Deltafan909

12 Tips for Student Pilots!

2016-12-26T21:00:00.000-05:00

Having recently earned my Private Pilot License this year, I thought I would reflect on my flight training experience and share a few tips for Student Pilots. My hope is that by following these tips you will not only become a better pilot, but also save money while doing so. As we all know, flying is not a cheap hobby; nor is cheap to begin a career in aviation. But, going about your flight training the right way can make it as affordable as possible!

#1: Come Prepared

Learning is free at home, so you should capitalize on it! Before each flight lesson, prepare yourself for the topics that will be covered with your instructor. After each lesson, be sure to ask what to expect next time. This way, you will know what knowledge to brush up on or even what maneuvers to familiarize yourself with. This maximizes your learning in the cockpit and can save you a lot of money by not having to waste time in the airplane!

#2: Fly Consistently

This tip is dear to my heart. I started flying at age 13, but I was very inconsistent in my training; often taking months off at a time without flying or studying. I highly recommend sticking to a schedule and flying as consistently and as often as your budget allows. It is very costly to take 2 steps forward each lesson and 1 step back by waiting too long between lessons and getting rusty!
#3: Never Stop Flying the Airplane

Student Pilots often forget that to the fly airplane from engine start to engine shutdown. Flight controls should always be paid attention to not only in the air, but also while taxiing the aircraft! A nasty gust of wind is all it takes to flip an airplane and cause damage to both the airplane and your wallet.
#4: Get a Weather Briefing
As a pilot, you should prepare yourself as much as possible before each flight. This includes being informed about the current weather, weather forecasts, and any inclement weather in the area. Your instructor will be impressed, and it is a great habit to acquire. A briefing may even cause you to cancel your flight for the sake of safety!
#5: Ask Questions
Your flight instructor is truly your best friend in the process of flight training. If you come across a topic in a book, ground school, or even in flight that you do not understand, ask! Get your question cleared up before you are off on your own flying solo or come across it during an exam.
#6: Know Your Checklists

Take no shame in practicing your flying at home. It is broadly recommended that you sit down in a chair and practice going through your checklists and commit it to muscle memory. This will allow you to learn the flow of each checklist while actually in the cockpit and be able to allocate more attention to flying the airplane.
#7: Pre-Flight Your Airplane Thoroughly

Never assume the airplane you are about to fly is airworthy. As the PIC, it is your responsibility to make sure the aircraft is ready to fly. This includes checking maintenance records and the airworthiness certificate in the airplane. Follow a checklist when preflighting the aircraft or even develop your own routine!
#8: Learn the Fundamentals Before Implementing Technology

It is the 21st century and an abundance of technology is available for aviation, and that is an exciting thing! However, technology should not be too relied upon, for there is always the chance it can fail. Learn the fundamentals like using a manual E6B before moving onto "iPad flying".
#9: Immerse Yourself in Aviation

You will find that you will learn much easier and quickly if you spend as much time as possible immersed in the world of aviation. Spend some time around your local airport and meet fellow pilots, and I promise you will be surprised on how much knowledge you acquire in such a casual and fun setting.
#10: Fly a Taildragger
I was lucky to begin my flight training in a Piper Cub, and I believe it has contributed greatly to my flying skills. Flying in a basic taildragger like the Cub without distractions of complex instruments and focusing on stick and rudder skills will pay dividends in the long run. Your flying will be smoother and your turns will undoubtedly become more coordinated after some time in a taildragger.
#11: Know When to Cancel Your Flight

As it goes, "There are old pilots and there are bold pilots, but are no old, bold pilots," (Harry Copland). Aeronautical Decision Making is perhaps the most important skill to develop as a Student Pilot. If the weather is poor, the aircraft is not suitable for flight, or you yourself are not in shape to fly, do not fly. No experienced pilot is impressed by risky flying, so please err on the side of caution.
#12: Use the Internet
I am thrilled that you found this site, and I hope that these tips have been helpful! The internet is full of tools to help your flight training process go as smoothly as possible. My favorite resource was YouTube in order to familiarize myself with flight maneuvers and complex topics. There are also a number of resources available to help you prepare for the written, oral, and practical flight examinations.

Learning to fly is an incredible experience, but it does not come without its challenges. My hope is that these tips will make a tangible difference in the outcome of your flight training. Enjoy your time in the skies and never stop learning!

Switching FBO's and a New Airplane!

2016-08-15T20:35:00.001-04:00

Flash back to 2010, and I was a 13-year-old boy who was absolutely in love with aviation. I was heavily involved in flight simulators and the online community that surrounded it. My parents recognized this deep interest in aviation, so they brought me to a local grass strip for an airplane ride. As if I did not already have a passion for flying, my interest spiked further. Following this first ride in Piper Cub, I went on to solo on my 16th birthday and eventually earn my Private Pilot License in a C172H. Those years of training and countless hours of flying took place at Red Stewart Airfield(40I) in Waynesville, OH and I absolutely loved it.

Despite the genuine, good-natured, and friendly people at the airport...Despite the knowledge, passion, and community I saw there...there was always one thing that made me feel some level of discomfort. By lack of surprise, it was the airplanes Red Stewart had to offer. The following is the current fleet of the flight school and associated prices.

N77500 - 1946 Piper J-3 Cub 65hp
N98286 - 1946 Piper J-3 Cub 85hp
N1798E - 1946 Aeronca Champ 7BCM
C150
C150
N2814L - 1967 Cessna 172H
N9080L - 1970 Citabria 7KCAB
N3701T - 1967 Piper Arrow PA-28R
N510N - 1941 Boeing Stearman PT-17
Taylorcraft

From that list, I certainly find it troubling that the airport does not own a single airplane newer than 1970. A fleet that consists of nothing less than 46 years old is not a solid basis to build a reputable business off of. Despite this, in my head I always had faith in the airport's mechanics and therefore the condition of the their aircraft. Perhaps it was my young age and sense of invulnerability associated with that, but in retrospect I am troubled by the thought of flying some of Red Stewart's aircraft confidently. I can clearly remember that almost every flight there was always some type of issue with the airplane of choice that day. The transponder, the brakes, the radios, the push-to-talk, the battery, the starter, the fuel gauge... there was always something wrong and often it was glossed over.

After flying at Red Stewart Airfield for over 6 years, I finally had a moment of exigence. After returning home from a 6-week trip to Germany, Switzerland, Austria, and Czech Republic, I was extremely eager to fly. When doing the run-up in N77500, a 1946 Piper Cub, the engine actually quit when checking the magnetos. Perhaps I had simply counted the clicks wrong and switched the ignition to off? However, I was 99% sure I had the right magneto selected before quickly switching back to both in an attempt to save the engine. I got another prop, the engine started fairly rough, and I further analyzed the situation with an instructor onboard for good measure. Both magnetos performed fine this time, but I was told this was a known issue, but the airplane was still being flown by others.

