Diary of a Student PilotPart 1
Diary of a Student PilotTo shorten page loading time, this diary is divided into 5 parts. This is Part 1. The Table of Contents spans all parts. The parts are as shown in the following table.
| Part 1 | Preamble to Lesson 13 |
| Part 2 | Lesson 14 to Lesson 29 (including Solo!!!) |
| Part 3 | Lesson 30 to Lesson 46 (including first solo x-c) |
| Part 4 | Lesson 47 to Lesson 60 (including long x-c & written) |
| Part 5 | Lesson 61 to Lesson 71 (including Checkride!!!) |
| Buying an Airplane - the Epilogue | |
This is little more than a series of ramblings taken from a more detailed diary which I started keeping after my first lesson. I'm not exactly sure why I started it but I'm glad I did and strongly recommend it. During particularly difficult periods, I was able to look back at earlier frustrations. Seeing how difficult a simple maneuver seemed earlier puts the present situation into perspective! The bottom line is that the diary was written for me. Reading it over, I realize that it reads like the diary of a manic depressive; my spirits appear to have gone up and down at least as often as the plane!
After getting so much help from others on the internet, however, and at the specific urging of Jerry Kaidor, I decided to share my thoughts and experiences. Maybe someone can learn from my mistakes! I want to thank all the folks in the rec.aviation.student newsgroup and especially to Gene Whitt for their inspiration and help.
Thanks above all to the two CFI's who I spent LOTS of time with, Greg Schwartzendrubber and Clido Cataluffi. The two couldn't be more different but both were great, each in his own way. (Back to Contents)
I’ve always been fascinated by airplanes. The funny thing is, it never occurred to me that my fascination was anything out of the ordinary. Only as an adult did I discover that not everyone shared my enthusiasm.
In any case, it never really occurred to me that I could fly. It always seemed a rich man's pastime and I'm certainly not one! If it weren’t for my friend Jim Richardson, flying would have remained for me only a dream. On a sunny Monday in May of 1995, Jim and I spent some free time visiting the Art Institute of Chicago and, later, sitting in a bar in the Loop. Jim was talking at length about his new Arrow and trying to convince me that I owed it to myself to learn to fly. I patiently explained that I’d love to but was certain it was out of my economic reach. In response to a comment as to how my wife would react to my spending the money, Jim said, "Jack, she'll thank you for it. When you come home from flying, she'll think it's a new man! There'll be a spring in your step that she's never seen before." By the time he dropped me off at my hotel, I'd agreed to give it serious thought.
In the weeks that followed, we talked many times by phone and I eventually agreed that I'd talk to some people and take a ride. The summer passed and I didn't do it but I promised to do it in the fall. (Back to Contents)
Having decided to at least try flying, the task was to choose a flight school. I asked Jim for advice on what to look for. He armed me with questions and advised that I look at the little things that indicated the mindset about maintenance. Things like cleanliness, whether there was junk in the back seat, etc.
September 29, 1995 was the day I took the plunge! It was a nice day and figured if I didn't do it now, I might procrastinate forever. I looked in the yellow pages and tried to call Tech Aviation at AVP, the “big” airport but there was no one there from the flight school. The next place I called was Moyer Aviation, located at Pocono Mountains Municipal Airport (MPO). I'd thought a lot about Moyer since I'd driven by it a zillion times over the years. When I called, I talked to Vern Moyer and he said to come out around 2:30. Vern sat me down and explained what was involved and what it would cost. Took a 1/2 hr. ride with Vern in a C-172. I hadn't known that I'd be riding in the left seat or that I'd actually be flying so I was a little shocked but delighted. I’d like to say I was hooked immediately but, in truth, my reaction was mixed. It was exciting but intimidating at the same time. I wasn't sure I wanted to go further.
