Solo II

Lesson 45
5-22-13
1.0 hours logged
52.8 hours total recorded in logbook

The weather, though somewhat doubtful looking the following morning, was still well above basic VFR weather minimums and so would serve our purpose of staying in the pattern just fine. There was a bank of clouds coming up from the south and an area of marginal VFR to the north over Appleton but Oshkosh was still okay.

As usual, I arrived a bit before Jim to preflight the plane and, finding all in good condition, was ready to go shortly after he got there. He told me that provided I did alright and the weather held, he'd solo me. Since the day before, I'd been doing my best to prepare mentally for this and the more I thought about it, the more nervous I became. I woke that morning with my stomach all tied in knots. It's almost worse to know beforehand that it's going to happen than to have the instructor spring it on you, I thought. But as I went through the now-routine (wow! imagine that!) startup, getting ATIS, calling the tower and taxiing to position at Runway 27, I found my nervousness beginning to dissipate slightly.

Just before takeoff, the controller asked if we wanted to switch over to Runway 9 (which would be better suited to the changing wind conditions) following takeoff. I agreed to do it but was at first thrown for a loop as I tried to follow her instructions for after takeoff. With Jim's help, I got it straightened out but found myself ridiculously high on final and too fast. I made it down and landed okay but the next few patterns weren't much better. It seemed I was always too high or fast and I sat grim and tight-lipped, willing the plane the do what I wanted it to. My landings were all fine; I think I've got these now but everything else seemed to give me trouble now. Finally, I made a couple more evidently to Jim's satisfaction for as we rolled out after landing he asked, "Are you ready?" "Yes," I said trying to sound self-assured and confident though it came out rather tersely. So with that, Jim promptly called the tower to request taxi to Weeks for first solo. "Are you gonna need to let an instructor off somewhere?" she asked. "Yes, we'll go to Weeks," Jim replied.

At taxiway B2, Jim had me turn the plane around 180-degrees to face the airport and, after a few final words of advice, he unlatched the canopy and climbed out, reminding me not to forget to latch it again before takeoff. "I'll meet you by the fuel pump after you make three landings," were his parting words. With that, I was alone and on my own. As I taxied out once again, I found my nervousness had mostly gone and felt calm and assured that I could do this. I've done it before after all, I thought. Why should I be nervous? I almost didn't notice that Jim wasn't in the seat next to me--it's not quite as obvious as it was in the tandem-seat Cub.

Now lined up at Runway 9, I waited for Duchess 969RA to takeoff ahead of me, then called the tower and received my takeoff clearance. I taxied onto the runway and, just as I'd done so many times with Jim, advanced the throttle to full power and was quickly airborne. I didn't notice the extra buoyancy of the plane on this occasion as much as I did with the Cub but it was there nonetheless. Already well into my climb, I was suddenly taken quite by surprise to find that a low scattered layer of clouds had moved in from the direction of the lake and was right at my altitude! While it didn't totally obliterate sight of the ground for the moment, I found it a bit unnerving. It was like driving in fog. And I hadn't even quite made it to pattern altitude yet I realized as I made my turn to downwind. I reported midfield, keeping visual contact with the ground as best I could. Jim had told me before he got out that if the weather started closing in, I could just come back after one landing and his words rang in my mind now but I couldn't do it. I couldn't make just one solo landing! This was my chance to make those three required solo takeoffs and landings at a towered airport and I was going to do it!

However, I had a landing to make first. Turning base, I found myself quite high with reference to the runway and plenty fast even though I never made it up to 1800 feet. "Adjust power, add some flaps," I told myself inwardly and made my turn to final. "Now full flaps on, power off. Glide down, keep it straight, lined up with the runway. You're coming down fine. Okay, you're over the threshold, now start to round out. It's starting to sink, raise the nose just a bit...gently now...a little more...keep it smooth and...touchdown! Ah yes! There's one. I did one okay. Surely I can do another."

And so I took off again. I soon began to wonder if I should have. As I turned crosswind, I found myself both in the fog and over it such that, for a second or two, the ground disappeared and all was milky white below. My heart went into my throat and just as my eyes went reflexively to the instruments, the cloud below thinned and there was the ground again. Whew! Again, I never quite made it to pattern altitude and yet, still ended up high on final. I made the necessary adjustments however, and, in accordance with the tower's alert, kept an eye on the lawn mower just off the end of the runway (a flashback to my first solo at HXF) and was soon settling down to earth once more in landing number two.

