Lesson 20 - Cross Country to Anoka

Today was quite a treat, we rented the larger Cessna 172R Skyhawk so Bob, my father-in-law, could join Jack and me on our jaunt into Minnesota. We got to the airport around 10:15 am, weather was questionable, nothing convective in the area yet, but some rain moving into the twin cities, but it appeared it was going to stay just enough south. I got myself setup in the unfamiliar plane, I had only flown this bird once before, on my very first introductory flight lesson almost a year ago. It was still a Cessna, but the plane seemed so much bigger. It largely handled the same except for a few minor procedural differences, it also operated the same. However, the controls were much tighter and required a much firmer hand, I found myself reaching for the trim a lot, it was for this particular reason I really missed the C152. Anyway, after getting accustomed with a slightly different avionics panel, called up weather, taxied to runway 14, and off we went. The plan was to track the Eau Claire VOR outbound, and eventually pick up the Gopher VOR inbound. The Gopher VOR was about 7 miles west of Anoka. What was also great about this route is it would take us almost directly over our house, so I used Tainter lake as one of our checkpoints. Weather largely cooperated for us, the flight was pretty smooth except for some bounces here and there when we got a close to the band of rain showers from the south. Given the rain was a little too close, we didn't spend much time in Anoka, just a quick touch and go, a pretty nice landing there. As we flew our approach for a landing on runway 9, we asked tower to setup us up with flight following out of Minneapolis Center, this is where ATC services will assign us a special transponder code, and they will keep us in radar contact to advise us of any area aircraft we need to watch for. It's another eye in the sky for us, and a good safety measure that should always be used if available. Sometimes the ATC gets a little busy with IFR traffic, and they terminate services and send you on your way. Anyway, on the way back, we used both VORs and the GPS to track our course back. I had a tendency to focus a little too hard on the needle, so when Jack asked, "Where do you think we are?" I had to reply, "Um, no clue, I know I am on the Eau Claire 285 radial, but not sure." Jack responded, "Now you know why we don't show students this technology sooner, its easy to get complacent, and if the equipment fails you can get lost really easy." So noted, I think GPS and moving maps are great, but its essential to keep your pilotage, dead reckoning, and radio navigation skills just as sharp. Anyway, got back around 12:30, ok landing, I ballooned a bit, but nothing too dramatic.

During debrief, Jack gave me the go ahead to start planning my solo cross country. It doesn't have to be the super long, one of my solo cross countries must include stops at 3 airports, total distance of at least 150 nm, and at least 1 leg at least 50 nm. However, I technically need 5 hours solo cross country (and 10 total solo hours). So, I won't be making just 1 cross country anyway, so we are going to start small, I am thinking of a return to Marshfield since I have been there.

We ran into some NetJet pilots there, they were on their way to Columbus, OH. They were super nice, we had a long chat with them, and they showed all of us around their new Cessna Citation jet, it was awesome. The first officer had me sit in the pilot seat, and had me watch as he programmed the flight computer for their upcoming trip. Wow, what an awesome experience, I can't imaging having that job, if there was a dream job in Aviation industry, that had to be it. Don't worry, no inclinations for any career moves at the moment! But it was so fun catching a brief glimpse into their lives as a professional pilot, very cool!

Happy Father's day all!

Dreaming in a new Cessna Citation Jet

Getting some instruction on programming the flight computer

Getting ready to Taxi

Laura looks on as Bob boards

Lesson 19 - Mini Solo Cross Country!

Wow, I am building confidence in leaps and bounds. Today's weather was dreadful all day, but about 1 hour before my scheduled lesson, the clouds lifted just enough and the winds were slight out of the southeast. Got to the airport, and talked it over with Jack. Conditions were good, although we were uncertain how well they would hold, so we thought a short hop over to Menomonie would work nicely. Jack asked me if I wanted to go solo or have a passenger, I elected to go solo, alright!! The plan was pretty simple, fly over to KLUM, a short 15 miles, and do so practice take-offs and landings, and then return. I called Laura and let her know, she thought she might go down to the terminal building and watch. So, did the preflight, checklists, taxi to runway 4, which was a bit strange, it was giving me a 90* crosswind, but on takeoffs I can handle those nicely.

