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XXX Flight: 2010-1017-1 in N37148 (BlueBird) for $
KCNI - KCNI (flying time 1:0)
Flight Notes:
PTS review work with Jimmy. Lots of fine-tuning :-) (David Thorburn-Gundlach)

(106)
From KCNI (Cherokee County Municipal Airport) 2010-10-17 17:56:44 to KCNI (Cherokee County Municipal Airport) 2010-10-17 18:56:32 [01:00:00] with 5 day and 0 night landings.
David Thorburn-Gundlach (pilot-L) / Jimmy Garland (instructor) /
Leg Notes:
The first tip was to climb at Vy instead of Vx; yes, practice Vx occasionally, but generally go for the better climb. The same goes for descent as well. Also always use flaps as a general rule, which will help with the approach speed and shape. He wants me to fly farther down to the runway before flaring, which is right in line with maintaining a higher approach speed. Another tip is to pull carb heat *before* pulling back the throttle so that we can get the heat while it's still hot. Oh, of course!
My stalls were not too bad but I was actually waiting *too* long before starting my recovery. Good! Randy had me repeat because I recovered too soon, but I guess I'm over that now. Instead, I focused so hard on the break the I wasn't clean with my rudder *sigh*
Did steep turns and that seemed smooth enough; he actually said he liked them :-)
Pulled a sim engine out and he critiqued the way I came in when I banked away to lose some altitude; never turn away from the runway. [Instead, head for the numbers and pull a 270 if I have altitude. Hmmm... Gonna have to think more about that.]
Oh, and my radio calls could be cleaner; I don't have to say some of what news I was spreading. He did say, though, that one was perfect :-)
Also got to do a Dutch roll, too. Woo hoo! It isn't really a full 90 degrees, although perhaps it could be; my guess was as much as 45 to each side, or maybe a bit more, but Jimmy later said only about 30. It's a coordination exercise that probably looks like a wing waggle from the ground. The trick is to lead with rudder to stay pointed in the right direction, and it's just as effective to practice with just 10 degrees of bank as 45 since the goal is to be smooth and precise.
Another tip for us is to generally fly the downwind at [nearly] cruise speed because we are so slow; just about anyone else is going to be waiting forever for us. [Plus that is much better than our typical 65kts.]
Next steps: lots of practice in the calmest air we can find so that we can work on finesse and fine-tuning. Practicing short and soft takeoffs and landings and playing with one-wheel runs will let us really get the feel of what's going on without gusts or other unexpected bits clouding the issue.
(David Thorburn-Gundlach)