Only one more and I would meet the requirement. And so, without further consideration, I pushed the throttle to full power one final time and was soon climbing again. I determined that this time, however, I would climb up to pattern altitude as quickly as possible and stay there until it was time for me to begin my descent. As I flew downwind, the controller asked me "How are the clouds?" "They're okay," I replied. And they were. I actually found them thinner this time around than any of the others and so was able to keep visual contact with the runway from midfield downwind all the way to the runway. By thinking and acting ahead, I came in on a much better glideslope this time and made a final beautiful landing.

On rollout, the controller told me "Good job up there", and then gave me taxi instructions to the fuel pump. "Thanks," I replied. As I exited the runway, a feeling of quiet elation mingled with relief began to wash over me as I realized I'd just done another thing I'd thought I'd never do--solo at a towered airport! As I approached the fuel pump, I could see Jim there  waiting to congratulate me and take my picture. He told me that from what he could see, I'd done very well but said there were a few times I'd disappeared from sight. That must've been when I was in the clouds!

Well after we'd fueled the plane, Jim said he'd meet me back at the hangar and left me to taxi back on my own. I've done it enough times it was no problem. "Have a nice day", the controller said after giving me the taxi route. Jim was just pushing open the big doors as I taxied up and shut the engine down. Together, we pushed the plane inside and then closed the door and latched it.

After filling out the paperwork and discussing what's next in my flight training, Jim left me, with final congratulations, to clean the windshield. I made the flight just in time it seems, for no sooner had we gotten the plane put away and the door closed then it began to rain--and rained steadily for the rest of the day!

I'm so glad I was able to solo on this day, not only for the sake of just getting it done but also because it was the anniversary of Lindbergh's arrival in Paris with the Spirit of St. Louis! It's nice to do something significant on a day of some significance.

 

Almost There...

Lesson 44
5-21-13
1.0 hours logged
51.8 hours total recorded in logbook

I had a lesson scheduled the 17th which we ended up cancelling because of iffy weather. The day of my next lesson, today, turned out much nicer. It was still cloudy but the clouds were high enough for our purposes--predictably more patternwork. We were operating off Runway 18, a runway which I hadn't yet used. My first takeoff was rather unstable and my landings weren't much better than last time. Was this to be another discouraging plateau lesson?

About halfway through the lesson, I finally made a landing I was satisfied with. It felt just right. "Now if I could just make about ten more landings just like that, I'd feel ready [to solo]", I told Jim. "Yes! That's exactly what we want! Now we're on the same page!" Jim exclaimed. Now, was that good landing only a freak, an accident? I was afraid to hope for more, but on the next time around, I made another good one and followed that with another--and another. At last something had clicked and I had it!

Jim had talked about going down to Fond du Lac and possibly soloing me there, but since I was on a run with good landings, he didn't want to upset it so I continued to fly the pattern at OSH. Yes, for the first time, I began to feel settled in this plane--even comfortable--and with each good landing, my confidence grew. I knew I was ready at last. I knew that I would know it--you reach a point where you just know. I was there but I didn't expect it would come quite so quickly, especially after last week's discouragement. I knew then that I was ready to solo and could do it if he asked me to, but I was tiring out and much as I wanted to get it done, I almost hoped he'd wait. When a rather rough landing after about five good ones signaled that it was time to call it a day, I was ready for it.

As we taxied to the fuel pump, Jim debriefed me. He made note of my amazing improvement over the course of the lesson and said I should be proud of myself. I was just pleased and happy.

Slow Progress

Lesson 43
5-15-13
0.5 hours logged
50.8 hours total recorded in logbook

A somewhat shorter flight early this morning brought my total hours logged to 50.8. Rather discouraging when I'd hoped to have my license by now. I was encouraged, however, by some slight progress in a considerable improvement from the day before.

We stayed in the pattern at OSH this time and made three or four landings and one "bounce-and-go" on Runway 31. With the exception of the latter, they were all fairly good though I still tend to flare a little high. Perhaps the wide runways, low-wing vs. high-wing, and nosewheel vs. tailwheel are contributing factors in this issue but I hope, whatever it is, that I'll soon overcome it.

The somewhat gusty wind along with a bit of spilled oil which came from the engine compartment and lightly spattered the windshield were the main reasons Jim decided to end our lesson earlier than usual. He had my heart in my throat for a few moments though, when he told me to taxi to the fuel pump after only four landings! I was afraid he was going to make me solo! But both he and I know that I'm not quite there yet though I'm getting ever closer. He again complimented me highly on my radio work and I was again thrilled to hear it. Yes, though slow, I am making progress.

Perseverance

Lesson 42
5-14-13
1.0 hours logged
50.3 hours total recorded in logbook

Another flying lesson this morning...