Depart the traffic pattern on crosswind, 5 miles out, frequency change approved, and I was on my own navigation to Menomonie. I immediately got my radios set, checked Menomonie weather, watched Hwy 29 below me, and within a few minutes, I was making my calls on Menonomine frequency, and landed on runway 18. My entry to the pattern was a bit sloppy, made my turn to downwind a bit late, so I was closer to the runway than normal. No problem, extended my downwind a touch to give me more room to correct on final. On final, I quickly realized how much shorter this runway was compared to any in Eau Claire (3000 ft), and narrower too (75 ft), I knew I couldn't make a sloppy landing, because I would run out of runway quick! But, nice touch down, made the high-speed taxi exit, I then noticed Laura by the terminal building, and taxied over to her, shut down and chatted for a bit. We were both couldn't believe I just flew myself over here in an airplane all by myself, landed safely, and talking about it. Amazing! Anyway, after a quick bathroom break and some water, we said our "Love ya, see you soon!" I said I was going to practice some takeoffs and landings, and then fly back to Eau Claire, I probably wouldn't shut down again. So, I proceeded to have 1 short field takeoff, 3 touch-and-gos, 1 go around (on purpose for practice), and 1 landing with a taxi back (on purpose again so I could wave goodbye to Laura). All my landings were fairly good, all I could have easily made the high-speed taxi exit, which means I am landing the plan where I want, and at a slow enough speed, excellent! That also meant I had low stress touch-and-gos, since I had limited runway to work with as I indicated earlier. So, off I went, departing the pattern towards Eau Claire on the crosswind leg. Get radios all set, checked weather for Eau Claire, winds were 150@6, practically straight down the runway. Contact tower 10 miles out, they said to report 5 mile final on runway 14. And then I make my first mistake. I immediately started to plan for runway 4, as I am within 5 miles of final I make my call, and tower says I am second for landing behind a Mooney, but I couldn't make out the traffic at all. About 3 mile final, I say I couldn't locate the Mooney in front, and checking if they had landed, and they indicated they did, and I was number 1 for landing. Then about 1 mile final, I realize, I look at the runway number below, hey! There ain't no '1' in front of that '4', crap, I am about to land on the wrong runway!! I immediately call, "8BR lined up for the wrong runway, going around on runway 4." Eau Claire tower responded, "No problem, turn to the left downwind for runway 14." This is where I let myself panic, very slightly, I felt rushed, and I executed a poor go around. I put full throttle in, started to pitch up, I was now climbing, but not great, my speed was dogging around 70 kts, I then realized, ah crap! I need to bring up flaps slowly. I felt myself getting flusterd, calmed down, and told myself, "You are fine, Fly the Airplane!!" Fortunately, I only had 20* flaps in, retract 10*, adjust, the final 10*, adjust, accelerated, and flew around and made an ok landing. In retrospect, I am probably being a bit hard on myself, but it showed two things I need to work on: (1) double check earlier, my plan for pattern entry. I know who runway 4, 14 can be easily mistaken by even pros, but I needed to double check my plan earlier in my descent. (2) More practice on the go-arounds, my weakness here is that I just haven't practiced enough, and my reactions were not automatic.

So, had a quick debrief with Jack, told him about my mistake on approach into Eau Claire. It didn't seem to bother him too much, especially when I told him of my go around, and subsequent safe landing. Honestly, he first asked, "Did tower give you any grief? I said no, they were fine and helpful." We talked that next is going to be another cross country, probably to LaCrosse, we need to get in at least another hour of cross country training before I am officially qualified to do my long cross countries. During this next flight, we plan to do some instrument training, which involved me putting on a view limiting device, and flying the plane by instruments only.

What a great 1.4 hours to add to the log book, I can't believe they trust me enough to go take a plane flying all by myself, what a great time!

Lesson 18 - Crosswind landing practice, 2nd Solo!

Building Confidence!

The weather today seemed perfect to practice crosswinds. Changing directions all day, and early afternoon it was gusting to 17 kts, but it settled to about 8 kts when it came time for my lesson. So, I knew when getting to the airport, it would be a game-time decision. After talking it over, it was a great day to practice crosswinds. Jack asked if I wanted to go by myself, I said I wanted him a long for a few trips first. So, off we went on runway 22, with about a 20* crosswind. A couple times around the pattern, and had a few nice landings. I am certainly starting to become a bit more discriminating on my quality landings. Honestly, each one was pretty nice, not awesome, but miles ahead of where I once was. Jack was also pretty happy with my performance today, noting "Geez, flying like you've you've been doing this along time." and "Very nice crosswind landing, excellent!" Did a few landings on 22, then switched over to 14, which had a more dramatic crosswind, and did pretty good there too. So, after 0.9 hours and about 6 landings, Jack jumped out, and sent me on my way. but he wanted me on runway 22. He was ok with me doing touch and goes, and stressed.... "Checklists, Checklists, Checklists!"