Please do not misconstrue my message, but allow me to explain why I felt this was the best time to switch to a new, reputable FBO. I am well aware that Red Stewart is proud of its history as a grass roots aviation establishment. They love classic aircraft and enjoy keeping alive the tradition of taildraggers and stick and rudder skills that accompany them. However, there is a fundamental issue when maintenance can be so easily called into question and business practices ignore them. If your business cannot afford or is not willing to keep your fleet well-maintained, reliable, safe, and relatively adjusted with the current times, your business needs to change. I love the people at Red Stewart, especially my instructor, but I am simply not comfortable in their airplanes. When it comes to Aeronautical Decision Making, the pilot in command should have full faith in the reliability and safety of an airplane before ever flying it, and I will not make the irresponsible decision of putting my life or the lives of passengers at risk against my better judgment.

In conclusion, I have decided to relocate my future flying to Dayton-Wright Brothers Airport(MGY). More specifically, I will be renting and continuing any future flight training with Aviation Sales Inc. in their fleet of Cessna 172's that range from 1979 to 2001 C172 Ns, RGs, and SPs. I have completed my check-out there and am strongly looking forward to their modern display of professionalism, structure, and attention to aircraft maintenance.

Private Pilot License and My First Passenger

2016-06-18T17:22:00.000-04:00

Since my last update, I have finally achieved my goal of earning my Private Pilot License. On February 7th I flew down to Cincinnati Municipal Lunken Airport(KLUK) in N2814L, a 1967 Cessna 172H, to take my check ride. I flew with he esteemed and famous FAA examiner Martha Lunken and successfully passed with ease. She was fantastic and made the experience feel more like a normal flight lesson than a strict exam. After a hug and congratulations, I headed back to Red Stewart Airfield in the ol' 172.

I attend the University of Dayton, so it is difficult to find time to fly during the year. So, I had to wait until the summer to go flying again. On May 22nd I went up with my instructor Joe in N98286, an 85hp 1946 Piper Cub, in order to officially get my tailwheel endorsement and get checked out in the airplane. We did a few stalls and eventually flew back to Red Stewart to do a few landings. With a slight crosswind and a hangar party full of people watching me, we went around the pattern six times before calling it a day. Although my landings were on par, those darn bumps in the grass runway did not do much to complement them--making for a few bounces on rollout.

After getting signed off and logging some solo time, I was ready to take my first passenger up flying since earning my license. My dad and I had always looked forward to going flying together, so who better than him! On June 12th we drove to Red Stewart and rented the Cub. We borrowed a headset for him, signed out the portable intercom, and went out to the hangar. He helped me pull the plane out, and I showed him how a preflight is done and took him along as I walked around the aircraft. All was well, and after filling up on fuel, we were ready to take to the skies.

There was a light breeze out of the northwest, so I chose to depart on runway 26. Before pulling onto the runway I was excited to have my first passenger with me, but I did feel the responsibility I had. With a little right aileron into the wind I advanced the throttle and we were airborne by 7:00pm in the evening. Once airborne my dad looked back with a smile on his face a thumbs up! After a left downwind departure, were stayed at 2,000ft MSL and took a loop around Caesar's Creek, a popular lake nearby where we used to take our boat very often. We checked out the lake from an aerial perspective and then headed towards our house. Without going into tremendous detail, I took us west to I-71 and headed south before breaking off further westbound. After two turns around a point around our home, we decided to head back up to Caesar's creek for another look. Along the way my dad pointed out familiar places that he spotted, and it really was a fun experience.

During my flight training, my father was always so interested by the various maneuvers I would tell him about. Stalls, steep turns, steep spirals and the like all sounded exciting to him, so he asked if we could do some--a brave passenger! After climbing to 3,500ft MSL, I talked him through exactly what I was going to do to avoid any surprises. As a warm up, we did a steep turn to the left and right. Thankfully he was not scared off, so next I prepared to do some power-off stalls. Again, I made sure he knew exactly what I was going to do and what is happening during a stall. After cutting the throttle I slowly pulled back the stick until stalling right as the stick reached the stop. Slowly I eased the pressure off and the airplane began to fly again. He loved it! After a few more, we headed back to Red Stewart airfield before making a nice landing with a little crosswind from the right on 26.

All in all, my dad thoroughly enjoyed the flight. Despite being 6'3'', he was a champ and squeezed in the tiny front seat of the Cub without a single complaint. Since it was a nice summer night, we flew the whole flight with the window and door open. He was surprised how smooth the old World War II era airplane was and how calm the air was. After landing my dad said to me, "I have a whole new respect for what you do, and was never nervous about flying with you." I really appreciated this, and am looking forward to taking my next passenger. Next time, I think a destination with a good airport restaurant is in order. Lunken?

An Update on My Training - Flying to Miami

2016-01-09T14:44:00.001-05:00

I hate to admit it, but it has been close to two years since my last post. Since then, I have not only passed by Private Pilot Knowledge Test but have also been signed off for my Check Ride. College applications, graduating high school, and beginning my first year at the University of Dayton has proved to be both exciting and immensely busy. This has really made it hard to find time to get back home to fly and prepare for my Check Ride. However, I have really made an effort to fly while Christmas Break.

Over the past few weeks, between spending time with friends and family, I have found time to get back into flying. I received another solo checkout which is good for 90 days, and I have begun preparation for the the Check Ride.

My most recent flight took place on Thursday, January 7th with Joe in the N2814L, a C172H. After arriving at the airport at 8:45am on a very frosty 25F morning, I had to preheat the aircraft in order for it to start. I got the Cub Cadet out of the hangar, and attached its propane blower in the engine cowling in order to warm it up a bit. After talking to Joe inside the airport for a bit, we went outside to start it. The battery seemed to struggle in the cold, but eventually the prop turned over and roared to life. We taxied over to fuel ramp to fill up and planned out a route to Miami University Airport(KOXD) that would keep us clear of the Cincinnati Class B Airspace. The air was incredibly smooth and this flight was relatively uneventful. However, the campus was beautiful and the fun started on the way back.

After climbing to 5,500ft for the flight back east, we were about 10-12 miles from Middletown Regional Airport/Hook Field(KMWO). Once I was nice and relaxed, Joe pulled out the throttle and said, "Whoops, your engine failed!". I quickly began the checklist: Fuel-Both, Mixture-Rich, Carb Heat-On, Mags-Both, Primer-Locked...but where should we land? I told Joe we couldn't make Middletown and although he appreciated the safe decision to land elsewhere, he asked me to try to land there and remember the sight picture I had when the engine "quit". I did not believe we could make it, so I was quite surprised to find myself very high when on a base leg for runway 5. I put in flaps and switched to the grass runway 08 and finally made a safe landing. I couldn't believe the C172 could glide so easily, so this proved to be very productive.