Though we were scheduled to fly at 9:00, we didn't actually get off the ground until much later for several reasons. My preflight inspection revealed that the towbar attach point was broken and the plane is simply too heavy for me to pull out alone without it so I had to wait until Jim arrived to do this. I'd also noticed that an entire row of screws was missing on the nosewheel fairing. By the time we'd tracked down and installed the appropriate replacements with the assistance of one of the mechanics and Weeks, we were quite delayed. Since it was in the interest of a potential safety concern, I couldn't mind too much but nevertheless, I was glad when we were finally able to start up and taxi out. I soon found it was going to prove a day of new learning experiences.

We were assigned Runway 18 for takeoff. I've never yet used this one but it was our only option for, although the wind was fairly insignificant and it really wouldn't have mattered too much which runway we used, all the others were closed because the grass around them was being mowed. A new runway meant new taxi instructions to not only read back but also to remember and follow--somewhat more of a challenge than you might think. 

Having reached the hold-short point of our runway, we went through the pre-takeoff checklist which, of course, includes the engine run-up. Everything was routine until this point but as I turned the key to the right mag position, the engine began to run very rough. Clearly, this was unacceptable for takeoff and I looked questioningly at Jim. His diagnosis was fouled spark plugs from taxiing a somewhat longer distance with the mixture too rich. He showed me how that by increasing RPM and leaning out the mixture as much as possible the situation could be remedied by burning the deposits off the spark plugs. It took a few minutes but at last, the problem was taken care of and we were ready to go.

Waiting to go

Cleared for takeoff and a departure to the south, we headed toward Fond du Lac where Jim had decided we would spend the lesson. Thus began another learning experience. FLD is of course of non-towered airport and so that was one adjustment to make as far as radio communication goes. Then of course, there was the challenge of flying to a new and unfamiliar airport. Finding it was not at all difficult--I've driven past it a hundred times on the highway after all but there's a difference between what you see from the ground versus the air and so yes--having never before flown in there, it was unfamiliar.

The planning for our landings there began the moment we left the OSH Class D airspace. We got the wind info at FLD and found it to be different in both direction and velocity than it had been at OSH. We knew we'd use Runway 27 based on the info we'd gotten so the the next thing was planning how we'd enter our pattern and descend to pattern altititude by which time, believe it or not, we were practically there! From then on, it was back to the old pattern work with the added twist of being at a different airport and using a runway too short for stop-and-goes. It was just as well. The taxi back to the runway threshold after each landing gave me a couple minutes to relax, regroup and prepare for the next time around. I did alright I guess but for some reason found the adjustment to this airport more difficult even than Appleton. Maybe it was the difference in size.

Since it was now mid-morning and the air quite warm, it was also a little bumpy. That always makes things more interesting! Then, after a few, well, shall I say "normal landings?", Jim had me try a few with power off in a simulated engine failure in the pattern. Again, a new experience in this plane and one that changes the normal landing pattern and procedures just when I'd begun to adjust a little. It felt like a lot and I was relieved when Jim told me to take us back to OSH.

Now it was time to go back to the towered airport environment. In short order, we were cleared to land on 18, the same runway on which we'd taken off, and I came in around for the final landing of the day. How was it? I groaned as we touched down with a pronounced jolt. I'd done it again; I'd flared way too high. Not a very encouraging end to an already stressful lesson. I sighed with disappointment as we taxied to the fuel pump. When will I ever get it? Once again, thoughts that it shouldn't be taking this long haunted me and feelings of discouragement again crept into my heart. I was doing so well as of Thursday last week. What happened? Dejectedly, I taxied back to Weeks. Learning to fly, perhaps more difficult than anything else I've ever done in my life has exposed my learning weaknesses and has shown me myself as I truly am. Will I ever gain the confidence and skill I need to become a safe and competent pilot? Can I do this? Can I keep on? I must!

Deep in concentration at FLD

A Three-Day Transformation

A Three-Day Transformation
5-9-13
1.0 hours logged
49.3 hours total recorded in logbook

 Next morning, in spite of some earlier doubts about the weather, we flew again. When I met Jim at the hangar at 7:30, there were a few clouds but they were high and the sun shone easily through them. The wind again was less than five knots. Again, another perfect morning for flying. Rather than stay in the pattern the entire time however, Jim had a different plan for the day's flight.

Once we were seated in the plane, Jim spent the next ten or fifteen minutes quizzing me on what this or that instrument, lever, or switch does or how it operates. I knew most of the answers, but it was a good exercise for me to give the answers verbally and I was almost surprised to find that I actually could.