So, I wasn't that nervous this time. Taxied down to 22, waited for the landing Menards jet. Asked for clearance, and of course, "8BR, cleared left traff.... no wait, can you make right traffic for me?" Oh crap, most of my experience has been doing left traffic, but I had done right traffic before, and worst off is I go around, so I replied, "Cleared for takeoff, runway 22, happy to make right traffic, 8BR!" Off I went, all gauges green, lift off. As I was mid downfield, I hear... "XXX on 5 mile left base, runway 22." Oh, nuts, I got more incoming menards jets, and we are opposite patterns on the same runway. No need to get excited, wait until you see them and they turn final, then make your turn to base. Boy, it took forever for them to turn final, I was about 4 miles out before I got to turn base, I never started my descent until I turned myself on final! So, that was a very interesting landing, very smooth, but a great example of making me adjust my pattern to fit the traffic, exactly what is expected of me. So, went around for another 0.7 hours and 5 landings, most not too bad, one I bounced just a tad, and drifted a little down the runway, but much better than my 3rd solo landing last week.

So, I feel myself getting better. Its funny, I never experienced that "click" feeling when all of sudden everything fell into place, its been a very gradual beating into me. After getting back, talked more with Jack, he feels I am ready for a solo cross country, if I feel I am ready. He had suggested LaCrosse, but thats a good 60 miles, I wanted to start with something a little shorter, especially during the week when I am pressed for some time. So, later this week I have another lesson, if weather cooperates, I will make a mini-cross country solo to Menomonie!

Also thought the image of this posting was very fitting, being a star wars nut and all. Notice I edited it, this is a family blog afterall!

Lesson 17 - Cross Country to Marshfield

As satisfying and exciting as flying solo was, planning and flying a cross country route was even more fun! So, I had originally picked Medford, but upon looking at the sectional, I thought a trip to Marshfield would be a little more interesting since I elected to fly around the Falls MOA. So, instead of a direct line route, I had a few turns in there and navigated by pilotage (landmarks on the ground) and dead reckoning. Wow, things sure do look different from several thousand feet up, but with map in hand, and GPS in the plane as a backup, we set off for a fun morning of flying. The air was quite smooth, making it very comfortable and easy to fly today.

So, got to the airport around 7:45 am. Preflighted. We checked weather. Then Jack showed me how to file a flight plan, which was pretty easy. He cautioned to make sure whenever you file (and open) a flight plan, that you have only a 30 minute window after your scheduled arrival time before they start sending out the troops after you. That's an expensive mistake if you forget to close your flight plan. Filing, but failing to open your flight plan is no big deal, the plan just expires, and nobody minds. After Jack reviewed my planning, off we went, there was a Mesaba airlines Saab turbo prop that took off right before us, we turned to the northeast towards Chippewa Falls, and look to intercept highway 29, and start following that East. Navaids along the way included Stanley and Owen. Once we hit Owen, we found the railroad tracks heading southwest through town, and we turned to follow it towards the town of Spencer and into Marshfield. The airport was just outside of town, just to the southwest of town. We overflew the airport, announced our intentions of landing on runway 22, and had a very nice landing. Marshfields taxi ramps are under contruction, so we back taxied on runway 34/16 to get to parking. Very interesting taxing on a runway, felt very weird, and a bit uncomfortable.

So, stopped in the FBO, closed our flight plan, and had a quick bathroom break and got some water and coffee. Gave Laura a quick call to let her know I landed ok, then chatted a bit with the local clerk, and then finally decided to get moving back. Headed back out, checked engine oil and did a quick walk around the plane to make sure nothing had changed, a bit of an abbreviated inspection. Jack advised if you were in a larger busier airport, and you had ground personnel moving the plane, he would definitely do a complete preflight before taking off again, never know what those grounds people might bang up and neglect to tell you.

So, we back taxied again to runway 22, got ourselves spun around, did runup, and off we went. This time, we took a more direct route through the Falls MOA. It was certainly a few minutes shorter, and we were able to follow high power lines, all the way to Eau Claire. This was a very easy route to follow, and fairly easy to pick out other landmarks to judge our relative progress. However, the terrain we overflew was much more thickly wooded. There were an occaisional road and clearing in the trees, but definitely less options in the event of an engine failure. Jack wanted me to see this and appreciate the consequences of such a route. During daytime, and your equipment in good order, its not a big deal, but nighttime or into IMC, might want to think twice.

