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Another lesson in Cessna 152, 94247, May 17, 9am
Weather: 17 10:53 NE 8 10.00 Mostly Cloudy BKN022 79 65 62% NA 81 30.15 1020.8
Got to the airport 10min in advance... I really wasn't sure it was going to happen as I drove through patches of beautiful fog on I-278.... But at the airport, sky looked clear above clouds!
The FBO was closed and the instructor was not around... He showed up a bit late and he was expecting already preflighted plane (a surprise to me...). I did the preflight on my own (insert: wide grin!) while he cleaned the winshield. We talked about winds aloft (needed to XC flights); I learned what the digits after AO2 are in the METAR (temperature in thousandths of C, and altitude in mb, which, I correctly guessed, is for Euro pilots).
Taxi: As usual had problems with taxiing @ 1000rpm - I just do not feel those goddamit breaks  Note to myself: be delicate stepping on them as Carmen does not enjoy the plane shaking! All the time I am under impression I go too fast, but apparently that's the way it is - going slowly fouls the plugs (bleh!). Also, the trick to turn is to apply rudder in steps: full left - center - full right.
I did my first comms: "Solberg traffic, Cessna 94247, backtaxi to runway 22, Solberg". Backtaxi was okay but why did we turn around right at the end of runway?
Takeoff: I rotated too late, at 65  should apply pressure at 50kt to rotate at 55kt (and checked everything in green, and apply FULL THROTTLE!!!).
This time we flew around the clouds and it was very cool! We had a layer at roughly 1700ft, which we I had to fly on the top of. Super cool. Air was very smooth, no turbulence.
Pitch-Power-Trim: this is to climb: first pitch to the desired pitch attitude (glance at the attitude indicator). then adjust power to the desired climb rate (do not exceed 500ft/m), then trim down. In climb press on the right rudder; more when turning right, less when turning left. For whatever reason (have to check this one) left turning tendency is constant. To level off initiate 10% before desired level.
Turns: note to myself - be more aggressive and always apply rudder in coordination. Actually, on 10-20deg turns I really "felt" the coordination and it was a "good feeling"... a pleasant feeling. (CFI also demoed really uncoordinated position, it felt like a "vomit" position Note: a nice 30deg turn can be easily judged by looking at the Cessna's wing strut - when parallel to ground you have the right bank angle! End the turn 10deg before desired course.
The descent: I got lost in my head (information overload?) but I was flying very well (hey he was even impressed by coordination!). I learned how to reduce throttle - do not watch the rpm - just listen to the noise change. I liked this a lot. Note: remember to reset the gyro before tracking to the airport.
I knew where we were (above the reservoir) because I learned the Google Map of the surroundings by heart but then, in cloud I could not locate the airport - so he use VOR to find where the airport is. I flew the left pattern with few adjustments... the checklist went like a blur... (note: 3 trim rotations down! do not reduce power to back throttle...) I then did an attempt to land 
Next time (5/31) : preflight check winds aloft forecasts. Get a real logbook. Bring books. Do not fixate on a one instrument, keep scanning. Ask why noone else was flying while we did fly (with so many clouds...).
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May 3, Cessna 152 N94247
Weather: 03 13:53 Vrbl 5 10.00 A Few Clouds FEW095 79 34 80 49 20% NA 78 30.05 1017.6
Next time remember to get to the lesson.5h in advance! And bring the logbook! Anyway....
We did a long walk-around (we cleaned the windshield; in vertical or horizontal strikes...). We followed the checklist rigorously. There were 2 screws that popped; we screwed them back in. Wings had some small dents apparently from hangar accidents. That was okay (what to look out is big dents or bends in the metal).
On taxi I got stressed when the (ancient...) headset stopped to work... I could barely hear the instructor....frustrating...He asked me to call the CTAF but I could not understand what I was supposed to say. Taxiing went a bit better than the last time... note to myself: slow down (=pull throttle) before breaking.... I find the break pedals hard to reach/find.
Flying was bumpy again. Again, I had hard time keeping the altimeter in check but, on the bright side, I was coordinating a bit better. We were supposed to fly the N94247 for refueling but had no time in the end. He demoed slow flight at the back side of the power curve (where ones adds power and adds back pressure to reduce descent rate). It seems this zone starts behind 65kt and goes down to 46kn.
I got to land it. The final was steep and I found myself trying to pull up. Bad!
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First flight instruction lesson...at N51 Solberg
30min flight in Cessna 152 N714YH (see cockpit)
Weather: 26 13:53 Vrbl 3 10.00 Overcast OVC075 61 29 62 48 30% NA NA 29.66 1004.3
1) Walk-around - from pilot's seat clockwise: (a) wings: check screws (4) in ailerons, counterweights (3), surfaces for deformation, leading edges, windshield, 3 point fuel check (dump some fuel in the bottom one), check tire pressure (press with foot), traces of oil under the place, check min 4gallons of oil is present, 5gl for x-country, check fuel level (we had 7gl R+8gl L)
2) pre-takeoff: check seat all the way to the back; tighten seat belts; prime when it is cold; before start pull throttle 1/4inch (extend the finger, and pull back 1/2nail)
3) takeoff: mixture rich; roll at 50
4) flying notes: holding horizontal when the curving scratch is on the horizon, turning: do not be timid; on together off together; no more than 30deg (note to myself: "don't become gauge-happy"); apply rudder smoothly when ailerons are deflected; apply back pressure to maintain altitude
5) landing: trim for descent (2 trim rolls); get to pattern alt. (1200AGL for N51) and let the CFI land
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