All of my pre flight planning was done and the flight plan was filed. I had gotten off a little later than I had expected but so far everything had gone smoothly. I had a stand in instructor to endorse my logbook for the flight. He asked me to land at the airport and then give him a call to make sure everything was ok. Once I got my squawk code for the ADIZ and finished up the pre flight it was time to go.
After take off I turned onto my course and headed for the South River. I contacted Potomac Approach and continued on course. Until I was able to get out of the DC ADIZ I was flying under the shelves of BWI's Bravo airspace. I was able to climb up to about 3000ft once I got over the Chesapeake Bay and as the Eastern Shore of Maryland drew closer I could see a bank of clouds ahead. A few more minutes closure and I was sure they were sitting at my altitude. I took a few moments and descended to go under the clouds as I navigated from one visual checkpoint to the next along the route. I was a lot less nervous than on my first solo flight. Everything was in the green as I approached the Delta airspace of Salisbury Airport. After listening to the weather and the tower frequencies, I contacted the tower and let them know of my intention to land. I was told to make right traffic for runway 23 and report a three mile right base. I knew what I had to do I was just unsure of how exactly to accomplish it. I had told the tower on initial contact that I was a student pilot hoping that they would go easy on me. Just prior to calling the tower and getting instructions I heard them direct a Piedmont flight to make right traffic for runway 23 and report a two mile right base. Just then I saw the Piedmont flight, a two engine turboprop passing in front of me from my left to right. That meant I was headed in the right direction. Once the turboprop was off of my right wing I commenced my turn to the right to put me on the right base for runway 23. It worked out pretty well. When I called the tower and reported my position the Piedmont flight was already landing due to its faster speed. The tower advised that they did not have me in visual range but I was clear to land. I turned final and realized why. I was on a very long final to the runway. I should have turned base inside of the other aircraft because of its faster speed. After what felt like over a minute I called the tower back and apologized, stating that I was on a long final. They acknowledged and repeated that I was still clear to land. As I got down I made one of my best landings. The tower called and asked my intentions. I requested to taxi to the ramp and was told to continue down the runway and exit at taxiway Echo for the FBO. Once I was on the ramp a lineman met me and directed my into a spot. Once I cut the engine and killed the master he came over and asked what I needed. My airport is all self serve, so I wasn't used to having any help. I told him that I had really just stopped to change my charts out, stretch my legs and make a phone call. He said that was OK and pulled the chocks. I called my stand in instructor and let him know everything was going OK. He told me that there was some gusts and a crosswind at Tipton and that I might want to circle the field in the pattern and wait until the wind cooperated before coming down. After our phone call I started up and contacted ground control to let them know I was ready to taxi. If anything on this trip could have been considered a problem, it would have been my contact with the ground controller who, in this case, was also the tower controller. I told him that I was ready to taxi and would be departing to the North East and then corrected myself and said North West. I didn't sound real sure of myself and I could tell he thought it was funny. As I kicked myself for sounding so stupid he was in the process of giving me a whole bunch of instructions that I didn't really hear. I was forced to call and state, "Sorry...Say Again?" He didn't think I was funny anymore as he took a deep breath, probably counted to 10, and then repeated my instructions. I was to taxi to runway 23 via taxiway Bravo. Since I had the airport map handy I thought it would be easy. No being familiar with the airport I wanted to make sure I was going in the right direction while looking for other aircraft and making sure I was in the right place. Some I got to a stop bar on the taxiway that stopped me from crossing over another runway. After sitting for a few moments ground told me that I was clear to cross the runway and continue. After a little while and the fear that I had made a wrong turn, I got over to the end of runway 23 and stopped to do a runup. Once the runup was complete I waited. I soon realized that ground was not going to tell me to switch to the tower for departure clearance unless I called them, even if I was sitting at the end of the runway.
I called ground and he told me to switch to the tower frequency. Once I switched over and called up the tower I was cleared for takeoff. I didn't need to request it because the same guy was working tower and ground control. Once I was up and had gained some altitude I was told to turn right and proceed on my course. I acknowledged and added, "thank you" at the end. I actually did get a "you're welcome."
A short while later I called the tower and advised that I was clear of the Class Delta Airspace. With my frequency change approved it was time to head back toward the ADIZ. All of my checkpoints came up and I was got out over the bay and descended to 1300 ft I realized I was home free. I took some time to enjoy the view. A bird actually flew over me at about 1400ft. I didn't think they got that high. Once I got close to Kent Island I called up Potomac Approach. They assigned me a transponder code and told me to remain clear of the ADIZ. I began a standard, two minute, turn to avoid entering the ADIZ. About three quarters of the way around I got me clearance and headed for the South River. Once over Capitol Raceway, the "Drag Strip", I called Potomac and told them I had Fort Meade in site. My frequency change was approved and I switched over to CTAF and let Tipton know I was inbound. Once I entered the pattern I could see I was going to have somewhat of a challenge. I got from base to final in good shape. I could see that the windsock was pointed straight out across the runway from left to right. I had to land in about an 8 knot crosswind. Almost by feel I set myself up into a slip. Once I got close to the runway I had a lot of drift to the right and got it down with a little bit of side load as well as some swerve. Not my best landing but I was down none the less and the airplane was OK. After getting fuel and securing the airplane I checked in with my instructor and headed out.
My first Solo Cross County was behind me. I was very proud of my achievement.
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