Sunday, March 30, 2008
I made a quick stop for cash today at the local Wawa, no additional fee when you use their ATM. I met a nice lady, who I held the door for, that asked if I was from Wisconsin. I was wearing my Packers fleece pull over today with a pair of shorts. I politely said no but informed her that I was a Packer backer since I was wee high (hand motion to a toddler's height). She then asked if I had been to the stadium. I happily said yes, that I have been on the tour, shopped the pro shop and was in the audience for a Mike Holmgrem (ex-coach) TV show. I also let her know I have a friend in Appleton that took me to see all the local attractions, heck I even had a Brat(rhymes with lot). I jumped in the SUV and headed to the school, it had to be a good lesson day, the karma was feeling great!
Brian arrived just after I parked out front. We immediately got to the business at hand with a preview of today's lesson. Today we were going to start adding to the list of things to do. I was given instruction for a departure runway two seven and turn north to 360* maintaining 2500'. I quickly noticed Brian shorted my fuel load after I had completed my pre-taxi and run up checks. On climb out he said this bird really wants to climb today and I said it should on half the fuel load. He gave a muffled laugh and said very good.
As Bo Boggs often says (Flights of the Mouse), "she was climbing like a homesick Angel." I climbed out to 2500 and once passing through 500 I turned north to the 360* heading. Brian kept things pretty simple with no added workload of the radio. The ILS RWY 29 Approach plate notes RADAR REQUIRED, this means you will be receiving vectors to final in order to intercept the ILS. We had reviewed the plate prior to takeoff discussing important facts for the lesson. This however was not a "briefing" of the plate since we will get into that as the lessons progress. I did note the important facts, the frequency is 108.5, the missed approach (MAP) is 910'/ 3/4, and going missed calls for a climbing left turn to 2400 direct to the modena (MXE) vor. I also noted the final approach fix (FAF) to MAP at 90 knots is timed at 3:20.
I intercept the ILS and announce localizer is alive and with gentle corrections track towards the Moses Outter Marker (OM). I verbally call left or right of course and announce glide slope is alive when I get some movement. The Outter Marker beacon sounds and I set my timer to zero and hit it again to start my clock. On course, below glide slope to intercept, speed 90, now adding first notch of flaps. Stable, 90 knots, 500 feet per minute descent, on course, on glide slope, things are looking good. Altitude is now falling through 1100' as I call out looking for 910', on course on glide, speed 90, 500 fpm descent. At just above 950 I break out and locate the runway, right of center. I add the second notch of flaps and make an ok landing a tad fast.
Brian resets and I do two more approaches with the last getting screwed up. I was lined up looking good as my altitude came through 1950 I brain farted and thought it was 950 and announced going missed. No sooner I added power I caught my mistake and continued on with the published missed.
Brian paused the sim so we could discuss options. Ok, you are going missed, which you can at any time if the need is there but now when and where do you start the climbing left turn and why? My eyes must have been rolling around in my head like a cheap amusement park prize for knocking over the milk bottles. Ok, focus and answer the questions step by step. I am located between the OM and the MAP at 1950' full power and climbing out. I can NOT turn left until the MAP which I will determine when I hit 3:20 on my timer (Thank God I started my timer) at that point I will turn left to approximately 110* direct to MXE vor that I set up prior to my approach in nav 2 standby. Ok, time in, get back in there and fly the missed. I am tracking 110* TO the vor and will fly the published hold. A quick look at the plate reveals a teardrop entry on my current heading. The outbound radial is 149* so I contiune to track 110*. As I cross the station I hit my timer to fly outbound for 1 minute. At one minute I make a standard rate right turn to intercept the 329* radial. The session ends.
We sit and talk about the lesson, the need to time the ILS and how to use my equipment as a way to double check. Brian suggested setting up nav 2 so that I would have localizer if nav 1 failed plus it provides a back up. I was correct in having nav 2 dialed in for my missed which made the work load a bit easier by just needing me to hit the flip button to start tracking. Next lesson we will work on procedures on a more in depth level, talking about when to brief and how to make use of your time flying single pilot IFR.
Next up Tuesday morning 7am!
Thursday, March 27, 2008
Tuesday, March 25, 2008
Saturday, March 22, 2008
Friday, March 21, 2008
Saturday, March 15, 2008
Attitude instrument flying consisted of learning the aircraft performance with power, pitch and bank attitude. The sim does not provide you with the opportunity for your body to react to "feeling" or "sensation", this will come when we actually fly. An instrument pilot must learn to control the aircraft with the basic attitude flying skills.
We started out with the view screen shut off flying along somewhere in sim land between KOQN Brandywine Airport and KMQS Chester County Airport. I was level at 3000' on a heading of 270* as Brian (Flight Instructor) gave me various headings to turn to. At first I made my turns and changed course without following what I would do in the "real world" flying 679er. So, before Brian had the chance to grill me I started to treat this as the real deal, as if in 679er. My radio skills kicked in and I twisted the heading bug for every new course change, all the while keeping the scan going.
We moved on to slow flight and I went through the process to configure the aircraft. I again went through turns to the left and right setting the heading bug and confirming each course change while working on my scan. We then established that the stall for the sim was around 60 to 63 kts and that once the stall horn provided warning you were nosing over instantly. I thought it wouldn't break as much if flying coordinated (ball centered) but the sim was gone in an instant. Let's just say that I am happy I was in the sim and not flying in the soup. The Private pilot lessons kick in with the immediate stall then spin recovery sequence....reduce throttle, center ailerons, apply full rudder opposite direction of spin, yoke forward and as the rotation stops neutralize rudder and recover from dive. Just that easy...yeah right. I followed the sequence as it was ingrained in my head and it came as easy as taking a breath, the only problem is that I had no reference to the world around me. Only instruments and it wasn't pretty. I left a smoking hole somewhere in sim land near Marsh Creek state park. Not a good feeling.
