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Debrief 20090801

The first post of a newly rated Private pilot single engine land! I passed! Real good day. Niel broke 1000 hours today too! I was in the room when he calculated it out! Cheers to us both! Two milestones in one day.
Today was also my two year anniversary with my lovely girlfriend Kendra!
Anyway, the oral part was grueling, the flying part wasn't bad. If anyone reading this wants to get rated, I have advice. KNOW YOUR SYSTEMS, METARS, WEATHER, AIRSPACE, AND EVERYTHING ELSE YOU CAN POSSIBLY KNOW INCLUDING WHERE TO FIND THE INFO IF YOU DON'T KNOW!!!!
I gave my first skyride today! To my best friend and neighbor who's been like a brother to me. We went up for almost an our. 0.9 hrs. The plane now has 2.1 hours left before the 100 hour inspection which it goes for tomorrow. Hopefully it'll be done by monday. That's what the guy working on it plans to do...but we can't help if something's broken...but then again the plane works just as good as she ever did...however I did find a yellow moth which I mistook as a dandelion in the stall horn!
So ends this blog, but so begins another!!!!!
My last post will be the link for my new blog...look fast!

OVER AND OUT

Preflight 20090801

This flight is particularly important. I know I have not kept up very well, but this is due to my computer's breakdown. The last time we talked, we talked of Memorial Day and it's less than breathtaking flyover. The weather has been on my @$$ since April (When we thought I was going to take my checkride) This has been moved. Tomorrow is the big day. I'm pretty sure I know everything I got to know.
No special VFR in Bravo airspace, visibility is 3statute miles, cloud clearance: 1,000 feet above, 500 feet below, and 2,000 feet horizontally. 152 Rule
Regular visibility and cloud clearance minimums for Delta and Charlie airspace are 3 SM and the 152 rule.
Special VFR in Delta turns minimums into 1 SM visibility
Class E airspace is from ceiling of G to 14,500 feet. Less than 10,000' minimums are 3 SM and 152 rule. At or above 10,000' is 5 SM, 1,000' feet below, 1,000' above, 1SM horizontally.
Class G airspace is 1SM visibility and clear of clouds.
Generally speaking:
Delta extends from surface to 2500'
Bravo from surface to 10,000'
Charlie from surface to 6,000'
In class Delta, Bravo, Charlie, must have clearance prior to entry, Mode C transponder with altitude reporting capability, and two way radio.

Anyway, now that some of that is put into my memory, I wonder how much of it I'll forget by tomorrow. I hope none. I'm looking forward to tomorrow. New airport, new people to meet. I'm a little nervous about the radio at this time because I have not talked to ATC in awhile unfortunately. All well. I'm just going to go do it. And damn it I will. Wish me luck
Over and out.

Debrief

Last week I went on several flights that I never updated on here. Only one was worth mentioning. Memorial I went up. I was the lead with a group of a people taking part in a fly over. I did not partake in the actual flyover, however I climbed to 3500 feet and watched from there as the other three airplanes flew low at 2000 feet MSL over Towanda. Unfortunately someone's ELT went off and they were unable to do it. After a particularly hard landing (you'd have thought I was landing on the deck of a carrier with how hard it hit), I parked the plane and put her away. On the flight line was three Piper aircraft. Thought I was at the factory. That's when I found out about the ELT. Glad it wasn't mine. See you in the skies next time. Over and out.

Preflight 20090530

Mission: I have no clue. More Private Pilot Prep.
I may or may not be solo.
Today's mission could be just about anything

Mission Status: Incomplete

TOP GUN DAY

Today is 20090513 aka TOP GUN APPRECIATION DAY. http://www.topgunday.com/

Pay your tribute to this great movie by making a call sign for yourself use as many lines from the movie as possible. Dress in your best flight suit wear your most urbane aviators and if you can, get up in the air and take off into the Danger Zone.

Preflight 20090426

Preflight 20090426

Mission:
1) Practical Test Prep

Mission Status: INCOMPLETE

Debrief 20090419

This is not only the debrief for the day. I'll get the salt lake pics up eventually. So last week (monday) I went up. Another solo X-country, from N27-ITH-N23. It was over 150 nautical miles. I did two full stop landings at ITH and a crosswind landing over at Sidney. I really needed to relieve myself so I shut her down at Sidney for a little while and went to the bathroom. I mozied around a bit. It's a nice airport. I thought it was kind of dumpy at first but all in all it's not too bad. The right traffic still messes with me sometimes. There's a black airplane there. It's a jet and it looks like the Vampire. Jerry says he's never seen it anywhere else. He says it's never moved. That makes me sad cause that jet looks like it belongs up in the air. I bet that plane is like a homesick angel. If I could, I'd fly it. In fact, I may inquire about it before I go off to college in August.
Earlier in the week (saturday) the weather was not in the right conditions for this XC so Jerry and I went up and worked on PTS prep, and 720 degree turns about a point.

