tag:blogger.com,1999:blog-51934841635873141102024-03-05T16:21:58.709-05:00Dave's Web LogbookMore than anything else the sensation is one of perfect peace mingled with an excitement that strains every nerve to the utmost, if you can conceive of such a combination. — Wilbur Wright... The exhilaration of flying is too keen, the pleasure too great, for it to be neglected as a sport. — Orville Wrightddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.comBlogger98125tag:blogger.com,1999:blog-5193484163587314110.post-23450543770560938822010-11-10T14:49:00.002-05:002010-11-10T15:00:41.187-05:00Renting a Piece of GroundI struggled through numerous difficult decisions, many of those all of us must face. I once told a friend that flying is nothing more than an expensive love affair, it is an affair that takes time as well as money. When last I posted I had neither, today only slightly more but the desire has become intense.<br /><br />So with my wife's counsel we decided to make an investment in our future and signed a purchase agreement for an airplane. I just got a call from the seller, closing should be in two or three weeks.<br /><br />Yesterday I contacted 7N8 to rent a tie down spot and get on the waiting list for a hanger.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-89539197759542055822010-07-31T12:56:00.002-04:002010-07-31T13:00:12.706-04:00LSA<blockquote>More than 300 EAA members stuffed the "Meet the Administrator" forum at Oshkosh on Thursday, welcoming FAA administrator Randy Babbitt with unusually strong applause as he was introduced by EAA chairman Tom Poberezny. He said he's been coming to EAA Oshkosh long before he became the administrator.<br /><br /><a href="http://www.aviationweek.com/aw/blogs/business_aviation/index.jsp?plckController=Blog&plckScript=blogScript&plckElementId=blogDest&plckBlogPage=BlogViewPost&plckPostId=Blog%3a2f16318d-d960-4e49-bc9f-86f1805f2c7fPost%3ada19f99f-62d8-4e9e-970a-47d66da886db">He said he was "so impressed" with the success of Light Sport Aircraft</a> in the aviation industry, pointing out that 8,700 new LSAs have been delivered since the ASTM validation standards went into effect in 2004. More than 3,500 pilots have earned licenses in LSAs in the past six years, according to Babbitt and their safety record is "marvelous". He said that the government / industry partnership in developing the LSA standard was a prime reason.</blockquote>I've been watching the LSA news for awhile now. Is this something to be seriously considered? The FAA thinks so. Any opinions?ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-29718819247122587712010-03-17T16:13:00.004-04:002010-03-17T16:31:19.824-04:00The Code<b><span style="color: rgb(0, 0, 128);font-family:Arial;font-size:130%;" >Code of Federal Regulations: </span></b><b><span style="color: rgb(0, 0, 128);">Sec. 61.57<br /><br /></span></b>Recent flight experience: Pilot in command.<br /><br />(a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crew member unless that person has made at least three takeoffs and three landings within the preceding 90 days, and--<br /> (i) The person acted as the sole manipulator of the flight controls; and<br /> (ii) The required takeoffs and landings were performed in an aircraft of the same category, class...<br /><blockquote><br /><b><a href="http://www.imdb.com/name/nm0001691/">Barbossa</a></b>: First, your return to shore was not part of our negotiations nor our agreement so I must do nothing. And secondly, you must be a pirate for the pirate's code to apply and you're not. And thirdly,<span style="font-style: italic;"> the code is more what you'd call "guidelines" than actual rules.</span> Welcome aboard the Black Pearl, Miss Turner .</blockquote><br /><br />It has been awhile. Too long. So even if the code says 90 days, my own personal limitations have been exceeded. I'll have an instructor in the right seat the next time I go up. Too conservative? Not for me.<br /><br />The bill for the insurance company is on my desk.<br />The 'soft economy' has left us with just one wage earner in the house. My job is in transition, as IBM sold my division (of 600 people, labs, equipment, etc) to Dassault Systemes. Hopefully I won't have to move.<br /><br />Its just really hard to justify the expenses right now. So I've decided to go dormant once again. To wait for a better time, another opportunity.<br /><br />aarghddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-58320423461581941572010-02-19T09:17:00.008-05:002010-02-19T10:02:09.807-05:00Decision Criteria<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6K_VIDK9LIw97hHaCnCoo4-EzD48pZZRTOB_aJMmmU8BgVcMepQQyekMEMgEHCgltUNqdid4KT__mwlZYWbnCeopeTEcCM_EV3qvASuieRY0uNSR0n9rN3rJnkgiak8aPWV8iN2undbM/s1600-h/Windy.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 217px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6K_VIDK9LIw97hHaCnCoo4-EzD48pZZRTOB_aJMmmU8BgVcMepQQyekMEMgEHCgltUNqdid4KT__mwlZYWbnCeopeTEcCM_EV3qvASuieRY0uNSR0n9rN3rJnkgiak8aPWV8iN2undbM/s400/Windy.jpg" alt="" id="BLOGGER_PHOTO_ID_5439958879893160914" border="0" /></a>I could hear the wind buffeting the vinyl siding when I got out of bed at 6:00AM. My "Flurry" weather clock said it was blustery in Reading, but I needed more information before I could make a decision.<br /><br />Most of the area airports were reporting some winds, but many were only 10-15MPH and close to runway heading. So far, my monthly escape into the blue was a Go. That was at 6:30Am. Each half hour it got a bit worse, picking up speed and veering more out of the Northwest. My backyard weather station showed average wind speed to be increasing.<br /><br />Hmm, what am I comfortable with? Gusts to 20MPH at 45 degrees to the runway is unacceptable to me. If I <span style="text-decoration: underline;">check the performance data (Fig 5-8) </span>I'm still within the envelope for the crosswind component for the airplane, but what about me? If I were flying every week maybe, but once a month even with my experience, has degraded my abilities. So what is a reasonable metric?<br /><br />Gusts less than 18MPH within 30 degrees.<br /><br />So I've set my "rule of thumb" for guidance, now what are the current conditions? Rats. Not only Wings, but all of the local area fields are outside my criteria and the trend continues to get worse.<br /><br /><span style="color: rgb(51, 102, 255);">Reservation from 02/19/10 10:00 to 02/19/10 12:00 has been canceled.</span><br /><span style="color: rgb(51, 102, 255);"> Weather - gusty winds</span>ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-11628707544954049082010-02-12T10:28:00.003-05:002010-02-12T10:33:21.433-05:00Closed for snow removal - airplane not available<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO19tmEcPPj8pWJGl8HVwf6Nt4WCuosygbAzacL87-R7sPNyMrkIQhcET5bePGJRxYCzfScltiMjXtiOvtp0N_LfJPndntqkf1HwBvR6kVAVDItWMMf1lCsoDOdfx1mql104NRC1uZbVA/s1600-h/WX+Snow.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 241px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO19tmEcPPj8pWJGl8HVwf6Nt4WCuosygbAzacL87-R7sPNyMrkIQhcET5bePGJRxYCzfScltiMjXtiOvtp0N_LfJPndntqkf1HwBvR6kVAVDItWMMf1lCsoDOdfx1mql104NRC1uZbVA/s400/WX+Snow.jpg" alt="" id="BLOGGER_PHOTO_ID_5437379680396106178" border="0" /></a><br />"The worst winter weather in a lifetime" said the local meteorologist. I've been shoveling snow for two days and have a narrow slot down the driveway for the <span class="blsp-spelling-corrected" id="SPELLING_ERROR_0">vehicles</span> to get through. Evidently the airport has the same problem. Most of the planes are still snowed in and the taxiways are all iced over. The skies are clear, but I just can't get to them.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-76760339706835226222010-01-14T20:34:00.005-05:002010-01-15T10:16:02.713-05:007N8There was no weather!<a href="http://www.blogger.com/goog_1263519423434"> </a><a href="http://www.runwayfinder.com/#">Miraculous!</a> After weeks of cold, blustery, wind swept winter days with cold front following cold front, today there was no weather. The temperature must have reached the high 40s with virtually no wind. One high over Maine, another over North Carolina left Pennsylvania VFR. Time to go out to the airport.<br />
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Another first, with her busy schedule actually clear for the afternoon, my wife was able to come with me for her first flight in the Cirrus. That raised the stress factor a bit as I was very excited to show off this wondrous airplane. <span id="ext-gen479">She is prone to motion sickness, so for her to get near an airplane takes courage...and flying with me, well she is one special lady.</span><br />
<span id="ext-gen479"><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMZdOq2PUOSPr47kcAj6qTuHc6bX8XNqqgApEtcLOyKlD30o48MODaYiqmYMUxzFwqF_FyPo0p32TEFOEqnYqzE9R5dTczuVUCmkO66XbgiHSK24Jbgw3Eu1Su85M9igNhfvVV-4RJb8k/s1600-h/buttervalley.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiMZdOq2PUOSPr47kcAj6qTuHc6bX8XNqqgApEtcLOyKlD30o48MODaYiqmYMUxzFwqF_FyPo0p32TEFOEqnYqzE9R5dTczuVUCmkO66XbgiHSK24Jbgw3Eu1Su85M9igNhfvVV-4RJb8k/s320/buttervalley.jpg" /></a><span id="ext-gen479">I took my time with all the ground procedures and let her see what I was doing as I explained the "why" behind each task. Start up was a bit long as I didn't want to flood the engine. I was stingy with the primer and fuel pump, anticipating a warm start. Once I primed her a bit she jumped to life. Taxi and run up were normal. The first attempt at take off was aborted (wind noise - door not latched properly). That gave us a bit more time to get comfortable and enjoy the other aircraft using the field. The second attempt went well.</span><br />
<span id="ext-gen479"><br />
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<span id="ext-gen479">Butter Valley is within 3 miles of our house, but the tiny field won't support a Cirrus. I could land but would not get off again.(</span>Runway 34 1535 x 24 asphalt, remainder turf). We headed in that direction for some sight seeing and a low approach. Along the way I proudly demonstrated the avionics and pointed out familiar landmarks. We finished up with obligatory fly by the house and headed back to Wings.<br />
