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.