Flight Lesson #8 - Slow Flight - May 29, 2010

Today the lesson will be slow flight in the landing configuration. The goal is to get used to transitioning from cruise flight to the landing configuration and the very distinct difference in handling in slow flight. This is especially beneficial as with any successful flight will end with a landing. To land in the Cessna 152 you will want to maintain 60 knots on final approach. As you make this approach at this airspeed it is valuable that you have some experience in how the plane will handle and react at this slow speed. For a student pilot, this is best performed at altitude. Descending at 60 knots and 300-500 feet a minute is not the place to experience slow flight characteristics for the first time and without supervision of a CFI. Heck, it is interesting at 5000'!

Todays lesson starts with the pre-flight briefing as to what I will be doing when in the practice area. I will be flying in the landing configuration while executing some turns. This should give me an introduction to how the plane flies a slow speeds. The pre-flight inspection went well needing only to add one quart of oil. This plane requires, according to the POH, and is expressed as 4-6 quarts is a minimum of 4 quarts and a maximum of 6. With a full 6 quarts and 12+ gallons of fuel, we are ready to fly for an hour with a one hour reserve. More comfort with the performing and completion of the start-up and taxi checklists comes during each flight lesson. With these checklists out of the way it is time to taxi. Out on the ramp while transitioning to the taxi way I get used to not only looking at the wind socks to visually verify what the wind is doing but also the numerous flags that can be seen a different heights and at different places along the runway. I am learning this to be very valuable as with the tree line blocking north wind and affecting the wind socks along that edge of the run way, the flags to the south may in fact show any breeze. Bottom line, when it comes to wind, look for anything that will end up giving you the very best indications overall that you can get.

Today there is again a little wind that makes the take off interesting. I am somewhat getting used to there being some bumpy conditions on the climb out. Stay focused, do what you are trained to do. You are climbing. After the climb checklist and at 4200' I turn north for the training area. This is the time I can sneak a peek at the river and Sierra peaks as I work to maintain heading, climb pitch on my way to the designated cruise altitude and transition to the cruise configuration. I am getting used to the pitch, power, trim and mixture setting coordination. This is another brief moment when I get to look around before the lesson begins.

After clearing the airspace and turning south, David instructs me to reduce my speed to 45 knots and maintain 5000'. I coordinate the power and pitch to comply with instructions. I notice very soon into the maneuver how mushy the controls become. Added to this is the first time I have flown at 45 knots in S&L flight and which represents a speed which is very close to stall speed. I feel very much like I am flying with a very noticeable nose high attitude. This flight attitude is necessary to maintain altitude at this speed. I notice too that the stall warning horn flirts with its very low tone that at any moment of inattention will begin screaming if the nose goes up any further with the corresponding loss of airspeed. This is great practice to monitor the outside references and airspace while scanning back to instruments in an effort to maintain the configuration in which I am flying. I practice making shallow bank turns left and right to experience how turns in this configuration feels. It is hard to describe how the plane feels in this configuration. How about mushy, wallowy, spongy, sluggish, slow! In this configuration the pilot needs to use more control input to make the plane fly. Coordination of yoke and rudder becomes more pronounced. Again, this is a valuable lesson to feel and understand when control inputs need to be more pronounced and when, when going back to cruise, a much lighter touch is required. After getting used to this flight configuration, I rather enjoyed the challenge of scooting around with my tail hanging down.

The lessons sure go fast. Back to reality. David calls S&L flight as we head back to the airport. Back to 2200 RPM while adjust the pitch for S&L flight at 85 knots. Soon we are near Wolf Mountain, I finish the descent checklist, level off at 4200' and begin the turn to a left 45 (degrees to the runway) for a downwind approach for runway 25. I go through and complete the approach checklist reducing RPM's to 2000 while maintaining 4200'. Next thing I know I am lowering flaps, turning to the base leg and final approach when David takes over and makes a very nice landing. I know I will get more comfortable as time and practice goes along. Each time I get another little piece of the procedure that I did not remember before. I again am amazed at just how fast the sequence in the pattern goes before we find ourselves over the numbers and rounding out. Off the active runway I complete the after landing checklist and taxi back to the hanger having logged another productive flight to build on what I have learned to date. I find flying to be so much fun, so challenging and a place where you think of nothing else but the task of flying at hand punctuated by moments of sightseeing. I look forward to the next lesson!

Flight Lesson #7 - Turns to a Heading - May 22, 2010

The flight lesson today will focus on practicing turns to a heading. Turns will be either shallow or medium bank turns with heading changes of 10-180 degrees to the left and right. The goal is to get used to rolling into and out of the turns of various bank angles, how the plane feels and reacts at the various angles and to roll out, leading the roll out by half of the bank angle, so that you are then on the specified heading. Besides working on flying skills and further getting used to the plane in flight, why would this exercise be important?

At some point in flight training a chance to make the first solo flight will come. Also, flight training will include flying dual and solo into controlled airspace. By controlled airspace I mean airspace that have and are controlled by air traffic control (ATC). When flying with David, he will call turn to heading xxx degrees and climb and maintain 5,500'. When ATC gives the same type of instructions, it is the job of the pilot to listen, understand and read back the instructions as a way of confirmation of the instructions before complying. If the instructions come with "expedite" then you need to be proficient enough to comply with the instruction in a safe and expeditious manner. This includes making sure you are getting to the proper altitude and heading so that you will end up being where you are suppose to be. In this environment you have the expectation that other pilots operating in the airspace are also complying and are where they are suppose to be. This is all on-going practice so that when the situation comes, I will be ready to listen, read back, execute while maintaining situational awareness.

After arriving in the practice area and clearing the airspace, the exercise begins. I begin practicing turns to headings. An exercise starts with David giving me the instructions for the turn to the heading. I read back to him while setting the heading bug to the heading to roll out on. I also will set the numbering devise in front of me to any altitude change given. This devise will be my reminder of the altitude to level off at as I also watch my turn to heading. It is great practice and not unlike the steep bank turns exercises. The steeper the bank angle the more lead out is necessary to end up on the specified heading. Awareness of pitch attitude and power setting is also required to maintain the specified altitude. At the shallower bank angle, it is patience and again, leading the roll out appropriately. The goal is to roll in smoothly and roll out at the same rate as you roll in. I spend the entire training time turning left and right to various headings and altitudes. Turning right is more challenging that turning left. I think it is because in turning right I have to look past David and out under the right wing while scanning back to the instruments. Practice, practice, practice!

