Meanee
Line Up and Wait
So, I knew this day would come. To me, "when am I going to solo" was simple. Instructor was upfront about it. Did not do this "Ok, I am going to go, you go fly" surprise thing.
Day started in Linden, NJ. Due to CFI's insurance policy, he cannot let students solo in his PA28-161. And he has ties to the FBO in KXLL. About 57nm away. So, I was told to plan a cross country to KXLL, returning to N12 (small airport in Lakewood, New Jersey) and from N12 to KLDJ. Flight plan done, WX-BRIEF called, no TFRs, calm winds, clear skies, off we go.
During my cross country I noticed that I cannot keep nose pointed in the right direction. Kept drifting to the right and always correcting myself. By the time I was done, I was off course. Since I did not plan out VORs for this leg, and flying to ground reference alone, and hazy weather adding up to all of this, flight was challenging. Contacted Allentown approach, who directed me to a different course. CFI told me that he wanted to see how am I going to deal with this mistake. I did not have to talk to approach (Class C, but I was under it), but decided to get advisories. And got a vector to KXLL as well. Landing in KXLL was uneventful. A bit left crosswind, which I did not completely correct for, so landing was somewhat bumpy. Parked airplane, me, CFI and my girlfriend who volunteered to go, all went to FBO.
At FBO, I was told that aircraft that my CFI booked was not available for next hour or so. Time spent by studying a generic short version of POH (which curiously had NO emergency procedures) and doing pre-solo written. All questions answered except ADIZ. A bad reminder from my previous CFI, who told me that TFR is actually ADIZ, and if you file a flight plan, you can fly in it. Still 30 minutes to kill, so I started planning cross country back. Distances, VORs, fuel, speed done. Did not do winds, since they may change.
1pm, my reserved aircraft arrived. Grabbed a copy of a checklist, went to preflight. Tons of differences between Cessna and Piper. Different strainers, flaps, etc. 110hp engine vs 180hp on Piper. On a preflight, notice and tell CFI that rudder is flopping around like nothing is holding it. Got into cockpit, pushed pedals, tested rudder reaction, all seems ok, except WAY too easy to push pedals. Noted that to the CFI too.
Preflight done. Now need to get used to the checklist. Different format, different settings (runup, for example, 2000rpm on Piper, vs 1700 on Cessna), but pre-start complete. Starting engine, taxi checklist done, off we go to the runup area. Now, remember where I noticed that rudder pedals are very easy to push? This is where I noticed that they do not do jack to the front wheel. Told this to the CFI, who mentioned that control rods (Nope, not the nuclear reactor ones) are probably removed. Prop wash hitting rudder helped with steering it on the ground, but most of the time, I had to use differential brakes. Went to runup, all complete, takeoff.
In flight, C152 was not that much different. I did not use full flaps on landing, and it seemed ok. What annoyed me to no end is that high wing blocks the view of the field. Not what I was used to in Piper. 2 Touch and Go's done. Was told that next one is full stop. Downwind, instructor pulls throttle to idle, lowers all flaps, and told me that I just had an engine failure. A bit nervous, forgetting the checklist (new checklist, would've taken me few minutes to find the procedure), and forgetting to tell the CTAF that we are simulating engine failure, I established glide speed (thanks, pre-solo written), turned towards the field. Tried to trim, but spent more time looking for that sweet spot. Abandoned the idea, and continued towards the field. Trying to bleed off some altitude, overshot the final (on purpose), and returned back to the runway. One of my best landings in a while! Was told by CFI to pull off the next taxi way, and happy that all is ok, I pushed the brakes. Then I realized that Cessna reacts to this differently. Plane's CG seemed to shift forward, and I released the brakes to counter that. Got off the runway, after landing checklist done, ok. CFI asked me to show him brake technique again. Told me to go on the runway, report that we are doing fast taxi. Got up to 50kts, pulled throttle to idle, and properly used brakes this time. Took me a bit longer to stop, but nice, safe, smooth. Instructor asked me how I am feeling, and told me to drop him off at one of the taxiways. I was given instructions to do 2 landings, all to full stop and taxi past him on every landing. And off I go!!!
======================== THIS IS WHERE I REALIZE THAT "HOLY (#*$, RIGHT SEAT IS EMPTY! ===============================
Immediately, my map goes on it. Ahh freedom. Did you all know that C152 is quite roomy when there's only 1 person in it?