Anway, we arrived in Eau Claire, entered a long 5 mile base for runway 22. Had a little more crosswind, and again had a less-than-perfect landing. Still need to practice those a alot.

So, after taxi-back, we had a nice long debrief. We talked about the next phases of my training. Jack needs to endorse me flying solo everytime, and he said he feels very comfortable letting me fly in no wind or light winds (~5 kts), or winds directly down the runway. In fact, he was very impressed with my planning, and is confident I could have easily made the Marsfield trip solo. So, we agreed I would schedule some more lessons, and at each lesson, we'd make a determination together: If the winds were slight, I would probably do some practice solo. If the winds were a little more intense, I would probably take Jack with me and do some more crosswind practice. I also need to think about another cross country to do soon, and my solo cross country will really depend on two things: (1) my overall solo confidence, (2) improved crosswind landings. So, I expect the next 5-10 hours to consist of that, and perhaps a solo cross country after that, but the neat thing is that it sounds like its largely up to me. I need to develop my proficiency as well as my self confidence.

So, a great flight, I can't wait to do more. Another 2.0 hours in the book, I now have 21.5 hrs.

Ready for Baby!!

Thought we'd post some pictures of the baby room. We are all set! Just say baby!

Lesson 16 - Great Googly Moogly, I just SOLOED!

I am told that you will forever remember the day you first fly an airplane by yourself. I hope that is true, because this will be a day I hope to always cherish forever. My mind is such a whirlwind, I am still in a daze, dumbstruck that this actually happened. I also can't help but reflect how far I have come, obviously in my piloting skills, but as a person renewed by my faith to overcome my fears and turn them into joy. There are so many people to thank, my wife Laura for supporting me so fervently, always pushing me to go forward even when I doubted myself. My entire family, especially my brother Bryan for helping me get over those first hurdles, and spark my interest in aviation. Finally, God and our savior Jesus Christ, for walking besides me to give me strength, ahead of me to guide me, and behind me when I have fallen. I ran into some folks over these past few months that give me that stupefied look when I tell them I am learning to fly, and that I am about to be a Dad in less than 3 weeks. I am sure they think I am absolutely crazy taking such risks. Without debating the risks (it really is very safe) with them, I instead smile because everytime I climb into a plane (or car for that matter) I am reminded of how much fear and anxiety I have surrendered to God, and how truly rewarding and liberating that is. I am simply content knowing I am in God's hands.

Alright, I know many want me to get on with it, but I really wanted to acknowledge the help and true credit for this absolutely incredible day! As a birthday gift from my parents, in-laws, and Laura, I purchased a used headset over the weekend on EBay, which according to Fedex tracking arrived today while I was at work. I was watching the winds all day, they were slight (at most 5 kts) and usually at 330*, which is straight down the runway. So, with the winds looking so favorable, although the ceilings were questionable, I called Laura earlier to join me at the airport. I had an ulterior motive, I wanted to try my new headset, and I figured there could be

an outside chance I would solo, but I honestly didn't think it was going to happen today.

Got to the airport, Laura took some pictures as I preflighted the plane. I was rather surprised to hear the wind was now at 020*, but still slight at 4 kts. That meant some slight crosswinds, nuts! So, usual checklists, all good. This was the first flight after the mechanics did an oil change, so were extra careful to keep a close watch on oil temp and pressure, in all phases of the flight, but especially turning our takeoff roll. We started with a short field takeoff, this was new. We use 10* degrees flaps, hold the breaks, full throttle, release the breaks, accelerate to 55kts, rotate, accelerate to Vx speed (best angle of climb, which is 65 kts), clear any obstacles, then retract flaps and normal climb out. Proceeded to have some very nice landings, the slight winds made it much easier to control. Did a simulated engine out, although I setup ok, I had a brain fart, and did things out of order. I let my desire to not get too far away from airport distract from the procedure: best glide, find your sport, once you have the runway made, use flaps as necessary. But I messed that all up, I put in a notch of flaps WAY too early, turned toward the runway WAY too early, and was forced to push the plane down with full flaps. It would have worked in an emergency, but it was poorly executed, although I got an "atta boy!" from the tower controller. We decided to do a go around, full power, watch that pitch up with full flaps, slowly retract, accelerate, positive rate of climb, and another round! I think we did another landing or two, the last one I had a small bounce, but I was able to recover. So, when Jack said, "Ok, time for a full stop", I figured we were done for the day, we were only up for 1.0 hours, and I figured he didn't want to burn me out. We were still on the runway, working our way towards our intersection when Jack said, "Time for me to get out and you to do this by yourself." Gulp. I asked, "Are you serious?" "He said yep, you are ready, lets take it back to parking." That was a long fricken taxi ride, I could feel myself getting so nervous already. We got back, shut it down, we had to get my log book signed and endorsed to make it all legal. Jack took a while to get it signed, not sure what took him so long, but it gave me extra time to pace in front of Laura. She was great! She kept