Cleared to the west, we took off, made right traffic, and exited the pattern. Near Rush Lake, we made clearing turns to right and left then Jim had me try a power off stall. Reducing power a little at a time I flew first at 80 mph, then 75. At 69, I was expecting the stall within seconds but was amazed to find that at 65, we were still flying (though very sluggishly) despite our nose high attitude and the fact that the throttle was now pulled all the way to idle. Finally, somewhere between 65 and 60 the wing could fly no longer and the nose dropped. Almost reflexively, I released back pressure on the stick, added power and we were again in level flight. It was actually rather fun and had we had time for it, I would have done another but today we were flying to Appleton and had to be on our way.

I pointed the nose northeast and tuned in the Appleton ATIS, then called the Appleton tower--I thought. When it was Oshkosh which replied, I realized I'd forgotten to switch the frequency! That was a little embarrassing! Now on the correct frequency, I called Appleton tower and reported our position. They asked my altitude. I gave it and we were told to report entering a right downwind for runway 21. We had flown below some hazy gray clouds and a little rain sprinkled the windshield.

Still a few miles from entering the pattern began the work of slowing the airplane down. Without a reduction in power, the plane will never get down to pattern altitude so you must start early. Once in the pattern, everything was just the same as at OSH. I didn't calculate my first turn to final very well but still managed to get realigned to the runway and apply full flaps before touchdown. Braking to a stop, I readjusted the flaps for takeoff and, applying power, we were on our way again, this time making left traffic. I did better with approach this time and also found I was doing a much better job of coming down on centerline at touch down here than at OSH too. You wouldn't think it would be hard to do but remember, once you're in the landing flare, the nose is high and you can't see a thing in front of you and when the runway is so wide you can't easily tell if you're off to one side or not.

We flew one more pattern and made another decent landing before requesting permission to exit the pattern to the south. It was given and we were on our way back to OSH. We requested a frequency change which, though denied at first, was given a few minutes later. After getting the ATIS info at OSH, I made the position report and we were told to report a three mile left base for Runway 9. A couple minutes later, I made the report and we were cleared for the option on 9. A couple stop-and-goes and one touch-and-go around to a final beautiful landing completed our lesson for the day.

As we taxied to the fuel pump, Jim praised me highly. He said I'd done a great job and should be proud of myself. My landings were good and my radio work solid. I beamed with pleasure. My radio work solid? I never thought I'd hear those words! And my landings once again were good enough to restore a little of my self-esteem and confidence! Two days ago, I expected that would take a month! What a transformation had taken place over just three days! Of course, most of the credit belongs to Jim for keeping on me about the pitch/power adjustments and continually repeating while in the pattern, "Keep it at 90! Keep it at 90! Don't let your speed get above 90!"

Nothing could keep the grin off my face as we taxied back to Weeks, pushed the plane back inside, closed the doors and then sat down to fill out paperwork and talk over the lesson. "You did a good job today," Jim told me again, then added that he could've probably soloed me today only he wanted me to have a little more practice landing in stronger winds. My mouth dropped open. Solo? Oh my! I guess I have come a long ways in three days! After scrubbing down the windshield, I tripped away with a light heart and step, well satisfied with the day's lesson.

Flying--a Great Way to Start the Day!

Lesson 40
5-8-13
1.0 hours logged
48.3 hours total recorded in logbook

Early the next morning, I was back at the hangar ready for another lesson. Jim had asked if we could fly at 7:00 instead of 8 that day as he had an appointment to get to. I agreed even though it meant I'd have to arrive at the hangar about 6:30. I pushed open the big hangar doors, then pulled the plane out on my own for the first time. It's a sight heavier than a Cub! 

By the time I'd completed my preflight, Jim had arrived and we were ready to go. Like the day before, the wind was calm, the sky clear and the temperature warm. Another beautiful morning for flying! Also like the previous day, we stayed in the pattern the entire time, again doing stop-and-goes.

I did somewhat better that day and felt the handling of the plane begin to feel more settled and routine though I still had to keep a sharp watch on the airspeed and altitude so as not to let one or the other, or both, get away. My landings were getting better too, though I still had a bit of a tendency to flare high and couldn't seem to come down right on the runway centerline.

I guess Jim figured I was ready to start handling the radio in the pattern also so this added a new item to the patternwork mix. I did alright though. Well after 7 takeoffs and landings, we at last came around a final pattern for our final landing of the day. Back at Weeks, Jim told me I'd improved considerably from the day before. My only real snafu was the time I forgot to turn downwind until Jim reminded me to, by which time I was ridiculously far from the airport. Up until this point however, Jim had always been telling me when to make my turns and so I think I'd come to rely on this. I was so absorbed in keeping my speed down that when Jim didn't say anything, I didn't even think about flying the pattern! It was a rather embarrassing mistake but Jim said that once I got back where I was supposed to be, I was in perfect control and did fine and, I might add, I never forgot to turn again.

