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!