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XXX Flight: 2013-0914-1 in N12556 (Penny) for $
KCNI - KCNI - KCNI - KCNI (flying time 1:24)
Flight Notes:
It's pattern work day! Let's go out and get fresh again; my landings have been OK but not spectacular. (David Thorburn-Gundlach)

From KCNI (Cherokee County Municipal Airport) 2013-09-14 21:57:50 to KCNI (Cherokee County Municipal Airport) 2013-09-14 22:08:12 [00:10:00] with 2 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) / Laura Thorburn-Gundlach (copilot) /
Leg Notes:
For my first couple of patterns, I just played with simple and normal, working at the pattern altitude and trying to nail the touchdown. #1 was good and a touch-n-go -- and then we met Russ in the neighborhood, so #2 was a [good] full-stop and drop for Laura to chat. Hey, that means I get some solo time, too! (David Thorburn-Gundlach)

From KCNI (Cherokee County Municipal Airport) 2013-09-14 22:08:23 to KCNI (Cherokee County Municipal Airport) 2013-09-14 22:28:09 [00:20:00] with 4 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) /
Leg Notes:
Now solo, I headed off for a few more. My first launch was a short-field run to see how quickly we could go off, and later review confirms that I was off in 900 feet. Wow! I neglected to note the density altitude, but it definitely wasn't the middle of winter, so in general I was working for it. Woo hoo :-)
Swung a bit wide for another arriving and then set up my base turn. Came in just past my mark on the landing side and rolled along into a touch-n-go. For my next turn around, I was set up a little better and had an absolutely AWESOME approach exactly to my mark and slow enough that I had to help myself up to the taxiway. Yippee! Laura skipped the offer of a pickup, so I taxied back down and headed off again. After another more normal pattern I set up another good landing but barely made my mark with some extra speed to spare. Urgh.
Since nobody was around, I decided to roll out the landing and take off on 23 to save taxi time. Off I went with a good departure, of course calling all the way in case someone was hiding until right then. Russ jokingly commented that I turned the airport around :-) and then reported Laura ready for pickup. Hmmm... I was right about at the turn to downwind, so since there was still nobody around I pulled the throttle and declared a sim engine out. Whoa! Instant bump in pulse and sweat as that engine went quiet. But what would I do if I lost the engine right after takeoff? I was about at pattern altitude, so if anything I had too much air. After getting pointed back around to the runway, I had plenty of time to get lined up and work on getting low. Dropping like a stone, I was at a comfortable 80 at the blocks but still 120ft up. By the FBO, I had knocked off 10mph and 60ft, and it was time to decide; I could definitely live through a landing here if it were the real thing, so how were we today? With the approach looking good, the speed dropping smoothly, and altitude falling away fast, I was ready to abort if necessary but happy to keep coming in. Six or seven seconds later, I was on the ground, down to about 40mph, and half way to the 1st taxiway; that was still time enough to call a touch-n-go, but with full flaps down instead I slowed even more before touching the brakes. Woo hoo! By the 1st taxiway I was down to 25mph, and I turned off at the 2nd taxiway at less than 10mph, not even needing to roll out to the end. Laura -- who couldn't see because of the runway curve -- would later tell me it was a risky and impulsive move, but I'm very happy to know that I pulled a surprise on myself, set it up in 30 seconds, and came to a very calm and controlled landing -- not just a low approach -- with room to spare.
(David Thorburn-Gundlach)

From KCNI (Cherokee County Municipal Airport) 2013-09-14 22:28:21 to KCNI (Cherokee County Municipal Airport) 2013-09-14 23:22:07 [00:54:00] with 6 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) / Laura Thorburn-Gundlach (copilot) /
Leg Notes:
With my informative and instructive copilot aboard once again, off we went for another round. The first landing was interesting, since a jet was on the way in and decided to go in front of me. Yeah, they're faster and it costs money to keep 'em in the air and so on, but it was kind of an asshole thing to do. I started to break off for a circle but then just came back around behind him -- but the better thing to do, if he was going to go ahead and get in front of me, would have been for him to have swung a bit farther South and come straight in rather than going over and pulling into downwind as he did. Ah, well; even professionals can be idiots, it seems.
Anyway, after that adventure we settled back down to normal approach work. I set up the next one at 2200, a full thousand feet up, and pulled the power again. I still had plenty of height, so Laura had me play with some S turns. Things were going well until I failed to keep track of speed and got faster, which led to a hard drop. Arrrgh! I still need practice being a student :-|
Undeterred, we went up for another. This launch was another short-field attempt; with the two of us, we were off in about 1120 feet, which is still pretty good; one of these days I really will go to Mathis. Meanwhile, up to 2200 again and this time a nice landing.
Next a soft-field takeoff to a good plant and even a touch-n-go. Smooth :-) Then we extended to go around another visitor, settled from 2400 back down to 2200, and nailed another one.
One more soft-field takeoff to soft-field landing and I was done for the day. What an awesome practice! Plus I got to practice being a student, which is going to help both of us immensely ... once we both get the hang of it :-)/2
(David Thorburn-Gundlach)