We then taxied over to runway 23 and departed back to Red Stewart Airfield. Enroute, I performed a number of required maneuvers for the Check Ride like stalls, departure stalls, and steep turns. I then did a soft field landing and taxied back. At this point, I am required to do one more hour of dual time with Joe before taking the Check Ride. After that and a solo practice flight, I should be all set to get my license!

Plane Spotting at Chicago O'Hare

2014-03-18T20:00:00.000-04:00

My parents and I went on a little weekend trip up to Chicago for St. Patrick's Day Weekend. In the city, we were fortunate enough to stay at the Waldorf Astoria, but one night we got to stay at the Chicago O'Hare Airport Hilton. The awesome part about this is that we opted to pay a little extra to get a runway view room. My room on the top floor(10th and HHonors floor) looked out towards the Southwest at 10C, 10L, and 14R. This provided an excellent view of both the ramp area and runways! However, don't expect good lighting conditions if you plan on doing any video or photography from your room. They will most likely be back lit any time of day.

The view from our room(10074)

Time lapse taken from my room(Runway 10C and 10L ops)

Earlier that day, I spent almost six hours spotting at a few different locations around the airport. When O'Hare was running West Flow I parked in a limousine lot for little bit without being bothered by anyone but a few drivers. However, the winds flip flopped and O'Hare switched to East Flow, so began my journey to find a new spot. Eventually, I made my way over to around 10C at the end of Gateway Rd in a small parking lot. After being there for about 30 minutes, a few other spotters began to show up wondering if this was a good spot for the new runway(10C). It was great because planes flew over at only a few hundred feet and most of the heavies were sent to 10C. However, there were a few tall trees making photography a little bit more difficult than usual, but definitely doable. The only other issue is that the planes were coming a little bit "head-on" so the angles for some shots were a little iffy and "straight up" which isn't really desirable. All that aside, this was a great place to see a constant flow of amazing airplanes!

My spot depicted on Google Maps

One of my favorite shots of the day(B748F)

Another Solo Flight and Exploration!

2014-03-02T19:00:00.000-05:00

On 3/1/14, I got a call from the airport telling me that N60338, their C150, was back in service after a brake malfunction. 45 minutes later, I got to the airport and was ready to go flying. It had been a while since I had flown the C150, so Joe would be accompanying me for some of the time. I went to the airplane to preflight as well as refuel the airplane. Joe came out after I was done, and we went flying.

After completing the CIGAR checklist, we departed runway 26 with relatively gentle winds and headed direct to Dayton Wright Brother's Airport(KMGY). There, I entered the left downwind for runway 20 and made a full stop, taxied to Aviation Sales Inc, and shut it down. Joe decided that it would be a time to show me where I will be taking the Private Pilot Knowledge Test("the written") next weekend. After showing me around a little bit, we hopped back in and headed back to Stewart. Once we exited runway 26, Joe hopped out and told me to just go on a mission and explore. He suggested that I fly to my house and back, and I thought that would be pretty fun.

My neighborhood from about 1100 AGL

I departed runway 26 on my own and exited the pattern on the left downwind towards Caesar's Creek for a little sight seeing. I then continued down I-71 until I hit the Little Miami River, which I followed to my house. I did a few turns around a point(my house) until my family noticed and came outside. They even shot me a quick text telling me that they could see me. Eventually, I returned to the airport by following familiar roads and flew over a couple other familiar landmarks I could see from the air. After about 45 minutes, I decided to return back to Stewart and land once again on 26.

If you live in Ohio or anywhere else in the Midwest, you know just how much snow we had received prior to this flight. Therefore, the ground was still rather wet which made it very difficult to push the plane back onto its concrete pads to tie it down. It's difficult enough when it's dry, let alone when you are trying to push it through mud! This is yet another flight that I think I will always remember. Being able to just go out and explore was very liberating. The fact that it was during sunset made it just that much better.

Private Pilot Knowledge Test Prep!

2014-02-22T19:00:00.000-05:00

I have been doing a lot of studying lately and have just been signed off by my instructor today to take my Private Pilot Knowledge Test(written). Recently, I've been using the following to study:

I was wondering if anyone has any tips for studying as well as taking the actual exam. I will be taking it either this weekend, or the next at Dayton Wright Brothers Airport(KMGY). Thank you very much in advance.

Piper Cub on Skis!

2014-02-12T10:00:00.000-05:00

This winter day I went to the airport just to take some pictures with my relatively new camera(a Nikon D3200 with a 55-300mm f/4.5-5.6). However, it did not take long for my instructor to find me and offer to go up with me around the patch a few times in NC98286. There was one student before me, so I waited for about an hour, but got some really good shots during that time.

NC98286, the 85hp Cub

After Joe had finished his lesson, we went out into the freezing 10° weather to the airplane. The engine was still warm, so it fired right up despite the temperature outside. Since this was my first time flying the Cub on skis, Joe took the airplane, taxied to runway 26, and did the first pattern to demonstrate for me.

I took the airplane and went around the pattern 3 times using runway 8. All three landings were surprisingly soft, and were complemented nicely by the soft snow. The first two times, I did touch and goes because it was cold and I could climb out very quickly and clear the trees. The third and final landing was a regular full stop.

When flying the Cub on skis, you really do not have to do much of anything very different. Obviously, there are no brakes so you have to be careful when taxiing. More throttle is also needed to get going in the snow, but once you get "rolling" you slide along easily. However, Joe warned me not to put side load on the skis by turning two sharp because the plane could easily flip over. Overall, when flying the Cub on skis you just have to use basic soft field techniques(Keep the stick back, 3 point full stall landings...). Finally, when landing you need to be sure to landing on the backs of the skis to prevent them from digging in to the snow.

This was my first flight in several months, so it felt incredible to get back up in the air especially in the snow and sunset. For some reason, this flight will go in the top of my list of my most memorable flying experiences; right up there with my first solo flight. Something about winter flying makes it so special. Perhaps it is the cool, calm air. Perhaps it is the solitude felt when you're the only one in the pattern. Or maybe, it is s special because of the beautiful scenery you see from that point of view. Whatever it is, winter flying is extraordinary.

Flight Bag Review: Sporty's VFR Flight Gear Bag

2013-07-11T16:43:00.001-04:00

When I began my training, I began to accumulate quite a few books and things I needed to fly. Without a flight bag, I had to heave in all of my books and gear in my hands, and it was a mess. So, it was finally time to invest in a flight bag. A live about 30 minutes from Sporty's which is in Batavia, OH, so I drove there to take a look at what they had. Immediately, the VFR Flight Gear Bag by Sporty's struck my attention. They claimed it was "Ideal for student pilots or weekend fliers" and was only $50. Did I mention there it comes with a 6 year warranty? I couldn't find any other bag with such great value or right amount of storage capacity I needed. As a student pilot, I only needed room for essentials and a few books I need to lug around just in case.