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Mission accomplished. We had fun. Hopefully this will lead to some more significant adventures when the winter weather subsides.<br />
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</div><div class="separator" style="clear: both; text-align: left;">Sr20<br />
</div><div class="separator" style="clear: both; text-align: left;">Time = 1.1 hours<br />
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<span id="ext-gen479"><br />
</span>ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-62160847035682247052009-12-18T08:59:00.005-05:002009-12-18T10:24:33.076-05:00N47I stood outside the new BestBuy and watched the Cessna 172 fly overhead. "You could almost touch his wheels" said another shopper. "Isn't it Great!", I replied.<br />
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<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPTt-ww5uRKJYKwVbX4QgNTxSR69fym9rHRMgYOYZsr5WPScmFj4ii_6a6tlg2PB1d4kPzVgUw99rMKb5MRAGJlYgeqv28ALLVFGV6cyoyZ2D61o_uMSjAWz3KcY0mZw9UzwbgtENBfz8/s1600-h/Legend.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPTt-ww5uRKJYKwVbX4QgNTxSR69fym9rHRMgYOYZsr5WPScmFj4ii_6a6tlg2PB1d4kPzVgUw99rMKb5MRAGJlYgeqv28ALLVFGV6cyoyZ2D61o_uMSjAWz3KcY0mZw9UzwbgtENBfz8/s200/Legend.JPG" /></a><br />
</div>Thursday saw the high pressure area arrive bringing some cold crisp air and beautiful clear skies. I have learned to really appreciate VFR weather here as it is seldom seen. However I was a bit discouraged when I checked local METARs and found that many local airports were reporting winds gusting over 20. Wings was still 'blue' but there were a lot of 'pink' airports displayed nearby. TAFs looked promising.<br />
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The preflight was cold. I was sorely tempted to skip the fuel sumps as thought of getting that cold fluid on my hands was not at all appealing. Too much training and safety seminars quickly put that foolishness out of my head. (I was careful.). Start/taxi/run up were all normal. It was gusty and the T.O. required a bit of dancing on the rudders but nothing too difficult. Wow, visibility was probably a hundred miles, just gorgeous.<br />
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The mission was a simple one. VFR over to Pottstown Muni, and check out the landing pattern to see how it looks from a pilot's perspective flying over BestBuy. The winds weren't too bad, and the 'nuclear windsock' at Limerick they were mostly out of the north west, Unicom confirmed they were using RWY26 with one in the pattern. I flew just a bit deep to enjoy the view, and rolled out on final just prior to the store, about 500 feet or so. People are still very tiny at that height.<br />
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Full stop, taxi back, checks complete and off again. Wind was not a factor. Departed to the south to go and find KLOM. Philly could easily be seen in the distance. CTAF had a few doing some work there. I made my call, flew over the field at 2500' outbound to the quarry and turned back inbound descending to pattern altitude. One in the pattern in front of me, I waited until abeam him on final to turn base. The low sun on the horizon made glare a factor, but what a beautiful sunset. So pretty I had to have another view. So once more round the pattern and touched down just before the sun went below the horizon. aahhh.<br />
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Sr20<br />
Time = 1.1 hours.<br />
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<i><span style="font-size: x-small;">* It was 17 December 1903 at Kill Devil Hills that Orville took to the skies in the first powered flight. Wilbur would fly later that day setting a distance record. Today we should all take a moment to thank them for what they did for our obsession.</span></i>ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-35094874367645362322009-12-01T08:46:00.003-05:002009-12-01T09:22:15.259-05:00Cold FrontTwo weeks ago I scheduled some time with the CFII to practice some IFR procedures (primarily ATC communications). Some of the GPS approaches at KACY looked interesting and I wanted to see how the avionics would handle the missed approach and holding with multiple way points. I planned a cross country that would take me around and through the Philadelphia Class B into a towered airport.<br /><br />The weather was IFR. A real cold front was moving in from the west and the rain showers and low ceilings arrived by mid morning. Just perfect for the exercise I had planned. A preflight briefing with the CFII cleared a lot of misconceptions (what does pressing the OBS button do?) and refreshed a number of concepts about GPS navigation. I got a weather brief from Flight Service and filed a plan down and another back from KACY. Preflight was soggy but normal.<br /><br />An idiosyncrasy at Wings is the need to use a cell phone to call Clearance Delivery from the run-up area. My headset allows a cell phone to be attached, but I was unable to get a call out until I disconnected it and called directly. I made a mistake. Cleared as filed, I thought my Void time was in 5 minutes, instead he said call back in 5 minutes. So, I took off without a clearance. Never a good thing to do as it tends to annoy the Air Traffic Controllers. <br /><br />As I started to enter the overcast at about 3K, the CFII told me to look out at the wing. <a href="http://www.aopa.org/asf/publications/sa11.pdf">Ice</a>. A call to (my now friendly) ATC got an immediate clearance to descend and assistance to execute the GPS RWY24 (Mazie). My transitions were sloppy but I made a nice landing back home.<br /><br />So in addition to getting a release form ATC before T.O, I should have been aware of the OAT on the ground and not relied so heavily on the wx briefing (frz lvl 9k), especially since I knew the weather was related to a winter cold front. Situational Awareness.<br /><br />An excellent training flight.<br /><br />Sr20<br />Time = 1.0 hours<br />Actual = 0.2 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-39933438373369007632009-11-17T13:40:00.003-05:002009-11-17T13:48:13.307-05:00N31 - 69N<div class="separator" style="clear: both; text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIV2pdvUBXNV-Usw_YEQD_zWADaeuNCa4mopTGPw7V_QcI3wr7BY22OCnoaw1UrLIHmeo4BHQPYEq3-KPlzUjaQA2Sh8fI5ywL7PAqlsnUYm5x8a8tD1eC0BRcYw6q7ARU_3i6Jup13Jw/s1600/kutz.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjIV2pdvUBXNV-Usw_YEQD_zWADaeuNCa4mopTGPw7V_QcI3wr7BY22OCnoaw1UrLIHmeo4BHQPYEq3-KPlzUjaQA2Sh8fI5ywL7PAqlsnUYm5x8a8tD1eC0BRcYw6q7ARU_3i6Jup13Jw/s320/kutz.jpg" /></a><br />
</div>The weather has been lousy. It was already bad before the remnants of Hurricane Ida pushed north and damaged the Jersey shore. I had hoped to join the Northeast Flyers for a lunch at KLNS, but flying was out of the question for me and I just wasn't up for a rainy day drive. It wasn't until mid-day on Sunday that I finally saw the Sun.<br />
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Monday morning looked good; blue skies and moderate winds with temperatures close to 60, and when a late afternoon conference call got canceled I decided to call Wings to see if the Cirrus was available. It was all mine for the afternoon.<br />
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My objective was to visit some old 'haunts'. The very first entry in my (now well worn) logbook was a local flight out of <a href="http://www.runwayfinder.com/?loc=69n">Slatington (69N)</a>. I was asked if that flight included two wings, goggles and a leather helmet, but the truth is it was a grass strip with one hanger and an airplane I would later fly did have to be prop started. My instructor used <a href="http://www.runwayfinder.com/?loc=N31">Kutztown (N31)</a> as 'checkpoint' before letting his students solo. It was noted for the large hump in the runway. I guess he figured if you could land there then you could handle 80% of the runways you might encounter as a student.<br />
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While this was essentially just a daytime tour, I wanted to get some practice using all of the systems so I set N31 as a way-point and used 69N as my final destination. All ground procedures went well and I felt very comfortable in the cockpit. I waited at the hold short line for an Eclipse Jet to land and clear the runway. Autopilot was set for a climb on course Heading (060) at 900 fpm and target altitude of 4500'. Passing 1300' I dialed in North and announced my departure. With everything "green" I switched to the map on the MFD, confirmed that N31 was my next on the GNS430, hit direct/enter/enter and engaged GPSS with the Nav button. A slight turn to the left and I was riding on the purple line...pretty slick.<br />
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The plane leveled at 4500' as programmed, I checked the gauges and completed checklists and enjoyed the ride. I loaded an approach but had no intention to activate it. I just wanted to mentally brief what was needed and do the set up. It was about this time that I remembered to turn on the hand-held to get the picture at the top of this post. (I'll have to make this a part of my preflight checklist.) A right turn at N31 and off to Slatington. (I didn't see Kutztown since I was right on top.) I switched to Allentown Approach to listen in and when close gave them an advisory that I was in the area. 69N is right on the northern boundary of the Class C and I wanted to sight see just a bit. They now have a paved runway, about a dozen hangers and a bunch of airplanes tied down. They grew up.<br />
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Unfortunately Kutztown didn't. I found the airport on the way back and was sad to see the big yellow X's down the runway. The diner is still there, but no cars in the lot. I don't know when the property will be developed.<br />