Started by taxiing to Hold Short line for 25. Wind's good, headwind, almost no crosswind component. Instrument check, all good. Look both ways, report that I am taking 25, remaining in left pattern. No reply. Awesome. I am about to take off! Alone! No instructor! Only me at controls! This should be illegal! I give it a bit of throttle, cross hold short line a bit, and radio breaks "Queen City Traffic, Mooney turning base, Runway 7". Ok, not good. "Mooney, this is Cessna on Rwy 25. Are you close to landing? I was about to depart" "Mooney will land in a minute, will report when active clear, you should have me in sight". I didn't. KXLL has a small "hill" of a runway. "Cessna on Rwy 25 will hold. Note that I am half way in position". Ok, minute passes. "Queen City Traffic, Mooney cleared active". I report that I am departing 25, give it another 10 seconds to make sure that nobody decides they need to land. Position. Brakes. Throttle in. RPM rises. Brakes off. Rolling. Rotate, TAKEOFF! I AM IN THE AIR. ALONE! Ok, awesome. Now, how about I fly this damn thing? Remembered noise abatement, turned right to go around a small group of houses right at the end of 25. Turning base. "Queen City Traffic, Cessna 172 entering downwind, Rwy 25" and I do not see him. Report myself that I am in crosswind. Saw the Cessna, announced myself as #2 for landing and that I have traffic in sight. Turned final, perfect glideslope. Touchdown. I expected to bounce around on runway, but remembered my training, made a smooth landing. Pulled off the runway, passed the CFI, who gestured me for another round in the pattern.
2nd takeoff was uneventful. Nobody trying to land, no traffic at all. At hold short line, habit kicked in, I check all instruments. Oh look. Am I really going to take off with 20 degree flaps? Let's set them to 0 before bad things happen. Flaps retracted, uneventful takeoff, uneventful pattern, and pretty good landing. Longer landing roll than the first one, but hey, PLENTY of runway left. Turned off the runway, went to my CFI who flagged me to stop. He got in, and we taxi to the FBO. With a huge grin on my face, and sweat dripping from forehead, I hop out of this 152, and get a congratulations from my CFI and girlfriend, who was observing everything from a ground.
I was given an option to fly a bit more, but METAR showed overcast moving in. So, tie down, pay, plan out winds for my flight back, hop into Piper and off we go. Some hood work on the way (that thing is torture. But I learned to trust instruments) and we are done.
Result: 0.3 time in my logbook as Solo and PIC. 2 entries on my logbook endorsements (pre-solo written and solo), and a signoff on my medical/student certificate.
Day started in Linden, NJ. Due to CFI's insurance policy, he cannot let students solo in his PA28-161. And he has ties to the FBO in KXLL. About 57nm away. So, I was told to plan a cross country to KXLL, returning to N12 (small airport in Lakewood, New Jersey) and from N12 to KLDJ. Flight plan done, WX-BRIEF called, no TFRs, calm winds, clear skies, off we go.
During my cross country I noticed that I cannot keep nose pointed in the right direction. Kept drifting to the right and always correcting myself. By the time I was done, I was off course. Since I did not plan out VORs for this leg, and flying to ground reference alone, and hazy weather adding up to all of this, flight was challenging. Contacted Allentown approach, who directed me to a different course. CFI told me that he wanted to see how am I going to deal with this mistake. I did not have to talk to approach (Class C, but I was under it), but decided to get advisories. And got a vector to KXLL as well. Landing in KXLL was uneventful. A bit left crosswind, which I did not completely correct for, so landing was somewhat bumpy. Parked airplane, me, CFI and my girlfriend who volunteered to go, all went to FBO.
At FBO, I was told that aircraft that my CFI booked was not available for next hour or so. Time spent by studying a generic short version of POH (which curiously had NO emergency procedures) and doing pre-solo written. All questions answered except ADIZ. A bad reminder from my previous CFI, who told me that TFR is actually ADIZ, and if you file a flight plan, you can fly in it. Still 30 minutes to kill, so I started planning cross country back. Distances, VORs, fuel, speed done. Did not do winds, since they may change.
1pm, my reserved aircraft arrived. Grabbed a copy of a checklist, went to preflight. Tons of differences between Cessna and Piper. Different strainers, flaps, etc. 110hp engine vs 180hp on Piper. On a preflight, notice and tell CFI that rudder is flopping around like nothing is holding it. Got into cockpit, pushed pedals, tested rudder reaction, all seems ok, except WAY too easy to push pedals. Noted that to the CFI too.