Since Jim had to get off to his appointment, I told him I could put the plane away by myself. I'd gotten it out alright after all. So Jim left. I cleaned the windshield and just as I was opening the doors to put it back in, a couple guys came over from Weeks and one of them offered to help me. I was much obliged. It is a heavy plane and I still find that towbar a little difficult to handle--but I'm getting better at that too.

With the plane safely stowed and the doors closed once more, I went my way. As Jim said, flying is a great way to start the day! I must agree. I liked flying early like that. the air is still so fresh and smooth. It's great!

Like Starting Over

Lesson 39
5-7-13
1.0 hours logged
47.3 hours total recorded in logbook

The weather has been really beautiful this week--in the 70's, sunny, clear--it's perfect. The grass has come up thick and green, there are tiny leaves on the small trees and buds about to burst on the hickorys. The tulips budded almost overnight and are now in full bloom. It's beautiful. Beautiful flying weather too.

Preflight complete, we taxied out, this time to Runway 9 on the opposite end from 27. Having completed our pre-takeoff checks and run-up, we had to continue to hold short of the runway for a few minutes. Apparently we were not the only ones who thought it a beautiful day for a flight. We had to wait for two planes to land before we could take the runway. Reminding the controller that we were still holding short of the runway, he cleared us for takeoff. At last we were on our way.

Waiting to take off as a Cessna 150 comes in for a landing.

We weren't going far today though. We stayed in the pattern the entire time doing stop-and-goes. Jim handled the radio in the pattern so I could focus on flying and this was just as well. I had all I could handle just slowing the plane down enough to land. Even keeping the plane slow while flying the pattern, though tough, is essential when sharing it with slower aircraft.The RV-6 was not designed for pattern work and so is not ideal as a primary trainer but I view it this way: If I can fly a Cub at one end of the performance spectrum and the RV-6 which is toward the opposite end as far as single-engine airplanes go, I figure it should be fairly easy to fly the 150s and 172s that fall in between in their performance characteristics.

Jim flew one landing with me and then let me try. I'm sure I flew the pattern far too fast and was very much behind the plane the entire approach with the consequence that my first landing was a total wreck! Well, not literally. I had made the somewhat bitter discovery that it is possible to make a bad landing in that plane. I was so disappointed in myself! I thought my days of making those kinds of landings were over! How wrong I was. A few more landings were a considerable improvement over that first one but I still had trouble slowing it down in the pattern. It seemed that all I'd have to do was glance away for a second and I'd suddenly be coming up on 100 mph!

Contemplating the day's lesson

When at last we made the final landing and exited the runway, I told Jim it's like starting out all over again and, in a way, I am. It's a totally different airplane than the Cub. But still, I found the thought rather depressing. I've already been at this so long and a part of me feels I should have been done with my flight training long ago even while I keep trying to tell myself it doesn't matter how long it takes to get to the end as long as I get there. Why is it taking so long?  Jim tried to tell me I'd improved greatly in that lesson but I felt keenly my lack of confidence. I'd hoped to solo the RV-6 at OSH before June 15, the date the tower is set to close, but I could see this hope quickly fading. Solo seemed months away! The discouragement with which I have often struggled throughout the course of my training was weighing heavily on me as I taxied to the fuel pump at the close of the lesson.

Back at Weeks, Jim again pointed out the progress I'd made in the day's lesson and assured me that I will continue to improve. I hope so. It feels like I've such a long ways to go.

Back to the Traffic Pattern

Lesson 38
5-1-13
1.0 hours logged
46.3 hours total recorded in logbook

Though a lesson scheduled for yesterday morning had to be scrapped because of thunderstorms in the area, today dawned sunny. The winds were not too strong and the morning air was smooth. Jim went over the plan for the day's flight with me after I'd preflighted the plane then we were climbing in and were soon ready for takeoff at 27. I find the ground handling gets a little easier each time as I continue to readjust to it.



What a VOR indicator looks like

 Once airborne after a smooth takeoff, Jim showed me how to fly the 275 degree radial using the VOR. As I said in my last post, I had an introduction to this instrument at my previous lesson and, though understanding them for the written test gave me fits, I found it to be a relatively straightforward instrument to use. Flying this course soon had us over our destination only about 12 nautical miles outside of OSH--a narrow strip of green scarcely distinguisheable as an airstrip unless you could see the white specks on either end which marked the thresholds or the windsock off to one side. I flew right over it the first time without ever seeing it and only after circling back did I finally make it out.