saying, "you can do this, you are going to do great!" Jack finally returned, but motioned to me to follow him back inside, he showed me the expected Menards jets inbound, and what I would need to work with. So, armed with my endorsed log book, I went through the checklists again, fired up N588BR. As I began to taxi, the first of the Menards jets were already on the ground, so no issues there. My taxi to the end of the runway went so fast, I barely had enough time to say an Our Father, Hail Mary, and Glory Be. I did and it helped a lot. Got down to runway 4, did my normal, meticulous run-up procedures. Flipped over to tower frequency, and heard the other Menards jet just turned final and was cleared to land as I was easing to the hold short line. After the frequency cleared, I announced, "Eau Claire Tower, Cessna 588BR, holding short, runway 4, ready for takeoff." Of course, I fully expected, "Continue holding short, landing traffic". At that moment, I choose let the fear in for just a few moments, but only then. My knees were shaking so much, it felt like it took all my effort to stay on the brakes so I didn't accidentally go onto the runway ahead of the landing jet.

As the jet landed and cleared the runway, I heard the tower controller, "Cessna 588BR, cleared for take off runway 4, make closed left traffic, report each base." Gulp. Here we go. "Cleared for take off, runway 4, make left traffic, will report each base, 8BR". I ease onto the runway, one last check of the instruments, and double check what can kill you! (In Jack's words), Gas On, Mixture Rich! Ok, throttle in, stay on centerline, oil pressure and temperature still look good. There is rotate speed, pull back gently, lower the nose, accelerate to 80 kts, climb out. Holy crap! I am in the air all by myself and I said to myself, you are now committed, only you can get yourself down now! As expected, being 200 lbs lighter, the performance was much improved, I

hit pattern altitude just a few moments after turning downwind. I also noticed the airplane seemed "bouncier", more nimble. I said to myself, "enjoy this, soak it in, but remember you have a job to do!" And before I knew it, I was doing my prelanding checklist, and starting my descent abeam the numbers. "Eau Claire Tower, Cessna 588BR, requesting Stop and Go, runway 4". Jack didn't want me to do a touch-and-go, he wanted me to stop physically on the runway, retract the flaps, and then take off again. It also helps 04/22 is over 8000 ft long, plenty of room to do that. I proceeded to have an outstanding landing, probably one of my best. YESSSSS!!!!!! I can't believe I just soloed, but I get to do two more!! Once stopped, retracted my flaps, throttle in, and around for another go. Another round, another nice landing. Then my final round, came in a bit high, had to reduce engine to idle and through in all my flaps. I also had a bit more of a crosswind, so my weakness on this started to show. Toward the flare, my sink rate was a bit high, didn't compensate with enough throttle, so I landed with a thud, and a bit of a swerve, so of course I end with a not-so-stellar landing, but I could walk away and they can use the plane again. Taxied back to the Heartland ramp, where Jack and Laura were waiting with smiles almost as wide as mine.

Holy smokes! I can't believe I just flew a plane all by myself! It was also so much fun to hear Laura recount her experience on the ground observing me with Jack. She took lots of pictures, so I will post a few here. They had a portable, hand-held radio so they could hear all my radio calls, and of course watched each pass. Laura said Jack really like my first two landings, calling the first a "textbook landing!" Of course, Jack noticed my last landing as a bit "interesting." We took lots of pictures and enjoyed rehashing the flight, I know I went through a longer than usual spell of "stalled progress," and I know Jack was very satisfied to see me break through it. Jack mentioned to Laura while I was flying that he wasn't sure if it would happen today, so it really was a bit of divine intervention that brought Laura here to observe. The absolute frustration I felt not more than two weeks ago seems like a decade old memory. Wow!