I head back to the airport. At about six miles out I let David know that the inner ear thing is affecting me again today and ask him to take over. David flies the rest of the flight while I experience the effects of multiple turns over and over again. This is not an uncommon occurrence as the body grows accustomed to flying in tight turns. I was not sick to my stomach which would have been the severe stage of air sickness. I again experienced the cold clammy sweaty feeling. This lasted until about five minutes after arrival at the hanger. I again enjoyed the flight lesson as another layer of learning and experience is gained. Am I ready to go up again? ABSOLUTELY!

Flight Lesson #6 - Go Around! - May 15, 2010

With each flight lesson the layers of learning continue to build leading up to the day that when qualified and ready, the first solo will come. To be prepared for that day one must of course be not only able to take off but land. What happens during an otherwise normal approach for landing, well into the final approach if something were to happen that prevented you from landing? This could be while landing at a new airport or there is an unintended runway incursion or you are not comfortable with the approach or say a sudden up or down draft shows up that affects the landing. The solution is to not try and salvage a landing that may go wrong or could possibly damage the airplane but to "Go Around". This is a maneuver undertaken that aborts the landing and results in going around the pattern and setting up for another approach. No big deal. Everybody has done it at one time or another and certainly has practiced it as part of flight training.

Today I show up at the hanger and start right in on the preflight inspection. Each time I get more used to the process and it gets easier as I get more comfortable. It actually is not unlike completing the pre-trip inspection for a tractor trailer combination or large piece of equipment. The equipment needs to be in proper working order, fluid levels need to be checked and start up completed and everything verified as okay according to the pre trip inspection checklist before operation. Of course the big difference is that ground equipment may be damaged and stop in place where an airplane quitting on you in flight will necessitate a forced landing. While one might read about forced landings and even practice them, you want to avoid this scenario. At least I do! The plane is is ready to go. David and I sit while he explains the lesson for the day. We will proceed to the practice area where we will set the plane up in the landing configuration using full flaps and traveling about 60 knots. From this configuration I will execute the go around by applying full power, ensuring the carb heat is off, initiate a climb pitch, and reduce the flaps to 20 degrees. When I verify a positive rate of climb on the Vertical Speed Indicator (VSI), I will go to 10 degrees of flaps. With the positive rate of climb continuing and a positive increase in airspeed toward 55 knots, I will go to 0 degrees of flaps and continue a safe climb out. David again explains this well and the procedure does not appear to complex to follow.

Once belted in, I go through the start up and taxi checklists. These too are becoming more familiar each time I go through them. Listening to the weather and setting the altimeter still need work. Fixing the heading bug on the wind direction for correction during taxi is becoming a valuable tool as again today there is enough wind and direction to use control correction during taxi. You cannot see the wind all the time and monitoring the heading but will assist in the control input correct. The taxi to the run up area is uneventful and I enjoy watching the goings on, when I can sneak a peek.

The run up and take off check lists go smoothly. I am still getting used to setting the altimeter from AWOS and the heading from the compass. The compass reads backwards and reading it is an acquired and practiced skill. I too am getting more comfortable with the 360 degree clearing turn before announcing and proceeding to runway 25 for take off. The take off is acceptable however I still need to work on coordinating enough rudder to keep a consistent runway heading climb out. I proceed to complete the 1000' checklist, turn north for the training area and complete the cruise checklist for the remainder of the flight to the training area.

Once in the training area I initiate the clearing turns before settling in on a consistent heading to the southeast at 5500'. David instructs me through the process of getting into the landing configuration just like I would be setting up during the downwind, base and final approaches. Practicing the go around is part of the power off stall recovery. After working the pitch and power to approximately 60 knots while lowering the flaps to full, I experience the feel of how the plane handles in this configuration. The controls are heavier, less responsive and it takes more input to achieve the desired effect than at normal cruise at maneuvering speed. While getting used to this David says "go around". What my brain knows to do and what it does while managing flying are two different things. Heck, I know what to do but of course David calmly walks me through the procedure to conclusion and transition to normal S&L flight. I set up again and again do the go around. Better but still not as fluid and automatic as it should be and as I would like. Recover, set up and practice again. I can tell it is going to be one of those situations where personal debrief over time will assist in cementing this in my brain. That is my story and I am sticking to it.

We head back to the airport and David has me do a mid field transition over the airport above the traffic pattern altitude. David has me check the wind socks and segmented circle that surrounds and designates them at an airport. I proceed south, turn west toward Wolf Mountain before turning north for the 45 degree entry into the downwind leg of the traffic pattern. David walks me through the decent to the traffic pattern altitude (TPA) of 4200'. I enter downwind and proceed parallel to the runway. At this point in my training I am following the instruction given to me with explanation as to why. Good thing because I have my hands full listening and flying. I reduce to 2000 RPM's while trying to maintain 4200'. Soon I need to lower the flaps 10 degrees while I initiate a descent pitch and trim for 75 knots. Next thing I know I am turning to the base leg again. Half way through the base leg I think I said something like "anytime" meaning anytime David wants to take the controls it would be okay with me. However, anytime never comes and I am faced with judging the turn to final as I proceed toward the ridge that runs parallel to the runway on the north side. I make the turn okay and get lined up as David continues to talk me though the final approach, full flaps, long final clear, landing assured. I remember all this but I can tell you I am focus on the runway while staying lined up. I am working the throttle the best I can as needed to maintain the proper descent. At some point I remember coming down and then across the numbers and thinking about all the reading I have done about how to land because in my mind as sure as I know anything, it looks like I am going to land this plane. I come across the numbers and I reduce power to idle and settle in for the landing I have never done before. In the final stages of what I am sure is coming even though I have never done it, very calmly David say "GO AROUND". Without a second thought I apply full power, am reminded to reduce flaps to 20 degrees while I maintain the climb pitch down the runway climbing out. I get back to TPA and Daivd takes the controls for the pattern and landing. Back on the ground I complete the after landing checklist and taxi to the hanger. Another successful lesson with something learned and much to review. Moral of the lesson for me is that while I get the lessons and while I may not recall it during practice, I did recall it when I needed to do it and that is a good and positive thing to take away. Am I ready to go up again? Affirmative!

Flying at Nevada County Airport

Flying at Nevada County Airport, like other airports, has its own set of challenges and unique situations that a pilot must be aware of and take into consideration when conducting flight operations. When you research flying at Nevada County Airport, you will notice that the information states to be aware of air tanker operations during July-October. More likely this time period is reflective of the fire season and should include May and June as well. You will know when the crew is in town as there is no mistaking the sound of turbine engines flying above town. When you taxi for runway 25 you will pass right by the air attack base. when flying recently David mentioned that if they should be in the seats then we would hold short while they roll out for take off. Sounds like a plan to me.