The bag itself filled with my gear

This bag makes it very easy to stay organized by having several compartments specially designed for pilots. Starting from the left on the picture above, there is a roomy, padded headset pocket that is big enough for just about any aviation headset. However, my David Clark H10-13.4 is a tight squeeze height wise. In the front there is a divided pocket able to fit long items such as charts, a logbook, E6B, or anything else you desire. On the far right, you can see an area for an ID, pens/pencils, and an over-sized pouch for a cell phone or hand-held radio. In the back(not visible in the picture), there are two, big velcro pockets capable of carrying other items that a pilot may want quick access to(Fuel tester, charts, checklists...). But, I do not use them. Finally, there is the center compartment with optional dividers where student pilots can cram in all of their books, kneeboards, an iPad, and other miscellaneous or large items.

Almost everything I fit in my bag

What's in my bag:

Jeppesen Private Pilot book
FAR AIM 2013 (ASA)
G-Shock Watch
GoPro HD Hero 2
Gerber Multi-tool
2 Pens and 1 Pencil
Private Pilot Test Prep (ASA)
A Basic Guide to Flying Tailwheel Airplanes
Forever WAC Plotter by Sporty's
Jeppesen Student CSG Flight Computer E6B
David Clark H10-13.4
Jeppesen Pilot Logbook
Ray-Ban Aviator Sunglasses
Sectional Chart
iPhone 5
Wallet
Keys

Overall, this is the bag that I was looking for. It easily fits everything that I need with room to spare without having to lug around a gigantic bag. It is very durable and Sporty's even stands behind their product by including a 6 year warranty. Also, it is priced at a competitive $50. I have not had any major issues with it. However, The padded headset pocket could be bigger. I often find myself struggling to get the pocket to zip with my David Clark H10-13.4 headset inside. I can only imagine the issues a hefty Sennheiser headset would run into. This product does what it was made to do. It can easily handle all of the gear an average student pilot or weekend flyer would need to carry. This bag is not made for professional pilots wishing to carry something like a change of clothes. If you think you may need more room, upgrade to the Original Flight Gear Bag or even Deluxe Flight Gear Bag.

_________________________________________________________________________________

Rating Overall

This bag has exceeded my expectations, and I would have no hesitation to recommend this to a friend. Even after flight training, I will continue to use it. I can carry everything I need to with almost no issues. I can only knock off a half star because of the small headset pocket. If the next edition of this bag included a larger and more padded pocket, it would easily earn a solid 5 star rating!

Second Dual Cross Country!

2013-07-06T23:35:00.001-04:00

On 7/3/13, I did my second dual cross country flight with my instructor, Joe. This time, I had already planned out the flight to Marysville(KMRT), so after a quick brief we were ready to go. Because of some mechanical issues, I had to switch to Stewart's C172, N2814L, instead of the C150. I can't say I was mad...

The airplane was short on fuel so I filled it up after a routine pre-flight. When I went out to do my run up and CIGAR checklist the winds were favoring 26, but they flip flopped within those few minutes so I had to taxi all the way down to 8. Once in the air, I immediately turned on course after reaching a same altitude and spotted my first checkpoint, Caesar's creek. I climbed to 5,500ft for a smooth ride and to take advantage of the huge tailwind and followed the rest of my checkpoints to Marysville without any issues. The AWOS reported winds out of the Southeast, as expected, so I entered the downwind for runway 27. The landing was probably the best I had so far since first flying the C172 for the first time the lesson before. (Not to brag or anything haha)

Route plotted on www.skyvector.com

We had some time, so Joe and I tied down the plane and ventured inside to relax for a bit before heading home. There were a few nice pilots we chatted with in there for a bit, then decided to head back out to the airplane. Unlike the trip there, I remembered to set up my GoPro(The footage is down below). During start up, we noticed a strange noise when the starter was engaged. However, it started fine and the engine was running as normal. The winds were unchanged, so I taxied back to runway 27. During the run up, Joe and I double checked the gauges and listened for any noise and were thankful not to find anything abnormal.

My video of the return trip from my GoPro HD Hero 2

After takeoff, I began a turn to what I thought was on course. However, I realized after passing adjacent to my first checkpoint that I was a few miles west than I should have been. I corrected for it and the rest of the flight went smoothly. Initially, I climbed to 6,500ft on the return trip but the GPS was showing a horrendous 70kt groundspeed due to those southeasterly winds. I descended back down to 4,500ft hoping for something better but the winds were still hitting us hard, and we were almost in the clouds. So, I returned to 6.500ft for the rest of the flight.

On approach into runway 8, I noticed a tractor on the runway(Only in Ohio would that happen...). I continued my approach and thankfully the tractor was near the opposite end of the runway by the time I was on short final. I did a little slip and tried to land early to leave as much room as possible so I would not have to go around.

Next lesson will be either another cross country or soloing in the C172. Either way, stay tuned!

Cessna 172 Introduction and Landing Practice

2013-05-28T23:15:00.002-04:00

To start off, I'd like to apologize for my lack of activity on here. I've still been flying and posting videos, but it seems as though I have neglected this blog. Anyways, I'm back! Since I have written last, I have soloed the C150 a couple of times as well as completed one Cross Country flight to Circleville.

On 5/27/13, I went to the airport planning on flying the C150, N3718J. But, that did not turn out to be the case because of a broken alternator keeping the battery from recharging and the plane from starting. So, I went ahead and upgraded to N2814L, Waynesville's C172, for the first time. Because I had never flown this aircraft before, Joe gave me a quick introduction to the aircraft on the ground during the pre-flight.

Once we were airborne, I headed due North away from the airport a few miles to do some stalls. Joe demonstrated the first one so that I could see how the airplane handled differently than the C150. Surprisingly, the panel and rest of the airplane was almost identical to the C150 despite a few tweaks, which made the transition very easy. After Joe demonstrated one stall, we turned back due South and I did four to get used to the aircraft before trying to land. After doing some air work, I entered the pattern for runway 8. My first two landings were long but soft considering about a 10kt crosswind from the south. The last few were soft as well, but I was also working on landing as short as possible.

Video from today's flight with a GoPro HD Hero 2

Overall, this was a very nice flight and I was really excited to get to fly a new airplane. But, I am still planning on sticking with N3718J, the C150, for the rest of my training. The next step for me is to solo at a towered field as well as complete all of my Cross Country flights. With my 17th birthday being in September, I am very close to my PPL, but just need to fly more often!