Debrief 20090419
At first look this morning the clouds seemed to just hang over but as the day wore the clouds dissipated or else moved somewhere else. I didn't think I at first I'd be able to go, but as it turns out, everywhere but BGM was clear (which I knew) but just before I went, we checked BGM again, and all was clear. Everything was peachy dandy so I went to preflight. Jerry signed me off and I fueled up the baby, of which I've come to a conclusion about her.
The 152, may be underpowered, but is a beautiful airplane. It's small, compact, and although it's a high-wing (low wings tend to look cooler) it looks sleek. My only gripe about the airplane; she's underpowered. When I get the money, I'm going to own one, and I'm going to give her the power she deserves.
So I took off and picked up my heading while I climbed to 3500 feet. I flew to the BGM VOR. I called them and ended up doing a touch-n-go on runway 10. They handed me off to Elmira and they followed me until Ithaca to which I was left alone to fly by D'ed Reckoning to get myself to Fingerlakes Regional Airport. It is beautiful country up that way. That's as far north as I've gone during my Xcountries. Normally I stop at ITH, but on the sectional, I saw that it was near the north end of the lake and I've been wanting to fly up it, so that's why I decided to make my XC for there. I'm glad I did, it was every bit as beautiful as I thought it would be. I landed at 0G7 then took off again and headed to ITH via the VOR. I flew overhead and picked up a heading to take me home following the ITH VOR. Everything went extremely well today. Just enough turbulence to keep things interesting, I talked smoothly on the radio, didn't wreck the airplane, landings went great, takeoffs were great, winds cooperated. Everything just went great. 2.4 hours later I was back at my home airport. And I didn't even have to use the restroom midtrip! Haha in all seriousness I almost hit a bird. It flew right underneath me, it was kind of creepy, cause not more than five seconds later, I was flying parallel a big hawk. It was cool. Very good day, now begins Practical Flight Test Prep! Woo! Almost there.

Mission: COMPLETE

Oops

Yeah, I haven't really kept up with this have I? Well let me go through my preflight for today then I'll take you through debrief of 20090412 and today later.

Preflight 20090419
Mission: Fly to BGM via BGM VOR CFB & pilotage
Touch-n-Go pick up heading to 0G7; Finger Lakes Regional
Full Stop- Track ITH VOR to ITH
Return to N27 via pilotage & ITH VOR

Mission Status: COMPLETE

Back, but haven't flown yet

I got back the 30th of March and couldn't wait till the weekend when I would do my cross country to ITH then to N23 then back. Unfortunately, it was almost clear of clouds but windy. It wasn't the wind so much, but rather the gusts. The gusts were high while the steady winds were comparatively low. So I was grounded. I'll just wait until monday. Hopefully it's nice monday. Sunday is out cause it's Easter. Friday is out cause it's Good Friday. Saturday I'm pretty sure is going to be nasty. So monday is my only option. By George, it's snowing up here! WTF?

Gone for the weekend, but flying is still on!

I'm heading out for salt lake city today to visit a college. The guy who set me up for a tour of the place, is going to take me up in a Piper Archer. He told me I'd be able to log the flight time, so that will be nice to add to my repertiore as well as a new plane! Also, I get to take a ride in the simulator so that will be neat. I've never been in a real simulator before. I'll have pictures for when I get back, over and out.

Update Mission 20090322

Due to weather, I was unable to make my junket to KITH to KN23 and back to KN27. I went up and got some local solo time in. Of course it was quite busy by the time I ended up getting the plane fueled up with gas. A Canard Long EZ came in when I was departing the pattern, along with a 172 and what looked like a Vans. I went out and did some slow flight, stalls, and turns. Thinking about it now, I should've done a couple 720degree turns about a point. There was enough wind but I didn't think of it. I did a maneuver Niel told me about. Start in slow flight, pull up like you're flaring for landing, and before you stall, you add power. Just enough to keep you at altitude. It worked well. Then I did some turns. Straight and level and steep turns. The steep turn today was nasty. By nasty I mean, good. I barely gained or lost any altitude and it went quick compared to every other turn. The first time I actually had to counter the G's by flexing my abdominal muscles...or lack thereof...but it worked. I came back down and did four landings. The first three were shortfield approaches and the last one was a slip. I'm working at the "walking the plane to the ground," but it's proving slippery as a leech. I'll get it. I know it.