A few days later (Oct. 6), on a beautiful fall day I went to Kingston at lunch time to pick up my laundry. It was so nice, I decided to play hooky for a few minutes and visit what’s popularly called the Forty Fort airport (actually, Wilkes-Barre Wyoming Valley or WBW). I knew from the yellow pages that there were two outfits there who gave lessons, Columbia Aviation and Wyoming Valley Aviation. I parked the car in the lot and, as I was figuring out where to go, a guy came out of a small building (which I'd latter learn was the Wyoming Valley Pilot's Club). His name is Dave Williams, a guy who's path I'd cross again. Learning that he was a pilot, I told him I wanted to learn to fly and asked where I should look. He recommended Columbia. He walked me over to their office and it was locked up. He had a key so he let us in and called the owner's home so I could talk to him. The owner wasn't home but I spoke to his wife, Pat. She was very pleasant and gave me the info I needed. They have a Warrior at $49 wet and an Arrow at $60!! Instruction is $15. Dave pointed out the planes on the flight line and said I was free to look them over but that he had to go.
As I was walking back to the car, a guy came out of WVA and asked if I needed anything.. He had a C172 @ $48 and a 150 @ $38. Instruction at $16 for air and $12 for ground. He has three instructors, each with lots of hours and the place looked OK. It was probably me but the chemistry wasn’t right..
Tech Aviation is FBO at the Wilkes-Barre/Scranton Int'l Airport (AVP). This is the only one in the area at a controlled field. I really had to chase them down for these calls; they weren't terribly inclined to return calls. By this time, winter was coming and I didn't want to get started 'til spring so my flying plans went into hibernation.
As early spring approached, I started to look and ask around again. I called Tech and scheduled a visit. VERY nice facilities and the planes are kept in a heated hanger. Their prices were high and, again, the chemistry was wrong for me.
Visited Cherry Ridge Airport (N30) in Honesdale on Saturday, February 24, 1996 and was very happy with them. Just a small operation out in the "sticks" about 25 miles (35 minutes) from home. Nice folks and very helpful. Had a C150 @ $40 and a 172 @ $55. Instruction was $20. Ground School was fixed cost of $125. There's a cute little restaurant on the field, too, and there was a student and his CFI sitting at the counter planning a cross-country. Here, the chemistry was good. I’ve lived long enough to believe my gut on most things. I was ready to sign up but figured I'd sleep on it.
The next day, Sunday, was a nice day so my wife, Linda, and I drove out to Seaman's Airport (9N3) in Factoryville, PA, an airport I "knew" was too far away. Turned out it was the same distance and time as Cherry Ridge. For a field in the middle of nowhere, it's pretty substantial. About 70 planes are based there and the shop has 26 mechanics. For training, they have (2) 152's @ $40, (2)172's @ $50 and a 182 RG @$60. Instruction @ $18 for air, $10 for ground. Very good vibes. Slept on it again and woke up certain that Seaman’s was my place. My first CFI, Jamie Haas, had ~1400 hrs. and has been instructing 3 years. (Back to Contents)
Having decided to do it and where to do it, the remaining decision was when to do it!
By Sunday night, I was determined to start as soon as possible; perhaps next weekend!
Slept fitfully with visions of airplanes dancing in my head. Monday was a beautiful and
calm day. TV weather report said weather would go downhill in the next few days. Nothing
about the weekend. What if I can't!... Ugh!! Certainly, I can't go today, have to go to
work. For some reason, along with my briefcase, I carried a jacket out to the car and put
it in the trunk "just in case..."
Mid-morning, I called Jamie, my soon-to-be CFI. Can we book a time on Saturday? But wait, (said I, looking out at the blue sky) maybe late this afternoon? Well, bottom line was the plane was reserved at 4:00 so I had to be there by 2:30. Subtract driving time.... The heck with it. I can spare a half day of vacation time! Told Jamie, skip the "familiarization ride", lets go to lesson #1.
