I will fly one day!