We flew a few practice patterns around it, first at high alititude. I practiced maintaining speed and alititude with pitch and power adjustments just as we'd done at my last lesson. The only difference was that now we were flying the rectangular course that makes up a standard traffic pattern. After a few of these, Jim had me take it down a few thousand feet where we did the same thing at lower altitude and slower speed but still without descending on the final leg. At last, however, he had me do this too and then had me hold that low altitude over the runway before adding power back in and climbing away.

Now it was time to try it at OSH, the "big" airport. I called the tower and we were given permission to fly a straight-in approach to runway 9. As we neared it, we began a descent for a low pass over the runway. About a wingspan over the runway, I flew most of its length then added the power back in and flew an entire pattern, extending my downwind leg so as not to "catch" another plane that was just turning final for our runway. In the RV-6 it's extremely easy to find yourself suddenly flying a good deal faster than the standard traffic pattern speed of 80 knots if you aren't precise with your control inputs. This particular type of airplane is built for speed and it doesn't want to slow down which can be a good thing. I'm just not used to having

to make a plane slow down. The RV-6 has so much extra speed and power than I'm used to and it requires constant vigilance for me to stay on top of it because it's such a fast airplane! I'm still learning to keep that all under control. It has a tremendous amount of performance when compared to the Cub or even a Cessna 172, a very standard training airplane. Once you finally do get it slowed down however, it makes gorgeous landings as I discovered once again as we touched down and rolled out smoothly. It's really a sweet airplane once you've become aquainted with it. After fueling, we taxied back to Weeks. Another hour, another lesson, another step closer...



My instructor, Jim, and I after the flight

Back to Basics in a Still Unfamiliar Airplane

Lesson 37
4-25-13
1.0 hours logged
45.3 hours total recorded in logbook



Climbing up above the clouds



Per our prior arrangement, I arrived a few minutes before our scheduled flight time to preflight the plane and pull it out of the hangar. Jim arrived and we were soon buckled in and ready for another flight. We taxied out to runway 27 and after being cleared, took off into a slight crosswind from the right. On climbout, we altered our course to the left to allow the jet which took off behind us to pass safely. That's one thing I never had to worry about that down at HXF!



Over Omro



There was a broken layer of clouds at about 2800 feet but we had soon climbed above them and over a sizeable hole, we picked up where we'd left off the day before with practice holding various airspeeds and altitudes using stick (or elevator) to control the former and throttle, the latter. Today we also added in the use of flaps. We were over Omro for a while and it was here we finally descended below the clouds and turned back towards OSH. Now Jim showed me how to use the VOR to navigate back to the airport (even though I knew right where it was). It was exciting to try my hand at this entirely new mode of navigation. The Cubs at CubAir are not even equipped with VOR receivers and so I'd never had opportunity to use one before, though of course I've seen them in other planes. With such an instrument available in most planes, you'd think it would be impossible to get lost!

Over OSH. The tower is at center.

As instructed by the tower, we entered a right downwind for 27 and Jim took over the radio so I could focus on flying. Right up until then, he'd let me handle everything on the radio and I was both surprised and delighted to find that I could actually do it! I do, admittedly, have little faith or confidence in my own abilities at times.



Now descending on final and finding that the wind had picked up considerably since takeoff and had become rather gusty, Jim decided to turn our planned touch-and-go into a low pass over the runway. The plane before us had aborted their landing and opted to switch over to runway 36 so as to be a little more into the wind. We followed them around the pattern for that runway and did another low pass then at last entered yet another pattern, this time for runway 31 (even more into the wind)  where we at last touched down and taxied to the fuel pump. As we climbed out, we found the wind not only strong but quite cold also. I was glad to climb back into the cockpit and get the required taxi clearance back to Weeks.



On final for Runway 31

After cleaning the plane up a bit, filling out paperwork, and a debrief, I was free to go, again with joy in my heart at being able to fly again. I guess I won't take take it for granted quite so easily again. If there's one lesson I learned from that seemingly endless wait, it's simply to appreciate every time I am able to fly as a gift and a blessing.

To Fly...

Lesson 36
4-24-13
1.0 hours logged
44.3 hours total recorded in logbook

In spite of differing forecasts--everything from snow and rain to partly sunny--the day turned out very beautiful indeed--sunshine and blue skies and--yes! oh yes!!!--I flew today! At long last, I flew!!! At ten days shy of five months since my last flight, my long unasked for furlough from flying is at last, it appears, over!

