Tag Archives: ATC

Are we there yet?

Not including a few solo jaunts off to Capital City airport, I have 5 true Cross Country flights.

  1. A dual cross country from Carlisle to Martinsburg, VA.  My first so called navigational experience.
  2. A dual cross country from Carlisle to Reading, PA.  My night cross country.
  3. A solo cross country from Carlisle to Williamsport, PA.  My first 50NM+ solo cross country.
  4. A solo cross country from Carlisle to University Park, PA.  A “time builder” 50NM+ solo cross country.
  5. A solo cross country from Carlisle to University Park, PA, to Lancaster, PA,.  My long cross country.

In preparation for the dual cross countries, I had ground school coursework on flight planning as well as a 2 hour 1:1 session with my CFI. 1 hour of good instruction. 1 hour of me just running my mouth about everything else.

During these sessions the focus is on good route planning. Considerations are for terrain, airspace, navigational aids (e.g. VOR’s, prominent landmarks), backup airports, P-40!, winds, weather, and available runways.

Even though I was strictly VFR, I always tried to fly with reference to at least one radio NavAid. In that way, even if I had an issue with finding an expected visual reference, I had a “connection” to a known spot and could at least get to it and get reset. Of course, there was always the GPS but as my CFI would say…”ya never can trust those things…” Or at least the brightness knob which could somehow get turned to dim and stay there during the flight.

8-12 miles max between visual checkpoints.  8 miles was my minimum visibility for flight so, theoretically, I should always be able to “see” the next point. And, that seemed to be a good distance for managing checkpoint timings, calculating groundspeed, and adjusting ETA.

I also learned to fill out a navigation log with everything but the winds and photocopy it. This was a HUGE time saver. That way, on the day of the flight you just need to fill in the up to date wind information and calculate your headings, GS, fuel burn, and ETA . Well, that part is simple . The huge time saver comes when that flight you just filled out gets weathered out and you have to go through the same process 9 more times until the weather cooperates!

So with navigation log in hand, I’m off on the dual cross country flights. Navigationally, the first one was a bit of a disaster. I was task saturated from just flying and communicating. Trying to manage a precise location on a poorly folded sectional map with a penciled in set of checkpoints, while also reading numbers in the handwriting script the quality of which a 2nd grader would scoff at is next to impossible while also trying to hold a heading and altitude in an aircraft traversing the ground at 106 knots (or at least that was what was originally calculated!)

So, lessons learned:

  1. Binder clips are your friend. Get that sectional chart folded exactly how you want it before the flight.  Make sure it will fit on your kneeboard properly and then clip that thing in place. 3 clips minimum.
  2. While that thing is on your kneeboard, you won’t be able to see your navigation log (2 kneeboards???) So, when it comes time to update a timing, you’re out of space. Not easy to shuffle paperwork in a 172. It’s a bit goofy but along with binder clips, Post It notes can be your friend. Put everything you can on that sectional to minimize the back and forth.
    N94-KRDG-N94
  3. A C-172 has an analog clock in it.  Now, that’s nice and “classic” but it sucks for leg timing. A digital wristwatch is helpful but it would probably be better to have a timer within easy reach.
  4. You’re paying your CFI…as part of the lesson, feel free to use them as a storage facility for a reasonable amount of this material. Reasonable must be stressed though lest they decide to test you out on distractions by dropping a chart at your feet and then pulling the engine while you go reaching for it.

Handwriting…I’ve got a terminal case of bad handwriting.  The only thing for that is technology. Printed flight plans from iflightplanner.com or on the iPad with ForeFlight are MUCH more readable and arguably in my case safer.

In preparation for my solo cross country, I had to cover lost procedures and diversions. I knew I was going to get overloaded on that one as well but I definitely tried to prepare for everything. While I didn’t get “lost”, I was NOT happy with my ability to get myself to the “found” place including the calculation of time / distance.

For diversions, on a sectional chart, from a known position, it is not hard to quickly estimate a course and distance with a pocket ruler.

Get a general idea of the course. Measure the distance right off the scale.  Then, without changing the angle of the ruler, move it towards the compass rose of a VOR.  You can estimate your magnetic heading from there.

So, you’ve got a course, and a distance. HOW LONG UNTIL YOU GET THERE?

And that’s where I would begin the mental lock up. If you’ve got the GPS on you’ve got a groundspeed but we all know how unreliable at least mine is. So, you’ve hopefully been taking your leg times between checkpoints and calculating your groundspeed, right? RIGHT?