The first pleasant surprise was the drive. Only 37 miles and less than 45
minutes from the office. Got there at 1:30, a full 1/2 hour ahead of schedule. No problem,
Jamie was ready to go, as was the plane, a Cessna 172 (N4876F). Jamie asked if Moyer had
shown me how to pre-flight. To my "yes", he asked whether I wanted to just do it
with him watching. Not having paid that much attention 4 months ago, I thought I'd mess it up but it went relatively well with Jamie filling in
a few holes in my understanding.
The bad news was that the wind had come up and was blowing about 13 knots directly across the only runway. I taxied out which was a treat. I hadn’t steered with my feet since, as a kid, I had a little “car" that would coast down hills. And the steering on that was opposite the plane! Especially interesting is the pond into which one would drop if one didn't turn properly where the taxiway curves to meet the runway (upper left in the photo).
Jamie had me rest my hands and feet on the controls while he took off. At about 2500 ft, he told me to hold a northerly heading and take it to 4500 ft. From there, it was just turns, climbs and descents ‘til we were back to 9N3. Jamie took it from there and landed the plane with me just looking on. More taxiing for me and that was that! Exactly 1.0 on the Hobbs meter. What a kick! My earlier doubts had evaporated, I was well and truly hooked! (Back to Contents)
Lesson two was scheduled for 10:00 on Saturday, March 2. While the weather was good for most of the week, Saturday promised snow! Unable to sleep, I woke up at 7:00 and checked the weather. The sky was overcast but the clouds were high (don't know how to estimate how high yet.) At about 8:30 I called Jamie to see if we were going. He said the FSS had just told him the ceiling was dropping. I suggested I come up before it got worse. He said OK as long as I didn't mind sitting in the cockpit with a guy with headache and sore throat. (Small disadvantage when you really want to fly!) While the ceiling was high at our house, it was much lower at the airport. Got to the airport a little after 9. I asked Jamie whether he thought the weather was going to get better or worse; he said the FSS said worse so I said "Let's go now, then."
The plane was still in the hanger. Pre-flighted it myself while Jamie hooked up the headsets. Taxied to 22. Taxiing is getting a little easier but I'm still over-controlling. Jamie took off while I followed on controls. Still climbing, he gave me the plane. The ceiling was pretty low so we were unable to go higher than 3000 ft MSL.. Spent very little time there 'cause we were awfully close to the ceiling. Spent most of the time at 2500 and 2000. Wow, what you can loose in 5 days! Had a hell of a time in the turns. No way I could hold altitude and bank angle and stay coordinated. Two out of three, maybe, but all three, forget it! Then, as often as not, I didn't anticipate the heading and roll out in time. How Jamie can keep his cool with some guy flying all over the place is amazing! Jamie excused at least part of my fumbling because the horizon was indistinct in the clouds. After lots of standard-rate and 30° turns, I had it, at least to a degree. Then we started turns around a point. Altitude was 2000 ft. MSL and he picked a silo of a farm on a hill so it looked like you could touch it! Must have done 6 turns or so. Held altitude very well but distance to the point wasn't so hot.
Rolled out of that and Jamie said "Do you know where we are?" With all the turns, of course I didn't have a clue! He said "There's a town, what do you think it is?" I said "Factoryville." He said, can you find the airport from Factoryville?" and I said "Yes." He said, "Go find it, then." I did and he landed it, again with me following the controls. Taxied to the hanger and put the plane away.
As I headed East, I drove out from under the low clouds. By the time I got home, the weather was great. I was to learn that low ceiling are to airports what tornadoes are to trailer parks!