I have watched from below for a number of years as these flight operations take place. Mostly I would see them fly back and forth and think no more about it. Now that I am in flight training, I find myself gong to the airport not only for training but during unusual weather conditions, when I know planes carrying Lance Armstrong is coming in or as flight operations for fire fighting are taking place. Compared to a Cessna 152, these S-2's and the OV-10 spotter plane take off with gusto. The take off on Rwy 25 near their base and land back on Rwy 7 which has the rising gradient. This is less stressful on the brakes if they come home loaded plus it is a shorter route to the base to refuel and reload before heading out again. I am amazed that the turn around time is so short compared to the deliberate and careful operations of this new pilot before taking off.

These flight operations are just one more thing to be aware of and I have a healthy respect for these pilots as they perform their work. If any pilot is reading this, check out the link to the article from the Nevada Union newspaper and I am sure you will agree. Bombers for Blazes.

Flight Lesson #5 - Steep Bank Turns - May 12, 2010

Today the lesson starts with the pre- flight inspection. David instructs me on how to preform this inspection, what to look for and in what sequence to preform it in. We start by observing from the front of the plane for any spots on hanger floor for leaks and any obvious visual problems. Using the POH (Pilot Operating Handbook) I check the gauges, circuit breakers, lights, pitot heat and extend the flaps before shutting down the power. I move around from the door on the left side checking for loose fasteners, cover plates, looking for large cracks, freedom of movement of the ailerons, rudder, elevator and attactments. I also check the tires, brakes and dip each fuel tank for quantity and contamination of sediment and water. I further check the static port, stall warning horn, oil, fuel strainer, propeller, spinner, air intake filter and front landing strut. I confirm all is done via the POH. A cleaning of the windows after everything checks out and we are ready to fly.

I go through and complete the pre flight and taxi checklists before beginning the taxi for runway 25. Today there is a breeze again but it is coming pretty much down the runway so no correction is necessary today. I begin the taxi and each time feel more comfortable. the taxi to the run up area is uneventful. Each time I taxi I notice another flag or wind sock somewhere to assist me in gauging the wind. Because of trees and buildings, observing every indication you can will assist in getting the best read on what the wind is doing. I complete the run up checklist, clear the airspace and execute and acceptable take off straight out on the runway heading. I complete the 1000' checklist and turn to the training area proceeding to cruise altitude of 5000' where I complete the cruise checklist. It was a bumpy ride again this morning. I am getting used to it and know that when the calm day comes, I will rejoice. Hopefully learning in bumpy air will make calm air easier to fly in.

Today I will fly steep bank turns for 360 degrees. This and many of the maneuvers I have learned will demonstrate what the plane can do, how it feels when in that configuration and further add another layer of feel. David instructs me to start by identifying an emergency landing area and complete a clearing turn. Next I pick a visual reference such as a major mountain peak and set the heading bug to the heading. I then find a horizontal reference that I will try to maintain as I start and complete my turn. During the turn I will try to maintain that reference attitude while scanning for traffic and referencing the gauges and watching the heading indicator. I will try and start to roll out of my turn by half the bank angle or 20 degrees before the intended heading. I will also roll out at the same rate as I rolled in. Once set up I roll in the turn to the left watching the attitude indicator until I get to approximately 45 degrees. I do my best to make it a coordinated turn as I feel the almost 2 G's kick in and work to maintain my visual reference. David is a cool as a cucumber as he instructs me to add a little power and back pressure on the yoke to maintain that reference and so as to not lose altitude. I roll out a little slow and miss the heading by about 10 degrees. All in all though, not too bad. The feel of rolling to 45 degrees and rolling back to wings level is quite an experience. I am not quite sure I can adequately explain the sensation. Weight on, weight off, competing forces, managing flight, it is for sure another "A" ticket ride. I do a turn to the right next and another to the left before it is time to head back to the airport.

As I fly back to the airport I get all the way to the downwind leg before I tell David that I think I will sit out the rest of the flight. I am feeling cool with a clammy sweat going. I am not sick to my stomach but I sure know that I have been turning circles. So, David brings us back to the ground and the hanger. At the hanger I am feeling much better but think a nap when I get home will be in order. It was an incredible experience to fly the plane in steep turns. I do not know where I would choose to fly like that in real time but it is nice to know that I could bank steeply if needed and that the plane can do it with ease. The inner ear thing is common with new pilots. I am ready to go up again!

Flight Lesson #4 - Stability - May 8, 2010

I imagine that when someone is curious about flying or wants to learn to fly, the question of safety comes up. In particular, the question of how safe is it to fly in a small plane. Is it too small? Does it have enough power? Is the plane flimsy? Will the plane do what the pilot asks it to do or will it somehow act on its own? All of these are valid questions. I personally did not ask many of these questions. People fly many different sizes and shapes of airplanes for many different purposes. All are designed by engineers. Many hours of testing go into the development of a plane. Lives as well have been lost by people who enjoy flying while testing designs well before a plane is certified for sale to the public. Aircraft today go through rigorous testing and are designed to be safe and stable. Cessna has been in the business a long time and has a good reputation. Nothing is 100% guaranteed but people have been flying these planes years and they say the most dangerous part of flying is the drive to and from the airport! I never have given a second thought to flying in a Cessna or any other general aviation aircraft. A second thought to the pilot, attitude? Sure. To the maintenance of the aircraft? Absolutely.

As I was researching and making the decision to learn to fly, I kept this pretty close to the vest. I did mention my desire and plans to several friends. I asked each if they would fly with me if/when I get a licence. Almost everybody said NO. It was not about me but about flying in a small plane. I am sure somewhere in their lives they saw a news article about a plane crash and for sure they just did not have the same understanding about general aviation as I have even in my infancy. I hope they will change their minds. I will fly alone but it would be great to have a passenger once in a while.

How many of us have driven down the road and at some point taken our hands off the wheel to see if our alignment was good or heck, we were just on some lonely road and had nothing better to do. Most of us got about 1-3 hundred feet down the road before we corrected the drift that we were sure was coming. A plane is built with inherent stable qualities. Longitudinally a plane is very stable. It has positive static stability which means that a plane has the tenancy to return to its original state of equilibrium after being disturbed. The process by which the plane returns to it original state of equilibrium over time is called positive dynamic stability. In a roll, the plane will have positive static stability to about 30 degrees, neutral static stability up to 45 degrees and negative static stability beyond 45 degrees. This all sound great when you read about but how do you know it this is really true?

The flight lesson today was to discuss static and dynamic stability. As a new student pilot working to manage three axis through the air, you may have some lingering thoughts about safety and stability. So, today is the day to discuss it and demonstrate it so one not familiar with the design and performance characteristics can verify for themselves that it indeed does perform as described.