Preflight done. Now need to get used to the checklist. Different format, different settings (runup, for example, 2000rpm on Piper, vs 1700 on Cessna), but pre-start complete. Starting engine, taxi checklist done, off we go to the runup area. Now, remember where I noticed that rudder pedals are very easy to push? This is where I noticed that they do not do jack to the front wheel. Told this to the CFI, who mentioned that control rods (Nope, not the nuclear reactor ones) are probably removed. Prop wash hitting rudder helped with steering it on the ground, but most of the time, I had to use differential brakes. Went to runup, all complete, takeoff.
In flight, C152 was not that much different. I did not use full flaps on landing, and it seemed ok. What annoyed me to no end is that high wing blocks the view of the field. Not what I was used to in Piper. 2 Touch and Go's done. Was told that next one is full stop. Downwind, instructor pulls throttle to idle, lowers all flaps, and told me that I just had an engine failure. A bit nervous, forgetting the checklist (new checklist, would've taken me few minutes to find the procedure), and forgetting to tell the CTAF that we are simulating engine failure, I established glide speed (thanks, pre-solo written), turned towards the field. Tried to trim, but spent more time looking for that sweet spot. Abandoned the idea, and continued towards the field. Trying to bleed off some altitude, overshot the final (on purpose), and returned back to the runway. One of my best landings in a while! Was told by CFI to pull off the next taxi way, and happy that all is ok, I pushed the brakes. Then I realized that Cessna reacts to this differently. Plane's CG seemed to shift forward, and I released the brakes to counter that. Got off the runway, after landing checklist done, ok. CFI asked me to show him brake technique again. Told me to go on the runway, report that we are doing fast taxi. Got up to 50kts, pulled throttle to idle, and properly used brakes this time. Took me a bit longer to stop, but nice, safe, smooth. Instructor asked me how I am feeling, and told me to drop him off at one of the taxiways. I was given instructions to do 2 landings, all to full stop and taxi past him on every landing. And off I go!!!
======================== THIS IS WHERE I REALIZE THAT "HOLY (#*$, RIGHT SEAT IS EMPTY! ===============================
Immediately, my map goes on it. Ahh freedom. Did you all know that C152 is quite roomy when there's only 1 person in it?
Started by taxiing to Hold Short line for 25. Wind's good, headwind, almost no crosswind component. Instrument check, all good. Look both ways, report that I am taking 25, remaining in left pattern. No reply. Awesome. I am about to take off! Alone! No instructor! Only me at controls! This should be illegal! I give it a bit of throttle, cross hold short line a bit, and radio breaks "Queen City Traffic, Mooney turning base, Runway 7". Ok, not good. "Mooney, this is Cessna on Rwy 25. Are you close to landing? I was about to depart" "Mooney will land in a minute, will report when active clear, you should have me in sight". I didn't. KXLL has a small "hill" of a runway. "Cessna on Rwy 25 will hold. Note that I am half way in position". Ok, minute passes. "Queen City Traffic, Mooney cleared active". I report that I am departing 25, give it another 10 seconds to make sure that nobody decides they need to land. Position. Brakes. Throttle in. RPM rises. Brakes off. Rolling. Rotate, TAKEOFF! I AM IN THE AIR. ALONE! Ok, awesome. Now, how about I fly this damn thing? Remembered noise abatement, turned right to go around a small group of houses right at the end of 25. Turning base. "Queen City Traffic, Cessna 172 entering downwind, Rwy 25" and I do not see him. Report myself that I am in crosswind. Saw the Cessna, announced myself as #2 for landing and that I have traffic in sight. Turned final, perfect glideslope. Touchdown. I expected to bounce around on runway, but remembered my training, made a smooth landing. Pulled off the runway, passed the CFI, who gestured me for another round in the pattern.
2nd takeoff was uneventful. Nobody trying to land, no traffic at all. At hold short line, habit kicked in, I check all instruments. Oh look. Am I really going to take off with 20 degree flaps? Let's set them to 0 before bad things happen. Flaps retracted, uneventful takeoff, uneventful pattern, and pretty good landing. Longer landing roll than the first one, but hey, PLENTY of runway left. Turned off the runway, went to my CFI who flagged me to stop. He got in, and we taxi to the FBO. With a huge grin on my face, and sweat dripping from forehead, I hop out of this 152, and get a congratulations from my CFI and girlfriend, who was observing everything from a ground.
I was given an option to fly a bit more, but METAR showed overcast moving in. So, tie down, pay, plan out winds for my flight back, hop into Piper and off we go. Some hood work on the way (that thing is torture. But I learned to trust instruments) and we are done.
Result: 0.3 time in my logbook as Solo and PIC. 2 entries on my logbook endorsements (pre-solo written and solo), and a signoff on my medical/student certificate.
. Brought back memories of my first solo!
. 