Later in the afternoon, my son, Eric, and I went to the movies and the sky was absolutely beautiful. Took a lot not to go for another spin! (oops - bad word!!!) (Back to Contents)
My appointment was for 10:00 on Saturday, March 9. Friday night, the weather forecast was for heavy wind so I had the distinct feeling I'd be grounded. Sleep was restless with thoughts of flying alternating with thoughts of sitting on the ground while the wind howled. Woke up Saturday to a beautiful calm morning. Bright sun shining from a magnificently blue sky onto dazzling white snow. And dead calm! I knew we'd be flying but I called the airport to be sure - no answer. Called Jamie's house and was told he'd just left for the airport. Good news. For virtually the entire drive I kept thinking of what a great day it was for flying and getting more and more excited as I approached the airport. My first inkling of trouble came as I was about a half mile from the field. I was behind a snow plow widening the road. The snow kicked up was getting whipped from the northwest at a nice clip. With the only runway running 4/22, that's a bad sign. Got out of the car at the airport (which is located on a ridge) and knew I was in trouble! I greeted Jamie with "Tell me there's not too much wind." His response was predictable and the FSS was predicting increasing wind. He'd called the house 10 minutes after I'd left. Worse, his schedule for Sunday was booked. Bob, the part time instructor had one slot at 10:00 so I booked it. Arriving home. Linda reminded me that I'd agreed to sing in the choir on Sunday so, tears welling, I called Jamie and canceled the 10:00. He agreed to call me if he or Bob had a cancellation.
Sunday morning, of course, was award-winning. Going to church when every cell was screaming to be taken to the airport was torture. Dashed out of church at the end of Mass to check the answering machine with the firm conviction that there'd be good news from Jamie. Nothing. Twice more during coffee hour did the same thing with the same result. Arrived home and tried to divert my attention without success. Finally I said "I'm going to the airport to hang around an see if I get lucky. Jamie had no objection to my hanging around so I read and watched touch & goes. At about 2:30, at 4:00, Jamie (I think taking pity) said he'd take me up at the end of the day (about 4:30). Since Linda was going out with friends in the evening, I'd promised to be home for dinner at 5:00. When I called to explain the situation, she agreed that she didn't want to see me cry so...
Actually, we got up about 4:15. Taxiing's getting better. This was my first take off and was a great thrill! (Rwy 22) As we left the ground, I shouted "Yes!" Totally different from "riding"! Off again to the East to do a series of turns. I did much better with standard-rate and 30° turns but had no control with steep (45°) ones. I was all over the sky. Just East of Elk Mountain, I was introduced to power-off stalls. Pretty scary but not terrifying like I'd expected. Jamie did two and I did three. Then turns around a road intersection. With no wind at all I still had trouble keeping distance. I tend to spiral in.
As we headed in, we saw a hot air balloon far below. Obviously a calm afternoon. This was by far the most exciting flight so far. I was as pumped as I've been in a long time. I kept thinking about how Jim had said Linda would find she was married to a different man. (Back to Contents)
The beginning of the week brought more beautiful weather. By Wednesday, I decided to take time off to fly. Called the airport only to be reminded that Jamie was off flying for Jewelcor. Thursday, made an appointment for 4:00. Left the office at about 3:10 and got behind every slow driver in this part of the state. Got there about 3:55 with blood pumping. There was a stiff breeze which gave me a start but it was straight down 22. Sky was light, high overcast. Not a bad day but certainly not the beauty of earlier in the week.
Ran into the head to get changed and Jamie was still with the previous student. I pre-flighted while he finished up. By the time we climbed in, I was stressed. Finally taxied to 22 and took of with me in control again. What a thrill. Hope I don't get jaded to that! More turns which I now handle quite well. Even did the steep ones fairly well. Stayed in an altitude window of 50 feet or so. I'm having some trouble with the roll out. I start at the right reading but must come out too fast 'cause I usually come up short of the desired heading. Still needs work.
Next, slow flight. That's going to take some getting used to. Understand it from the book but it's weird when you do it. Just going to take work. I asked Jamie whether I'd ever feel at ease with this stuff - I'm really too tense. I find my hands actually cramp from gripping the yoke!
Did several more power-off stalls. I'm starting to get the hang. I'm also starting to take more responsibility for my training, telling Jamie that I want to do another with absolutely no control input from him.
Power-on stalls were definitely not fun! Scary and a little tough on the tummy. Jamie did one and I did one but that was enough for the first time.