The lesson for the day stated with David explaining stability and in particular the characteristics of the Cessna 152. David does such a good job of explaining the dynamics and what to expect during the flight lesson. With the pre-flight inspection completed and both of us belted in, I start with the start checklist. I go through each item deliberately reading the item and confirming its completion. Checking AWOS, the winds today were out of the south making for cross wind conditions today. After completion of the start up and taxi checklists I start the taxi after David announces or intentions. David instructs me on making cross wind corrections while making the taxi. I set the heading bug to the wind direction so as to make the appropriate corrections when turning in the various directions. Dive away from quartering tailwinds and turn into quartering headwinds. I have been working on keeping the yoke neutral as aileron input does nothing on the ground. Now I need to make the appropriate aileron and rudder corrections for the taxi to prevent wind gusts picking up the wings. Snaking around the hanger area and staying on the yellow line is getting easier but coordination of the rudder steering is still a work in progress. It is always good to get out on the taxiway for the run to the run up area. Each time out there is a new type of plane to see that has slipped in during the night or late in the previous evening. The taxi to run up is uneventful. I am getting more comfortable with the routine of checklist and clearing the airspace before departure. I still need more practice reciting the emergency procedures of what we will do should we encounter a fire, failure or malfunction during takeoff and climb out.

After a final check of base, final and runway 7, I roll into position for take off. Today I am really focusing on smooth application of full power while verifying the carb heat is off, gauges are in the green, airspeed is alive and we are at full power. I do all this while also focusing on tracking the center line. I am still getting used to how much right rudder to use and then how much to hold to track down the line. It is one of those feel it situations getting used to how much and how long. I am not right on the line but do an acceptable job. Added to this take off today is the cross wind correction of turning into the wind at the start of the roll while gradually moving to the neutral position at rotation. David assists me with this procedure. I try and remember to look at all the things I need to verify before reaching 55 knots and the point of rotation. At 55 knots I rotate and like each previous flight, there is that bumpy air. I am getting used to it though. Today for the first time I feel comfortable enough on climb out and heading that I look down to the left to see Brunswick Road and Loma Rica Ranch. The ranch is something I wanted to see as this would be my bail out spot should and engine failure occur with no runway beneath me. Back to the cockpit for a quick look at gauges before looking out again. Most of your time should be looking outside and then referencing instruments. Before I know it David is reminding me it is time to complete the 1000' checklist. Before long I am turning right going through 4,500' on the way to 5,500'. At 5,500' I level off and go through the cruise checklist and lean the mixture accordingly. It is always nice to be looking at Mount Lassen on each flight.

Once in the training area with pitch and trim for level cruising flight, David has me complete a clearing turn. After the turn David walks me through how to initiate a medium bank turn and what to expect during the turn. This is an intro turning other than the shallow bank turns I have been doing. During a medium bank turn you can definitely feel that this is not an ordinary type of maneuver. Orientation is different. You feel some G forces previously not experienced. Scanning back and forth from outside to gauges is certainly a different feeling. During one turn

David has me reduce power to idle and level the wings and just keep the wings level and watch what happens. At this point the nose is pitched steeply down. As the airspeed rises lift is created and the nose rises and then is pitching up. As the nose pitches up the airspeed decreases and the elevator creates lift and the nose begins to pitch down again but not as steeply. I hold the wings level for about a minute while the planes oscillation between pitching up and down continues but is less and less each cycle until the plane returns to its original trimmed configuration. All the while I just maintain wings level while the built in inherit stability of positive and dynamic stability are demonstrated before my eyes. Pretty cool I must say. This demonstration just shows me that the plane wants to fly and should an up or down draft disturbs the pitch and trim I have set, the stability built in will want to return to its original flight configuration.

With the lesson done for the day we head back to Nevada County Airport. David continues to instruct me on headings and descents in preparation for entering the traffic pattern. David talks me through the approach and landing checklists, base and final approaches to another quality landing that I hope I can do one day. Off the active runway I complete the after landing checklist and taxi back to the hanger. I am always glad to get back to the hanger having completed another lesson. I am at the same time ready to go up again and wonder what is in store for next time. Meanwhile I relive the flight on the way home and prepare to the weeks study sessions. On a 1-10 I am still experiencing a 10! Final question: If I put you in that car on say a 1000' wide road, would that car continue to drift or return to its original track? Would you feel comfortable not putting your hands back on the wheel?

Flight Lesson #3-Stall Awareness - May 5, 2010

Stalling an airplane is something you do not ever want to do. A stall is defined as a rapid decrease in lift caused by the separation of airflow from the wing's surface brought on by exceeding the critical angle of attack. A stall can occur at any pitch attitude or airspeed. In a nutshell, when the wing stop producing enough lift, you stall. This is a flight situation to understand and be prepared for but not necessarily to fear. No one chooses to stall. You understand when a stall can occur, avoid those situations but be prepared should that situation occur.

In todays pre-flight briefing we discuss stalling. The objective will be stall recognition, slow flight with flaps up and what the reaction should be. Today I will fly at a slow speed with a high angle of attack and as the stall warning horn begins to sound, that will be my cue to abruptly apply forward pressure on the yoke to lower the nose and increase the airspeed. This is the only abrupt movement one should use. The recovery movement should be a slow return to climb pitch attitude for set up and more stall awareness practice.

With the pre-flight inspection complete, I go through the start up check list. I am still getting used to where everything is while I double check the instruction just to be sure. Repetition will breed confidence. Starting the engine is a dance between the engine catching, slight increase in throttle before backing off to 1,000 RPM. Start up check list complete. David makes the call to taxi and we are off. The taxi from the hanger requires a tight right turn and then a left before a clear run to the taxiway. Sometimes a pick up truck is parked next to a hanger and I have to ease off the yellow line just to be sure there is enough clearance all the while watching and listening for other traffic on the move. The taxi here at Nevada County is a balance between power and whether there is an incline/decline, making a turn and if there is any gravel present. While watching for these situations I still work on appropriate throttle control and steering. I get it done and I find myself in the run-up area before long. I go through the run-up check list and I am still getting used to this as well. Reciting emergency procedures still needs some work as does setting the compass heading and altimeter. Again, repetition is the key. I perform the 360 degree clearing turn to be sure that downwind, base and final are clear. David makes the call and I proceed to the runway 25 for take off. The T/O roll goes okay. It is still a challenge to manage it all while viewing all the gauges before the rotation speed is reached but we get there and are off the ground.

I have yet to have a calm day so upon reaching about 150', we begin to experience some bumpy conditions that require all my attention to maintain the runway heading as we climb out. I go through the 1000' check list and turn north toward the training area near Brownsville. I reach 5,000', still a little rough so we go to 5,500, level of to cruise and begin the set up for the day.

