Palestine, TX FBO

This morning I started the day with a cross country flight. I intended to fly to College Station but enroute the CFI decided to divert us to other closer to home locations. We canceled flight following after playing hide-and-seek with a helicopter not far from Navarro Mills Resv. We went east to Palestine where the friendly FBO lady let us use her facilities and see the AWOS computer screen display.

Kyle Raper, CFII - standing on Piper LSA N921DD

We took off from Palestine headed a short distance to Athens, TX. By this time, the wind went from smooth to choppy. We bounced around at 2,500 ft. AGL towards Athens. That landing was fun and survivable!

Inbound for ADS, we stayed in turbulent air. I did most of the flight in my foggles. I almost wished we had gone to College Station but the wind was pushing on us so much we would have taken a boring long time.

Elliot admiring the view

Earlier this week I took Elliot up for a birthday flight. He had a good time but he said he was feeling "car sick" less than halfway through. We did a full stop at Caddo Mills where he got some candy before we headed back. This was a healthy challenge for me to take a 5 year old up. I had to teach him where to step for getting in, what not to touch or turn, and manage my flight with kid related interruptions. He kept wanting to put his feet on the joystick which would have pushed the airplane nose down. We talked about crashing and how we can prevent that by not putting his feet on the stick. In flight I had no feet problems from him.

Elliot during candy break

Elliot is five today! Out of parental guilt that he gets less attention than his older brother, we upped the ante with birthday plans by going to GattiTown. He had such a good time with his buddies playing games! Afterwards, he had fun at another friend's house celebrating her birthday. I'm sure he'll sleep good tonight.  :-)

This is the last year for Elliot to be a pre-schooler. He's doing pre-K this year then it's a pay raise for us (yay!) and Kindergarten for Elliot (yay!) next August. But this also means I need appreciate just where he is right now. It's his last year (well, 9 months left) of ultimate freedom. He's all play right now and few responsibilities. As he wiggles into slightly baggy new pants labeled 5, I am reminded how much he'll grow by this time next year and what a great age he is at now. I love his quirks, his thoughts about the world and how simple pleasures make him content. I also adore his smile and moments of hugs and kisses.

On the pilot front, I went for a flight Friday to Sulpher Springs with one of my CFIs. For most the flight there and back I was "under the hood". I did pretty good keeping my altitude and heading, and making adjustments as needed. I was also good at a steady decent in preparation for landing. Landing at Sulpher Springs was good if a bit long, so we taxied back instead of doing a touch and go. Going to Addison was fun. I kept the foggles on until we were well on final. In fact, when the foggles finally came off, I was staring at a threshold and ILS lights guiding me towards the landing. My landing at ADS was smooth and awesome.  :-)

I'm going up again tomorrow to take Elliot up with me in a light sport. He's excited to ride up front. If conditions are right, I may let him shake the wings a bit at higher altitude.  I may do a couple lazy-8s, a stall, and some s-turns. All stuff that's good to practice and somewhat entertaining for a young co-pilot.

Destination: maybe Caddo Mills.

But really, it doesn't matter much where we go so long as Elliot has a good time.

Last Friday I flew a short cross country flight from Addison to Durant, Oklahoma. Land lubbers know these cities are about 86 miles apart and would take about 90 minutes to drive there. For pilots, this is a mere 61 nautical miles taking about 40 minutes or less- in a Piper LightSport.

My Type

We had a stiff south wind that pushed us there in record time (ground speed 125+ knots) but made coming back home torturous (ground speed <85 knots).

I wore my "foggles" most of the way. There are a variety of vision limiting devices to help IFR pilots train.

Mine are comfortable and I'm convinced they didn't contribute to feeling nauseous like these type:

My CFI's Loaner

Of course, I didn't have to go fancy with my own frosted shades. I just choose to be somewhat stylish and comfortable, unlike these alternatives:

Duct Tape, mate?	Literally a hood

Ground school is tomorrow evening when we discuss navigation and radio calls. I'm looking forward to it like any good aviation junky.

Speaking of, there was another accident this week at Northwest Regional. This time it was the fault of an SUV driver driving in front of a landing airplane that caused the accident. Luckily, nobody got seriously hurt, although the student pilot is calling it quits for flying.

What gets my goat is the SUV drivers are frequent visitors to the airport, so they should know better! The husband and wife in the vehicle claim they didn't see anything, but video also shows they didn't stop to LOOK UP before crossing right by the end of the runway.