More turns around a point, of course. With the wind, it was tough but I think I'm making progress. A bit of a time with altitude, though.
Did one touch and go and then landed. Followed him on the T&G and had at least some control on the approach. Pretty scary.
This time, instead of exhilaration, my felling was of exhaustion as I drove home. Whether it was the hectic day or the flight I'm not sure... (Back to Contents)
As with last week, today's lesson was supposed to happen yesterday. At least there was no mystery about it this time; the sound of the wind woke me on Saturday and I knew we weren't going. Just to be sure, I got ready and waited for Jamie's call which came at 8:10. Actually, he said we could go but he felt I'd be wasting my money since we'd be thrown around too much. I checked back twice as the day wore on but conditions didn't improve, A bit frustrating since the sky was beautiful.
Had some apprehension about whether today's lesson would happen since a winter storm warning was posted. Fortunately, woke to total calm but high overcast. During church, the sky cleared and I thought it'd be another brilliant day but, by the time I got to the airport, the sky was overcast at 10,000 ft. I went up a couple hours early just to hang around and look at planes. Walked the hangers and the flight line just looking and dreaming...
Jamie went to lunch and said I could pre-flight the plane and he'd be back around 2:15. Hung around the office for a while talking to Bob Seamans and some other guys. Jim Richardson had told me that one of the joys of flying was the camaraderie - he was right!
At 2:00, I started the preflight and finished before Jamie got there. It was cold so I climbed in and was reading the POH when he arrived. I took off without any help from Jamie. Wasn't award-winning ( I wove around a bit.) but it was all mine. What a kick! Climbed out and headed Northeast to a point just Southeast of Elk Mountain. Did some standard, 30° and 45° turns. Definitely getting better with these. I can hold the altitude and roll out pretty smoothly on close to the right heading. Still not perfect and I don't hold the angle as well as I should but I'm confident I'm not far from doing them very well.
Next, slow flight. It's in my head but I can't get the reversed control into my hands. This will definitely take practice. Then the obligatory stalls. God, I hate these things. On one, I pulled back instead of pushing forward. How stupid! The power-on stalls are terrible. Scare me to death. We don't do a lot at a time, thankfully.
After a while, we realized we'd gone quite a way North. I said "Where are we?" Jamie looked down and said "Kirkwood". We turned around and I said "How 'bout if I follow 81 back down for fun?" When we got to Lenox, I said "That's where we turn to go to my summer cottage." He said "Wanna go have a look?" So I followed 92 and then turned at Gelatt and followed the road to Thompson, then cut across to the lake (still frozen solid). What a kick!!
I said "Why don't I do my turns around my cottage? " Went around 5 or 6 times. We're going to come back in the summer with a camera! Elk Mountain is real easy to spot from there so we headed for it and home. Added some time to the lesson but definitely worthwhile!
We did 3 touch and goes before the full stop. I tried my hand at it but Jamie always had to come to the rescue. I was always too high and he had to use full flaps to get us down every time. Had a hell of a time with the heading, too. On the takeoff from the last T&G, I was late coming up - didn't leave a lot of unused runway! The lesson was 1.6 hours and I really feel that's the upper limit for me. I was beat! (Back to Contents)
Was busy Monday and Tuesday and on the road Wednesday and Thursday. Friday afternoon we were going to NYC so I called Jamie Friday AM to see if I could get a lesson before we left. No dice; too much wind. Saturday we were driving back from NY and I didn't want to be tied down so, that left Sunday. As it happened, Saturday was windy so I probably lucked out.