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A quick turn around my house (still there), and time to return to wings. I hand flew it the rest of the trip and found KLOM to be pretty busy with two in the pattern and 3 more entering from the south. They gave way to me and I entered on the 45 to RWY 06 without any problems. My pattern was a bit tight, speed a little fast but a nice landing (on center-line) and easy roll out. As I started back a helicopter announced he would be landing on the taxi way. A brief chat confirmed he would land well clear of me as I told him I would take the throat up to the terminal.<br />
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A nice flight.<br />
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Sr20<br />
Time = 1.2 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-12473796849974887812009-11-03T09:52:00.004-05:002009-11-03T10:27:04.240-05:00AloneIt had been awhile. The last time was more of an after thought as I was running out of currency in the Tiger. <a href="http://davesweblogbook.blogspot.com/2006/08/cartersville-georgia.html">That was then</a>. Now, this flight was important to me. I've been so focused on flying the system, I needed a chance just to fly, to enjoy the freedom of being alone in the airplane.<br /><br />The weather was good, but as I have come to learn living in the Northeast, it is always a factor. A low overcast had <a href="http://runwayfinder.com/?loc=klom">many of the airports to east listed as marginal VFR</a>, and as I watched the clouds from my office move in I wasn't sure I would be able to go. By 2:00 it looked a little bit better so I packed my bag and started the 45 minute trip to Wings.<br /><br />As I walked out to the airplane my instructor was helping another student with his preflight for a Cessna. Only a brief greeting as I focused on the work at hand. Preflight, start, taxi and run up were all normal, although much quieter. My confidence level was very good and I was actually quite relaxed. Take off and departure were fine, and I did use the autopilot for the climb and level off. I flew north and dialed in Butter Valley (7N8) to let the airplane fly by my house (it was still there), disengaged for some hand flying, easy turns, climbs and descents, and then headed back to Wings.<br /><br />I got the weather, listened for traffic and entered via the 45 for a full stop RWY 06. Very good speed control, nice pattern, but landed left of center line. A familiar voice keyed "nice work" from the Cessna at the hold short line.<br /><br />It had been over three years since the last solo flight. All who read this take note...don't wait that long.<br /><br />Sr20<br />Time = 0.8 hours.<br /><br /><span style="font-size:85%;">*Note: It took less time for this entire evolution (out and back) then it took to drive out to the airport.</span>ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-12867875658525799762009-10-22T19:45:00.000-04:002009-10-22T19:46:11.136-04:001N7 VOR RWY25BFR - complete<br /><br />Sr20<br />Time = 1.7 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-48156397107334661662009-10-09T10:30:00.005-04:002009-10-09T11:19:26.422-04:00LNS VOR 26, VOR/DME 08<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgE_R618Y3Aok6NLjMd0-Pzid8gzhKcFuM0p5R4ty7TjwIFyei-QBzHR2CaDb8JVTjDyZ_mUDNroOAQ7CBxiphIX_8hJeB7bfzxCwpxhLBJVV4cB8p5ft77p-rOqC1NeB289fzytmOXY3s/s1600-h/lom-lns.JPG"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 219px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgE_R618Y3Aok6NLjMd0-Pzid8gzhKcFuM0p5R4ty7TjwIFyei-QBzHR2CaDb8JVTjDyZ_mUDNroOAQ7CBxiphIX_8hJeB7bfzxCwpxhLBJVV4cB8p5ft77p-rOqC1NeB289fzytmOXY3s/s400/lom-lns.JPG" alt="" id="BLOGGER_PHOTO_ID_5390607993062700194" border="0" /></a><br />Wednesday's winds foretold the change in seasons, cold fronts from the northwest chasing warm fronts from the southwest. My backyard weather station recorded winds at nearly 35 mph and <a href="http://runwayfinder.com/?loc=klom#">checking the local airports</a> all reported high winds. Fortunately I was scheduled to fly on Thursday. It was a beautiful autumn day.<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjclKH3Qd2Yt5QHp4MiobVUxm_iLKWfb5-5Phfd4tA7XrxoHemY0aobcZE2aYw_NDqnJptTRpd6s4zWIW5_eEqx1gxBetn6vgch-occxNFgnp63bS2p5wsoc_0ACtNAczEhPz5PS1YC38Y/s1600-h/LNS+26.JPG"><img style="margin: 0pt 0pt 10px 10px; float: right; cursor: pointer; width: 130px; height: 200px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjclKH3Qd2Yt5QHp4MiobVUxm_iLKWfb5-5Phfd4tA7XrxoHemY0aobcZE2aYw_NDqnJptTRpd6s4zWIW5_eEqx1gxBetn6vgch-occxNFgnp63bS2p5wsoc_0ACtNAczEhPz5PS1YC38Y/s200/LNS+26.JPG" alt="" id="BLOGGER_PHOTO_ID_5390612270044800002" border="0" /></a><br />The original plan was to fly north to 1N7 for a x-country validation check, but after reviewing my notes it occurred to me that I had never completed my lesson plan out to Lancaster. So I suggested this to the <span class="blsp-spelling-error" id="SPELLING_ERROR_0">CFII</span> as an alternate plan as we taxied out to the run up area and he obliged.<br /><br />A simple flight plan to <span class="blsp-spelling-error" id="SPELLING_ERROR_1">PTW</span>, then to BOYER into <span class="blsp-spelling-error" id="SPELLING_ERROR_2">KLNS</span>. I briefed the <span class="blsp-spelling-error" id="SPELLING_ERROR_3">VOR</span> RWY26 approach in the run up area and departed to the north. The <span class="blsp-spelling-error" id="SPELLING_ERROR_4">CFII</span> acted as my simulated <span class="blsp-spelling-error" id="SPELLING_ERROR_5">ATC</span> providing clearance, heading and altitude changes. George and I got along just fine. I had a moment of confusion when cleared to intercept V457 and go DIRECT to <span class="blsp-spelling-error" id="SPELLING_ERROR_6">DETTE</span>, otherwise the approach went well. I wanted to exercise this because it has multiple step downs requiring vigilance of vertical speed and altitude control. I felt very comfortable using the <span class="blsp-spelling-error" id="SPELLING_ERROR_7">STEC</span> to accomplish this. We terminated the approach with a T&G.<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4PPT_4Faaw8Fmjle-TBCRu3ph8wJbpCwyhaIs6Nxk78Ya2RUKhlkj1vNM4uYTIMV_f_6gjiz7gJzsX85ATTxCh6clNSps3nh0yZdTFCw7_bXyKBzQhm3XKM5Q0xV2jdZz6f1eBcMoaxc/s1600-h/LNS+08.JPG"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 130px; height: 200px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4PPT_4Faaw8Fmjle-TBCRu3ph8wJbpCwyhaIs6Nxk78Ya2RUKhlkj1vNM4uYTIMV_f_6gjiz7gJzsX85ATTxCh6clNSps3nh0yZdTFCw7_bXyKBzQhm3XKM5Q0xV2jdZz6f1eBcMoaxc/s200/LNS+08.JPG" alt="" id="BLOGGER_PHOTO_ID_5390618204217895058" border="0" /></a><br />Next was the set up for the <span class="blsp-spelling-error" id="SPELLING_ERROR_8">VOR</span>/<span class="blsp-spelling-error" id="SPELLING_ERROR_9">DME</span> 08. This one is interesting for the arc. I fumbled just a bit to get set up, but overall felt quite comfortable with the system. I was cleared DIRECT to <span class="blsp-spelling-error" id="SPELLING_ERROR_10">JONJR</span> for a Circle to Land RWY 31. As I was working through my brief I noted that the entry into the missed approach holding would be a teardrop. Nope. So I looked again and the <span class="blsp-spelling-error" id="SPELLING_ERROR_11">CFII</span> pointed out that hold is defined by the <span class="blsp-spelling-error" id="SPELLING_ERROR_12">RAV</span> 168, meaning it would be a parallel entry (No, not on the cusp) Good training on this one in use of the alternate navigation sources. While the <span class="blsp-spelling-error" id="SPELLING_ERROR_13">MFD</span> is great for showing progress, it is really nice to have 'old friends' like the tail of bearing indicator showing which radial you are crossing. Again, while not perfect, I felt comfortable controlling the system to get me where I wanted to go. Flying downwind I was informed that this would be a half flap (50%) landing which went well. We departed the area heading for home.<br /><br />Along the way he failed my <span class="blsp-spelling-error" id="SPELLING_ERROR_14">PFD</span>. While you do lose attitude and directional gyros, you retain course deviation and GPS navigation. So you still have all of the means necessary for a complete approach. We had a good discussion about capabilities and continued with the well worn GPS 06 circle to land 24 at Wings. Nice landing. (...and a good lesson on setting the parking break.)<br /><br />SR20<br />Time = 1.8 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-79498567444322547212009-10-02T09:53:00.012-04:002009-10-02T13:11:22.071-04:00KTTN VOR-A, KDYL VOR-23<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgz7Wpni1-j14Nb-K5xJWTQT4ltYTKoVnQyZ2uXqjEvMffZ5V1vla4wSrGBlrkum4RmjbFsjKiPpLdnHglQgB2GYCfjYmjfMeDuB7QOjr80uARBXu5opT_4tQyv-GwlxCbi52yOSCWaMw/s1600-h/trenton1.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjgz7Wpni1-j14Nb-K5xJWTQT4ltYTKoVnQyZ2uXqjEvMffZ5V1vla4wSrGBlrkum4RmjbFsjKiPpLdnHglQgB2GYCfjYmjfMeDuB7QOjr80uARBXu5opT_4tQyv-GwlxCbi52yOSCWaMw/s320/trenton1.jpg" alt="" id="BLOGGER_PHOTO_ID_5388000976889936818" border="0" /></a>You can't teach an old dog new tricks. Lately, I've been feeling like an old dog and when I read <a href="http://www.aviationweek.com/aw/generic/story_generic.jsp?channel=bca&id=news/bca0909p2.xml">this piece</a> it didn't help.<br /><br /><br />The key paragraph for me was this one<span style="font-style: italic;">:</span> <span style="font-style: italic;">The ability to learn new operating procedures, new aircraft systems and such definitely becomes more difficult as a pilot ages. Recent research on learning has found that older people tend to rely on their previous knowledge, and don't retain newly learned material in long-term memory as well. Thus when pilots set out to learn something new su</span><span style="font-style: italic;">ch as a different </span><st1:stockticker style="font-style: italic;">FMS</st1:stockticker><span style="font-style: italic;">, they'll rely on the skills and general knowledge acquired over a longer period of time. These studies have shown that older participants (60 to 70) were slower and made more errors than younger pilots, especially on tasks requiring more information processing. One possible cause may lie in changes in cognitive processing associated with increasing age.