Cessna 150 Winter Flying in the Snow

2013-02-05T14:00:00.000-05:00

     On 2/5/13, I had the chance to fly in the snow for the first time. It was a chilly day at just 19 degrees and a couple of inches of snow were on the ground covering the grass runway. I got to the airport and went inside to get the keys and book, then promptly went outside to the plane. Quickly but thoroughly, I preflighted N3718J, a Cessna 150, then went back inside to warm and meet my instructor that afternoon.

     As quickly as possible, my instructor and I went out to the plane and hopped inside. Once inside, I got the chance to plug in my never yet used David Clark H10-13.4 headset. After another quick refresher since I hadn't flown a Cessna 150 since the Summer, I got the engine started. When I tried to start taxiing, I could barely move out of the snow without using a ton of throttle. This was definitely a new feeling. Next, I completed the short CIGAR checklist and found everything to be working properly before taking off.

     Finally, it was time to take flight in the light snow flurries that were falling. With the cold air, the engine roared and provided plenty of power for us to climb quite rapidly into the strong headwind. Because many airports nearby did not have their runways plowed, we decided to just stick in the pattern at Stewart. I performed many normal landings that I must say, were quite good. Then, my instructor Joe switched it up a bit. On downwind one pattern, he suddenly pulled out the throttle and I had to do a simulated engine out procedure. After a safe landing, Joe told me to take back off and do one more before we finished for the day. The next engine out simulation was again uneventful and I made a nice landing. I taxied back to our spot and quickly tied up the aircraft and ran inside through the cold.

     Today was really a great flight. I couldn't figure out if it was the strong headwind or the snow on the ground, but every landing seemed very soft. Nonetheless, it felt good to make some good landings after not flying the plane in such a long time. Joe gave me the pre-solo exam for the Cessna 150, so I might be soloing in that plane next lesson or the one after that. Look forward to it and see my video below of this flight filmed with a GoPro HD Hero 2.

Video from today's flight

This Flight: .9 Dual, .9 Total, N3718J, 40I-40I
Total hours to date: 21.1

After a break, I'm back in the Cub!

2013-01-20T22:00:00.000-05:00

After a break of almost 4 months, I was itching to again find myself in the sky. Whether it be weather or my busy schedule, there always arose a reason for me to not be able to fly. Finally, I took to the skies again on 1/20/2013 which was the first flight of the year. Only the Cub was open this weekend with Joe, so I booked it. Besides, I hadn't flown in a while. I might as well return to the basics.

This Sunday, it was a chilly 28F so Joe and I were both bundled up to go flying. Once we got out to the airplane, we found that N98286, the "big" Cub, was low on gas. So after several attempts, we got the engine running and taxied to get some fuel. After nearly freezing, we got the airplane fueled up and were ready to fly. The winds were steady at about 10kts, sometimes gusting to 15kts before we took off. This gave us a nice wind straight down the runway and also a little crosswind practice (nothing I couldn't handle even after taking a 4 month break). After completing the simple CIGAR checklist, I taxied to runway 26 and prepared to take off.

The power that airplanes have in cold, dry air is amazing. As soon as I increased the throttle, we were practically in the air already. After reaching 1500ft much sooner than usual, I headed towards Caesar's Creek Gliderport where I practiced a few landings. The first one took me by surprise with a little bump, but after that I regained my "feel" of landing the Cub. After getting my landings down again, we headed back to Stewart to do a few more.

Once again, the first one was a little bouncy because of the wind. But after that, I managed to squeeze out smooth landings one after another. After an hour, it was time to head in to the hangar. Overall, it was a great flight after having to take such a long break. Thankfully, I was not as rusty as I had imagined I would be.

Sorry guys, no video this week. After about 20 minutes, my GoPro suction cup mount suddenly failed because of the cold(I think). But, here is a quick picture taken after the flight.

This Flight: 1.0 Dual, 1.0 Total, N98286, 40I-2OH9-40I
Total hours to date: 20.2

It's been a while!

2012-11-04T15:13:00.001-05:00

Guys,

I know it's been a while since I have done an update on here. For a number of reasons, I haven't been able to fly since late September. With the end of the soccer season, school, and work it has been impossible to find time to fly. But don't worry, I'll be up in the air again next weekend. In the mean time, check out my earlier posts on here and my YouTube videos.

Hurricane Sandy

My Second Solo Flight and Strong Winds

2012-09-24T20:00:00.000-04:00

With it having been almost 3 weeks since I have flown last, I thought I would go flying. I tried to book the Cessna 150, but it was taken for a Cross Country flight. So, I went up in the Cub. I'll start off by mentioning that the winds were pretty strong this day. When I got to the airport, Wright Brothers was reporting winds 2709G21KT.

Joe and I started off by covering a few ground school topics before heading out to fly. When we finally did, we didn't have too much time because I only had Joe for an hour that day. I took us around the pattern 2 times using runway 26, obviously. I was definitely getting blown around a lot on my takeoffs and landings. So, it proved to be quite difficult and my landings were not exactly beautiful. But, the winds were not helping me. Nonetheless, Joe decided to hop out and let me solo again(usually students don't solo with wind over 10kts here).

Video with the GoPro

When I started taxiing, the wind of pushing the little, light Cub really fast so I had to rely on the brakes the entire taxi. My first time around wasn't too bad, but the winds were definitely affecting my landings. On the second takeoff, a HUGE gust of win struck me and I banked pretty sharp to the right. I tried my best to correct for it and after that the winds seemed to die down at least a little bit. During that gust, my dad and instructor had to run after a runaway Citabria about to hit a hangar. I made another landing with a subtle bounce. After that, I went around the pattern 2 more time with little difficulty. Although, I had to really concentrate with the winds. After 4 patterns, I took the Cub to get fueled up and called it a day.

One thing I learned today was to never fly when even a little uncomfortable with it. Honestly, I was not 100% confident this time. The wind situation made me a little uneasy. But, I still flew despite my fear. This may not have been the right decision at the time because I wasn't really having fun. I was a little too nervous about just getting the bird on the ground. I advise that you tell your instructor if you are not comfortable.

This Flight: .3 hours dual, .4 hours solo, .7 hours total, N77500, 40I-40I
Total hours to date: 19.2

First Solo!!!

2012-09-07T14:00:00.000-04:00

My birthday had finally come. It was September 4th 2012, and I was extremely anxious to do my first solo flight. It was on a Tuesday, so I had to impatiently sit through school all day before I could fly. Throughout the day, there very low clouds and a 30% chance of thunderstorms.

After school, I went straight to Red Stewart Airfield. Joe walked in the building after he was up with another student, and he saw my Medical Certificate sitting on the table. He said that today was the big day! We didn't waste anytime on the ground because the weather was looking good for the time being. We walked out to the Cub, N77500, and taxied out to runway 26. All during this time, my parents were taking tons of pictures and videos...