While maintaining altitude I begin to set up by reducing power while increasing pitch to maintain approximately 40 knots, "Pitch for Airspeed-Power for Altitude". As I fly along and the designated airspeed reached, the stall warning horn begins to go off, abruptly pitch down. It does not take much to gain speed before smoothly recovering and approaching the target airspeed again. I fly along getting used to the feel of the airplane in slow flight and the beginning of the horn sounding and reacting accordingly. I do all this while managing flight controls and scanning the airspace ahead. With each evolution I gain more and more confidence in what I am doing knowing that this is an important skill to understand and be aware of. Airspeed is my friend.

We head back to the airport. David again talks me through the approach while flying downwind and turning for base and final approach. I hear it all. I understand it. I watch and listen as I also read the check list items as we go. I am there experiencing it all but after landing I realize again that it all went by so fast that I cannot believe it. Again, repetition will breed familiarity, confidence and eventually will lead to me being able to do it. After the landing, roll out and leaving the active runway, I take the controls, complete the after landing check list and taxi back to the hanger. Another successful flight. Another notch in my experience belt. Another layer of experience built. it is time to go home and read about what I just did to further reinforce my learning. Another fun flight experience. I am ready to go again!

Flight Training Lesson #2-May 1, 2010

As I write these posts on my flying experiences I wonder and hope I am not giving too much information. The intent here is to provide background that would be of necessary interest that hopefully helps anyone understand what I am experiencing. Unless you are sitting in the cockpit with yoke in hand, 5,000 feet in the air, it could be hard to understand.

Before I begin I think it would be helpful to explain something that I realized early on. When on the ground whether in a car or plane you have a stability supported by the ground and wheels. You turn left or right, speed up or slow down but you do not roll over, fly into the air or go end over end unless you do something stupid. When you take off and begin flying you become subject to movement around three different axis that you/I have before now not experienced and must begin to understand and manage.

If you draw a line through the center of gravity (CG) of the plane from nose to tail you have the longitudinal axis. If you "roll" about this axis you would see a motion that might look like a spiraling football. If you draw a line through the CG from wing tip to wing tip you have the lateral axis. If you "pitch" about this axis you would look like a football that has been kicked and is traveling end over end. If you draw a line vertically through the CG you have the vertical axis. If you "yaw" about this axis you would look like a spinning top. In flight you use the "aileron" on the trailing edge of each each wing to control the roll along the longitudinal axis which provides lateral stability and is controlled by moving the yoke left or right. You use the "elevator" (horizontal control surface at the rear of the fuselage and controlled by moving the yoke forward and back) to control the pitch along the lateral axis which provides longitudinal stability. Lastly, you use the "rudder" (above the elevator and controlled by feet on the rudder pedals) to control the yaw along the vertical axis that provides directional stability. As you visualize these control surfaces and the movement they cause when input is provided, hopefully you can also understand the coordination that is necessary to maintain S&L flight, climbs, descents and turns. Add to this the need to maintain appropriate power settings, visual reference to the horizon, scanning the airspace for traffic, scanning the instruments to confirm flight attitudes, listening to the radio then hopefully you can get a small taste of the management necessary to perform flight operations. Throw in a little rough air for excitement and the challenge for a new student pilot is something that only time and experience behind the yoke and a good CFI can help with.

The second flight lesson objective explained during the preflight briefing is to become familiar with and practice "Pitch for Airspeed-Power for Altitude". This is an important concept to understand. It takes some rewiring as your brain wants to say pitch up to go up and more power obviously means go faster. I have read about this and have had it explained to me and I absolutely understand it. One book explains it as "At any pitch attitude, the amount of power used will determine whether the airplane will climb, descend, or remain at that attitude." Of course if you are in a descent pitch, more power will only make you descend faster. So, power here just makes you lose altitude faster or slower. In level flight or in a pitch up attitude, a plane can be made to climb, descend, or maintain altitude depending on the power used. If you wish to maintain level flight, descend or climb but go faster or slower then a combination of pitch and power is necessary. Hopefully this makes some sense and the concept of "Pitch for airspeed - power for altitude" is a little more visual. Who am I to try and explain this concept? Valid question. By trying to explain this concept I am trying to reinforce it within myself. From all that I have read, this concept is a very important one to grasp, maintain and utilize.

The fuel truck is not available today so after completing the pre-flight inspection and start-up checklist we taxi from ramp 4 to fuel. This is not much different than pulling up to a gas pump except you have about fifteen feet of wing to be aware of as you approach the pump. One there and shutting down, you need to chock wheels, attach the grounding wire before fueling. When fueling you need to be sure that the nozzle rests against the the side of the fuel opening to further ground that devise. It is all about proper grounding. Fueling a C152 is not difficult other than you have to stand on a ladder and be careful to listen for the sound of being near full so as to not overfill. Once fueling is complete you need to again check both tanks and fuel strainer for any contamination. If none is found, you are good to go. There is something reassuring about having 24.5 gallons of usable fuel capacity before heading out for training. Completion of the fueling process earns me .25 hours of ground instruction for my log book.

My take off today was acceptable but not pretty. I am still getting used to watching what I am doing while trying to verify gauge readings that are registering appropriate readings. What if they are not? Abort the take off per the emergency briefings we go over each time during the run-up checklist. It is all good today and David is always there to help. There is some breeze again today which makes for a bit of a bumpy ride but I am getting used to this and know that some day I will have calm conditions. Once up and out past the end of the runway I experience the wonder of flight again, the beauty of the terrain around Grass Valley and the Sutter Buttes as I work to maintain my heading and climb pitch attitude. I complete the 1000' checklist before turning north the the training area.

As I approach the training area, I am working on finalizing the instruction to climb and maintain 5000'. Once at altitude I level off and work the mixture for proper setting, turn out lean until RPM drop then three turns rich. the air quality today not perfect but the view none the less is alway good. Early spring and everything is still green as we fly over the fast flowing South Yuba River and the covered bridge at Bridgeport, located within the South Yuba River State Park. Sight seeing over, time to work.

I spent the time today working on pitch for airspeed and power for altitude. I maneuver to different altitudes while maintaining different airspeeds. I get used to descending, climbing while using the appropriate combinations of pitch and power and making adjustments as needed. For a new pilot, at least me, this is a challenge. I know what to do but it is just not intuitive yet. I think about it before I do it. I know in time this will become second nature. I continue to work on this while on a heading back to the airport. On the downwind leg David takes the controls and talks me through the approach and landing while completing the appropriate checklists. The landing procedures go by so fast as I view and listen that it is hard to even remember what we did. Once on the ground we taxi back to hanger to complete the lesson for today. Upon shut down I again think to myself, that was fun!