Situation awareness people!

And read a bit down how nasty the wife is right afterwards.
</ my soap box>

I will be taking flight lessons for an IFR rating. For those non-pilots reading my blog, here are some terms you may see and what they mean:

VFR - Visual Flight Rules - clouds are 3000+ ft up and you can see more than 5 miles away (think clear skies)

 MVFR - Marginal Visual Flight Rules - cloud ceiling is between 1000-3000 ft and/or you can only see 3-5 miles away

VFR

MVFR

IFR - Instrument Flight Rules - cloud ceiling is 500-1000 ft up and/or you can see 1-3 miles away

LIFR - Low Instrument Flight Rules - cloud ceiling is below 500 ft. and/or you can see less than 1 mile away (think fog)

IFR

LIFR

IMC - Instrument Meteorological Conditions - weather that requires flight by reference to instruments (clouds)

VMC - Visual Meteorological Conditions - flight by ground reference

IMC

ILS - Instrument Landing System - ground-based instrument approach systems with radio or high-intensity lighting that guide aircraft to the runway.

ILS

 Lessons will be in a Cessna 172 equipped with a Garmin G1000. I know C172s, and I'm looking forward to gaining experience on the G1000. 
(Here's a G1000)

I expect that getting IFR rated will be the most frustrating and most useful training to being a safer pilot. Best part is- I get to fly more!  :-)

Yes, we spent about $100 on a flight to Stephenville, TX for BBQ yesterday evening. (then we paid another $100 to come back home.) Since we decided we felt so liberated about not buying an older airplane that would cost us too much to comfortably keep over 10 years, we decided to treat ourselves (and the boys) to a short jaunt to Stephenville. The BBQ is very good, the atmosphere very outdoorsy and the flight was excellent there and back. Rusty flew us in while I took us back home.

Then, I found another Mooney today while saying good-bye to the previous "for sale" webpage. I noticed a newer only-slightly pricier Mooney for sale that had a nicer interior, that had a nice dash with IFR and weather instrument, that had new paint, low airframe time and years to go before an overhaul. This one is a 1978 M20C Ranger.

It's blue and white (y'all know how I feel about the color blue!). What I love the most about the plane is its affordability. I simply don't want to fly our finances into the ground. Whether we rent or buy, my bottom line goal is to be as economical as practicable. Excluding the occasional $100 dinner adventure!

There are some logistics to figure out. The plane is outside of San Antonio and we are not. The people selling the plane cannot fly the plane to meet us somewhere closer. "You'd have to come to us" the seller said.

It would take about 2 hours to fly there. But we can't fly it back to ADS ourselves because we're not yet certified for retractable gear. We'd need to have flight lessons in the plane that we're buying to be checked out as safe to land it.

To Buy or Not to Buy.

That was the question this morning.

We found a nice 1965 Mooney M20C for sale in Roanke, TX hangared at Northwest Regional. The plane was priced within our budget for a bank loan so we began the process of getting quotes and researching how to be plane owners: insurance, patio tie-down, annual maintenance and inspections, estimated fuel use for a year. I went on a test flight yesterday and was blown away at how easily it flies itself and accommodates the pilot. It had onboard weather, a Garmin 430 w/ upgrades, some new instruments and a nice auto pilot.

The plane as-is would fit our budget just fine. But looking 10 years out, the idea of ownership seemed to weigh us down. It's a 1965 airplane so in 10 years it will be a 50 year old plane. Most bank loans won't lend for airplanes over 50 years old. To get around that, we would need to make the plane sell itself by upgrading the paint (it currently has some chips but otherwise it's ok), upgrading the interior (from this to something like this), and upgrading the instrument panel (which has outmoded stuff that isn't used). And it would need a major overhaul costing at least $17,000 in the next 4-5 years.

These expenses stretched out over 10 years and divided into a monthly budget comes out to be more per month than the current rental rates where the planes are hangared and maintained for us.

I know the seller will be disappointed that we're turning down his airplane: we were so close. We already got approval for a loan, already called for a patio spot at Addison, already submitted information to an insurance company, already researched where to get upgrades.

Perhaps some day we'll find a pilot who's interested in a partnership who matches us in location and airplane needs. Or perhaps we'll find a plane that matches our budget better that we won't be stuck with.