My first video of two from my First Solo - GoPro HD Hero 2

I went through the basic CIGAR checklist and took to the skies with Joe in the plane. My first landing that day was just about perfect with just a little crosswind from the left. We took off again and Joe said to me that he would "land" this time and try to scare my parents and grandma a little bit. He purposely made a bad, bouncy landing, then lifted back off again. I made another decent landing after going around the pattern and pulled off of the runway.

Joe stepped on the brakes as I was taxiing back and turned around to talk to me. He asked me if I was ready. I said "yes" of course, but I must have looked nervous because he asked me if I was okay. I was fine and he stepped out of the airplane. Joe told me to do 3 landings then park the plane next to the glider. I started to taxi to the runway again, but this time I was completely alone. No one was there to help me if I needed it. Everything was completely under my own control and I was responsible. I taxied by my parents who were next to the runway filming with a big smile across my face. Before I pushed the throttle forward when I was lined up on the runway, I took a deep breath. The engine then roared and I picked up speed. The plane lifted off very quickly and I took to the skies--alone.

My second video of two from my First Solo with outside footage

The first thing I noticed was how fast the little Cub climbed with only one, light person in it. I looked in front of me and saw a huge cloud that I could see was pouring down rain. Thankfully, this cloud broke up right in front of the airport and I got through my whole solo without weather issues. Before I knew it, I was also up to 1,500ft(550ft AGL) and could start my crosswind. I reached pattern altitude once I was turning downwind. On my first landing, I seemed to float forever and I made a decent landing.

I was really having fun at this point. I took off again, went around the pattern, and made another successful landing. The winds picked up at this point and switched from the left to the right while I was on final. Oddly enough, this was my best landing during my solo. One last time that night, I took off and went around the pattern. I saw another airplane on downwind while I was on crosswind. It was much too close for my liking, so I did a right 360 while I was on downwind to give us space. I floated for a while on this landing, and finally just let it settle down gently.

I survived my First Solo!!! I put the plane where Joe told me to, shut down, and hopped out of the plane. After some pictures in front of the plane, my shirt tail was cut off by tradition. We invited my instructor out to dinner and ice cream, so he with us to celebrate.

I will never forget my First Solo Flight. Now, it's back to the Cessna 150!

This Flight: .3 hours dual, .3 hours solo, .6 hours total, N77500, 40I-40I
Total hours to date: 18.5

Headset Review: David Clark H10-13.4

2012-09-02T17:00:00.000-04:00

I'm really starting to fly more often now that I am close to my first solo flight. Because of this, I thought it was time for me to get my first headset. David Clark is known for their comfortable, quiet, and durable headsets. To go along with it, the buyer gets a great 5 year warranty. So, I decided upon a David Clark H10-13.4 Passive Aviation Headset.

I ordered the headset from Amazon for $300 and received it through PilotMall. It came to my house in perfect condition, and it seemed to not have taken any damage during shipping.

The box the headset came in(which was inside another, larger box)

Before going any further, let's look at the features that this headset from David Clark has to offer:

Super Soft, Double Foam Head Pad
New Comfort gel, undercut ear seals
Certified Noise Reduction Rating - 23 dB
Reduced headband force
Universal Flex Boom for perfect microphone placement
Exclusive M-7A, advanced noise-cancelling microphone
Low-profile volume control knob with detent settings
Molded cord assembly made to exceptional pull and flex standards
5-year Guarantee
FAA TSO Approved C57 Cat. B and C58a
Exceeds RTCA/DO-214 Standards
Weight (without cords): 16.5 oz.

Obviously, this headset has a lot to offer. It's light, comfortable, quiet, and it definitely has a strong construction to it. When you take it out of the box, you know right away that it was built to last. The metal frame is sturdy, yet provides a very low clamping force on the sides of your head. It is a well known complaint from many pilots that with some headsets, the clamping force can cause a lot of discomfort during long flights. This headset is definitely an exception to that.

The David Clark H10-13.4 itself

Along with the frame of the headset itself, the cords have a durable feel to them. They are flexible, yet they are thick and give me the feeling that they can take a lot of abuse. As seen in the image above, they are dual plugs that should be compatible with virtually any general aviation airplane out there.

Side of ear cup, featuring volume control knob

This headset is the Mono version from David Clark. So, it features a single volume control knob on one ear cup. David Clark's Stereo version of this headset, the H10-13S, features a volume control knob on both ear cups. In flight, it is very simple to adjust the volume as needed without having to fiddle with any complicated controls or buttons.

Top Down view of the headset

In the image above, you see the whole headset from a different angle. On top, you see the "Super Soft, Double Foam Head Pad." I can say, it really is comfortable and doesn't get too hot on your head. The gel ear seals can also be seen. I think these are David Clark's secret to creating such a tight seal to reduce noise. Both of these features create a very comfortable experience while flying for long durations. This stands true even if you are wearing glasses. No pilot wants to be distracted with an uncomfortable headset when they are trying to keep focus on the flying itself.

________________________________________________________________________________

I guess now you want my personal opinion about this headset. Well, with this being my first headset that I have purchased, I cannot really compare it to anything else. But, I can promise you that David Clark does not lie to you about the quality of their products. They have such a well respected and famous name for a reason.

Rating Overall

I can only take off a half of a star for one reason. It is not an Active Noise Reduction(ANR) headset. It does not have that quality of noise cancelling. You are definitely going to get a lot out of the money you are paying for this. But, it is only a passive headset. The David Clark H10-13.4 really is a comfortable and well built headset for the money. But, please remember one thing. This is a passive headset that you are paying for. Do not expect the same noise reduction as a Bose A20 or Lightspeed Zulu.

Overall, I would not hesitate a second to recommend this headset to any General Aviation pilot out there with a budget. For $300, you are getting a lot of headset for a great price. If you are not on a budget or if you fly very often, go for an ANR headset from Bose or Lightspeed.

Saying goodbye to Blue Ash Airport

2012-08-30T19:58:00.000-04:00

On 8/29/12, the city of Cincinnati had to say goodbye to another one of its General Aviation airports. These past few years while traffic diminished and airplanes were relocated to nearby airports by their owners, organizations like the AOPA had been fighting to keep Cincinnati-Blue Ash Airport(KISZ) alive. Instead of a bustling GA airport that it once was, it will be turned into a recreational park and an extension of a local golf course.

Cincinnati-Blue Ash Airport(KISZ)

Although I never got to put Blue Ash in my logbook or had any close connection to the airport, it is always sad to see a local airport close.

