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!