I already said I barely had room for the sectional chart and navigation log.  Now I need to manage either of these things as well?

Even if I could find a place for it…not going to be able to use it efficiently.

Slightly better but still…BULKY.

There are some rule of thumb estimates, but I like to be a little more precise than that. While I haven’t used it yet, I’ve come up with what I hope will be a useful tool.

TimeAndSpeed

Fits right on the kneeboard. Won’t always have the exact information but should have enough to make a PTS level estimate.

Confession: On my Williamsport trip I used the sectional chart and the navigation log as faithfully as possible. I took some leg times, tried to calculate my groundspeed and updated my ETA. But, of course, the GPS was working fine, I was following a major river the whole way, AND I had ForeFlight running on the iPad with the exact same flight plan loaded….which, incidentally was automatically calculating my leg times, my groundspeed and updating my ETA…which allowed me to keep my eyes outside.

On my subsequent trips, the iPad got attached to the yoke via my Christmas gift and, while there was always the paper and GPS backup, it became my primary inside navigation tool (I still did update the paperlog after each leg with the new groundspeed and ETA!). Is that a bad thing? I think you should always have a backup AND be able to do it the old fashioned way but realistically, if technology is there to help you fly and keep your eyes in the sky, why wouldn’t you take advantage of it?

On a checkride, I’m pretty sure the only thing I’ll be able to use is the charts and timer so I’ve got some practice ahead of me.  I’m definitely up for the challenge but also happy I took some of the time to work out a good balance between straight up pilotage and using all available resources to ensure a good outcome for the flight.

 

142 Days

On November 15, 2013, after a few weeks of business travel delay,  I was officially certified to begin my Solo Cross Country flights.

What does that mean?

FAR 61.109

b. 10 hours of solo time in an airplane, including:
i. 5 hours of cross-country flights
ii. One solo cross-country flight of at least 150nm total distance, with full-stop
landings at a minimum of three points and with one segment of the flight
consisting of a straight-line distance of at least 50nm between takeoff and
landing locations
iii. Three solo takeoffs and landings to a full stop at an airport with an operating
control tower

That’s what I needed to accumulate.

It was still autumn, albeit late autumn but surely the above would be the proverbial walk in the park.

The plan was 3 flights:

  1. N94-KIPT-N94 (Williamsport, PA).  This would be the “short” cross country.  
  2. N94-KUNV-N94 (Penn State), This would be a another “short” cross country.  Essentially a time builder.
  3. N94-KUNV (Penn State) -KLNS (Lancaster, PA)-N94.  The “BIG” one.  The last one.

In November, facing the onset of winter with dismay, my CFI stated, “There are often more VFR days in the Winter time than any other season.” While that may have been a historically accurate statement, this year, not so.

To say that this Winter has been an aviation “challenge” is an understatement.  To say that the weather has been downright horrible, consistently craptastic, and generally VFR Not Recommended is perfectly accurate.

I don’t know if I have the record of planned and cancelled flights but I’ve got to be close. Perfect marketing for getting one to consider an Instrument Rating. Of course, I’ve still got this PPL thing in the works so first things first.

It took 10 times to get the initial flight in. 7 tries (minimum ’cause I stopped keeping track lest I get a severe case of seasonal affective disorder) for the time builder (which will be detailed later) and at least 10 for the Long XC.

On the positive side, I am now a certified Jedi Master ADM as it relates to finding reasons that a XC flight can’t be made. Despite lets say a round 30 scheduled attempts, some of which got all the way up to the point where I had the plane loaded and ready to go, I don’t think there was ever a time where we decided I shouldn’t go when I could have and clearly some which, where I was given the go/no go decision and I said no, it turned out to be the right choice.

But then came April 6, 2014.  The 5th was sunny but horribly windy. Both the Dual Lesson as well as the XC were cancelled. The forecast for the 6th looked VERY promising but as the sun set on the 5th the wind continued to blow.

Sunday morning, bright (well I should say dark) and early, the sky was clear, the air crisp but calm. The forecast was right….and the flight was on.

A little frost to wait out as the sun came up but some time to get everything in order, one last checkout and then off on the journey.

4.5 hours later, I was back in Carlisle, mentally and physically exhausted but also finally done.

Only 142 days from start to finish! Walk in the park.  Well sort of.

Text to CFI to let her know I finally did it.

“Great!! Now the work begins.”