I had a 4:00 appointment. As usual, I got antsy long before time to leave so I left for the airport and got there around 3:00. Bob Klemens, a part time instructor, was sitting there with another guy watching a golf tournament. I looked at the schedule and it indicated that both Bob and Jamie were tied up all afternoon. It had Jamie out for several hours ending at 3:00. Jamie has one “student” with something like 500 hours. They just go flying every Sunday; breakfasts, fly-ins, etc. Then he had a one hour block before my 4:00. About 3:10, Bob mentioned that Jamie still hadn't gotten back from a run to Atlantic City with his Sunday breakfast guy. Turned out the guy waiting with us, John, was Jamie's 3:00. About 3:20 or so, Jamie returned with apologies for the delay due to headwinds. He suggested that, since we were running late and Bob's appointment had canceled, one of us could go up with Bob. I was quite eager to compare instructors so, after an appropriate series of, "I don't care”, I agreed to go with Bob.
For the first time, I pre-flighted N5123E, another C-172. There were a few minor differences but nothing of significance except that it was tied down on the line; I'd never untied a plane before! Bob came out just as I finished the pre-flight. We taxied to 04 for takeoff. The differences between instructors came evident on runup; Jamie says to use toe brakes instead of parking brake. Bob had me use the parking brake. Another happened on the runway. Jamie always has me do a mini checklist from memory (DLTT - Direction, lights, transponder and time). Bob had turned on the transponder for me and just wanted me to take off. I took off and he had me turn crosswind at 1600 MSL then turn directly to downwind. That began a series of T&G's which ate up the entire 1.2 hour lesson. With 12 landings, that made an average of one landing every 6 minutes. Several more differences... First, Bob doesn't have me do a landing checklist (both tanks, carb heat, throttle back, full rich), just carb heat and throttle back. Also Jamie starts at midfield, Bob at the departure end. Jamie has me put in 10° flaps when I turn base and another 10° as I turn final. Bob has me put in 10° at about midfield and the second 10° just before or just after I turn base. Bob says I should trim for 70 KIAS and then keep neutral elevator. By the time we finished, I was starting to get the hang of it. Ballooned several times but Bob said he thought I was doing well especially when he found how little practice I'd had to date.
With Jamie, the lesson is over when you shut off the engine. When we were finished and shut the engine down, Bob kept me in the plane perhaps 15 or 20 more minutes (at no charge!) going over what we'd done. Bob explained the procedure in great detail and suggested I make a diagram (He later did it - on the back of the bill!) and then go over it repeatedly at home, work, etc. I'm to imagine myself doing the entire operation one step at a time over and over. He says it's a lot cheaper to learn it at home than in the plane at $70/hr. Good point. I like this guy. At the least, I want to fly with him occasionally - can't do it permanently 'cause he only instructs Sundays. (Back to Contents)
Took off work to fly at 4:00. Sky was sunny with about10 knots from NW. Taxied to 04 and took off with Jamie. Jamie thought the wind was a little strong to spend the lesson doing T&G's so we did slow flight and ground reference. First, slow flight for a little while. I don't think I gained anything on that one today. Then turns about a point. I'm getting better at it but still no great shakes. Today I was having trouble with altitude. Really crummy. Then rectangles around a field. After about 5 circuits, I started to get the hang of it. Wind made it a challenge but I guess that's the point. Then off to do s-turns. It’s unbelievably hard to find a straight line in PA! We used I81 but it was anything but straight. I did OK at this one. Then a series of power-off stalls. I asked Jamie to do a couple so I could get a better idea what it looked like when done properly. Finally did one quite well.
Headed back to the airport and did 2 T&G's and then a full stop. With the wind, it was tough and I ballooned one very badly. All in all, I don't feel real good about today's progress but it still beat staying in work. This working for a living is interfering with my flying! (Back to Contents)
Flew over the cottage again. My son, Eric went with me for my lesson so it was something of a sightseeing tour. Lesson was scheduled for 11:30 but as usual, I was early - 10:45. Jamie had had an appointment for a “scenic ride" at 10:00 but the guy never showed. Stupid since the day was magnificent.