</span><br /><br />Well, I'm feeling a bit better now. Maybe some new neural pathways have been developed and maybe the extra study and time spent running the GNS430 simulator really made a difference. Certainly the patience of a good instructor helped, but all combined to allow me to have a good, solid flight yesterday.<br /><br />The weather was just OK. A controlling high pressure area over West Virginia was holding back a slow moving cold front over the Great Lakes. Winds from the previous day had subsided and we were left with a broken-overcast layer at bout 5k. Temperatures have dropped down into the 50s. The Plan was to practice two VOR approaches emphasizing the Avidyne, Stec and GNS430 systems.<br /><br />The Schedule was tight. I had managed to squeeze in a two hour slot to accommodate the airplane, instructor and my home/work availability. So when I got to the airport I immediately went out to the airplane to start the preflight. I only had to wait a few minutes until the CFII arrived and strapped in. After a brief chat about the approaches I had selected, I started the ground procedures and taxied out to the runup area. I set up the radios here and went through the briefing for the first approach. An interesting aspect about the VOR A at Trenton (Mercer) was the overlayed holding patterns. The initial pattern is aligned along the ARD 261 radial, the missed approach pattern is aligned with the ARD 109 radial. On the MFD this is depicted by a bold line for the initial and a normal line for the missed...I mention this because it confused me at first glance, a different look then how they are depicted on the NACO plates. (Old dog stuff)<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlTdLpi59JVOVe8MEAp0RSP5AXYoxr71qdSqMsoLxrHrPlmnSgQnRUO_ULnvuYma23IhaGzhD6OVuWLCgu7ydci2k2t3sn8_mbEzlW9Ievb-VWE8i8iQ3oswhm418iDG4NKHuJv1PruqM/s1600-h/trenton2.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhlTdLpi59JVOVe8MEAp0RSP5AXYoxr71qdSqMsoLxrHrPlmnSgQnRUO_ULnvuYma23IhaGzhD6OVuWLCgu7ydci2k2t3sn8_mbEzlW9Ievb-VWE8i8iQ3oswhm418iDG4NKHuJv1PruqM/s320/trenton2.jpg" alt="" id="BLOGGER_PHOTO_ID_5388023480153466834" border="0" /></a><br /><br />I held off briefing the KDYL approach, only because I wanted to simulate an actual missed at Trenton and test myself on getting setup for going to an alternate.<br /><br />Departure was normal as I took headings from the CFII and then from ATC. When directed to go direct I knew what to do and why to do it. I actually had to wait for the airplane to catch up, what luxury! The autopilot entered holding and I was directed to respond when ready for the approach. On the inbound leg, when I was ready, I was directed to take another turn for traffic (OBS button). Next inbound leg I was cleared, managed my vertical speed well (pushed the correct buttons), leveled at pattern altitude and entered a right downwind for RWY24. T&G back to ARD for the the next approach.<br /><br />This one came at me much faster. My focus here was to insure GNS430 was set up with the correct destination in order to load the MFD with the proper approach. A little fumble, but did well enough. I'm stilled impressed when the plane follows the purple line and does a beautiful procedural turn. Again the vertical speed was fine and I leveled at pattern altitude. SBJ is the VOR for this approac<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKpwkHwdukSZfxshNsZ9z2yKxGQIPdOOizwfS6PI37ZDGEmGE2ZS9vXYRjyBvBf6mmxr8Mw6EjGYH2ekWEKNfxXXcCCKznlz7OaDvKz9XxYqp4yYp_AGoiNbA9UTgIoLnhCFvxDpjov5w/s1600-h/trenton3.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiKpwkHwdukSZfxshNsZ9z2yKxGQIPdOOizwfS6PI37ZDGEmGE2ZS9vXYRjyBvBf6mmxr8Mw6EjGYH2ekWEKNfxXXcCCKznlz7OaDvKz9XxYqp4yYp_AGoiNbA9UTgIoLnhCFvxDpjov5w/s320/trenton3.jpg" alt="" id="BLOGGER_PHOTO_ID_5388007162131726706" border="0" /></a>h and is about 23 miles from the airport. The radial accuracy at this distance is pretty wide, and the CFII made the point that in actual conditions you might be a mile either side of the runway. We entered an upwind leg to avoid traffic and terminated with a full stop.<br /><br />At the hold short line the CFII provide some insight to my prior question about deleting the flight plan from the GNS430 to facilitate entering a new new destination. There is a menu item that allows you to do that, but a better option is the "remove approach". A more 'selective' cleanup, this lets you to use the system more efficiently (using things like 'invert FP' to get back home.) An uneventful departure form Doylestown to a VFR entry back at Wings. This was a fun flight.<br /><br />At the debrief the CFII told me that I had shown a lot of improvement and asked what I had done wrong. The list in my head was loooong, but clearly he had something in mind so I said it was a 'perfect flight'. During the last approach, even though briefed, I had failed to properly set up the comm radios. Dumb.<br /><br />So, the next one will be a short x-country to allow me to demonstrate the whole package. I'm anxious, and I'm ready.<br /><br />Sr20<br />Time = 1.6 hours.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-78416464588985642072009-09-18T21:16:00.004-04:002009-09-18T22:13:10.427-04:00PTW VOR-A<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeOyDBTkKNknv7X4wc6g1lI13cgjMu6z3Jgrufm_uuhb83ShwDqENwmMa7RfY_JPH2LoNyH4oGt7aaZaF4jAKidXZO9ON7R-m1rTeMXnndEgeEucXdOahjxaigbFwKbzbvKg80CPhs9rk/s1600-h/PTW+VORa.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 272px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgeOyDBTkKNknv7X4wc6g1lI13cgjMu6z3Jgrufm_uuhb83ShwDqENwmMa7RfY_JPH2LoNyH4oGt7aaZaF4jAKidXZO9ON7R-m1rTeMXnndEgeEucXdOahjxaigbFwKbzbvKg80CPhs9rk/s400/PTW+VORa.jpg" alt="" id="BLOGGER_PHOTO_ID_5382982976626273074" border="0" /></a>Finally, the weather was good. A cold front had stalled up in Canada leaving the weather here fairly good. I made the trip along Rt73 out to Wings in the sunshine. It was great.<br /><br />I was a bit nervous since once again it had been two weeks, but I also had the touch of confidence. I am learning this stuff and felt that I could perform if I just allowed myself to think through instead of react to the situation at hand. I was ready to see what I really know about the system.<br /><br />The airplane had been flown already so I knew to use the warm start procedure. The destination was quite close, therefore all the radio set up and briefings were done in the run-up area. Take off was normal, actually smooth and I refrained from clicking on George right away. Instead I climbed to 1300 and departed to the North manually. Once comfortable I exercised the knobology for the climb and set up the approach. He brought me in from the north, cleared me for the approach with one turn in the published holding pattern. So with George in Nav mode, I slected the VOR as my source, engaged approach mode as the CDI came alive and used the GNS430 flight plan to scroll down to the proper holding fix. As you can see from my track, I didn't select a great enough rate of descent to get down to the MDA before going missed.<br /><br />The good news was I understood how to translate my clearance into the proper system sequence to get the airplane to execute the approach. Good stuff! Missed back to holding (learned a trick or two about the rev button) and did approach number 2. This time I chose about 900 fpm descent which got me down in time, and again executed the missed.<br /><br />The big lesson: He asked me to execute the VOR-B into Pottstown Muni (N47) from the holding pattern. It is always a bit messy to thumb through the approach plates, find the right one and get setup. No paper approach plates in this airplane, insted you load the MFD. Getting this done smoothly will take some polish, but after multiple attempts I did get it done. I also needed to load the GNS430 and found that N47 should be inserted in the enroute section, not under the approach section. I have some research do for homework here, to find the easiest way to set this up. I think pressing and holding the clear button might eliminate the current flight plan allowing insertion of the new destination to be a bit easier. It was a good exercise.<br /><br />Home to a VFR entry to runway 24 with an acceptable landing. I was really happy with this one.<br /><br />Sr20<br />Time = 1.7ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-91142952430544516102009-09-13T11:22:00.004-04:002009-09-13T12:14:08.495-04:00A difference<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdc5K0EB0Y9oVBnj3vq_L4bXwiiFSauIu7l2xAYCc6Fq_-zQmU6SKmSS4Epp_u0I_aZde6OM-6IXZdRfES4XO3Rm2m_o2U5ZbWPzqrJggUI_-MZ4gEY7ZsPO0abR6qMt30WX3u8-0rB94/s1600-h/cirrus+panel.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 320px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdc5K0EB0Y9oVBnj3vq_L4bXwiiFSauIu7l2xAYCc6Fq_-zQmU6SKmSS4Epp_u0I_aZde6OM-6IXZdRfES4XO3Rm2m_o2U5ZbWPzqrJggUI_-MZ4gEY7ZsPO0abR6qMt30WX3u8-0rB94/s400/cirrus+panel.jpg" alt="" id="BLOGGER_PHOTO_ID_5380972899331330802" border="0" /></a>We were a bit shocked when the sun peeked through today, after all its been nearly a week of gray skies and gloomy weather. I had a flight scheduled for Friday (9/11) but when I got up for my first conference call I knew it wasn't going to happen. Ugly clouds and a low pressure area generating gusty winds and rain showers was positioned right over Philadelphia. If the water temperatures had been 20 degrees warmer it could have been a tropical storm, instead it was just "Canc- Wx".