Training Begins - Flight Lesson #1

The day had finally arrived, April 24, 2010! I not only get to fly but begin learning to fly and on a regular basis. I have studied all winter long just to create a foundation of knowledge and awareness to BEGIN LEARNING. Before I go further I must make an introduction of the person aforementioned as the CFI or my CFI. I have chosen to fly with David. David has been encouraging, supportive and available as I have researched learning to fly. This process could have be much more daunting if not for the connection I made early on with David. During and after the intro flight I knew that David is not only be a good flight instructor but good for me. I'm feeling good about it and I think he is too.

I meet David at 2 PM. I had been calling into the AWOS (Automated Weather Observing System) to see what the weather might have in store. Particularly I was interested in what the winds would be like and from what direction. It was good see David again even though we had had not seen each other in months. We began with some administrative housekeeping items like medical/license verification, birth certificate and review of my home study information. In return I received the private pilot requirements for various elements I would learn in dual/solo training. Then FAA minimum is 40 hours with the national average being 60-70 hours. I also received homework, a copy of the pre-solo written test. This is an open book test to complete before the day that I might make this first solo journey. Lastly we go over the pre-flight briefing for the lesson of the day. Todays lesson is "Attitude + Power = Performance". Makes sense right? You cannot go uphill in a car without more power and when you go downhill you ease off on the power. As you travel long stretches of flat road you choose a power setting that is right for the situation while being economical, a cruise. We will be practicing this in straight and level flight, while climbing, descending, and making left and right turns. We go over the various power settings used for each of the elements we will do today. Lastly we talk about the horizon and how to judge where it is. This is important because your pitch attitudes for climbing, descending and S&L flight are in reference to where the horizon is. The horizon is not peaks and ridges but a place in the distance where the earth begins to curve away.

Time to fly! Pre-flight inspection had been completed. Once in the plane and buckled up, David begins to walk me through the start up checklist. Checklists are used for and during all aspects of the flight from beginning to end. They are useful tools and very important. Follow the checklists and you are developing good habits from the beginning. I learn how to follow the checklists, what and where to find the checklist items and vocalize each item as I do so ending with " xxxx checklist complete". We move on to the taxi checklist and complete. David explains how to start the taxi, stay on the line and where we are going. What is different today from the intro flight is that I am handling the throttle while making the taxi. Right off the bat new wiring is taking place. We are used to adding power with our feet and steering with our hands. Here it is the opposite. Added to that, the power is added by pushing the throttle in and reducing by pulling it out. All equipment I have ever operated that has had hand throttles like this is the opposite. To help understand this David says think of operating the throttle in the direction you want to go. Again, this makes sense. I make the taxi to the run-up area but you can imagine how I was trying to get used to the throttle difference and yes, I was trying to steer with my hands too. Guess what? It did not work. I am sure this will change as the new wires get connected and muscle memory and practice takes hold.

David instructs me while demonstrating how to enter and position the plane in the run-up area. The run-up area is the place at the head of the active runway you plan to use for T/O and landing. It is here where you run and complete your run-up checklist, complete a 360 degree turn to clear the airspace in all directions before heading to the hold short line. After completing the checklist items and clearing the airspace, we self announce our intentions to depart on runway 25 to the west and I proceed to line up on the center line of the runway.
The moment of truth arrives. What I do is a combination of what I have read and the instruction given. With left hand on the yoke and right hand on the throttle, I go to full power (over 3-4 seconds) while verifying the carburetor heat is off, checking that the gauges are in the green, that the tachometer shows full power rpm and that the airspeed is alive and coming up to the rotation speed for today of 65 knots. Did I mention that the oil temp/pressure gauges are located below the yoke in front of my right knee? I do all of this to the best off my fledgling ability while David walks me through verbally what I am executing. This very helpful. While I am doing all of this I am focused as well on keeping the the plane on the center line with appropriate rudder control. If you were to add chewing gum at this point I would likely be in trouble! At 65 knots I begin the rotation to lift off the runway by easing the yoke back. More, more, a little more, and we are off. Climb pitch and maintain runway heading. Runway heading is practically right at the Sutter Buttes. Nevada County Airport is a mountain top airport. As you pass over the end of the runway it drops away dramatically as you begin to pass over the town of Grass Valley. As we rise it becomes apparent that the winds, while right down the runway, are somewhere around 6-10 knots. This makes things interesting. The wind causes the plane to move around more than it would if it were calm. This is an interesting way for me to start my first flight lesson as I try to hold heading and climb pitch. It may be interesting but I am not concerned. We are still climbing and David is reassuring me as well. This is springtime in Grass Valley. If I can learn to fly in this then I can fly in calm conditions. Choppy and bumpy though it may be, I am flying and it is FUN!

We proceed northwest to the Brownsville area and practice appropriate power settings and pitch attitudes for basic flight maneuvers. We go over where the horizon is and how to position the nose of the plane above, on or below depending on whether we are flying S&L, climbing or descending. I choose a fastener in front of me on the engine cowling as a visual reference I will use to assist me now and in the future to position on the horizon.

After the practice session we head back to the airport. We fly south to a point where we can begin a turn to a 45 degree angle to enter the traffic pattern on the downwind leg parallel to the runway. David takes over at this point and talks through the procedure for descent to pattern altitude of 4,200', reducing airspeed, applying flaps, turning on the base leg, final leg and where to aim for a landing. It all went by so fast. I know it is in my head but I do not remember the visual. The landing was one to emulate. We get off the active runway and complete the after landing checklist. We taxi back to the hanger and are done with the first flight lesson. We debrief and David enters my first logbook entry. Including the intro flight, I now have 2.1 hours. Time now to go home and re-read the lesson objectives I just completed in hopes of reinforcing the memory. What a blast!

One More Hurdle

You can actually start flight training without a medical certificate and student licence but it is advisable to get this out of the way before hand. If something should prevent you from qualifying for the medical then any training would be for just good fun.

In my case I was applying for a 3rd class medical. If you pass the medical you will receive the medical and student licence at the same time. Normally you visit an AME (aviation medical examiner). This is a doctor, most seem to be pilots, who are certified by the FAA (Federal Aviation Administration) to conduct the medical exam and if all is well, well, I am not sure what happens. All of the normal things one might think are real important like eyes, ears, heart, etc are important but it is the unexpected thing that I did not think about. About three years ago I had a Melanoma cancer removed from my shoulder. Not all that unusual since my skin says that I really should be living in the highlands of Scotland. Fortunately, it was detected early and required only a cut and monitor program for five years. In this case the AME must "defer" to the FAA. I received a letter from the FAA with a list of required information to provide. I had to have my doc send this information within thirty days to the FAA for verification. Once the FAA verified that I did meet their medical qualifications, a 3rd class medical and student licence was issued. All in all the process took about six weeks. Not bad all things considered.