Mission: COMPLETE

Private Pilot Exam

Normally, I don't sweat exams. Exams like the SAT, ACT, and most any school multiple choice exam. There are, however, exams I do in fact take seriously. The ASVAB, and any written test for aviation, e.g. the Private Pilot Written Exam. I took my ASVAB and scored a fairly well 85 out of 99. Reason I take that exam seriously is because that exam can decide the rest of your life if the armed forces be what you want in life as it is for mine.
As for the second, the private pilot written. This test is so utterly important because after all the time and money you've put in to your dream of being a pilot, failing sucks. It sucks because you failed, it sucks because you've wasted 100 dollars of hard earned cash only to find out that, until 30 days are up, you do not have a satisfactory amount of aeronautical knowledge to become a pilot. I never really faired to well on multiple choice tests. I just barely passed this one. I recieved a 70, the passing grade. Lucky. I'd rather have someone asking me stuff like it was an interview. But really there is no point in having two oral exams. All well. I passed. Peace out.

Preflight 20090322

Mission: Fly direct to KITH using VOR and pilotage
Fly to N23 via BGM VOR
Return home direct from N23

Notes: Next week I will be in Salt Lake City. A flight instructor from the college I am looking at is going to let me take him up. Good thing, I'll be able to log some flight time. And even in a new plane. I don't know which one. It's either going to be a Cessna 172 or a Warrior...or Archer. Unsure, can't remember at the moment. (UPDATE 20090321)

Mission Status: COMPLETE (20090413)

UPDATE 20090322: Scrubbed until 20090413

Debrief 20090315

The day began and from the point I woke up everything went as well as they possibly could have. I got to the airport about 0900 and talked to Jerry who looked over my planning. He signed me off and let me head down to the hangar to preflight and get on my merry way. I saw him leave as I was filling her up with gas. He rolled down his window and pointed his finger at me like a gun and pretended to shoot at me. I couldn't help but smile as I waved. So I started her back up and taxied to five. Did the runup and during the magneto check I noticed the left magneto was running rough. I ran the plane up at high RPMS and leaned the mixture and performed the magneto check. It didn't work. I ended up callin Jerry, who figured out my problem. I didn't let it run long enough. SOooooooOOOooO, I let it run at high RPMs mixture leaned and behold! It worked just fine! Thankfully.

So I took off and no further problems arose. I picked up my heading after climbing to 3500 feet. I dialed in my VOR frequency and radial. I chose to fly to the BGM VOR and then pick up my new heading that would take me to N23. The only thing that was a hinderance was the visibility. It wasn't bad, but it wasn't great either. I could see fairly far, probably about 6-7 SM visibility. But once I changed headings, the route to N23 cleared up a lot. I talked to ATC, let BGM approach know I was headin to Sidney and they had me squawk 0332 (Pretty sure). About 7 miles away, they called and told me to beware of a flock of geese that was seen at altitude on my route. My first thought was, oh great, now my English teacher (calls me Goose, he likes Top Gun as do I.) has a reason to keep callin me Goose. I keep telling him it's inaccurate because Goose was a RIO, however awesome he was, was also not a pilot, which I am. His rationalization is I can't hold Maverick's jock strap! Haha, he only calls me Goose cause he knows it aggrivates me, and not cause it's Goose, I like Goose, it's just inaccurate. But now he has a reason!! (A bunch of my friends and I made up nicknames for ourselves to celebrate our Girls Vs Guys Vs Faculty Basketball game along with Top Appreciation Day on May 13th. They are as followed, Mark, "The Iceman" Cruver, Eric "X-Factor" Warner, Ardy "Warrior" Dorman, Degan "So Good" Smith, Raul "El Diablo" Pedrosa, Caleb "Demand" Sheldon, Colton "Boo-Boo" Schools, and myself, Adam "Maverick" Azpiazu. As far as I know that's what they were gonna use. We picked 'em, and I told my english teacher, and he told me to use Maverick, so I said okay, then he changed his mind in Student Council! Indecisive. Jeesh) I DIGRESS!

So I landed at N23 no problems. Once I let ATC know I had the field, they terminated my radar service and I was let go. I landed on two-five and I really had to relieve myself. Man, it was bad. I thought about stopping and going at Sidney, but I figured I could make it. So I turned around and taxied all the way back to two-five and pulled off to the side. This is where I snapped this photo.
I called out I was taking off of two-five. The take off was as normal as it can get.