Until then, we'll enjoy flying a variety of airplanes from renters and if we decide not to fly for some reason (health, budget, weather) we won't pay anything.

I am so excited to be taking off tomorrow morning!  :-D

I ran from work early to start my weekend. After this post I'll feed the family and start packing. After the boys go to grandma's I'll fill in my cross country flight plan with corrections for winds aloft and radio/weather frequencies at my checkpoints.

UPDATE: Although a Piper LightSport's Rotax engine can run on mogas (it's actually better to run on motor gas in the long run due to less build up around the spark plugs), the engine can also take avgas AND mixing should be fine. So we'll depart on mogas but refuel on avgas.  The rental place will reimburse us for gas charges upon return.

I'll be taking lots of pictures and make a detailed post upon return.

Our next trip will be to Lajitas Resort near Big Bend in south Texas. There's a private airport near the resort with transportation to and from.  What's the ocassion?

Rusty and I will be celebrating our 13th wedding anniversary!

The resort seems nice and has fun things to do like canoeing, ATV rides, skeet shooting, horse back riding and massage parlor.

Now we're in the trip planning mode- my favorite part!  I'm going to get sectionals today and reserve our rental plane. The boys will enjoy a weekend vacay with the grandparents.

The party was a smashing hit!  Everyone who attended had a good time.  I just wish more people were there.

I tried to fly today after work but there was no one at the hangar when I arrived. That alone might not have stopped me except the keys were locked in the office.  I guess a reservation isn't enough- next time I'll call to ensure someone can check me out.

With today's flight scrubbed, I'll try again tomorrow.

Oh!  And I got my official FAA Private Pilot license yesterday.  *grins*

We're planning a party! 
If you haven't been emailed or hand delivered an invitation, you can view the invitation details online:

It's been 5 years since we've thrown a party.

Why "flights.ringofsaturn.com"?

After the event, at some point, I'll change the 'flights' page to be a place for friends and family to request a flight.  There's no cost for flying.  As a private pilot, I can't charge a thing.  However, just like college road-trips, if you want to chip in for some expenses (such as fuel), I'll gladly accept a donation.

I love to fly and I'm looking for reasons to get out and get up. I hope you'll join us in celebration!

I am now a PILOT!

and not a student - yay!!

223 landings, 90.6 hours total

My designated pilot examiner, Alan Kasher, was so easy going and relaxed and practical about what he tested me on.  There were no surprise punches, no sudden requests to action, no lengthy exercises. I highly recommend him.  :-)

Of course, he passed me so perhaps my opinion is clouded.  heheh

Anyway, I planned a cross country trip to Shreveport as part of the exam which was used as a discussion point about navigation, diverting and general planning.  The oral exam was about an hour and a half I think but it felt way faster than that.  I answered all of his questions easily, some with rambling in detail as that's what I do when I'm nervous.

He prepped me about the flight before we left so that I knew what to expect.  I tuned into the Addison VOR on my way out pointing as if I were going to Terrell airport (one of my cross country checkpoints) then around Lake Hubbard he decided the cross country planning was sufficiently demonstrated so we moved on to unusual attitude recovery, did some slow flight, stalls of both types, steep turns and emergency landing procedures.  He gave me the option between s-turns or turns around a point.  Since my s-turns have been spotty in quality in this airplane, I chose the turns around a point and did well on that.

Then we headed to Mesquite for some landings. My first landing was a bit rough, I bounced a little, but I recovered nicely from it and he said it was fine.  I did short field landing, soft field landing, soft field take-off and take-off over a 50 ft. imaginary object.  All of these were completed nicely with compliments along the way.

We headed back to Addison.  I maintain altitude the whole way manually (something I struggle with in these light sports) but I did make a mistake on a radio call talking to Addison. It wasn't a big deal of a mistake but worth a mention after we landed and debriefed.

He shook my hand at the end as we were getting out and said "Congratulations, you did a good job. ... I'd fly with you again."

That was it!  We went inside, he printed my temporary certificate, signed it, discussed it then I was officially seen as a Pilot, not a student.

YAY!!

One year, two weeks and LOTS of money and time went into this effort. 

So what's next?  I want to be checked out on a Cessna 172 at a nearby hangar so I can share family trips.  I also want to fly half of the cross country trip next weekend to Lubbock.  I also want to throw a party and take some friends and coworkers up with me for the fun of it.  If you can read this, you're invited!  :-)

My checkride is scheduled for Sunday morning. I am both nervous and excited!