Wheel Landings, Emergencies, and Wind

2012-08-26T18:00:00.000-04:00

Instead of hopping straight into the Cub, Joe and I did some ground school. We covered various topics -- VORs, Weight and Balance, Performance Charts, etc... After that short ground school session, we went out to the airplane. N77500 was waiting for us warm and full of fuel. Winds were strong but variable. They were out of the East when we started our taxi. After a long taxi to runway 8, we took off. The airplane felt extremely heavy and I ran out of trim while trying to keep the nose up. The plane was heavy, the day was humid, and it was pretty hot, so it's not a huge surprise.

Video filmed with my GoPro HD Hero 2 during my lesson on 8/26/12

The first landing was normal but long. Runway 8 is somewhat downhill so we floated forever. We switched to runway 26 after we took off again on runway 8. The first time we went to land, we had to go around because another plane and a glider were both landing to the East still. We did a few more normal landings on runway 26 and one emergency. On the emergency, I wanted to fly more "aggressive" than I normally would, so I cut my pattern short and did a huge slip. We fell like a rock to get down and the landing was pretty good.

Joe decided that we should start trying wheel landings out. This was was very...interesting. We did one exercise a few times to get used to having the tail wheel up in the air. Basically, doing a takeoff but bringing the power back and keeping the stick forward so we didn't lift off. I did this twice, then Joe demonstrated a wheel landing for me after going around the pattern. I then did one. My touchdown was good, but I didn't hold the stick forward like I should have, so the plane bounced a few times before settling down. I wasn't too happy about ending the lesson this way.

I have a lesson scheduled for my birthday(September 4th). If I can get my medical that day, I will do my first solo flight. If not, I will still be able to get up in the air!

This Flight: .9 hours N77500, 40I-40I
Total hours to date: 17.9

Piper Cub landing practice

2012-08-14T16:03:00.002-04:00

It felt really good to be back in the Cub. In the Piper Cub, you don't have the distraction of a bunch instruments scattered in front of you. Flying this airplane is pure stick and rudder.

After chatting inside for a bit, Joe and I went out to the Cub, N77500. This is the small, 65hp Cub. I did a quick preflight and Joe propped the engine. The winds were coming straight down the runway and were favoring 26, so we had a very short taxi over there. Following our brief "CIGAR" checklist, everything was good to go.

Video from this lesson with a GoPro HD Hero 2

We took off and immediately turned Southeast towards Caesar Creek Gliderport(2OH9). This is the location of the Caesar Creek Soaring Club. It's only a two mile long flight, so I just stayed at pattern altitude the whole time. I crossed over the airport and entered a left crosswind for runway 27. It was the first landing of the day, so it was a little bouncy. This was also my first time at this airport. I taxied back on the grass runway and departed again on runway 27.

Immediately after takeoff, I entered a left base for runway 26 at Red Stewart. This landing was a whole lot better. We did about 5 more landings at Red Stewart before shutting down for the day. Included in those landings were one Simulated Engine Out on downwind and one Touch n Go. My best landing of the day was definitely during my Simulated Engine Out. I made a tight pattern and slipped it down. When I touched down, I didn't even feel a bump. My only indication that we had landing was the clanking of the cub on the bumpy grass.

Although shorter than the last one, today was really a great lesson. I got a lot of confidence in the Cub and I feel like I am really ready to solo. Now all I have to do is wait for my 16th birthday!

This Flight: .8 hours N77500, 40I-2OH9-40I
Total hours to date: 17.0

Pre-Solo, loops, and skydivers

2012-08-06T21:00:00.000-04:00

With my 16th birthday being less than a month away, it was time to start preparing to solo. We took the Cessna 150 up once more to practice as many takeoffs and landings as we could do. After a normal preflight of N3718J, we took to the skies.

First, Joe told me to go around the pattern a few times at Red Stewart before we went to Dayton Wright Brothers. I went around the pattern two or three times. The first approach was extremely high, but instead of going around we just landed long. The landing wasn't too bad though. Each approach after my first one kept getting better and better. After the last landing at Red Stewart, we went over to Dayton Wright Brothers for a bit. We did a few normal landings there and did one exercise that I found to be a bit more challenging than what I expected. I also got to do my first go around. When we were about to turn base for runway 20, another Cessna came barreling below us to land on the same runway. He just cut right in front of us and took forever to get off the runway, forcing us to go around.

Video from my flight lesson on 8-6-12

For the exercise, I just had to keep enough power in to stay 1-2ft off the ground and fly down the center line of the entire runway. When I did it, I let the aircraft touch down for a moment by accident. I don't know why it was so hard for me...

We finally decided to head over to Middletown Regional Airport(Hook Field) to do a few more takeoffs and landings there. I entered a straight in approach for runway 23 from about 5 miles out to. It was nice to have a long stabilized approach. I carried in power in all of my approaches there and my landings seemed to have improved when I did that. On our first pattern there, there we skydivers coming down right above us so I opted to widen our pattern because they were landing midfield. When we taxied by them on the ground, they all gave me a wave which felt pretty cool. We realized how long we had been gone when we looked at the hobbs meter so we went back to Red Stewart.

The next two lessons before my birthday will be back in the cub so that I can get used to the plane again before I solo. This was definitely one of my more interesting flight lessons!

This Flight: 1.8 hours N3718J, 40I-KMGY-KWO-40I
Total hours to date: 16.2

Oshkosh is AMAZING!

2012-07-26T14:00:00.000-04:00

Oshkosh 2012 was absolutely astounding. It was a pilot's dream. If you went this year, you know there were tons of airplanes, great people, and unique experiences waiting for you to arrive. EAA AirVenture 2012 was an amazing experience.

Day 1 - I left my house with my mom and dad at about 9AM and drove up to Chicago. We couldn't drive through without trying some famous Chicago style deep dish pizza, so we were recommended to go to Gino's East by a friend. It was delicious. After leaving Chicago, we took a quick detour to drive by O'Hare and continued up to Oshkosh. We got our wristbands for Sunday/Monday and Tuesday, then went through the entrance to see what we could before the actual event begun. We looked around the booths for each company that were being set up and planned for the next day. Next, I just stood out at the flight line and watched the unlimited amount of airplanes arrive at Oshkosh. I was stoked for the next day!

Day 2 - On our second day at Oshkosh, we woke up at 5:30AM and got to the Airshow at 6:45AM. I'll go ahead and say, this was way too early. The temperature quickly rose to a solid 101F, making it unbearably hot. Everyone there was seeking out shade or air conditioning where they could find. First thing that day, we went over to the Ultralight runway to watch some powered parachutes and ultralights there. After quickly growing bored of that, we went to check out all of the piper cubs(all 181 of them there). It was a truly amazing sight to see! Never in my life have I seen that much cub yellow. We checked out some of the booths and really took an interest in the Bose tent where they had an excellent Bose A20 headset setup for anyone to try them out. After taking a look at some booths, we headed to the Honda tent where I had the first highlight of my day. The new Honda jet was in there, so we looked around in there for a bit. Then, I was shocked to see Sean D. Tucker standing just a few feet away from me getting ready to be interviewed on stage along with the Honda chief test pilot. After that, I got to meet and get a picture with Sean D. Tucker! He was really an inspiration for me after seeing this video. We wondered around and enjoyed Oshkosh for the rest of the day until the airshow. It was pretty good, but I have to admit I expected a bit more excitement from Oshkosh. After that, we went straight to the Steve Miller opening concert. Next comes my second highlight of the day. As the President of the EAA stepped out onto the stage, my dad realized he was a friend of his. We got backstage and met Rod Hightower, the president! Today was probably my favorite day.

