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.