More details on the more “interesting” aspects of the Long XC later including a debatable radio instruction inbound to KLNS.

For now…it’s clear this student can get the plane from A->B->C->A safely.

Now, I have to prove I can really fly…like a pilot.

 

Lucky Number 10

For anyone on the East coast of the US of “moderate” age, the winter of 2013-14 has already shaped up to be one of the more brutal ones in memory.  Along with a healthy dose of snow, whose total inches this year are already several multiples of the last few year’s snowfall combined, the “Polar Vortex” has brought with it low ceilings, brutal winds, and of course, soul chilling cold.  A Spring Break trip to Fairbanks to escape the winter seems somehow a plausible option.

Polar Vortex – My own TFR

While on the topic of bad winter weather…I’m officially NOT on the like list for the new practice of naming winter storms.  Pure marketing / ratings hype. No real value. Further, while it’s been a bad winter in relative terms, this still isn’t that bad. If it’s a full on blizzard that actually closes schools in Rochester NY you can name it.  Other than that…it’s just a snowstorm.

In between these vortices there were numerous, albeit slim opportunities for me to get my first solo cross country flight in. 7 as of the previous entry..none of which materialized with sufficient margin of safety for my flight to be approved. Numbers 8 and 9 followed the same course as their predecessors.

But then we come to number 10. The new year is upon us.  New hope and of course new weather.  Saturday, January 4th had a chance.  That was, of course based on the weather forecasts made on December 31. By the 2nd it had snowed again. Enough to cover the ground and the plane in a thick blanket of white. Normally that ends the planning for the week. But, the polar vortex, in all it’s sub-zero glory turned out to be a bit of a saving grace.  Due to the extremely low temperatures, the snow didn’t melt. Why is this good? Since it didn’t melt, it didn’t have a chance to re-freeze! So, in the early evening of the 3rd, I trekked out to the airport, snow blade in hand.

snowbroom

This thing is amazing. Took about 30 minutes but I had the plane uncovered with only minimal icing on the leading edge.

Still not “on” but the flight had a chance.

Saturday morning I got up early to check weather and get the preliminary go/no go from my CFI.  We were on.  Another “quick” trip to the airport to get the plane plugged in.  A nice and necessary addition to the equipment list for the year was the block heater. A moment of panic when I realized I was not the only one with aspirations of committing aviation that morning. No outlets to be had.  I knocked on a few hangar doors and was able work out a power arrangement.  The aviation neighborly equivalent of borrowing a cup of sugar.  Nice neighbors.

With plane plugged in, I went back to work on the snow removal. I missed a lot of spots the night before but took my time to make sure everything was free and clear.  C172’s have a lot of nooks and crannies where snow and ice like to hide.

2 hours later, with clear skies, and only moderate winds, my logbook was signed and I was ready to go!

As it was still REALLY cold out, I was instructed to spend 3/10’s of an hour letting it warm up (I would be able to deduct 2/10’s from the billing). Fine by me as it gives me a little more time getting the nest set up for flight.

Queue “challenge” 1

The plane started rather effortlessly.  Oil pressure was good and the engine was running smoothly The radios, which typically protest the cold weather by not displaying frequency information for a while came to life immediately as well. But then there was the AI. The checklist says to ensure the gauge has erected and righted itself. Well..it was definitely doing something. Bouncing from bottom to top and back like a basketball. Hmm…one would expect it to be frozen in place due to the weather but bouncing all over the place? Odd.

A radio call to my CFI who was just starting up a plane with another lesson to discuss.  “Wait a few minutes and see what happens.” I waited all the minutes I could.  The bouncing stopped! But then it essentially pegged itself representing a nose dive.

Now it should be noted that the Attitude Indicator is not required for VFR flight but it is definitely useful..particularly for a student pilot embarking on his first real trip away from the home airport. At the very least, the absence of it, or the re-commencement of its dribbling would be pretty distracting.  I don’t think my CFI would allow me to make the flight that way but I could tell we were both quite torn on what to do. After 9 previous weather related busts, a glitchy gauge was NOT an acceptable reason for cancelling the flight.

Always a fan of the “let’s go up and take a look” approach, my CFI suggested I take off and stay in the pattern to see if things would rectify in the air.  Agreed.

