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XXX Flight: 2014-0529-1 in N12556 (Penny) for $
KGMU - KLQK - KCNI (flying time 1:20)
Flight Notes:
Flying home from L CFI-A school -- with a sightseeing stop on the way (David Thorburn-Gundlach)
Flying home from L CFI-A school -- with a sightseeing stop on the way (David Thorburn-Gundlach)

(319)
From KGMU (Greenville Downtown Airport) 2014-05-29 11:30:33 to KLQK (Pickens County (SC) Airport) 2014-05-29 11:53:23 [00:23:00] with 1 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) / Quin Thorburn-Gundlach (passenger) /
Leg Notes:
Everything is wrapped up and it's time to fly out to make the work schedule. Of course, early-morning departures are never as early as planned, right?
As a bonus, Quin & I get to stop in and each take a ride in John Dyer's cub; woo hoo! So let's hustle up over there and even fuel up while Quin is riding rather than spend any extra time before getting off the ground :-)
Zipped fast over to KLQK and then kept an extra-sharp eye out for NORDO traffic. I was alone, so I had my pick of base leg setup and cruised on in. The landing was ABSOLUTELY AWESOME, pulling back and back and back until just kissing the runway as I ran out of lift. Woo hoo!
My ride was awesome and such a treat. Yes, quite a switch from the Commander, and a reminder of why we go low & slow, too (but, hey, we actually touched 70kts once!). Gorgeous morning air, got to see John's house and the grass strip where he keeps the plane, and got to practice my rear-seat flying. I want another!
(David Thorburn-Gundlach)
Everything is wrapped up and it's time to fly out to make the work schedule. Of course, early-morning departures are never as early as planned, right?
As a bonus, Quin & I get to stop in and each take a ride in John Dyer's cub; woo hoo! So let's hustle up over there and even fuel up while Quin is riding rather than spend any extra time before getting off the ground :-)
Zipped fast over to KLQK and then kept an extra-sharp eye out for NORDO traffic. I was alone, so I had my pick of base leg setup and cruised on in. The landing was ABSOLUTELY AWESOME, pulling back and back and back until just kissing the runway as I ran out of lift. Woo hoo!
My ride was awesome and such a treat. Yes, quite a switch from the Commander, and a reminder of why we go low & slow, too (but, hey, we actually touched 70kts once!). Gorgeous morning air, got to see John's house and the grass strip where he keeps the plane, and got to practice my rear-seat flying. I want another!
(David Thorburn-Gundlach)


(320)
From KLQK (Pickens County (SC) Airport) 2014-05-29 13:14:53 to KCNI (Cherokee County Municipal Airport) 2014-05-29 14:11:57 [00:57:00] with 1 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) / Quin Thorburn-Gundlach (passenger) /
Leg Notes:
All too soon (late again, in fact, by just a few) it was time to head out for home. I already had us fueled and ready on the ramp, and Quin had herself and Barny all tucked in by the time John & I landed, so if it hadn't been for Pit Stop Prudence I could have just jumped from one plane to the other :-) We were quickly off, and Quin called GSP for Flight Following and got us set up.
I decided to stick at 4500 mostly because I wanted every extra minute I could get rather than spending time climbing, but we also had a distinct crosswind that only got stronger as one got higher. I wasn't doing too badly mapping out landmarks ahead of me to use for reference and crabbing to maintain my course, but a couple of times the wind picked up and I suddenly got quite a push to the right. Oops! Other than that, though, it was just straight home.
I may have had her slightly *too* leaned, too, because although we were making good time she suddenly picked up RPMs when I started richening for descent. Oops! But that put us up at 2400 anyway, and I wouldn't want to stay there, so we couldn't have maintained that. Oh for a C-P prop :-) But, back to the story, temps were good and power was smooth and she just rumbled on in that way that she does, so I think that she was actually quite happy.
The surface wind was North-ish enough that I couldn't get away with landing on 23, so I stayed a little North to cross the runway line a ways out and then set up for a nice downwind. I was actually rather happy with that one, too; by the time I was about mid-field, I was at pattern altitude and speed, and I put back in a bit of throttle to just have a normal gentle descent. Downwind, flaps, base, final, flaps were all smooth and right on ... but I again dropped that last few inches to screw up this landing :-( Arrrrgh! I need more consistency, which means I need more practice!
(David Thorburn-Gundlach)
All too soon (late again, in fact, by just a few) it was time to head out for home. I already had us fueled and ready on the ramp, and Quin had herself and Barny all tucked in by the time John & I landed, so if it hadn't been for Pit Stop Prudence I could have just jumped from one plane to the other :-) We were quickly off, and Quin called GSP for Flight Following and got us set up.
I decided to stick at 4500 mostly because I wanted every extra minute I could get rather than spending time climbing, but we also had a distinct crosswind that only got stronger as one got higher. I wasn't doing too badly mapping out landmarks ahead of me to use for reference and crabbing to maintain my course, but a couple of times the wind picked up and I suddenly got quite a push to the right. Oops! Other than that, though, it was just straight home.
I may have had her slightly *too* leaned, too, because although we were making good time she suddenly picked up RPMs when I started richening for descent. Oops! But that put us up at 2400 anyway, and I wouldn't want to stay there, so we couldn't have maintained that. Oh for a C-P prop :-) But, back to the story, temps were good and power was smooth and she just rumbled on in that way that she does, so I think that she was actually quite happy.
The surface wind was North-ish enough that I couldn't get away with landing on 23, so I stayed a little North to cross the runway line a ways out and then set up for a nice downwind. I was actually rather happy with that one, too; by the time I was about mid-field, I was at pattern altitude and speed, and I put back in a bit of throttle to just have a normal gentle descent. Downwind, flaps, base, final, flaps were all smooth and right on ... but I again dropped that last few inches to screw up this landing :-( Arrrrgh! I need more consistency, which means I need more practice!
(David Thorburn-Gundlach)