Bottom line is that if you really wish to pursue the goal of obtaining a private pilots certificate, complete your medical well in advance of the time you plan to begin actual flight training. The certificates are good for two years if over fifty. Being proactive is the way to go.

Getting Started

On the drive home after my intro flight I began the debriefing process of reliving and reviewing what I had just done. I mean I went through the flight from beginning to end. What did we do. How did the plane feel on the ground, in the air and on landing. What forces during the various stages of flight had and effect on the plane and why might that be. I evaluated my response to instruction and to the conditions in which I was at the controls. I asked myself the question, did I enjoy the flight experience enough to begin the process of learning to fly? Enough to see training through to the end with the goal of obtaining a private pilot certificate? From my research I also asked myself was I ready to put in the study time necessary to gain the knowledge of the various aspects of general aviation flying? After working through this for days after the flight and all the while reliving the enjoyment I had actually flying, I decided that absolutely the answer was yes!

I could not begin ground school or flight training at the time but I could surely begin to study in preparation for that eventual time. I had a strong desire to begin reading, learning and understanding why flying was all about. The question was where to begin. I was fortunate to have a friend and pilot who was willing to lend me his set of Jeppeson books. He sent me the Private Pilot Handbook, the companion Maneuvers Handbook and the FAA's Airplane Flying Handbook. These were great resources with which to begin. Thank you Glen! My CFI encouraged me to read through the text and answer the questions for each chapter as a record of training. He also made himself available if I had any questions during my studies.

It is a great feeling when the prospects of learning something new comes along. The question is how to find the time while balancing life's other obligations. Beginning in September of 2009, I found an hour or two early in the mornings. I went to the library for 2-4 hour blocks of time when available. I took the time to read during lunch hours. I found the time is there, you just have to see it and do it. In this case I had a strong desire to learn about something that I had always wanted to know more about. It took me about five months to read the text, the maneuvers handbook and most of the FAA Flying Handbook.

There are a lot of options out there for study material. I found the Jeppeson material to be very good. The material is presented in a logical fashion. The major parts include fundamentals of flight, flight operations, aviation weather, performance and navigation and integrating pilot knowledge and skills. Not knowing what I was getting into, I was impressed with the volume and amount of detail presented in each of these parts.

What kind of detail might you learn about? Newton's third law of motion states that for every action there is an equal and opposite reaction. As the propeller rotates clockwise, the plane has a tendency to rotate counterclockwise. Knowing this, it can be compensated for. How about

P-factor? I know what you are thinking. His/hers involuntary desire to relieve themselves in flight, right? No. Okay, some might say it is pucker factor, right? Wrong again. When flying at a high angle of attack and high power setting, P-factor is most pronounced. In this configuration the descending propeller blade on the right produces more thrust than the ascending blade on the left causing the plane to yaw about the vertical axis. Again, just another thing to be aware of. Of course, thinking about it more, I suppose the former examples could be correct!

I have thoroughly enjoyed the learning process having increased my knowledge of something that has always been of interest. I also know that this is just the start of the learning process. Now I must take what I have learned and apply it during flight training. If anybody is at all interested in aviation and has had the same desire as I have, I encourage you to take the first step and just start. You will not be disappointed.

Introductory Flight

I do remember making the arrangements to take and intro flight. What I forgot at the time was that the date we selected was September 11, 2009. How ironic that this turned out to be the date of my into flight.

I really had no expectations going into this flight other than I was glad to be going up flying. I had several good conversations before the flight so I felt comfortable with my future CFI. I also knew that the plane he flies and teaches in is a 1979 Cessna 152. A brief research session told me that this is a two seat high wing airplane and that this Cessna model has been around for quite some time and is commonly used for flight training purposes. It is economical and is a good platform to learn in.

I remember arriving at the hanger. The pre-flight had already been done before the plane was rolled out. Before long I found out that I was to enter the plane on the left side. Isn't that the drivers, I mean pilots seat? Why was I getting in on that side? And believe me, there is a way to get in and out efficiently without using parts of the plane you should not use to move your body from the ground to the seat. It does involve folding and unfolding of legs. It is at this time when you understand that you understand nothing about what you are about to do! We have talked about how to find a CFI that is a good fit for flight training. During the intro flight is the time to experience the teaching style, temperate and overall feel of a how future flight training sessions might be like.

So, again, I know nothing about what we(I) are about to do. We go through and complete the start-up and taxi checklists. We weave our way out of the ramp 4 hanger area and onto the taxiway. At this point I am invited to take the controls on a very comfortable taxi speed while it is explained how you maintain the yellow stripe down the middle of the taxiway and why. You stay on that line to maintain the best clearance distances from any potential obstructions. It is further explained that you steer with the rudder that is controlled with you feet by pushing on the appropriate rudder pedal. If more control is needed then you can use the toe brakes that are actuated by depressing the top of the rudder pedal for either the left or right brake. This is differential braking. On the way to the run-up area I am invited to practice some small S-turns around the stripe to get the feel of rudder and brake feel and control. Not so bad I think to myself, I can do this. I can at 10 mph. Next I find out that with only my left hand on the yoke and my right hand on my leg, I will be steering on the take-of roll and executing the actual leaving the ground. Whaaat! What a trusting CFI. While going through and completing the run-up checklist I am thinking about how this plane acts going down the runway, just how fast exactly, and what am I suppose to do. We announce our intention to taxi into position for departure on runway 25 to the west. You may be wondering, I was, what am I going to do with my right hand? The idea is to get used to making control input with the yoke while my right hand will be on the throttle during T/O. Fortunately I do no have to concern myself with this today nor do I have to watch the instruments. My job at this point is to listen as instruction is given, steer and rotate. I am thinking stay calm, focus on the centerline, rudder corrections as needed, listen for instruction and enjoy the experience.

The T/O roll went smoothly and the plane handled easier than I had envisioned with very little rudder correction. When it came time to rotate I was amazed at how effortless the feeling was. After reflection I can only describe the feeling as one of a mechanical object that transforms itself from a terrestrial to an avian being when it reaches the point where aerodynamically it not only can fly but wants to fly. It is a feeling that to understand it, has be experienced. It was amazing!