<br /><br />Disappointed, I sat back in my favorite chair and picked up the latest issue of "The Aviation Consumer" and started paging through. I liked the article by Bertorelli on page #4, <a href="http://www.aviationconsumer.com/issues/39_9/avionicsreport/5933-1.html"><span style="font-style: italic;">EFIS Report Card</span></a>. "Glass panels require a lot of consistent usage. It's comparable to using a computer program. If you don't use it every day, you won't know all of the features or be proficient in operation...flying once a month won't do it." Amen to that.<br /><br />A simple example; going from en-route to a vectors to final. The 'old way' was to brief the approach, ensure navaides were set up and identified, current weather, etc. When the controller said 'Turn Right heading X, you turned right heading X. The 'new way' has the same setup, brief, etc, but a different flow. You see, you're not flying the A/C, George is, and you need to translate the commands so George can understand them. So, "Turn right heading X" means checking on the PFD where the heading bug is, ensure the heading function button is active, push the right hand knob to center it. Next check the autopilot, go from Nav Mode to Heading Mode. Now twist the knob on the PFD to the correct heading. (also, set up the GNS430 to activate vectors to final...but you would do that anyway if you had one installed.)<br /><br />Does that sound like MORE work? Actually it isn't, its just different.You do more then 'just turn to X' using the old way. Your scan is minding altitude, your checking position with the tail of the needle, trimming, watching for the roll out heading, etc. That all seems natural to the point it almost becomes automatic. Telling George to do it takes care of the flying and more, and all agree that the 'situational awareness' is fantastic, but pushing the buttons is not (yet) automatic. That's the difference.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-67547557657239601092009-09-05T17:15:00.002-04:002009-09-05T18:05:42.158-04:00Procedures<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcL1345OBuBn9Ks5q2SC108QiYARU5FDT5wtfdjM-bWqSxtNsez_I7jktXyqtONdf4BSh7ze1BbqjLVzeI7NKlu4S29Q66rCRlRIK3T7LT-Kd7MEzxsxFbhDxxzUABGhADuASWYdkKhWo/s1600-h/abe-vor-a.JPG"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 210px; height: 320px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjcL1345OBuBn9Ks5q2SC108QiYARU5FDT5wtfdjM-bWqSxtNsez_I7jktXyqtONdf4BSh7ze1BbqjLVzeI7NKlu4S29Q66rCRlRIK3T7LT-Kd7MEzxsxFbhDxxzUABGhADuASWYdkKhWo/s320/abe-vor-a.JPG" alt="" id="BLOGGER_PHOTO_ID_5378095082815887346" border="0" /></a>Finally good weather. Fall has come to the Northeast, temperatures are about ten degrees cooler and the skies have turned to blue.<br /><br />After another two weeks to fly my easy chair thinking about knobology and procedures, I felt pretty good about getting back into the cockpit. (Not over confident by and stretch, but knowledgeable enough with GNS430 and S-Tec 55 to get from Point A to Point B.)<br /><br />The CFII suggested we do the VOR-A at Allentown. Now, I've been around enough to know that VOR-A approaches are not necessarily simple. Most have little tricks or nuances that if missed during the setup will almost always cause a missed approach. This would be no exception.<br /><br />The ground stuff was normal (and not perfect). My mindset was different as I was convinced not to let my errors block my attention to other things. Among these other things, I should have set a more aggressive rate of climb on the autopilot for after take off. Otherwise climb out and departure were normal (and while cautious I was pushing the right buttons.) The CFII did a great job of quizzing me on the approach setup, questioning what needed to be done, where was I on the approach what I should be doing, etc. I'm finally starting to manage the systems, not ahead of them but at least with them. I had set up the approach to go to HOPPS, and worked the navcomms in the GNS430 to define that intersection. When the Controller approved vectors to final I altered my plan and chose the right option. And here I had a brain fart. You see, this approach has a dog leg, 210 into FJC followed by 182 outbound, so my brain told me that 182 was the final approach course. Wrong answer. Now, I had FJC dialed in, I had 210 dialed in and I hit approach mode when my CDI came alive, but my slow cooker of a brain was still trying to reconcile the FAC. In my mind, this means a lot of twisting and turning to get this to all work out. Nope, the plane can handle it just fine. What it can't do is start the descent unless I tell it to. So, I should have started a pretty aggressive descent at BOUNCE, instead I was worried about what was going to happen at the VORTAC. Blew it.<br /><br />The Tower was very nice when I told him we were going missed and I'm sure he was glad that we were leaving his control to the south. I switched and then canceled Radar Services with Allentown and headed home. One more head work error setting up for the VFR entry. I've always crossed the field 2500' to descend to pattern altitude for RWY24. KLOM was landing RWY06, so again my head was...well not screwed tightly where it should be. The CFII helped me save some dignity by having me fly North to avoid traffic, essentially giving me another shot at it. I got the speed off and flew something resembling a pattern to an OK landing (not great and left of center-line) .<br /><br />This was actually a good flight. I messed up a lot, but I've been in this place before. I haven't made all possible mistakes, but a large enough percentage that I can start moving forward. I have just a hint of optimism, a dash of confidence, and a better idea of who I am. The journey continues.<br /><br />Sr20<br />Time = 1.2 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-13018610943937941662009-09-05T16:44:00.002-04:002009-09-05T17:11:53.657-04:00Incomplete<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6PsAqrQJn-fPw3v43ylFWA4bA8h4wuSbStaGpQv_64RUSHlZ0gZoiiwvo4jUQUUI7Ezw7OzzXvbCpYiHmEsOStojrvPIb7KuXoKp4ytrBpvexlbz30_ToDCvFtJAKlaJp-JUYkqwXRcc/s1600-h/klns-2.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi6PsAqrQJn-fPw3v43ylFWA4bA8h4wuSbStaGpQv_64RUSHlZ0gZoiiwvo4jUQUUI7Ezw7OzzXvbCpYiHmEsOStojrvPIb7KuXoKp4ytrBpvexlbz30_ToDCvFtJAKlaJp-JUYkqwXRcc/s320/klns-2.jpg" alt="" id="BLOGGER_PHOTO_ID_5378087127492987234" border="0" /></a>The weather has been a real challenge this year. While I had scheduled about four sessions, three were canceled before I got to the car for the drive to the airport. Some has been frontal activity but most was just convective buildup. It didn't seem to make much difference what time of the day I tried, weather was a factor.<br /><br />So I was happy to take some time off on a Friday morning that looked like I could get some time in. Unfortunately It wasn't going to stay clear long enough for me to get my work done. By the time we got out to Lancaster the weather data in the aircraft was showing red and purple blotches on the final approach course. So, with ATC advising us that the cells were ominous we changed our plans and diverted to KLOM. I chose the GPS06 circle to land RWY24. The landing back home was a good one, in gusty cross winds.<br /><br />So some progress is being made, but not nearly as fast as I had hoped. Basic airwork is fine, and I enjoy hand flying the plane. Headwork is below average; I'm still not thinking like an IFR pilot and making mental errors that I allow to distract me. The most important thing holding me back are procedures. Fortunately, that is something that can be corrected. I'm frustrated, but part of this endeavor is learning more about myself in addition to the airplane and it's systems.<br /><br />Sr20<br />Time = 1.1<br />0.5 Actual<br /><br />* I was sitting in my home office enduring yet another conference call while looking out at gorgeous blue cloudless skies. Flying west at about 3000' I saw a four engine piston aircraft. Yes, a B17, probably out of Lancaster following the airshow. Pretty darn cool.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-31177826321984305632009-08-08T09:08:00.002-04:002009-08-08T09:24:02.924-04:00Pattern Work<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzqGtBmgmLwB7ZA31WeJ3IyHmQwlGXAHVrzLWbyktJ8eh2fBOlN7pkkTHWnNpyHmGBGu8z-7EeowD-d3MN8jWlcEWEpjyrKnnazY8heSrqsFH6yfGhkLuEQEEZ_FfY2iEg0yP6JAVcGUY/s1600-h/pattern2.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 272px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjzqGtBmgmLwB7ZA31WeJ3IyHmQwlGXAHVrzLWbyktJ8eh2fBOlN7pkkTHWnNpyHmGBGu8z-7EeowD-d3MN8jWlcEWEpjyrKnnazY8heSrqsFH6yfGhkLuEQEEZ_FfY2iEg0yP6JAVcGUY/s400/pattern2.jpg" alt="" id="BLOGGER_PHOTO_ID_5367579564256246546" border="0" /></a><br />When I got up the weather was gray and foggy, some light showers following the cold front which had brought very heavy showers during the night. A quick check of the <a href="http://runwayfinder.com/?loc=klom">weather maps</a> convinced me that we would be VFR by flight time.<br /><br />I had studied the arc approaches out at LNS, run the GNS430 simulator and felt comfortable that I could replicate them in the aircraft. So, for that and a variety of other reasons decided that it might be good to spend some time in the pattern. It was a good choice.<br /><br />I have always liked the landing pattern. It offers a little bit of all phase of flight, and the reward of a smooth landing is wonderful. As always, it was time well spent with the instructor. A few bad habits were identified that I can hopefully correct for the next flight.<br /><br />A great way to spend an afternoon.<br /><br />Sr20<br />Time = 1.2 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-12737358865431451492009-08-01T19:46:00.001-04:002009-08-01T19:48:27.438-04:00New Airplanefrom Montgomery County Aviation<br /><br />CIRRUS ALERT!<br /><br />MCA is proud to announce the new arrival of the Cirrus Perspective SR 20. For all you G1000 lovers this is your opportunity to check out the next Generation Cockpit and explore all that Cirrus Perspective has to offer. Please call today to make arrangements for your intro flight. We will be having a Cirrus day at the field in the near future so all of our students can come and experience what Cirrus and MCA have to offer. We also have a desktop simulator to help expedite your training at a minimal cost per hour.