Focused back on the flying I taxi into position, make my radio call and am off in the air. At 1200 MSL I make my left turn to stay in the pattern, approaching TPA of 1500 on the downwind.  I look at the AI just as my CFI calls over the radio to inquire. “Is it working?” My response, thankfully, came after a second of consideration. I was initially going to say, “Well, it came off the full on dive but now seems to be indicating a shallow climb…” Which is, of course, exactly what I was doing! Instead, I simply replied “It appears to be working fine.”.

“Text me when you land in Williamsport.”

And like that I was off on my adventure.

Route of flight was very straightforward.  Go direct Harrisburg VOR and then follow the river north to Williamsport.

By the time I crossed HAR I was at cruise altitude of 5500, had flight following coordinated, and into my navigation.  Due to a nice wind out of the Southwest I was making almost 130 knots over the ground.

Fully marked chart on my kneeboard with corresponding fully populated navigation log.  HAR on Nav 1, FQM on Nav 2, General N94-HAR-FQM flight plan in the GPS as backup #1 and full flight plan loaded in ForeFlight on the iPad as backup #2.  No way I was getting lost on this flight! Of course, the visibility was amazing, I just had to follow the river, and I had rehearsed this thing for 10 times so to call myself over-prepared is probably accurate.

FINALLY…had a chance to take some pictures. Save for the old windscreen..the scenery was stunning.

Outside Duncannon checkpoint

Outside Duncannon checkpoint

2014-01-04 15.19.26

2014-01-04 13.18.32

Focused on the outside..squealing with delight on the inside

Focused on the outside..squealing with delight on the inside

Once past Selinsgrove and nicely on course I began to prepare for my arrival.  Approaching from the south, Williamsport has a little challenge in the form of a mountain. If you are into a spiraling descent you can go over it but again, just follow the river and a normal approach can be made.

n94-kipt

KIPT has an ASOS which is updated continuously. By using the ident setting on the COM 2 radio I could just begin to pull it in at Selinsgrove.

What I heard was NOT encouraging. While the winds aloft were around 230/22, winds at the airport were out of 120.  That they were opposite was not immediately troubling.  What seemed off was the wind number.  120 at 13.  Hmm.  That seems a bit strong.

I was handed off to NY Center.  I let them know I was a student pilot (forgot to do that with Harrisburg Departure).  NY Center was quite accommodating.  Went out of their way to ensure I knew I could ask for any assistance required.  While that was reassuring, I wasn’t really sure how to respond to that. Thank you would have sufficed.  I think I responded with “Roger, will ask for help if needed.”

Getting close to Muncy the wind had not changed direction.  It was now 120 13G23.  KIPT has a Runway 12 so I wasn’t too concerned about a 13 knot headwind.  It was the shorter runway (still plenty for a 172 into the wind) but I would request it if they didn’t immediately offer. The gusts to 23 though was definitely troubling. My limits were a 13 headwind.

After requesting release from NY Center after assuring them I had the field in site (not quite accurate but I knew where I was) I contacted Williamsport Tower.  As hoped, I got runway 12. Enter and report a left downwind.

I was already near pattern altitude so I just started lining up to enter the 45 left downwind.  And then the thing I should have figured out happened.

Quiz question: If winds aloft are 220/22 and winds on the field are 120/13G23 what can you expect?

Turbulence? Well, yes.  How about wind shear? Well, double yes. An essentially 180 degree shift in the wind NEVER happens in a nice linear fashion.  In this case, it was pretty much instantaneous.  Looking back over the flight, the reason was quite obvious.  The mountain.

With winds out of the southwest the winds were blowing over the mountain top.  Of course there would be some turbulence as I got down below the ridgeline.  But then you’ve also got the new, and relatively strong opposite wind in the valley.  Once you hit that zone you get the wind shear.

I got tossed pretty good but kept it under control. Definitely found a new, even higher level of focus.  Yes, I considered turning back but fell back on the “let’s take a look” mantra.  I should have done this ahead of time but did make this firm decision on downwind.  I would attempt the approach.  If I was not fully stabilized both on airspeed and descent profile on my base turn I would abandon the approach and fully reset. My lesson for the day for sure.

I reported my downwind.  The controller cleared me to land. There was some additional information given which I heard, processed (I think) and moved on with approach.  Additional information was winds 120/13 G24, Peak Gust 28, blowing, and drifting snow on runway surface. Ok…this is going to be fun.