We spent the hour making some turns in both directions, some descents and climbs and combining the turns while climbing and descending. We talked about clearing the turns before initiating them. We also spent time looking down at the South Yuba River, Bridgeport Covered Bridge and Bullards Bar Reservoir. It was a great flight on a warm fall day. I was not sure though who enjoyed the flight more. It is a good sign when your CFI enjoys the experience of flying as much as a new student.

On the way home I keep thinking how much I enjoyed the flight. The flight gave me an opportunity to experience not only the joy of flying again but some hands on experience as well. It did not take me long to decide that learning to fly was something that I not only wanted to do but that the time had come to begin.

Where to Begin

After my Angel Flight experience in August of 2009, I began to search out what, where, how and who. My community is not large but has a decent airport. I started with an internet search and located one flight school. I went to the airport office and looked at the bulletin board for advertisements. I located two individuals who were in the flight training business. I then spoke with staff at the airport office for their thoughts on how to begin this adventure. Nobody had anything negative to say about the service providers in this area. I was told that I could fly with somebody established, in their plane, or I could buy my own plane and hire a flight instructor. Buying a plane with no experience was not an option although I did look just for the heck of it.

Through some friends in town I met with couple of people who are pilots and were very supportive and helpful in sharing their experiences and ideas on how to proceed. Essentially I was on the right track with research but was encouraged to begin reading anything I could to become familiar with flying in general aviation. The internet by far provided huge amounts of information and I began to sort through the plethora of information. There are many resources to research. One organization that I can highly recommend is the Aircraft Owners and Pilots Association (AOPA). This organization is the major advocacy organization for all things general aviation related. Their website has a tremendous volume of information for anybody at any stage whether a beginner like me or someone with thousands of hours logged. This website is a good place to begin. AOPA offers a six month free membership to new potential members that comes with their monthly Flight Training magazine.

I decided to place calls to the two CFI's (Certified Flight Instructors) that I noted on the bulletin board. This seemed to me to be a situation that would provide a small and perhaps more intimate flight training experience as opposed to a larger flight school. This I thought would also be good way to talk to someone about flight training and perhaps take an introductory flight. I called both individuals. I never heard from one and received a prompt call from the other. I was able to have several good conversations and found that an introductory flight was an option. When you research flight training you will find many references to finding the right person to be your CFI. Why is this important? You will end up spending much time together in close quarters, did you ever own a VW Bug?. As a student you will be under instruction and observation constantly as you learn and focus on accomplishing the lesson objectives while in the air. For obvious reasons you will want to have a CFI who not only is experienced but hopefully enjoys the teaching process and being in the air as much as the new student. As you research you will likely come across the name Rod Machado. Rod writes a column for the AOPA Flight Training magazine and he also has a website called Rod Machado's Aviation Blog. Rod recently wrote a blog called "Finding a Good Flight Instructor" that is worth reading. I am fortunate to have found a good CFI for me rather quickly. We agreed on a date and time to to take an intro flight.

Why am I learning to fly?

Welcome to my first ever blog. So, why am I learning to fly? Great question. I have been exploring this question and do not have a definitive answer. I can however look back in my life at experiences I have had and believe that nothing to date has turned me off to flying. I believe certainly that the experiences were positive and continued to pique my interest and curiosity.

My first recollection of a flight experience was from about 1962. Our family was moving to Turkey for a couple of years with my fathers job. In those days the flight across the Atlantic was made in the Boeing 707. I remember this as being the transcontinental jet of the day. In our case we flew with Pan American. The old PanAm with the trademark blue globe on the tail. What I remember most was the in flight experience. There were plenty of flight attendants (stewardesses in those days)in their uniforms. Meals were served on real plates and the food was, well, actually real too. Passengers were friendly and had nothing to occupy their time like today with movies and laptops. People actually talked and got acquainted with one another. They also drank and smoked like chimneys. The flight crew were a part of the in flight experience as I never remember the cockpit door being closed. Routinely passengers would stop but and look around and probably shoot the breeze. For a kid like me getting my PanAm wings was truly a highlight. That and the blue plastic flight bag I got as well. Those were the days when people did not even consider pulling anything like high jacking. My recollection was of a time and experience of relaxed civility.

My next significant flight experience was in about 1974. I was in the Navy and stationed aboard the aircraft carrier USS Hancock, CVA 19. Can you imagine the names we were called in the fleet? This old gal was 1-24 Essex class carriers that was commissioned in early 1944. In 1974 she was more than used up and was nearing the end of her lifespan, 1976. When I got off in 1975 she made one last trip to Vietnam. This was the ship in the photos of the helicopter being pushed over the edge of the flight deck. I was due to be discharged and of course the Navy was being a little nicer than usual in hopes that you may reenlist. Right! I played along and mentioned how I would sure like to try a flight off the carrier. They accommodated my request while transiting from San Diego back to the home port of Alameda. They loaded about a dozen of us in a Grumman S-2 Tracker for the flight. This plane had a stubby fuselage with wings built for lifting and was used for hauling personnel, mail or whatnot. They called them COD flights, carrier on board delivery. I remember that this plane had two huge radial engines. We were seated facing rearward. A little time went by where I could not tell what was going on other than the taxi to the rear end of the flight deck. It was loud. The last thing I remember as the engines came to full power was the pilot saying "brace for take-off". No sooner had that been uttered than we proceeded with the take off roll down the flight deck. Can you imagine the take off roll in approximately 800' x 100' with a large structure (Island) midway down the deck with other planes, personnel and equipment lining the deck? I remember leaving the deck and feeling the sinking sensation before lift overcame weight and we began to rise. Everything from there on was anticlimactic. It was a thrill ride though.

My next flight experience came in the 1980's when I flew with my brother in a Cessna 172. I do not remember much detail. We flew from somewhere in Sacramento to Auburn and back. I remember we stopped and had breakfast. I guess this was an early version of the $100 meal flight.

My last flight experience was about one year ago when I had the opportunity to ride along on an Angel Flight from Nevada County Airport to Santa Rosa and back. Angel Flight is a great organization that provides flights to people with medical conditions that cannot afford commercial flights, have no commercial flight options, do not have the physical stamina to make such a flight or have compromised systems that make commercial flights difficult due to exposure. The organization and pilots who volunteer their time are providing a valuable service. I hope one day to qualify to provide that type of service for those in need. Besides the enjoyment of the ride I do remember nearing Santa Rosa only to find a sea of fog. fortunately the pilot was instrument rated. After descending through the layer, we were lined up right on the center line.

After 56 years my time has come to start a learning process that I had only thought about. If there is one thing I have learned over many years it is that the hardest thing to starting something is to just start. I have resolved to start this adventure with no other expectation than to start. My goal is to complete training but the hard part is over, starting!