<br /><br />Also for the Avidyne lovers we have added another SR20 to the rental fleet as well as the SR 22 which is also available should you have the desire to step up and experience truly the best flying aircraft in the industry. Cirrus is second to none when it comes to cockpit awareness and safety.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-24604991992951198332009-07-31T09:51:00.008-04:002009-07-31T12:14:07.046-04:00Simple NDB Approach<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi06kz9mDlvrQY5XUIVf-WFVjOCINx7c9Q6hscrhnb1JA53h7_zlLVbfuOzSic6p-xMMWSBK38t9zi75nNtIoSX6I_Zf0wjM5PiT68TyWI7Lf0N419rrpvr7sf2CFqZzED8b8GGgfLPwfw/s1600-h/ukt1.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 400px; height: 272px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi06kz9mDlvrQY5XUIVf-WFVjOCINx7c9Q6hscrhnb1JA53h7_zlLVbfuOzSic6p-xMMWSBK38t9zi75nNtIoSX6I_Zf0wjM5PiT68TyWI7Lf0N419rrpvr7sf2CFqZzED8b8GGgfLPwfw/s400/ukt1.jpg" alt="" id="BLOGGER_PHOTO_ID_5364647198489705058" border="0" /></a><br />Two weeks since my last flight because the weather in the Northeast is still marginal. I guess I've been spoiled by flying in the Atlanta area. Yes, the weather gets ugly there too, but you can plan around the thunderstorm activity. Planning here is just impossible, so finding a good weather day is mere chance. Thursdays seem to work well for the current cycle.<br /><br />Having spent so much time on the <span class="blsp-spelling-error" id="SPELLING_ERROR_0">VOR</span> approach with a holding entry, I wanted to see what the autopilot would do with an approach with a procedural turn. <span class="blsp-spelling-error" id="SPELLING_ERROR_1">Quakertown</span> (UKT) provides an <span class="blsp-spelling-error" id="SPELLING_ERROR_2">NDB</span> 29 (with GPS overlay) which includes some step downs along the way.<br /><br /><span class="blsp-spelling-error" id="SPELLING_ERROR_3">Preflight</span> was normal, she needed some gas but the oil looked like it had recently been changed. The rest of the airplane looked good (I'm still thrilled to be able to fly a plane like this.) I finished my checklist and turned the key..and waited. No joy. What I should <span class="blsp-spelling-corrected" id="SPELLING_ERROR_4">have</span> known prior to start was that the airplane had been flown that day and was still warm...requiring the warm start procedure. Following the normal/cold start procedure flooded the engine. **Note to self, ask if the plane has flown when I pick up the key. Yes, the engine was warm when I checked, but I attributed that to sitting in the sun.<br /><br />The rest of the ground procedures were normal and comfortable. I let the take off roll go too long, but otherwise the departure went fine. Setup and entry for the approach also went well. I am truly amazed at what the system can do. In the 'old days' I would perform the 5(I used 6) Ts: Time (for reporting purposes), Twist (<span class="blsp-spelling-error" id="SPELLING_ERROR_5">CDI</span> to outbound course), Turn (to the outbound course), Time (outbound for procedure turn), <span class="blsp-spelling-corrected" id="SPELLING_ERROR_6">Transition</span> (to new airspeed/altitude/or configuration), Talk (position report). While I audit those factors, the airplane is <span class="blsp-spelling-corrected" id="SPELLING_ERROR_7">capable</span> of <span class="blsp-spelling-corrected" id="SPELLING_ERROR_8">aviating</span> and navigating the approach entry hands off. The trick is being able to tell the airplane (through the <span class="blsp-spelling-error" id="SPELLING_ERROR_9">GNS</span>430) what you want it to do, and there are always a variety of ways to do that. My training is to understand all of those options and to understand the optimal use of the system at any given time.<br /><br />So, once PT inbound I wait for the 'needle to come alive' to put the autopilot into Approach mode. <a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkY45FVtyAYd1Yy2PuEIXNh1758MMel38HFaz_EWI2doNtbvb8UekBW_UDTwu6SfNY0TdutOapF5su3J9iJNecI0WLPZAsXWGlUYGqxFndM6cB7Eeyw4tmB046hc_6iheYh-bQSX7cwf0/s1600-h/ukt2.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 200px; height: 136px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgkY45FVtyAYd1Yy2PuEIXNh1758MMel38HFaz_EWI2doNtbvb8UekBW_UDTwu6SfNY0TdutOapF5su3J9iJNecI0WLPZAsXWGlUYGqxFndM6cB7Eeyw4tmB046hc_6iheYh-bQSX7cwf0/s200/ukt2.jpg" alt="" id="BLOGGER_PHOTO_ID_5364647549080625842" border="0" /></a>Now I'm on the final approach course inbound and can make my first step down. How? There is no vertical <span class="blsp-spelling-corrected" id="SPELLING_ERROR_10">guidance</span> so I can set a vertical speed and automatic altitude capture, or just push the Alt button when I reach desired altitude. <span class="blsp-spelling-error" id="SPELLING_ERROR_11">FAF</span> requires a transition (half flaps) and descent to <span class="blsp-spelling-error" id="SPELLING_ERROR_12">MDA</span>. Again, options to be considered on how to do this with the various modes of the autopilot and I dutifully try each one. (<span class="blsp-spelling-error" id="SPELLING_ERROR_13">CFII</span> must be going <span class="blsp-spelling-error" id="SPELLING_ERROR_14">nutz</span> as he has told me this a dozen times, but my training requires me to make the mistake with each unsatisfactory option to fully understand the ramifications.) My rate of descent was too shallow so we missed and headed back for published holding.<br /><br />A brief discussion about approach plates. Previously I would look down at my <span class="blsp-spelling-error" id="SPELLING_ERROR_15">kneeboard</span> and see the entire picture. Header, <span class="blsp-spelling-error" id="SPELLING_ERROR_16">planview</span>, minimums, etc, I would would cross check that plate a half-dozen times while on the approach. The chart function in the airplane has all of this information as well (and more), but it is divided into four views which can be displayed by cycling the view button. I'm getting comfortable with this but still lack efficiency. In this case I could have found and used the optimum vertical speed, but didn't...another lesson learned.<br /><br />The training I've pointed out above is all secondary to the real key to controlling this technology; mastery of the <span class="blsp-spelling-error" id="SPELLING_ERROR_17">GNS</span>430. It is simply <a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgXP6G0j3WovDI3Ry0S4m4LnLBtIORsi7VWAM7N9LmnxkIz4FL3OzFdpOGTwTpnmR4qEMgUorPQ2fTrkrCQfGF1y8SDtGvTU-XYIhJ1Z7AXwReWQAnxj6sqWUKR9sc_hWfY4AfKyaFBk0/s1600-h/ukt4.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 200px; height: 136px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhgXP6G0j3WovDI3Ry0S4m4LnLBtIORsi7VWAM7N9LmnxkIz4FL3OzFdpOGTwTpnmR4qEMgUorPQ2fTrkrCQfGF1y8SDtGvTU-XYIhJ1Z7AXwReWQAnxj6sqWUKR9sc_hWfY4AfKyaFBk0/s200/ukt4.jpg" alt="" id="BLOGGER_PHOTO_ID_5364657989915185458" border="0" /></a>not good enough to have a basic understanding of some of the functions. This <span class="blsp-spelling-corrected" id="SPELLING_ERROR_18">again became</span> clear <span class="blsp-spelling-corrected" id="SPELLING_ERROR_19">setting</span> up for the 're do' approach from holding. Choosing the complete approach from <span class="blsp-spelling-error" id="SPELLING_ERROR_20">Proc</span> button (my choice) <span class="blsp-spelling-corrected" id="SPELLING_ERROR_21">tells</span> the airplane to do the whole approach with procedural turn, but realistically, if you're in holding already you don't want that. So understanding what options are available and where they can be found is vital if you expect to utilize the suite effectively.<br /><br />This was a great exercise, the flight concluded with a GPS 24 back home..no issues. I'm always delighted to fly by Willow Grove (<span class="blsp-spelling-error" id="SPELLING_ERROR_22">NXX</span>), a former 'stomping ground'. <span class="blsp-spelling-corrected" id="SPELLING_ERROR_23">Landing</span> was OK.<br /><br />Sr20<br />Time = 1.9 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-35167823983127944692009-07-22T13:20:00.006-04:002009-07-22T14:20:35.081-04:00Select the Navigation SourceI wanted to go back to PTW to see if I really understood all aspects of the system. I had learned a lot from my last adventure over there and I hoped it was all coming together.<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDtwTNpQjUgAKWWv-jHTGHNaQPzn4uUL_G_bOp8p0f8Jx0fde4leQ5XxVHfyO0WRxYqU117OmwRnVpcue2La_QJ-29Aahbkr9X_8o-ACNTVBMikut1rI5fe_m3DAjr66z5PRqysxIweIU/s1600-h/kptw.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjDtwTNpQjUgAKWWv-jHTGHNaQPzn4uUL_G_bOp8p0f8Jx0fde4leQ5XxVHfyO0WRxYqU117OmwRnVpcue2La_QJ-29Aahbkr9X_8o-ACNTVBMikut1rI5fe_m3DAjr66z5PRqysxIweIU/s320/kptw.jpg" alt="" id="BLOGGER_PHOTO_ID_5361335877429737042" border="0" /></a><br /><br />I was fortunate to pick a day between storms, fronts and other weather makers. The Northeast is still being hammered by ugly weather, so picking a time in the afternoon has a really a low percentage of getting airborne. I got out to the airplane as soon as possible, got the preflight done and buckled in. The CFII came out in a few minutes and told me a new Cirrus had just arrived. It is always good news to hear about additions to the fleet, and I look forward to taking advantage of flying a brand new airplane.<br /><br />The ground procedures flowed normally, and the takeoff went well. As I started puching the buttons on the GNS430 the CFII stopped me. I had chosen direct-to GOOGL..why? Why not just activate the approach? His question was aimed at establishing standard procedures, not the functioning of the box. It was then that another puzzle piece fit into place. I had been studying the manlas for the GNS430 looking to find out why I fumbled seeting up navigation. Sometimes its the simple stuff and the CFII finally got it into my skull, you must have the correct source slected on the PFD <span style="font-style: italic;">BEFORE</span> hitting the the autopilot NAV button.