Day 3 - Our third and final day at EAA AirVenture started about 3 hours later than the first. We were completely worn out after the first day and had realized that it just wasn't worth it to be out in the hot sun that early that day. Thankfully, we were blessed with about 85F weather that day. We got a quick breakfast that consisted of the famous EAA donuts and started our day. We begun by waiting to get up in the cockpit of a C-17 that just happened to be from Wright Patterson AFB which is close to my home. This was a pretty cool experience. Next, we waited in yet another line to tour the Orbis "MD-10." This is basically a name for a DC-10 that was upgraded to MD-11 avionics and such without the MD-11 body. The plane was a flying, mobile eye hospital that travels around the world to treat people in need. After this, we spent the rest of the day in the Vintage Warbird section of Oshkosh until the Airshow.There were a ton of old warbirds over there! After lunch, it was time to go the airshow. This one was much more exciting than the first day. We got to see Kirby Chambliss in his Edge 540 from Red Bull and Sean D. Tucker Perform. The piper cub comedy act today also ended with a successful landing atop a moving truck. Although it was such a great day, it was time to head to home.

Possibly one of the saddest moments of my summer this year was driving away from Oshkosh that evening. I could have spent all week there, but it was time to head home. Nonetheless, it was a great trip. We are already planning for next year!

It's that time of year - Oshkosh!

2012-07-21T15:00:00.000-04:00

Well guys, it's that time of year. The largest aviation event in the world takes place this week up in Oshkosh, Wisconsin! From taildraggers to F-18's, over 10,000 planes will be taking part in the event. EAA AirVenture is a pilot's dream!

EAA's official promo video for AirVenture 2012

Tomorrow, Sunday the 21st of July, I will be driving up to Oshkosh since I don't have my PPL yet. I'll only be there for Sunday, Monday, and Tuesday. But, my first time should be a blast! I will try to bring my good camera and my GoPro so I can post some pictures and videos for you guys. Stay tuned!

Taking the C150 to Dayton Wright Brothers

2012-07-16T21:00:00.000-04:00

On the 16th of July, I made my second flight in the Cessna 150. Once again, this was N3718J. Today was a pretty simple lesson. This time, we didn't do any ground school stuff. Joe and I just went straight out to the plane.

I pre-flighted the Cessna 150 and mounted my GoPro on the windshield while Joe talked to another pilot at the airport who was getting his glider ready for a short flight. The plane had more than half of its 26gal combined tanks, plenty of oil, and everything was looking good. We were good to go! Instead of borrowing a headset from my flight school, I used a David Clark H10-13.4 headset that I borrowed from my dad's friend who owns a Bonanza. It was very comfortable and worked great. Hopefully I'll be getting a pair for my Birthday in September. Moving along, I started it up and we had a short taxi to runway 26 after the run-up.

Because the president was in town at CVG, there was a TFR set up just south of Waynesville. So, we decided to head up northwest to Dayton Wright Brothers(MGY). Once we got close, we looked at the windsocks on the ground, and each one was pointing in a different direction. Moments later, the winds calmed down and favored runway 20. I entered the left downwind on the 45 degree entry. I came in a bit low on my first approach, and having not been used to the C150, made a pretty ugly landing. This wasn't the pay to start off! I improved on each landing and after a while, a slight crosswind started to form. I made 3 full stop landings and 1 touch and go at MGY. After the touch and go, we were closely followed by an Aero Commander departing right after us. Then, it was time to head back to Waynesville.

YouTube video of the flight with the GoPro HD Hero 2

As we neared Waynesville from the north, I decided to cross over the field and enter the left downwind for runway 26. After a normal, but high, approach I made a smooth landing. It was nice to be back on grass, it's very forgiving! On the way back to the parking spot, my camera battery died with pretty good timing.

We shut down, tied the plane down, and wrapped up the flight. Joe and I talked about getting my Student Pilot Certificate soon so that I can reach my goal of soloing on my 16th birthday. I'm not sure if you have to be 16 when you get it. Overall it was a great flight. I learned a lot and got much more comfortable with the Cessna 150. This flight was also my first time talking on radio which was really easy. Next lesson will be in the Cessna 150 again, so look forward to it!

P.S. Next time, I'll try to mount the camera lower. I'll master the GoPro eventually!

This Flight: 1.0 hours, 5 landings, 5 takeoffs, N3718J, 40I-MGY-40I
Total hours to date: 14.4

A new airplane!

2012-07-05T18:00:00.002-04:00

On the 5th of July, I took another flight lesson. This time, I flew a 1966 Cessna 150, N3718J. When I met with Joe before my lesson, we went over some of the basics of the plane and he told me what we were going to be doing that day. Since I didn't have my own headset yet, I borrowed one from my flight school and it worked fine. I have to say, I was pumped to fly something besides the Piper Cub!

Me taxiing back to our spot

   We walked out to the plane and I learned how to measure and check the fuel for contaminants(one of the fuel gauges wasn't working). After a normal preflight, I learned the start up procedure quite quick, and we taxied to runway 8. It was nice that we didn't have to do S-turns while taxiing like in the cub! Since this was my first time flying the plane, Joe did the first takeoff and I took control in the climb.

   I took us up to 3,000ft so that we could practice some normal turns and steep turns. All went well, so we continued to do a few stall sequences. Then, Joe acted as a controller, and I basically just followed his instructions and practiced what I would have to say over the radio. After some time in the air to get used the controls, I entered the left downwind for runway 8 and did my first landing. Let's just say that ground came up a little faster than I thought I was. It was a bit firm. I did my first takeoff in the plane and re-entered the pattern. My second landing was much better, but not perfect.

   Overall, it was an extremely fun flight! I got a feel for the new controls and extra instruments, and got a good taste of tricycle-gear airplanes. The next lesson will be in the same plane since the other C150 that Stewart has was damaged(flipped over during the storm last week when it was parked). I'm very excited, so look forward to my next post!

   P.S. I forgot to turn my camera on again, I'll try to remember to next time. Sorry guys, no video.

This Flight: .8 hours, 2 landings, 2 takeoffs, N3718J, 40I-40I
Total hours to date: 13.4