I made by base turn and things looked correct.  The wind was definitely in line with the runway. There was absolutely zero side drift and my ground speed on final was REALLY slow. Plenty of time to get everything in order.  I had originally planned on carrying only 20 degrees of flaps but 30 was still a good choice.  I took 5 extra knots of airspeed over the threshold to account for gusts. In the flare it was, as is always the case, a matter of patience.  Just hold it off and wait for the plane to land.  The wind swirled a little which caused me to do a little rudder dance but still with plenty of time to get it settled. Very decent landing!

Taxi to the FBO….KEEP YOUR WIND CORRECTIONS RIGHT ALL THE WAY TO THE TIEDOWN! Didn’t forget that lesson this time and today was a good day to remember.

After getting the plane as secure as possible I went into the FBO to get my signature and get reset. Nice little airport with its own mascot dog.  Will have to remember to bring treats next time. No landing charges but the little dog definitely wanted his “fee”.

15 minutes to reset then back into the cold for the flight back.

I got 12 again for departure. Got to experience ALL the bumps and wind shear on the climb out but this time I was ready. Within a few minutes, I was at cruise altitude, clear of the Class D, back on with NY Center and following the same flight plan back home.

So, while I made 130 knots ground speed on the way up.  I was barely making 80 on the way back! I guess everything balances out.

Peaceful, uneventful cruise…and that’s just fine.  My first chance to really enjoy the whole flight.

Wish I could say I nailed the crosswind landing on the return (winds had picked up here as well) but it was definitely passable.

FINALLY COMPLETE.

Patience pays off but it is a hard lesson to learn.

Next XC flight will be a time builder to KUNV prior to my long XC.

In the meantime, I think it will be time for my CFI to start drilling me on airwork (aka making me super humble once again).

Can’t wait…as always.

Solo Cross “Town”

It was next on the list and now it is done.

With a high pressure system coming through this week and the promise of clear skies / favorable winds, I had to sneak a flight onto the schedule this week in order to get my mini solo (Solo flight to towered airport within 25NM) in.

As forecasted, Tuesday was Carolina blue skies with a little breeze out of the North.  Whereas my last planned attempt for this flight got personally called due to a combination of factors, this time I was ready to go.

Turns out I was the last to fly the plane out of this sleepy airport and, since during that flight I had fueled up beforehand I was not obligated to fuel up for the next person….of course, in this case, I was the next person! Karma.

Pre-flight was fine.  I spoke briefly to my instructor and was cleared for the flight while she went to work with another student.

Wish I could fly to this fueling station

Fueling station is quite like this.

With fueling finished I was off to the run up area. As I was going through the checklist I noticed an odd sound from the prop.  Nothing mechanical, per se, only a change in the sound pitch (not angle) or speed.  Being a fixed pitch prop…that’s not supposed to happen. Engine was still warming up so I decided to go through the rest of checklist and then reevaluate.  I did notice that the breeze had strengthened and was effectively now behind me. Wondering if that was “pushing” on the prop. In either case it leveled out and I made the decision all was good to go.

N94 goes from nothing to active quite quickly and that was what happened when I was ready to leave.  My instructor was up in the pattern with her student, another pilot was inbound and then Life Lion reports inbound. I’m in the way for Life Lion’s hangar so I re-position…and WAIT. Try not to look at the Hobbs meter ticking up expense idling on the ground. On the plus side, it gave me a few minutes to re-check all my radios, GPS, and kind  of rehearse the flight in my head.

My CFI landed and radioed to ask if I was ready to go. “YES!” So she pulls off and I taxi out for departure. First time solo off to the East as opposed to West. Climb to 1200MSL, make my left turn to the South. Looking for traffic I climb through pattern altitude and turn back towards the East well South of the normal traffic pattern and radio in my departure.

Switch to Harrisburg approach and make my call. Harrisburg approach is not generally a busy airspace but can be(including Air Force 1) .  Always prepared, the controllers are brisk and concise in their communications. I remembered the magic words…Student Pilot. It’s still brisk and concise but they most definitely work with you to ensure you don’t miss anything.

I was going to Capital City (KCXY) so this was just inbound coordination before going over to Capital City Tower in their Class D. Left traffic for 30 which was what I was used to. I was prepared for anything but happy that that was in use. I was instructed to switch to Tower and made my call. I was confirmed left traffic for 30, report downwind, and was already cleared to land. I forgot to inform him I wanted to stay in the pattern for landing practice.

Aviate…first things first.  Get the plane into approach mode and on the right heading.  Then I make my request.  He acknowledged but confirmed Touch and Goes.  I corrected and said Full Stop.  Ok…no problem.