<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj244rcRH6FMd6Y96GPA2ydqCvrO8KsH2JESDbfSDjfhWl9cy6Zc87fhtckS8xO6VEr3WElGwBr54Rl4D2h_vC4zOLChrBZ1XJKvJyvTrU9jZyjF1JJBnBcEOu7jbcTBaj9Y0lKApI8WJk/s1600-h/ptw6.JPG"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 400px; height: 164px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj244rcRH6FMd6Y96GPA2ydqCvrO8KsH2JESDbfSDjfhWl9cy6Zc87fhtckS8xO6VEr3WElGwBr54Rl4D2h_vC4zOLChrBZ1XJKvJyvTrU9jZyjF1JJBnBcEOu7jbcTBaj9Y0lKApI8WJk/s400/ptw6.JPG" alt="" id="BLOGGER_PHOTO_ID_5361340137175892386" border="0" /></a>My eagerness to engage George made me skip that key check. Hopefully a lesson well learned (again). Additional points were made in holding and setup, breifing and execution of the approach. This resulted in a full stop and taxi back for takeoff.<br /><br />The weather check showed some interesting activity over at Wings. A little purple surrounded by red and yellow on the map didn't look inviting. The buildups were beautiful,<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOuoZIGJWjUzVZ_IQZkqVf6Ftk3-iOhUIGw8VjjsR-c0JKn9PEgavDOZCxzx9g0wRefZuACszTt5vK8dUD8Kw6W9MeQ0MGy_dIozlzgbGcZkXG2Eq5vIezLst-ZZG5_bTkzk2GZe7Uqlc/s1600-h/waiting.jpg"><img style="margin: 0pt 0pt 10px 10px; float: right; cursor: pointer; width: 200px; height: 136px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjOuoZIGJWjUzVZ_IQZkqVf6Ftk3-iOhUIGw8VjjsR-c0JKn9PEgavDOZCxzx9g0wRefZuACszTt5vK8dUD8Kw6W9MeQ0MGy_dIozlzgbGcZkXG2Eq5vIezLst-ZZG5_bTkzk2GZe7Uqlc/s200/waiting.jpg" alt="" id="BLOGGER_PHOTO_ID_5361342442446805794" border="0" /></a> but not anything I wanted to get close too. Listening to ATC confirmed that they were overloaded with traffic around the Philadelphia area trying to get around this nasty stuff. We decided to find a clear spot and wait for a few minutes. So I decided to 'hand fly' this pretty lady and relax a bit. Eventually the controller was able to fit us in for a GPS 24 back at LOM. By that time the trouble had moved south and it allowed a nice clean approach and landing.<br /><br /><br />SR20<br />Time = 1.9ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-39846560423253874932009-07-14T19:15:00.007-04:002009-07-14T20:41:21.007-04:00FJC V149 LHY V408 V483 FILPS<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhryXD7sBts_-LvhzfIOD2pzYy0csEY_08aa-Su9w0VuLEKd7lju3wBsZuqJJflHDCCx16fJugCwwsgdqsxIE2fKrk9iRGwb0_ZzJhd7aWtRTaxRhJo9b72w1alRKnc0uibhk9RmzWT5ss/s1600-h/flight_track_map1.jpg"><img style="margin: 0pt 0pt 10px 10px; float: right; cursor: pointer; width: 200px; height: 150px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhryXD7sBts_-LvhzfIOD2pzYy0csEY_08aa-Su9w0VuLEKd7lju3wBsZuqJJflHDCCx16fJugCwwsgdqsxIE2fKrk9iRGwb0_ZzJhd7aWtRTaxRhJo9b72w1alRKnc0uibhk9RmzWT5ss/s200/flight_track_map1.jpg" alt="" id="BLOGGER_PHOTO_ID_5358458823152071794" border="0" /></a>The <span class="blsp-spelling-error" id="SPELLING_ERROR_0">CFII</span> suggested that we go out of the local area so that I could get a better <span class="blsp-spelling-corrected" id="SPELLING_ERROR_1">appreciation</span> of the departure, en route, and terminal phases of the flight. I suspect he thought I would head south, or maybe east to the beach, but I have a bit of history with <span class="blsp-spelling-error" id="SPELLING_ERROR_2">Poughkeepsie</span> and decided to venture up to <span class="blsp-spelling-error" id="SPELLING_ERROR_3">Dutchess</span> County.<br /><br />I used <a href="http://fltplan.com/"><span class="blsp-spelling-error" id="SPELLING_ERROR_4">Fltplan</span>.com </a>to pick the route and it provided a very simple <span class="blsp-spelling-error" id="SPELLING_ERROR_5">PTW</span>-<span class="blsp-spelling-error" id="SPELLING_ERROR_6">FJC</span>-<span class="blsp-spelling-error" id="SPELLING_ERROR_7">HUO</span> into <span class="blsp-spelling-error" id="SPELLING_ERROR_8">KPOU</span>. The <span class="blsp-spelling-error" id="SPELLING_ERROR_9">CFII</span> filed as I went out to <span class="blsp-spelling-error" id="SPELLING_ERROR_10">preflight</span>. No problems, engine start was normal, but during the taxi out I cut the corner a bit sharp trying to avoid another parked plane and got stuck on the grass. Another <span class="blsp-spelling-corrected" id="SPELLING_ERROR_11">embarrassing</span> start. I did get the opportunity to perform a warm start.<br /><br />The rest of the ground procedures were normal, I spent the time in the run up area to program the <span class="blsp-spelling-error" id="SPELLING_ERROR_12">GNS</span>430. I also learned that <span class="blsp-spelling-corrected" id="SPELLING_ERROR_13">getting</span> Clearance Delivery doesn't work using the A/C radios, so the SOP is to use the cell phone. OK, so here I am with headset, bifocals and cellphone trying to take copy my clearance...you can bet it is not 'as filed'. I took down all the fixes and completed the read back. Later, the <span class="blsp-spelling-error" id="SPELLING_ERROR_14">CFII</span> <span class="blsp-spelling-corrected" id="SPELLING_ERROR_15">suggested</span> that I could challenge <span class="blsp-spelling-corrected" id="SPELLING_ERROR_16">unreasonable</span> <span class="blsp-spelling-corrected" id="SPELLING_ERROR_17">routing's</span> by asking if changing desired altitude might improve the route. I managed to fumble through it and the <span class="blsp-spelling-error" id="SPELLING_ERROR_18">CFII</span> helped out by re-programming the <span class="blsp-spelling-error" id="SPELLING_ERROR_19">GNS</span>430. Klutz comes to mind, but somehow we got airborne.<br /><br />As you can see from the track, <span class="blsp-spelling-error" id="SPELLING_ERROR_20">TRACON</span> took us north before going east. <span class="blsp-spelling-corrected" id="SPELLING_ERROR_21">Eventually</span> we were cleared direct and requested the <span class="blsp-spelling-error" id="SPELLING_ERROR_22">LOC</span> 06 circle to 24 approach. All <span class="blsp-spelling-corrected" id="SPELLING_ERROR_23">other</span> procedures and <span class="blsp-spelling-corrected" id="SPELLING_ERROR_24">communications</span> went well, but my set up for the right downwind was WAY too close and actually turned into a modified left base to final. <span class="blsp-spelling-error" id="SPELLING_ERROR_25">Landing</span> was OK and we went over to <span class="blsp-spelling-error" id="SPELLING_ERROR_26">Richmor</span> Aviation to stretch our legs. (So if I ever do get the opportunity to fly up on business, I must find a way to expense the landing fee.)<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqHsVQRTWkzoYaESAYo_kxBHpIa9aBPQExJehQV8cQRxhNYO-5yka-3MhZrrN0c4RBW-vCg7L0P6h8y8zNTOGTktjeaml_5JzExEff4mIegvXiVbomSnEVN14xCSrBwoea2nANgVDHLqs/s1600-h/flight_track_map.jpg"><img style="margin: 0pt 0pt 10px 10px; float: right; cursor: pointer; width: 200px; height: 150px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgqHsVQRTWkzoYaESAYo_kxBHpIa9aBPQExJehQV8cQRxhNYO-5yka-3MhZrrN0c4RBW-vCg7L0P6h8y8zNTOGTktjeaml_5JzExEff4mIegvXiVbomSnEVN14xCSrBwoea2nANgVDHLqs/s200/flight_track_map.jpg" alt="" id="BLOGGER_PHOTO_ID_5358474094926088354" border="0" /></a><br />The trip home was a little more direct, with most of the trip used just to enjoy flying. The <span class="blsp-spelling-corrected" id="SPELLING_ERROR_27">weather</span> was great and I got to see an old friend, the monument at High Point NJ. I was taken there as a boy on day trips, and passed it a few times as a pilot, including my first <span class="blsp-spelling-error" id="SPELLING_ERROR_28">xcountry</span> flight. Approach asked me if I had the weather at wings, and while I had been listening, we were still too far out for a clear <span class="blsp-spelling-corrected" id="SPELLING_ERROR_29">transmission</span>. Old school, there is a much more <span class="blsp-spelling-corrected" id="SPELLING_ERROR_30">sophisticated</span> way to get the weather IF you remember it is available. The flight ended with a <span class="blsp-spelling-error" id="SPELLING_ERROR_31">LOC</span> 24 back at <span class="blsp-spelling-error" id="SPELLING_ERROR_32">LOM</span>. Nice landing.<br /><br />Progress is being made. <span class="blsp-spelling-corrected" id="SPELLING_ERROR_33">Satisfactory</span> when I'm on my plan, but not so much when forced to improvise. Think ahead of the autopilot when getting vectors, know what it means to the <span class="blsp-spelling-error" id="SPELLING_ERROR_34">GNS</span>430 to proceed on course or go direct to the next way point. Most of all, rely on the GPS for the primary Navigation source. While the <span class="blsp-spelling-error" id="SPELLING_ERROR_35">VOR</span> <span class="blsp-spelling-error" id="SPELLING_ERROR_36">CDI</span> is an old friend, GPS is driving this system.<br /><br />Sr20<br />Time = 3.0ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com1tag:blogger.com,1999:blog-5193484163587314110.post-16104554836729900592009-07-10T17:22:00.008-04:002009-07-10T17:54:46.123-04:00Actual<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirTQViLP8ItsciFqKARxPHc0gpabL7Mnf_WFVSTVUKeBVXtMA_5cxfssqwoAG5MFouk-I27RWT_GP-9xKlutTMVjin_tw8LuwOirXeal_BpyPWGcI8DTqWZ58ckOfqdE1hMZS8MzwAA7U/s1600-h/rdg.jpg"><img style="margin: 0pt 10px 10px 0pt; float: left; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEirTQViLP8ItsciFqKARxPHc0gpabL7Mnf_WFVSTVUKeBVXtMA_5cxfssqwoAG5MFouk-I27RWT_GP-9xKlutTMVjin_tw8LuwOirXeal_BpyPWGcI8DTqWZ58ckOfqdE1hMZS8MzwAA7U/s320/rdg.jpg" alt="" id="BLOGGER_PHOTO_ID_5356945193756308178" border="0" /></a>I scheduled the plane and instructor three times last week. I only got the first one in, the others were canceled due to weather. I had driven out for each flight, actually started the <span class="blsp-spelling-error" id="SPELLING_ERROR_0">preflight</span> for the one scheduled in the afternoon, but the cumulus built up so rapidly I only got the the sun shade off the glare shield before the <span class="blsp-spelling-error" id="SPELLING_ERROR_1">CFII</span> said to forget about it.