I'd intended to do some touch and goes, take Eric for a tour, then do more T&G's. Did one T&G and realized that the traffic was terrible so went for the tour. It's easy to find Elk Mtn. so I flew there and then it was easy to find Mt. Ararat and then Sugarloaf. Headed just left of Sugarloaf and there it was - all in about 10 minutes. It was a beautiful sunny day but the bad news is that means a lot of thermals which turn a level ride into an elevator ride in seconds. At one point, I was going straight and level. A second later, my vertical speed indicator said I was going up at 1000 ft/sec while my nose was still pointed straight ahead! Did a couple turns around the cottage but came to the conclusion it's a bad idea - I become more interested in sightseeing than working on my skills. Headed back after taking a turn over the town of Thompson. Did 2 more T&G's and than quit. The conditions were just too unstable and it was frustrating me. In the future, I'll give up the sleep and go early in the day to have a better chance of smooth air.
Tried to fly yesterday (Good Friday) but had two things in the way. It was windy and Jamie was late in returning from a gig for Jewelcor. Today (Sat.) dawned beautifully; sunny and no wind to speak of. Got up early as usual and was at the airport by about 8:40. Pre-flighted 76F and took off from 04. We did 10 T&G's on the first "circuit". At first, I was trying to do the radio work and was getting messed up. Finally asked Jamie to do it so I could concentrate on flying. Getting my climb-outs better; keeping my airspeed closer to Vy but still need work. Also, I tend to level out too high. By the time I'm on downwind, I'm 100-300 ft too high and have to go back down. The first landing scared me for some reason and I started feeling I'd never learn it. By the 10th it was better but I was getting tired. Also, the wind was gusting a bit. I suggested we take a break and come back out. Since Jamie's A.M. schedule was free, he agreed. having flown for an hour, we stopped and sat for about 15 - 20 minutes. As we entered the building, there was a Cherokee 6 taking off. The guy was big time out of control and Jamie said we'd almost seen a crash! He did 2 T&G's while we were resting and both were bad news. Each time he came in too high, bounced, then lifted without enough airspeed and fell when he left ground effect.
We went back up and did 5 more T&G's. By the time we finished it was getting gustier but I was getting better. Things to work on are:
Things I've definitely improved:
It was too nice a day to stay home so after the lesson, I picked Linda up and we drove over to Cherry Ridge for lunch. There were two Piper Cubs sitting on the apron. Both were beautiful and I planned to look closer after lunch. Had a non-descript hamburger and fries but had a great time watching planes come and go. Unfortunately, the Pipers were among those going. That bright yellow against the bright blue sky was magnificent. I need to see that with a camera in my hands! One came back and we walked over to the hanger for a closer look. Sure would be fun to fly one!
Looked at planes in general and Linda said "I think we should get you a $30-35,000 plane, I wouldn't feel good about a cheaper one." That’s the spirit! (Back to Contents)
Amazing what you can lose in 12 days. We’d gone to St. Lucia in the Caribbean for a little R&R. Do to the trip I'd booked to fly the departure day and the return day but both were windy so a lot of time passed between lessons. Seemed like I'd never seen a plane before! Actually, I wasn't scheduled to fly today but it was a day not to be missed - bright and windless! Jamie wisely thought we should start with some air work. Good idea! After about 1/2 hour, I realized that I really had done this before. We then spent about 1-1/2 hours doing go-arounds and full stops (a total of 10; 3 go-arounds and 7 full stops). By the time we were finished, I was starting to feel a bit more comfortable. I still come in to high. Can't wait for it to "click" as everyone promises. (Back to Contents)
I couldn't fly with Jamie 'cause he was already booked so I booked with Bob. It was fairly windy and I was fairly certain Jamie wouldn't fly. Bob, on the other hand is less conservative. He suggested we give it a try and quit if it was too bad. He also said we could try Wyoming Valley if the winds at Seaman's were too much. As it happened, there was quite a cross wind but not too much. In addition to T&G's, we did quite a bit of air work. I asked Bob if we could just fly around a bit to see if I could feel whether the plane was coordinated or not. Finally got the feel of it and realized that, if I sit straight up in the seat, the ball is on the side my head wants to lean. Great discovery!