The ATIS I received prior to contacting Approach had the wind 360/6. I wrote it down but didn’t really process it yet.  I glanced at my runway diagram and drew a line while on downwind.  Crosswind landings are still a work in progress for me but hey, you’ve got to keep practicing.  Today was another opportunity.

My approach was initially a little high and a little slow (actually I still like 65 vs 70) but I got that corrected quickly.  Wind was definitely from the right to RW30 (307.8 to be precise) so I put in the crab.  The picture looked great.  Red over White…that looked good.  Runway made, pulled power, crab to forward slip to keep plan aligned with runway and help with the rest of the airspeed. Flare was nice and smooth and the touchdown…beautiful. I’m not calling anything a greaser but this was pretty close.

FLY THE AIRPLANE ALL THE WAY TO THE TIEDOWNS…That’s much more relevant in a tail wheel but, as I found out, perfectly applicable here.

Upon touchdown I knew to hold the nose wheel off…but I typically do that with the yoke neutral. That’s exactly how you do it when there is little or no wind. That’s exactly NOT how you do it when you have a X-wind. So, bad things started happening really quickly. A gust of wind hit the aircraft from the right. With the wheels on the ground and neutral ailerons, that starts a weather vane.

Feels about how it looks.

Car instincts take over (again..WRONG).  Vehicle going to right unwanted…brain says, go left.  Hands turn left (REALLY WRONG) and now I am just helping the whole process get worse. Plane continuing to go right and now feeling a little side loaded and tipsy.

It wasn’t panic because I didn’t freeze up but my brain definitely went into total overload.  Through a quick aileron correction and a little bit of very delicate differential braking. I got the plane, still rolling quickly back down the runway.

I LOVE Cloud Ahoy.  The event lasted about 4 seconds but it seemed like a lot longer. In either case, with Cloud Ahoy I get to see it, analyze it, and learn from it.

My own de-brief

My own de-brief

So, from this…new personal landing checklist item.

CHECK WIND AND HOLD WIND CORRECTION

Under normal circumstances, one would be able to do a 180 and back taxi 30 for departure. Tower’s request was an Immediate 180 or continue to end (incoming traffic on opposing runway).  I opted to go to the end.

Taxi practice for me and time to re-group my thoughts.  Turns out this was the first taxi real solo practice I had as well at a controlled field. I have to learn some good shorthand!

Long taxi back to 30 with multiple taxi ways, hold shorts, etc.  I didn’t violate any rules but I did have to use “Say Again”. Good practice.

On 2nd circuit I was flying with a Diamond. Tower request was left closed traffic, report midfield on downwind. I got to the point and Tower said I was number 2 behind the Diamond on final. I acknowledged but can’t, for the life of me recall hearing the words “Cleared to Land”.  I did my base leg and turned final.  The Diamond did a touch and go and was clear. Tower…silent. So, to cover my bases, I reverted to non-towered lingo and announced my position on final.  Tower then cleared me for Touch and Go.  Uh…no, Full Stop. Last second correction on the clearance and I was just about over the threshold. You better believe I held that wind correction. Boy, was I breathing heavy on that one because I didn’t want to go through that roller coaster ride again. It was normal as it could be. 🙂

I had to taxi to the end again at which point Tower asked if I was going to go out again. I originally wanted to do 3 landings but I was spent and time was getting short. I said I would head back. I was told I could go out on 26 (more direct) and accepted. Got to the end, got my clearance…waited for a little traffic to clear and was cleared for departure.

Off into the sunset(literally). After a minute or so of climb out I was being handed off to Harrisburg Departure. As I acknowledged I added a “Thank you very much for all your help” to Tower. He was quite appreciative (as was I) and that’s always good.  I’ll be back there soon.

Flight back to Carlisle was uneventful.  I cheated a little north of my direct course line so I could fly near my house and then got back into the traffic pattern.  Sun beginning to go down putting the angled, orange glow across the tops of the mountains.  I would take a picture but still…trying to focus on flying the plane.

Landing was cross wind but again…really good.

I pulled in, secured the plane, and walked back to the hangar.  My CFI was still there with another student and looked a little surprised.

She said…”Wow, I didn’t see or hear you come back….must have been a really good landing!”

Well, that one was. 🙂

NEXT UP
I’ll probably do a few more little solo flights to the practice area, some pattern work, and to KCXY but the next dual flights begin my Night work.