<br /><br />As I drove out this morning the conditions were better. My weather maps and forecasts all showed lots of low pressure, but no weather makers in the local vicinity. I was pretty sure this would be a go.<br /><br />The object was to become familiar with the navigation/autopilot systems again. A <span class="blsp-spelling-error" id="SPELLING_ERROR_2">VFR</span> flight out to <span class="blsp-spelling-error" id="SPELLING_ERROR_3">KRDG</span> for the <span class="blsp-spelling-error" id="SPELLING_ERROR_4">ILS</span> 36 <span class="blsp-spelling-corrected" id="SPELLING_ERROR_5">followed</span> by an approach at <span class="blsp-spelling-error" id="SPELLING_ERROR_6">KPTW</span> and finish up with another (<span class="blsp-spelling-error" id="SPELLING_ERROR_7">LOC</span>06) back at <span class="blsp-spelling-error" id="SPELLING_ERROR_8">KLOM</span>. The <span class="blsp-spelling-error" id="SPELLING_ERROR_9">preflight</span>/<span class="blsp-spelling-error" id="SPELLING_ERROR_10">startup</span>/taxi were all normal...not uneventful, but normal. He gave me a simulated clearance direct <span class="blsp-spelling-error" id="SPELLING_ERROR_11">PTW</span>, direct <span class="blsp-spelling-error" id="SPELLING_ERROR_12">HUMEL</span> direct <span class="blsp-spelling-error" id="SPELLING_ERROR_13">RDG</span>, and I spent a bit of extra time in the run up area getting that all programmed into the <span class="blsp-spelling-error" id="SPELLING_ERROR_14">GNS</span>430.<br /><br />I felt good, not necessarily ahead of the airplane, but able to keep up with it. The first big lesson was when to engage the APR function on the autopilot. Since I did that late, the rest of the approach was catchup, which <span class="blsp-spelling-corrected" id="SPELLING_ERROR_15">ended</span> in a circle to land low approach to runway 31 and then out to <span class="blsp-spelling-error" id="SPELLING_ERROR_16">DUMMR</span> for holding. My 'knob-<span class="blsp-spelling-error" id="SPELLING_ERROR_17">ology</span>' is getting better and at times I can actually anticipate what will/should happen next. However, the chart function in the plane lack some <span class="blsp-spelling-corrected" id="SPELLING_ERROR_18">intuitiveness</span>, and I still need to work on my approach/missed approach briefing. We spent some extra time driving the <span class="blsp-spelling-corrected" id="SPELLING_ERROR_19">racetrack</span> while I discussed options for setting up the next approach, and while we did that the clouds started to <span class="blsp-spelling-corrected" id="SPELLING_ERROR_20">blossom</span>. Requested and <span class="blsp-spelling-corrected" id="SPELLING_ERROR_21">received</span> <span class="blsp-spelling-error" id="SPELLING_ERROR_22">IFR</span> <span class="blsp-spelling-corrected" id="SPELLING_ERROR_23">clearance</span>. It has been a very long time since I've seen the inside of a cloud.<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEuQOOXdRN3KAqUxsfWCEBmiV_goiOJNhmi8W2Meopk2S_E5mGuMaszYWcgOKTxJ0eQPTEaDLtVGNKJmkZ8a2t30noJebMBWZWh1rI4QzqQnvR2ahw6FV5qYKTfZ5xuI-vaHlrFp_S4ts/s1600-h/rdg1.jpg"><img style="margin: 0pt 0pt 10px 10px; float: right; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiEuQOOXdRN3KAqUxsfWCEBmiV_goiOJNhmi8W2Meopk2S_E5mGuMaszYWcgOKTxJ0eQPTEaDLtVGNKJmkZ8a2t30noJebMBWZWh1rI4QzqQnvR2ahw6FV5qYKTfZ5xuI-vaHlrFp_S4ts/s320/rdg1.jpg" alt="" id="BLOGGER_PHOTO_ID_5356952511258973026" border="0" /></a><br /><br />The setup and execution for a repeat <span class="blsp-spelling-error" id="SPELLING_ERROR_24">ILS</span> RWY 36 went well, and so did the published missed approach. A few more turns and I requested to go back to Wings via <span class="blsp-spelling-error" id="SPELLING_ERROR_25">Pottstown</span>. Instead he gave me direct to BUNTS and then <span class="blsp-spelling-error" id="SPELLING_ERROR_26">Phila</span> approach approved the <span class="blsp-spelling-error" id="SPELLING_ERROR_27">LASBE</span> transition. Having selected the right <span class="blsp-spelling-corrected" id="SPELLING_ERROR_28">transition</span> in the <span class="blsp-spelling-error" id="SPELLING_ERROR_29">GNS</span>430 meant I merely had to activate the approach...slick stuff. No issue with the rest of the procedure, I cancelled <span class="blsp-spelling-error" id="SPELLING_ERROR_30">IFR</span>, broke it off at 1500 feet to enter the traffic pattern. Setup was OK, but horrible airspeed control resulted in a Go-Around. The next attempt (not perfect) led to a nice landing.<br /><br />Progress. The puzzle pieces are really coming together now. This one <span class="blsp-spelling-corrected" id="SPELLING_ERROR_31">felt</span> very good.<br /><br />SR20<br />Time = 2.7<br />Actual <span class="blsp-spelling-error" id="SPELLING_ERROR_32">IFR</span> = 0.8ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com0tag:blogger.com,1999:blog-5193484163587314110.post-2482095819000053452009-06-30T09:20:00.005-04:002009-06-30T09:41:44.926-04:00Back in the SaddleDon't move to Pennsylvania for the climate. The weather has been more like Seattle than Philadelphia, only the rain has been harder and more frequent. <em style="font-style: italic;">Life is what happens</em><span style="font-style: italic;"> to you while you're busy making other plans.</span> Lots of activity at work, family events and the horrible weather here in the Northeast had me grounded for six weeks.<br /><span style="font-style: italic;"><br /></span>I was afraid the traffic going through the little towns and villages along Rt 73 would be heavy during the morning rush hour, but the trip in wasn't bad at all<span style="font-style: italic;">. </span>I got to the airport early and sat for a few minutes in the car composing myself. Nervous. The CFII made it easy, talked about the long layoff and mentioned that so many students were struggling to stay current. This flight would be used to knock off the rust and get comfortable in the cockpit again.<br /><br />So we did a simple VFR flight to the north, a few truns, climbs and descents an entry and two landings. Most of it came back to me, but my pattern work and landings were lousey. Unassisted, but way below my expectations.<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5-hK6a4DiItFyRlh4y5FKToioEOwthc3btysnzOUJshofFGlroHa-goWP8Df4Ub-I4__vl_LEnVk9IAuQO__bicAGX5QttOQE587ps5EDaD-huux4zH7BUDDWGC3bWeO3iQktaeoa5cI/s1600-h/saddle.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 320px; height: 218px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg5-hK6a4DiItFyRlh4y5FKToioEOwthc3btysnzOUJshofFGlroHa-goWP8Df4Ub-I4__vl_LEnVk9IAuQO__bicAGX5QttOQE587ps5EDaD-huux4zH7BUDDWGC3bWeO3iQktaeoa5cI/s320/saddle.jpg" alt="" id="BLOGGER_PHOTO_ID_5353113108101900882" border="0" /></a><br />The primary objcetive was accomplished, I had fun.<br /><br />SR20<br />Time = 0.9 hoursddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2tag:blogger.com,1999:blog-5193484163587314110.post-19636666422441011232009-05-27T07:51:00.004-04:002009-05-27T09:45:37.074-04:00A better PerspectiveCanc: Wx. It was marginal at best. A cold front had moved just south of the area and the low pressure area had lots of crud associated with it. Some airports were still reporting VFR, but most were changing to IFR and many were reporting high gusty winds. Since I wanted to do that )@#^ approach the conditions might be sufficient, but the other work in the pattern might not get done due to the winds. The trends predicted the weather to get worse.<br /><br />So I drove out to the airport anyway, just to see the actual conditions at the field for myself. As I was getting out of the car my CFII called to offer his opinion and I decided not to go. I went into the office to cancel the flight and schedule another for next week. (If the weather ever breaks I'll try to go sooner, but the 'weather guessers' say its not going to get flyable for awhile.)<br /><br />The Owner was sitting behind the desk and asked how things were going. I'm making progress, but not as fast as I thought I would. I love the airplane and am having fun, I like working with his staff and the CFII, so things are good. He has a deep background in power plant and systems technology and started asking probing questions about my last 'non-flight'. Evidently resetting the autopilot cb really should not have fixed the problem. He suspects that the controls were not neutralized properly during the check which may have lead to the failed servo indication. Interesting.<br /><br />...and then the other systems questions started popping. The engine had been at low idle for awhhile, did I consider pushing the power up and burning off possible build up? Why does the book say do a mag check at 1700 RPM (not 2000 like it is for most other aircraft I've flown)? Why do you check to insure the flap light is not on when you do the battery check during preflight? How can you tell if the external lights are working from cockpit indications? What are the nominal engine indications during takeoff or cruise? What key indicator engine indicator should you monitor during Takeoff and climb out? Have you noticed that when you disconnect the autopilot the electric trim doesn't respond immediately?<br /><br />...and many more "why's" and "how's". It was a good workout, and I'm afraid I didn't do too well. This is partly due to my current perspective. I realize the systems work is important, even vital for single engine operations in IFR conditions, but I'm still at that stage focused on checklists and procedures. I've yet to graduate to the "why" kind of questions.<br /><br />It was great hanger talk. I'm not sure that all of the questions could be answered by studying the POH. This conversation provided motivation to learn more about the airplane...and enjoy the journey to becoming proficient again.ddfhttp://www.blogger.com/profile/13302371912038013929noreply@blogger.com2