Also worked on slips 'til they didn't feel too scary. Bob's great at letting me experiment. He had me do some steep turns. As usual, I had a tough time holding things stable. He then took the plane, put it in a steep turn, trimmed it and took his feet off the pedals, crossed his arms and continued a perfect turn while grinning like a cat. Makes it look sooooo easy! He also did some demos of turns with no rudder and with only rudder. Just a lot of stuff to establish the parameters.
As to landings, we did about 10. Started to really get the hang of it. Bob gives me a lot more latitude than Jamie does. Jamie always has his hands and feet on the flight controls when I’m landing. I guess it makes him feel more secure but I’m never sure whether I’m feeling the plane or Jamie’s control input. If Bob wants a correction, he just gives a little "bump" on the controls now and then. Unfortunately, the last landing sucked. I just didn't pull back far enough in the flare so I ate up lots of runway. Passed the last taxiway on 04 and had to go back. Lousy way to end after a great lesson.
When we got back, we spend quite a long time in the plane talking. Bob really explains things and he's very supporting. He physically patted my back several times during the lesson. I commented that his style was very much more to my liking. Bob said they were getting a new instructor starting on Thursday and they'd be looking for people to switch. When we got to the building, Bob Seaman's asked me and I said I'd give the new guy a try! (Back to Contents)
First time with the new guy. Boy, is he young! Name is Greg Schwartzendrubber. It's good he writes small or he'd never fit it in my logbook! It was very windy as I got the field and I was almost embarrassed that I'd driven out. Based on previous experience with Jamie, I figured for sure we wouldn't go. I thought it's be a good chance to meet Greg, anyway. Greg said he was willing to go if I was so we went. Left 04 and immediately got thrown around. I suggested we do air work rather than T&G's and Greg agreed. Went over near Elk and did stalls. I told him I was lousy at it but then did quite well at the power-offs. Not great on the power-ons but not hateful, either. Did some slow flight and did only OK. As we headed it in ,I slipped it down beautifully to downwind but as we got back near the ground, it was really rough so I had him take it in final. I'm definitely not ready to land in those conditions - crosswind and strong gusts. (Back to Contents)
Lucky 13. My oldest son, Don went with me.
Seaman’s has an “interesting” runway. It’s 2500x50 with a drop off at each end; rather like landing on a large, stationary carrier, I guess. Come in low or run off the end and it’s all over. At the approach end of 04, there’s probably a 50 foot rise in terrain before the threshold. At the takeoff end, the ground drops perhaps 150-200 feet. At the bottom is Lake Sheridan. On the southeast side of the runway is a hill and a stand of trees. Taking off on 04, you get thrown around by wind gusts off the lake. Coming in on 22, the lake has a habit of sucking you down.
Pretty decent cross wind again. If runways are normally laid out in the direction of prevailing wind, why have I spent 2 months in crosswinds? Took off on 04 and, on leaving the end of the runway, immediately started getting thrown around with turbulence over the lake. Most disconcerting! Did one go-around 'cause I was too high (as usual) and then one T&G, then headed north for some air work. Steep turns. On the first one, I lost 100 feet, the next was better and the third I kept nailed. This kid Greg is good; explains things well and is very positive. Since Don was with us, I asked if we could fly up to the lake. Went all the way at 3000 MSL. Did one turn around the cottage, then went over Thompson and headed back. Approaching Elk, the updrafts were amazing. Nose pitched down and still gaining 1000 ft/min! Had it almost in a dive to hold altitude and was doing almost 120 KIAS.
Returned to field for T&G's. Cross wind was pretty strong and there was some turbulence but I made a lot of progress on my approaches. They’re not great but not too bad. I think in still air, they would have been good. Flares are still awful. I flare too soon and too much, then bounce down the runway. They started getting better but the last one was so bad we ate up too much runway and had to go for the full stop. That's the second time I've ended on a sour note. Damn. (Back to Contents)
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