I am reviewing the Pilot's Operating Handbook (POH) for the airplane I'll be flying in, brushing up on typical oral quiz questions, and trying to remain calm.

*giddy*

I also need to prepare for a cross country flight to Shreveport, although we won't actually go there.

I am ready for this!  I am nervous, but I am ready!  :-)

*giddy*

By the way, I may be incognito this weekend whilst I do last minute studying.  If you can't reach me, I'm sure you understand.

BTW, the Piper SportCruiser (CRUZ) is classified as SP-GEN-AP if you ever have to do an IACRA form on the FAA site. :-)

This week I got endorsed to take my checkride.

yay!!

Now I'm waiting for the school's preferred FAA designated examiner guy to be available for testing. I'm told he only does weekends.  So far no response.  I'm worried he may not be available until the end of the month.  We'll see.  *fingers crossed*

Today I flew a couple patterns around Addison airport. I would have liked to have flown more but

1. I ran out of time, and
2. the winds changed to be more of crosswind component.

Also, the pilot side right brake was broken making it difficult to effectively taxi.  I could left like a champ but not right.  My CFI has on right side brake duty.

Meanwhile I'll be reading the Practical Test Standards and a little book called Pass Your Private Pilot Checkride.  And flying when it's affordable.  :-)

Yesterday I flew with my instructor demonstrating all the flying maneuvers we have been practicing.  Patrick recently said I was 90% ready for a check ride. Everything was spot on except for s-turns.  For some reason I either lose speed or lose altitude during s-turns.  I'll go up again tomorrow to practice on my own. I'm also on the schedule to demonstrate my improvement some time next week.  I'm scheduled for Tuesday afternoon but now that weather is in the forecast, I may have to be flexible. Thunderstorms are in the forecast for tomorrow through Wednesday.  :-(

Today Rusty & I hung out in the hangar with other pilots and students for the school's Kentucky Derby party.  People showed up all decked out in fancy clothing and ladies with derby hats. I wore a layered outfit and the derby hat leftover from Emily's bachelorette party.

The best part of the day was talking with other pilots.  I love hearing other people's stories about how they got to be where they are now. I also love hearing pilot stories.  I can't wait to get some good stories of my own.  I have a few, and look forward to more.  ;-)

On that note, my father-in-law seemed very interested in trying out a flight.  Once I have my license, I'll be looking for excuses to fly.

I got the day off of work today unexpectedly.  There was an electrical fire on the fourth floor that caused three floors to be evacuated for the day. The only reason why I'm not jumping for joy is that is that it happens to also be overcast (no flying) and Rusty is stuck on conference calls (no matinees or lunches out).

So I'll mill around the house, maybe run an errand, study steps for flight maneuvers, and eventually get kids from school.

My future self is already disappointed that I haven't aspired to greatness in my free day off.

I went up today to practice maneuvers. It was uneventful. But I still loved going up! I go up again tomorrow with an instructor much more prepared than last time.

I flew today practicing some maneuvers and being drilled on oral exam questions. It was uneventful for the most part. I know the areas I need to work on. I'm scheduled to launch again Thursday morning (solo) to practice the points I need to work on.

Then I''ll fly with my CFI again to demonstrate I've improved.

Then I'll earn an endorsement if I somehow "wow" him.

Then I'll prove myself to the toughest CFI at the school.

Then they'll schedule a checkride.

The end feels like it's drrrraaaaaagggging on.

We're looking at planes. I found a beautiful Bellanca for sale in the area with retractable gear and a powerful engine. There's also a Cessna 172P for sale in Houston that I'm eyeing up with a new motor and new interior. To help with costs, I've put out a Craigslist posting looking for other pilots to share the plane and it's associated costs.

http://dallas.craigslist.org/ndf/wan/2959873097.html

Although I would LOVE to continue flying the Piper LightSports, they just aren't made for family travel. Renting is fine for now, but ownership would give the ultimate freedom to just go. I'll let you know what comes of the ad.

Rusty is OFFICIALLY a private pilot! Today he got his nifty plastic card from the FAA. We've already gone on two family flights in the area using a rental plane. The first trip was to Tyler to visit the flight museum (how fitting) and the second trip was to Aero Country where we inquired about hangars. We met a few pilots there who informed us that Aero Country didn't have much hangar space for rent and that the previous owner of Airpark, David Noell, died last month.