I picked my new heading up and began for home. I felt my 251 degree heading was a bit high, but I put my trust into the heading and it worked out just fine. Everything was good, visibility had gone down a bit, but I was able to make it home faster than I thought. I entered the pattern left downwind for runway five as a Mooney entered its base for five. I reached the end of the runway and did a 360 degree turn for spacing. I pulled the throttle to 17oo RPMs and waited until the runway was 45 degrees off my shoulder, then I put her into a hard slip. With the speed at 65 knots the airplane descended rapidly and once lined up with the runway, I neutralized the controls and let her fly until she didn't wanna fly no mo! I flared it and she came down. My parents were at the airport today. I asked them to come see the landing and they'd brought my grandparents with them. They missed my first solo XC cause of miscommunication but wanted to see me arrive from one, so they came today. I taxied back runway five and noticed another plane coming on base and he called it on the radio so I called back, "94609, I'll get out of your way in a sec, come on in."

"You got plenty of time 609, it's okay, I'll be watchin ya."

"Roger that Tango, (I didn't catch the two numbers before it) I'm taking Charlie here. Clear of the active."

A few moments later he called back after he'd landed, "94609, you can come on out, I'll get behind you."

"Roger that." I pulled out on the runway and he taxied behind the length of five. I took off as the Mooney, who'd done a touch n' go, was midfield downwind. I did a shortfield takeoff. My pattern looked good, as it normally does (Just a little gloating never hurts:P). I came in a little high so I took off power and added flaps. The landing was good, it looked nice on the video my brother took of it. Both of them looked real good on the tape. I'll add that to this when it's available. I met my parents at the hangar. I stopped the plane in front to the doors and shut her down. I immediately started walking toward the port-o-john that was at the end of the long building that held multiple hangars. I came back out and saw my parents and grandparents taking pictures of each other next to the airplane. It made me smile. My dad saw me coming, and I couldn't help but smile after my successful cross country. He snapped a couple pictures of me walking toward them. I was wearing

the flight suit my girlfriend bought for me. I bought a couple patches for it, two of which are on it, a US Navy patch on my right breast just above the pocket's zipper and the American flag on my left shoulder. I have a couple more coming. I am using this flight suit as a patch collector. Although I may wear it because it is convenient and actually comfortable, I wear to show my pride for Naval Aviation and as a tribute all aviation. My grandparents and parents were all happy and smiling and patting my on the back for a job well done. I don't think they fully understood what it was like to be in the presence of such machines until today. I don't think they fully understood that I have what it takes to handle them, but I proved that I could today. Next step, pick out a route 150 nm miles of longer with two stops and two separate airports. Today was a great day. Mission: ACCOMPLISHED

Preflight 20090315

Mission: Solo Cross Country Flight to N23
Use pilotage
Possibly track BGM VOR then divert heading to N23
Full stop landing at N23
Return home direct route