It was a while before I could convince myself to believe that the flight was indeed going to happen but once I was on my way to Oshkosh, I was flying almost before I'd even reached the hangar! In twenty minutes, I was there, had met Jim Kress, and, in short order, we were preflighting and pulling 6YE (the RV-6) out into the sunshine. It was much warmer than last time I flew in it I realized as I noted how easy it was to buckle in over a light jacket rather than the thick winter coat I had worn at my last lesson. Jim climbed in and seated himself beside me and, after a review of the panel, we were ready to go.



Holding short of Runway 27 before takeoff

 I couldn't suppress a smile as I turned the key in the ignition and watched the propeller blades spin individually at first, then become a blur as the engine caught and roared to life. How good it sounded! We listened to the ATIS broadcast--winds 270 at 11 knots gusting to 15--then called ground control and taxied out. Preflight checks and run-up complete, we waited for another plane to takeoff ahead of us then runway 27 was ours! Lined up on the runway, I advanced the throttle to full power and in response to the roar of power, the little plane was soon speeding down the runway and had lifted gracefully into the air. "Airborne!" I heard Jim say and, oh! what a multitude of thoughts went through my head at that moment. To fly! How much is wrapped up in those simple words! It is pure joy and I closed my eyes for a second with a happy sigh and an unspoken prayer of thankfulness that the endless wait was over at last! The thrill of flight! How I've missed it!

 

We climbed out to the west and I was amazed again by the responsiveness of the controls and the terrific speed (even though we were flying into the wind) with which we passed Rush Lake, were parallel with Green Lake and could see Berlin just ahead of us. Yes, those are some of the biggest differences between the Cub and the RV and I am continuing to adjust. The RV-6 simply has a lot more performance--higher horsepower and faster speeds--than I'm used to in the Cub.  

My lesson for today was, inevitably, review--turns, climbs/descents, slow flight. After not having flown for so long this is to be expected though I hated to backtrack, as it seemed. However, I determined to do my best to gain back as quickly as possible anything I had lost. I was also getting used to yet another new instructor, remember, but I found this to be an easy adjustment. Jim did a great job and I was quite comfortable with him. It was actually not the very first time I'd flown with him. It was he who took me up for an introductory flight in his Cessna 150 at Brennand Field on the very first International Learn to Fly Day, May 15, 2010. So to fly with him again was sort of like coming full circle. Who would have thought then that, three years later, I'd be well into my flight training and flying with him as my instructor? Strange how things work out! 

 

Below 4,000 feet it was rather bumpy so we stayed above that altitude most of the time doing a lot of work on slow flight. I had some difficulty staying precise with speed and altitude especially at first but got a little better as we continued. The hour slipped quickly by and soon we headed back toward the airport, entered a right downwind in the pattern and were cleared to land. We were a bit high on approach but flaps and a decrease in power put us where we needed to be on final. The runway came up to meet us and, a few seconds later, I felt the main gear gently contact the surface and the nosewheel follow. We were down. What a beautiful landing! I still can't get over what nice landings the RV-6 makes.

We turned off the runway and taxied to the fuel pump. After filling the tanks I got to call the tower for permission to taxi back to Weeks. Back at the hangar, Jim let me push the plane in then we pulled the great doors closed and my first lesson in months was complete. It was so good to be back at it once again!

The Turning of the Tide

April

The months that passed since I learned of Joe's getting a new job with the consequence that he would no longer be instructing with the EAA Employee Flying Club were slow and difficult. I strove in vain to find an instructor and plane together and at a price within my budget but it was all to no avail. I was getting pretty discouraged. Day after beautiful, sunny day passed in March and I could only experience them from the ground simply because I couldn't find an instructor! It was incredibly frustrating. The flying club does, of course, have other instructors, but none of them were available at the time.

At long last, however, the beginning of April brought the return of the club's main instructor for primary students, Jim Kress, from his winter sojourn in Florida. I had known he would be returning but had hoped I wouldn't have to wait that long to fly again. Well, in God's plan I did have to wait that long for reasons only He, as yet, knows.

As soon as I knew he was back, I contacted Jim but with the end of March there also came an end to the beautiful weather. The whole entire first half of April, the weather was not flyable for the most part so I had to wait a little longer. But I knew the tide had turned. The day was not far off when my wings would be restored. The long wait was almost over. In the meantime, there were a few things that happened which helped to buoy my spirits and which made the long wait seem, perhaps, a little more worthwhile.

One of these was an all-expenses-paid trip to the Air Force Museum in Dayton, OH (a birthday present from my brother-in-law, Matt, and and my sister, Naomi). We spent most of two days at the museum and could have spent another I'm sure. Below are a few pictures. I didn't include any from inside the museum as I would have had a hard time choosing just a few! I guess you'll just have to go and experience it for yourself which would be much better than looking at pictures anyway as pictures (even the outside ones) can hardly do it justice!