Although we really want to park at Airpark because it's cheap and close to home, we're concerned about it's future as available airport. It isn't maintained and a landowner in the area wants to raze the airport and put in a shopping strip. Booooo!

As for me, I'm prepping for the checkride. I went up this week to practice stalls, s-turns and emergency landings. I'll go up again next week then plead for hopefully earn an endorsement to take the checkride.

I flew today "under the hood" from Addison to Terrill airport Southwest of the Dallas area with an instructor. I did some short field landings and short field take-offs. It was gusty - up to 18knots from 160° - but it was manageable. I did a few great landings and a couple less graceful ones. I made mental notes of what I think I need to work on then the instructor added to this list with his own critiques.

I'm now also reading a small book to prepare for the oral test portion of the check flight. I'm not nervous about the flight check ride. I am a little nervous about the oral exam because there are SO many topics the examiner could ask about.

Yesterday I flew my long solo flight from Addison to Stamper, OK. I almost didn't get to go...

Winds were a tad high over DFW only. Not sure how this happens, but anyway... Winds were 9 knots and gusting at 210 that afternoon. I saw this as perfectly fine so checked out the plane with Sam (hangar mechanic and pilot), I preflighted, got into my scheduled plane, started the engine then saw Sam waving at me. Engine off. He asked me about the winds. I just happen to have gotten an updated ATIS, now 9 knots and gusting at 190. He asked what I was endorsed for crosswinds.

8 knots

What's the current crosswind?

Less than 8 knots

Really?

Um... I think. I'm pretty sure. (I wasn't confident at all)

Hang on. Sam talks to Patrick then tells me to check with him directly.

What are the winds?

9 knots gusting to 15 at 190.

Gusting to 15 knots!? You can't fly in that. Students shouldn't fly in winds over 10 knots. The gusts are well over that...

We discussed this for a moment. I was told to wait in case the winds died down some. I was very bummed BECAUSE there won't be another good weather day for a week. And it had already been 12 days since my last flight. I didn't want a long period of time between a lesson and practice.

I waited in the lobby checking weather underground and current metar readings, which hadn't changed at this point.

Long story short, 10-15 minutes later Patrick discretely cleared me to go under the promise I returned before dark (I didn't) and that I was safe (I totally was).

My flight was awesome! I found my visual checkpoints along the way, had flight following from Fort Worth Center, did a superb full stop landing at Durant, found my second leg checkpoint to Stamper, found Stamper and did a good enough landing there (6 knot headwind baby!). I taxied to the airport to text Rusty about my timing and get organized with my flight plan papers.

I did one touch and go at Stamper before departing back to Durant. Along the way to Durant, the sun was dropping faster than I wanted (and blinding me) so I decided to try flying directly towards DUA airport from one of my checkpoints. All I had to do was figure out my VOR course (check) and point the plane in that direction (check). Once I flew off course for this plan, I felt a bit apprehensive because this was all new territory. I was deviating off course by about 15 miles.

Then I saw the airport, gave a loud YES! to myself then called Fort Worth Center for flight following to ADS.

When I got back, it was dark. I lost Addison airport twice before finally locking in the runway. My landing there was superb again. I tied up the plane, called a few people (including Patrick to let him know I was all good) then went home. on cloud nine.

My Take Aways:
Trust what you know. I knew in theory the VOR heading would get me to my point but to see it work in practice was comforting.
Rehearse your route well. Even a second flight deserves review of checkpoints and travel plans.
Be prepared. I wasn't expecting to take off late, thus I wasn't expecting to return in the dark, but I was prepared! I had completed night flight training, I had a flashlight in my pilot bag and I had a well lit GPS dash to get me the last 20 miles home.

next up: written exam, which I got endorsed to take. :-)

I finally broke through the 80s with practice tests for the written FAA exam. I scored a 90% on a practice test, which is good enough to be endorsed for the real thing

I'm working with my school to schedule the real test for next week.

we got to tour Addison's air traffic control tower this morning. We also got to meet some of the controllers. Very nice guys, and gals. It was quieter and calmer than I imagined. I got a number to call for a tour of the Ft. Worth center tower. Mayb this summer we can do that. The rest of the wekend is booked to do camping with the boys.