Mission Status: COMPLETE

Debrief 200903123

First solo cross country. I had this trip planned out for last weekend, but due to rain and low ceilings, I was unable to even start the junket, let alone complete it. Friday however, was an amazing day for flying. There was some slight turbulence, not much at all. I took off of five, and turned my crosswind and downwind. I kept climbing while extending my downwind leg of the pattern then at 2500 feet I turned toward the airport. Once overhead, I started my time off and called I was exiting the pattern northbound. I picked up my heading and so my journey began. Jerry called me from his plane as he was heading in to land after his day's work. He asked me how the trip was going and I replied with so far so good and that's the way it stayed. After I hit my first checkpoint, I dialed in my Xradial for the VOR and made sure I was where I thought I was. I switched frequencies and listened to the Ithaca tower awhile, until I hit Danby, then I switched to the ATIS. After the recording went through the spiel I wrote down what I needed, and noted that it was information Delta.
"Ithaca Tower, Cessna 94609, student pilot, is overhead Danby with Delta."
"Roger 94609, report when you enter a right downwind for one-four."
"Report right downwind one-four."
I started my descent by engaging the carb heat and pointing the nose slightly downward. The controller was talking with a bunch of other aircraft, one was a glasair and a couple more were Cessnas. One I did not catch was the plane I landed behind. But that's later. After awhile, I don't think he expected my lack of speed, he called, "94609 what's your position?"
"94609 is just now turning right downwind for one-four."
"Roger 94609, report when at the midfield position."
"Roger that, report midfield." I was midfield pretty quickly. "Ithaca tower, 94609 is midfield on downwind for one-four."
"Roger, 94609 there's traffic on right base do you see it?"
"Roger, 94609 traffic right base, gotcha" (probably not an appropriate phrase while talking to ATC, but all well.
"94609 do you have traffic in sight or are you looking for it?"
"94609 has the traffic in sight."
"Roger 94609. You are number two, caution wake turbulence, clear to land runway one-four."
"Roger 94609 caution wake turbulence clear to land runway one-four."
"94609 advise you are number two."
"94609 is number two." I saw the plane in front of me turn onto final. It was large, orange, and had two big@$$ props. It was a rather large plane and the color, holy crap was it bright. If I couldn't see it, something had to be wrong with me. I saw letters on it indicating it was an airline of some sort. I read what it said as we passed but I forget now. I turned onto base, lost the airport for a second until I looked just a little further to my right and found it again. I turned final, corrected myself down the centerline and levelled off high purposely. This was a long runway so I knew I had enough time. The plane floated as I took off the power. It began to sink and I applied it too quick and my descent stopped, so I took off some and my sink started again, so I added a little power. I set the plane down and so the roll began. I slowed down quick and performed my cockpit cleanup. I set everything to the side and focused on taxiing. As I was doing so, another Cessna called in. I was wondering if I'd end up taxiing the length of the runway before the controller even started talking to me again. But then he called.
"94609, are you planning on going to the ramp?"
"Negative, 94609 would like baxi-tac(yes I #%^$ed up. :P) Sorryabout that, 609 would like to taxi back to take off one-four."
"Roger that, would you like a right turn departure to the south."
"Affirmative, we're headin home."
"94609, turn right taxiway Delta, right Alpha and hold short of one-four."
"Roger, 94609 Hold short." I followed my instructions and taxied to the hold short line. I waited as he and the Cessna talked back and forth. "Ithaca tower, 94609 is ready for takeoff."
"Roger 94609, hold short one-four, incoming traffic."
"Roger tower, hold short for incoming." After a few minutes, the white cessna 172 hit the tarmac and I was given the clear for takeoff. "Roger, 94609 clear for takeoff." The takeoff was as normal as normal gets in aviation. I picked up my heading while climbing after I'd made it past the end of the runway.
"94609 call when clear of Delta airspace."
"94609 copies." So I waited awhile. No further conversations were made until I was just about to clear Delta and someone called in. I had to wait for a break. "Ithaca tower, cessna 94609 is clear of Delta airspace."
"Roger 94609, switch frequencies and have a nice flight."
I waited a second, thinking about what to say, then said what Jerry told me to, "609 so long."
I gotta figure out something to say when they say "Have a nice flight." Gotta think of something.
The return trip was really not eventful, however the visibility went downhill but not bad enough to cause problems. so I made it back..obviously. Landing was uneventful, and that's a good thing, however the wind picked up a lot. But that's okay. Flight Complete. Mission Accomplished.

Unplanned flight 20090308

Today I went on an unplanned mission. I shot take offs and landings today. The duration was less than an hour. Point six in fact, but I do not think it would've been wise to continue. The weather is fine save for the few sprinkles of rain drops every now and then since I finished, I worked on my short and softfield takeoffs and landings, problem was I don't feel I was doing very well. It's the addition of throttle in the flare of my soft field landings that's getting me. The tires squealed slightly in each one. That bugged me. I figured it was best to put the baby away before I got either A: Extremely Frustrated or B: Put Unecessary wear on the plane. All in all I guess it was okay. I got the plane down safely. I'm not very happy about today. All Well.

N27

These are pictures taken at the Bradford County Airport. It's a small airport. The people are friendly and 9 times out of 10 someone is there to help you out or to have a conversation with. Everybody knows each other here. We've all seen each other before.
If it's calm everywhere else, it's windy here, if it's cold everywhere else, it's colder here, if it's hot everywhere else, it's hotter here. Jerry and I came up with that little slogan. It really isn't anywhere close to that miserable. There are absolutely beautiful days. Whether there's two feet of snow on the ground or a cloudless summer day, it's always a pleasure to be at the Bradford County Airport.

Preflight 20090313 (Update from 20090307)

Mission: Fly solo XC to ITH
Use VOR, checkpoints, & X-radials
Full stop landing
Return to N27

Mission Status: COMPLETE (20090313)

Debrief 20090304

We topped her fuel tanks off and got goin. The flight went pretty fast. I almost liked it better than the day. I like the red glow of the gauges, granted it is much harder to do, it presents a challenge and that's one thing I like about aviation. Every time you fly there is a new challenge to beat. We went to Ithaca tonight all in all took us 2 hours. 1.5 to get back to N27 but including a full pattern and a go around (By no mistake of mine! He wanted me to practice one at night!) it took another .5 hours.
I frigged up real bad on my ATC tonight. Being in an unfamiliar place at night I think helped continue. We did a full stop landing and taxied back...I think that's the real reason why. I had not mentally prepared myself for the instructions the tower would give me. All in all it went real well. I filled my night requirements. It was an extremely enjoyable 3.9 hours. '609 peace out.

