This seems like a good place to start this chronology of Cardinal adventures. Almost all of the hurdles before closing on our new Cardinal have been cleared and money has been wired. In less than a week we’ll officially be airplane owners.
Since N52667 is in Statesville, NC I can’t just start flying it right away. I also need to get some training time in the Cessna Cardinal since I only have time in the Cessna 172 and 172RG so far. Since I already have my Complex endorsement from the 172RG I don’t need any new endorsements for the Cardinal RG. The insurance company stipulates that I must have 10 hours dual time with a Flight Instructor prior to flying N52667 solo. Then I will need to fly 5 hours solo before I can carry passengers.
I’ll be enlisting the instructing services of Cardinal expert Guy Maher in Statesville for my initial five hours of transition training. During this time I’ll learn about all of the Cardinal specific operation and flying techniques. This transition training process will take around 5 hours and we’ll do it in one day on March 5th.
My regular CFI from Nashua, NH will be flying down commercially to meet me that night, and the next morning we’ll fly together from Statesville to Nashua. This works out well since it will take around 5 hours to fly back and that will satisfy the remainder of the insurance requirement for dual time. Since my CFI has an instrument rating we’ll also have some additional flexibility regarding the weather on the long XC home. While the 60 gallon capacity of the 177RG could allow the trip to be completed nonstop (depending on winds) we’ll likely stop somewhere in the middle for a quick rest and some gas and food.
I’ll need to fly off my next 5 solo hours on my own. I hope to accomplish this as soon as possible, and it’ll depend on the weather how long it takes to accomplish. It’ll probably end up being one or more cross country trips with landings at a few different airports. I like to choose different types of airports to land at with some different challenges – shorter fields, close approaches, narrow runways, etc; to give the best practice. If the weather cooperates this could be a one day thing. As the days get longer in the spring it is also becoming practical to do some flying after work (and I’d like to do some night landings, too).
I’m excited. While the insurance requirement of 10 hours dual is a bit of a pain (as opposed to the 5 hours I would probably have if I had more retractable time) it will be a fun trip back north with my primary CFI. My fingers are crossed for good weather.