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.

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.