Preflight 20090304

Mission: Fly to KITH at night
Use checkpoints and VOR
Return to N27
Takeoffs and landings

Mission Status: COMPLETE

Debrief 20090303

First time night flying and it was awesome. It was really neat to watch the runway lights pass underneath me. It was totally different than during the day, but felt strangely familiar. The first landing was a bit shaky, but come on, it was my first time. Second was good. Third and fourth were also good. Then the fifth and sixth ones he started messin with me on. The best landing was also my last. He simulated the electrical systems failure after I'd keyed the mic to turn on the airport lights. The landing also had to be a no flaps landing. I slipped her in with no taxi lights. He said something about my taxi lights being off and I reached for them. He said, "You can do it without 'em if you want." I told him okay. So I did it and it worked out very very nice. He said I did well. He even broke out some Top Gun on me. I asked him if I was to slip it in, he said, "Just do some of that pilot shit." Way to break out the Top Gun.
Airwork came before the landings but that went well. Worked on steep turns to left and right. Tonight was a success. Peace.

Preflight 20090303

Mission: Shoot takeoffs and landings at night
Airwork

Mission Status: COMPLETE

Debrief 20090228

We started off good. I set up the VOR and radios. Once at altitude I called the airport saying I was exiting the pattern northbound. I picked up my heading of 013 degrees. By the time we got the first checkpoint I noticed that 013 degrees, though it was correctly calculated, was wrong. The winds switched their direction or else let up some. A racetrack that was to be on my right, was on my left. I changed my heading to 010 degrees. Not long after, a cloud became visible and very close. I was unsure about what to do. VFR pilots are to abide by the 152 rule, 1,000' above, 500' below, or 200' from. I incidentally broke that rule. I was definitely not 1,000' above that cloud, but we watched it pass underneath us causing no harm as it floated by. There were more clouds at our altitude. They were scattered enough that we just ducked and weaved through the convoluted labyrinth they created.
As we drew closer, I realized that 010 degrees was once again too far right, but it really didn't matter. Each cloud we passed got progressively darker. An overcast of dark clouds loomed ahead and a section of it at my 10 o'clock looked like it was snowing. I turned to Jerry and told him I didn't think we were gonna make it to Ithaca. He says jokingly, "Well I wanna get to Ithaca." I didn't know what to say but I knew I wasn't gonna go to Ithaca. Again, jokingly he said, "Well you ain't a good pilot if you can't get me to Ithaca."
I said to him, "That sucks."
He told me never let a passenger pressure you into going past your limits. If they ever say anything like that just tell 'em to shut the ^$@# up. Then he said, "Take me to Binghamton then."
"Okay." So I dialed in my VOR for BGM, it was on standby for my Xradials so I flipped it to active. I looked at my chart and couldn't find the approach so I dialed in the tower and the ATIS. I had none of my BGM info with me but everything worked out fine. I knew more than I thought I did. We diverted somewhere near Spencer but I cannot be completely sure. I picked up my heading toward Binghamton and we got there just fine. I called the tower and told them I was over the VOR with Kilo. They asked my callsign though I'd told them so I reiterated myself. Then they messed up and called me 709 instead of 609, but whatever. They told me to contact approach and they gave me the frequency. The woman at approach didn't seem to be having a very good day. She told me to let her know when I had the field in sight (so I thought). I responded with, "Roger that."
To which she said, "It's not 'roger that,' it's confirm you have the field in sight." She was pissed.
I said, "609 has the airport in sight." but I said so it was "609 has the field in sight," but it was also a, "chill the hell out." She told me to switch to tower so I did. They told me I was clear for the option. So I reiterated and told them I was clear for the option. I entered the pattern on a left base for 32. Something about Binghamton, but I ended up low on glide slope. Jerry calls it the 'black hole effect.' Aside from being low, the landing was smooth. As I rolled down the runway, I put the flaps up, turned off the carb heat and put her to full throttle and get the hell out of there. Tower told me to contact departure so I did. I called up and said, "Binghamton departure, Cessna 94609 is with you."
"Roger that 94609, say intended destination."
"November Two Seven."
She said something I can't remember, however I do remember she was in a much better mood. I told Jerry it's cause she saw my touch-and-go. He laughed. We followed my heading and IDed the checkpoints and eventually made it home. "Cessna 94609 report the field in sight."
"Roger that."
Jerry asked if I could see the field. I did a quick scan and said no. He asked, "really?"
I took another, more cautious look, and there she be. "Ah, yes." I hit the push to talk button, "Binghamton Departure, Cessna 94609 has the field in sight."
"Alright 94609 radar sequence has been terminated."
"609 so long." I said back to her. I had been squawking 0601 but now switched back to 1200. Being to high in the pattern, I did a descending 360 degree turn and ended up exactly at 1800'. I called where I was in the pattern and did a shortfield landing. I ended up getting behind the "power curve" Jerry said it was okay cause it worked out fine. Just said to try and stay ahead of the curve. Lesson learned. Taxiing back to the hangar he said to me, "Well, if you feel comfortable, then I feel comfortable letting you go to Ithaca by yourself."
I said, "Okay." I got my solo cross-country endorsement and my solo restrictions ammended from two hours before dark to one hour. We are going night flying Tuesday and Wednesday. Can't wait. Peace out.