Monuments in the

beautiful memorial gardens

outside the museum.

The museum is immediately adjacent to Wright-Patterson
Air Force Base, the first military base I've ever been on!

The other event was a Launch Party send-off for EAA's WWII-era B-17 bomber in preparation for its leaving on tour as it does each year. Employees in attendance were entered in a drawing to receive a ride in the plane with an extra entry if you dressed up in the style of the era (1940's). Figuring it would be worth the extra entry, I did and (oh joy!) was one of the ten drawn!!! I haven't had my ride yet but it should happen sometime around AirVenture. As part of the festivities, we were allowed to explore the plane at our leisure and sit in the various stations as we chose. Quite amazing to think of spending six hours on a mission in one of these, bundled in heavy flying gear and an oxygen mask! A WWII veteran, Doug Ward, ball turret gunner on a B-17, was there and spoke of his experiences which, alone, was worth coming for! Gives me a whole new appreciation for these brave men.



Here I am in the pilot's seat! Wow!
Is this for real?!



Honored to have my picture taken with Doug Ward,
former B-17 ball turret gunner.

In a way, these two experiences sort of made up for the endless period of no flying, or, as I said before, at least made it seem just a little more worthwhile. Winning that ride was so much more than just luck. I believe it was a special gift from God to me--a sign that my aviation journey is not over yet by any means and will go on, an inspiration of hope for the future and, for that reason, it meant the world to me! Thank you, Lord!

What Patience Means

4-4-13

Today, it has been three months since my last flying lesson and the last time I was up--the hardest three months I've had yet to face in all of my flight training, not because of what I've been doing but because of what I have not been able to do. Having experienced the thrill of flight under no human hands but my own, knowing that I possess the capability to do this and yet am unable to, has made this trial all the more difficult to bear. It's ten times worse than waiting to begin flight training. You have only a vague idea of what it will be like then, but after you've had the life-changing experience of solo flight--well, nothing else is quite the same again and not being able to fly then is especially trying.



This plane flying by our house a week ago made a low
pass which seemed meant especially for me even
though I have no idea who the pilot was.



When I first started on this journey in earnest, now almost a year ago, I never dreamed it would take this long. I thought I would easily be able to complete it over the summer. Then, when a month and a half passed without a single lesson and I still had not soloed, though somewhat disheartened, I thought, surely I can finish in October, or maybe by my birthday. I finally soloed in September but October's weather was contrary and flying that month was very sporadic. Still, I clung to the seed of hope planted by Stephen, my instructor, that I could finish by Christmas. November saw a turn in the weather, slight, but enough that I had a decent number of lessons and was able to complete my first solo cross-country flight in early December. Soon after this, I made the transition to Oshkosh to begin work on my instrument, night flying, and towered airport work but my hopes of finishing by Christmas had already faded as reality struck again. I had only just begun my instrument work when weather, mechanical problems with the plane and finally, the loss of my instructor intervened to bind me once more firmly to earth even while my heart yearns to be soaring again.

Though I've looked into several options to continue my training nothing has worked out yet and most of them have turned into dead ends. Finding an instructor and a plane together in the same place has proved far more challenging than I ever imagined it could and as I run up against brick wall after brick wall the fight against discouragment grows ever more difficult. It would seem all circumstances are conspiring against me to keep me grounded.

In the midst of all of this, verses like the one I shared in my last post and Ps. 37:4-5 and 84:11 continue to provide the only hope I have to cling to.


It's still hard to see others fly when I cannot but I cannot
 rightly begrudge them their happiness so I strive
 to rejoice with them.



"Delight thyself also in the Lord; and he shall give thee the desires of thine heart. Commit thy way unto the Lord; trust also in him; and he shall bring it to pass."

"For God is a sun and shield: the Lord will give grace and glory: no good thing will he withhold from them that walk uprightly."

I also read these timely words by Lane Wallace from her column in the December 2012 issue of Sport Aviation. She tells the story of her stepson's circuitous route to his pilot's license and, while I don't agree with everything in the article, it certainly struck a meaningful chord with me, particularly this paragraph:

"In point of fact, those goals we set out for ourselves, that seem so straightforward, but prove so circuitous and challenging, might even teach us far more important lessons than the ones we set out to master. Even if one of those lessons is simply the importance of persistance. The goal attained might not be any sweeter for the length of time it takes to achieve it. But the degree of wisdom attained in the process is almost always greater."

I share all of this here only to ask that you would pray with me and for me that I would trust a little longer, have faith that God has a reason for this waiting, and learn the lessons He has for me even in the midst of this most trying part of my aviation journey. Perhaps one of these is simply patience.