So, what's next? Jack wants me to pick an airport I want to visit for a cross country, all right! This is going to be fun!! He said I can take a shot at planning the flight myself, and we'll go over it together. Not sure if that will happen this weekend or next week, depends on the weather, plans for the weekend, and perhaps baby might have something to say about it.

Some folks hit solo, a major milestone, and quit. But I am really invigorated to keep pressing on, I can't wait for the cross country! So, another 1.0 hours dual instruction received, AND 0.5 hours Pilot In Command (PIC) time! Woot!!!!

Pictures below and more to follow!

Preflighting

Taxing with Jack

Final Advice from Jack

First Solo Taxi (lots of prayer time)

First Solo Take Off!

First Solo Landing (hard to see)

All smiles for the new pilot!

Jack Congratulates

The proud wife with her pilot

Presolo Written Exam ... Done!

Well, another brief entry. Today I was scheduled to fly after work, but the weather wouldn't cooperate. The ceilings really didn't get much better than 1500 ft AGL, with varying scatter clouds around 700 ft. Really can't stay legal in that mess, marginal at best. So, instead Jack and I used the time to review my presolo written exam. It is a pamphlet of about 40 questions varying to FAR/AIM regulations, airport operations, flight, aircraft performance & procedures. It really wasn't a graded exam, we just went through my answers to each (and for each I noted where in the FAR/AIM I found it). I got all of them correct, but it was homework and I got to use all supplemental help. But the point wasn't to test my memorization skills, rather it was to make sure I understood the concepts and displayed the willingness to spend time studying the material in earnest. Of course, flying isn't all just bee-boping around the skies, it takes careful and thoughtful planning, and I think this was more of a test of my attitude and work ethic. So, after about 1.5 hours, got my log book endorsement signed, another tick off the checklist to becoming a pilot!

Lesson 15 - I do remember how to fly

Well, with all the warm support I received from so many, thank you. This lesson went much better. So much so, Jack gave me the written pre-solo exam for me to work on as homework, and actually said about my next lesson, "we'll see how the winds are, then we'll see..." So, I made some good improvements. Jumped in the cockpit, and realized Jack had covered like lots of instruments including attitude, turn coordinator, rpm. He was going to make me fly the plane more by feel the entire time instead of fixating on some instruments, this should be fun! After the first two laps were interrupted by competing opposite pattern traffic for the same runway, and then by a student on their (apparent) solo cross country (wow, she flew the strangest patterns, lucky for the tower, she seemed very overwhelmed), I really wanted to practice low approaches, Jack agreed. I posted a question on AOPA forums on crosswind landing woes, and got very good responses and frequently they recommended to do more low approaches so I can get a better feel for the aileron/rudder controls on crosswinds. Went on to have 14 landings, a go around, several low approaches, a "short approach", lots of good traffic, and I handled many more of the radio calls. So, I didn't feel as rushed, but towards the end, even though my landings were ok, my approaches started to get sloppy, and Jack noticed too. So, we did two more landings, had an ok final landing, but not terrible.

So, in Jack's words, I had several good landings, and a few not-so-good (but not bad) landings. Some, I did drift a bit, or wasn't quite straight on touchdown, but I feel I got slightly better. I can't say I am going to have that *CLICK* moment people talk about, I think its more likely going to be a *CCCCCCLLLLLLLLIIIIIIICCCCCCKKKKK*

So, 1.5 hours added to the bill, 18 hours total! Scary to think I am almost technically half way to the minimum of 40 hours before checkride, but I think we all know that won't happen. But I don't care, the goal is safety and proficiency!

Medical Joy

Might be a little difficult to read, but this is an excerpt from my letter from the FAA Aerospace Medical Certification Division! Finally, in print, and so appropriate, my birthday is today! I have a clean medical until June 2013! It's been a process that started almost a full year ago, June 6th. Wow, gotta love that government efficiency, I bet you can't wait for those new GM vehicles now! Anyway, thank you very much to many people that expressed support from my last post, I admit it was quite a downer. But, maybe God threw out my back for a reason, so I could receive such encouragement and to give me some contemplation time. Consequently, my Monday lesson was cancelled because my back was still sore. I have another coming up (not to worry Mom, I won't say when), with all your well wishes, I am some renewed spirit. I don't care when I solo, or even pass my checkride, just so long as I become a safe and proficient pilot. Thanks all, keep watching, more adventures to come! Especially with the baby due in 3 weeks!