Preflight 20090228

Mission: Fly to ITH using pilotage
ID Checkpoints with the use of BGM VOR cross-radials
Return to N27 using pilotage and cross-radials

Mission Status: COMPLETE (Adverse weather conditions: see debrief-20090228)

Debrief 20090222 UPDATE 20090226

Well, I left school a bit early to go get an hour flight time in. Due to my limited time which amounted to .7 hours. I worked in the pattern so I did a shortfield and a softfield takeoff. I followed up with a shortfield landing and two slips and one as normal as it gets landing. Didn't get to do the 720 TAAP or follow headings. Things to work on: VOR Intercepts, staying at altitude, ATC procedures.

Preflight 20090216 UPDATE 20090222

This is an update for Preflight 20090216
Mission: Soft field Operations
Traffic Pattern refamiliarization (prep for night flying)
Follow headings
720 TAAP
Slip to land (possibly two)

Mission Status: COMPLETE

Debrief 20090221

Finally we were able to knock this cross country out of the way. I was excited for it. The other weeks I was sort of glad that I couldn't go, but this week I was ready. I wanted to go the long way too, to the VOR and then to Sidney then directly home. I had planned two weeks ago that we'd go straight there pilotage and straight back, but Jerry wanted to go to the VOR then Sidney. Good thing weather was holding us back home. So I planned for the extra leg of the trip. And today we finally did it. Talking on the radio was a breeze. Jerry said I was so smooth on the radio today. Hopefully I keep exuding that confidence. It sounded something like this, "Binghamton approach, Cessna 94609 is inbound to the VOR en route to November two-seven." She told me to squawk 0301 and I replied with, "Cessna 94609 squawking 0301." He said the only thing for him to complain about was that i didn't mention to ATC where I was (Abeam Owego). But he also that wasn't really anything to complain about. Unfortunately I levelled off low both landings. I gotta get the transition from cruising mode to flying mode down faster and better. Everything went smooth. We were dead nuts on time. Our estimated time en route was 83 minutes and we made back with seconds to spare. Everything was planned perfectly. Planning is actually part of the fun. I like doing it. He told me next week we'd go to Ithaca again except this time he wasn't going to help me at all and if all went as today, he'd kick me out solo cross country. We've got Night flying and solo cross country left to do. And the written...ugh. But the night flying and solo cross country should be great. I'm a bit nervous for the night flying portion but I'm really excited for solo XC. After today, I feel extremely confident in my abilities. I think I'm turning out to be a damn good pilot. It may be arrogant to say, but hey, who says pilots aren't arrogant? Haha, it's mostly childish fun moreso over arrogance. Trying to one up each other's stories whether they are aviation related or not, or just simply letting other people know that your pilot, it's all just part of the mix. And I love it. Some people say I'm cocky, I tell them I'm a pilot. Some say I'm arrogant, I let them know I fly airplanes. Arrogant..maybe. But to me, it's the truth. Hell, my girlfriend just bought me a flight suit. I'll admit I have no true need for one right now, but I've been wanting one...don't know why, just another aviation piece of material that if given the chance, I'd use. We want to get the night flying done before daylight savings time, this way we don't stay until ten o'clock at night (we both have to get up early, his job and school for me). We got a little over three weeks left to do the night flying in. I think this will be really cool, but also nerve shaking. I think everything is going to work out just fine. Hopefully tomorrow I'll go up solo. We'll see. Peace out.

Preflight 20090125 UPDATED 20090221

Mission: Brief 1600Z
Fly to Binghamton VOR
Turn heading to Sidney Municipal (N23)
Return direct to N27 via pilotage and D'ed Reckoning

Mission Status: COMPLETE

Preflight 20090216

Mission: Soft field operations
Turns (720 TAAP, level)
Following headings
Slip to land

Mission Status: Incomlete

Update on Sidney XC

We were supposed to go yesterday the 14th of February to Sidney but the air did not seem to promise too much until after we were in the pattern practicing short and soft field takeoffs and landings. The fuzzy low overcast opened up slightly and partial rays of sun poked through. After awhile Jerry got out and sent me up on my own. It had been awhile since I'd gone up alone. To my surprise, my heart was not racing as it had the first or second time I soloed. The first time was bad, the second was much better, but I still felt my heart beating like a terror/speedcore song at 960 bpm. But it felt good to get up again. Once back in the pattern, I went against my better judgement to radio a Twin engine Cessna about the winds indicating five instead of two-three which he was going to use. The story ends with my calling a go around on base for five because the Cessna still had not cleared the active though he'd landed when I was halfway through my downwind.
The second time around, I pulled the throttle on base for five and slipped the trusty ole Cessna 152 to a perfect landing. Didn't even hear the tires hit. The only way I could tell I landed was that I couldn't feel the plane sinking anymore! That's when I looked out the window and saw one person in the parking lot, facing the opposite direction! That's when I exclaimed to myself (Off the radio), "$%@#! Nobody ^%$&*#@ saw that!" Thankfully a (student of Jerry's) friend of mine talking to Jerry in the FBO said he saw it. That made me feel better. My day of flying ended with a discussion of medicals and the written. I told Jerry I was gonna leave before we ended up telling a plethora of stories so that he and Lee could get to work.

Preflight 20090131

Mission: Brief 1500Z
Preflight
Crank up
Fly Binghamton VOR whilst using pilotage and cross radials for checkpoints
Land at N23
Use checkpoints and VOR for return trip
Debrief

Debrief 20090125

So we had a change of plans today. Instead of flying to KN23, we flew to Ithaca. I got to use my trusty E6B Flight Computer today. It's much cooler when you actually get to use it. It was COLD. -5 to be exact. Oh man was it nasty. Our hands about froze. We fueled up the 152 and got going. It was a pleasant ride to Ithaca. Slightly bumpy but nothing too bad. Talking to ATC this time was a breeze. I liked that Jerry had me go to Binghamton first cause that made this sooooooo much easier and less nerve shaking. Anyway, we did a touch and go. On the touch par tof the equation, Jerry said there was a crosswind and to make a nice crosswind takeoff...and I finished up the "go" with a crosswind takeoff. The ride to Ithaca and the ride to Towanda was for the most part smooth. We tracked the VOR and all the while looking at checkpoints we'd checked on the map and used cross-radials to verify our location.
Mission Complete.

Preflight 20090125 CHANGE

New Mission: Follow Ithaca VOR to KITH
Identify checkpoints & mark times
Touch & Go @ Ithaca
Return KN27 via VOR & pilotage

Mission Status: Complete 20090125

Preflight 20090125 UPDATED 20090131

Mission: Brief 1500Z
Fly Binghamton VOR to Sidney Municipal (N23)
Return to N27 via pilotage and D'ed Reckoning

Mission Status: Incomplete (Scrubbed until 20090131)

Debrief 20081227 (20090104)

Well we finally got the cross country done. It was not much different than I expected. I only got tongue-tied once or twice while talking to ATC. That was a little nerve-racking just because I didn't want to sound like an ass, but I guess if that's all I have to worry about, then I'm pretty well off. I know there are probably people who don't like talking at their home airports. Getting there was easy, and coming back was easier.
We fueled up before we left and from the moment he noticed I was wearing shorts he busted on me the entire time. I told him and Sean that real men wear rediculously long shorts and midway socks in cold weather, it was about 35 degrees today, but I swear it did not feel that cold. He even tried to make me cold during the flight. Haha, it was funny...I gots the young blood.
Talking to ATC wasn't bad. A little confusing at first but basically, when they talk to you, respond. I said the full name of my aircraft but I also switched it up to '609. I cannot imagine they like that too much. But anyway, talking to them was not bad. We did two touch and go's on runway 16 with right traffic. Right traffic at first is a little odd, but all in all pretty easy. Jerry helped me out with the radio during some of it, mainly when we were at the airport.
The Greater Binghamton Airport is an easy airport to get low at during the pattern cause the runway is built up on a higher elevation, but landings were nice and everything went smooth.
I would grade this mission 100 over 100. I kind of like doing these preflights and debriefing things. Hopefully they're as fun to read as they are to write. Until next time, Over and out.