Brian said relax it's something different and you will grasp it. Ok, fire me back up and let's give it another go. Round two was a lot like the first go and I left another divot in sim world. We did review what my steps were and where I lost control and what I needed to do to fix it. I was "over controling" is what it boiled down to. Round three I finally left the Attitude Indicator/Artificial Horzon AI out of my scan once it tumbled and worked with the turn coordinator airspeed and altimeter. I did better this time and only ended up flying along upside down, but straight and level. I quickly fixed that problem with an aileron roll and continued, this did not make my CFI laugh. Round four I finally got a handle on which way was up and gave up on the fixation with the turn coordinator, this was a good recovery and no passengers would have lost their lunch. Thank God! I will be practicing with the sim at home and I will start looking for some spin training.
Last on the list was adding some VOR tracking into my scan. Brian asked for me to take us home as he brought the Garmin 530 online. I dialed in the Modena VOR (MXE), gave a twist on the Directional Gyro (DG) heading bug and the Course Deviation Indicator (CDI) and away I went. We worked on some climbs along the way and terminated the session once crossing the MXE VOR.
1.2 hours in the book! Lesson one review drives home the fact that proper scan is vital to the instrument pilot and interpretation even more so. I added 1.2 hours in the log book and had a bunch of fun. I can tell, this will be a lot of work but the rewards will be justified. I'm on the schedule for Friday and Saturday.
Wednesday, March 12, 2008
I was once told by a corvette collector that we as "owners" are really no more then care-takers. I invested money to have work done in order to maintain my Vette and now I will hand it off to another care-taker to do the same thing. The man I sold my 81 to is a collector, not just of cars but motorcycles. Frank pays attention to the details and will give my gal a good home. Heck she's going to a heated garage it has to be good! I knocked a good bit off my asking price because of where the car was going and how Frank would take care of it. I know, it's only a car but if you know someone who really enjoys cars they will tell you the same thing, it matters.
I will be going to visit the folks at TAS, Inc at KOQN, Brandywine Airport to check out the new hi-tech Elite RC-1 sim they are setting up. I will sign up for lessons Saturday and start posting my daily/weekly progress. Cloud busters here I come!
Saturday, March 08, 2008
REPORT TIME: 8 22:14
VALID TIME: 8 MAR AT 22Z TO 18Z NEXT DAY
WINDS: 220 AT 14 GUST 24
VISIBILITY: >6.0 MILES
CLOUDS: 10 FEW CLOUDS: 20 SCT CLOUDS: 50 OVC
TEMPORARY WX FROM 22Z TO 24Z
WINDS: 270 AT 25 GUST 50
VISIBILITY: 2.0 MILES
CLOUDS: 10 BKN
CLOUDS: 25 OVC WITH CB
NEW WX STARTING: 00:00Z
WINDS: 250 AT 25 GUST 50
VISIBILITY: >6.0 MILES
CLOUDS: 15 SCT
CLOUDS: 35 BKN
NEW WX STARTING: 03:00Z
WINDS: 260 AT 20 GUST 35
VISIBILITY: >6.0 MILES
CLOUDS: 50 SCT
NEW WX STARTING: 12:00Z
WINDS: 280 AT 18 GUST 28
VISIBILITY: >6.0 MILES
KILG 082228Z 082218 22018G40KT P6SM FEW010 SCT020 OVC050
TEMPO 2224 27025G50KT 2SM +TSRAGR BR BKN010 OVC025CB
FM0000 25025G45KT P6SM SCT015 BKN035
FM0300 26020G35KT P6SM SCT050
FM1200 28018G28KT P6SM SKC=
The wind and rain seemed to pass so I went outside to clean up some of the tree branches. I washed off the sidewalk since our mulch poured over the flower beds. The sky turned dark again so I finished up and came inside, figured I was done for the day. I was right, Mary said the wind had picked up and it started to hail. Pea sized hail bombarded the area and I have a picture that I will upload. The hot tub cover was thinking about leaving town but I went out and clipped the four corners in order to secure the top. I can't remember the last time I had to fasten the cover down.
I hope 679er is safe at the airport. I'll venture out early in the morning to check.
Thursday, March 06, 2008
USA Today - Business Traveler by: David Grossman
...Skybus sets sail from Columbus, Ohio, ushering in a new breed of discount airlines. With a minimum of 10 seats on each flight selling for $10, Columbus will be permanently on sale. Skybus combines some familiar features from Southwest and Ryanair, with some unique twists of its own. The carrier will offer simple pricing with one-way fares based on the actual number of seats sold and anticipated demand. "Our fares are completely inventory managed," says CEO Bill Diffenderffer. There are no advance-purchase, round-trip, or overnight stay requirements. However, there is a catch: A policy Diffenderffer refers to as "cafeteria" pricing. Skybus charges $5 for each checked piece of luggage.
Like Southwest, flights are open seating, but you can pay $10 for the privilege of boarding the plane first. Food and beverages may be purchased on board, including soda and snacks. Outside food is forbidden – seriously! And nothing is free: You can purchase a blanket and pillow (and carry them home after the flight if you so desire). The airline also offers flight status messages via email, cellphone, or pager for an additional charge. By the time you add taxes and all those extras, your $10 ticket might cost $80, but Diffenderffer boasts that price is still less than another airline's $180 fare.
Tuesday, March 04, 2008
Two of my most cherished autographs are a Superbowl 1 commemorative football signed by Len Dawson and Bart Starr and an autographed picture of Bart in action personalized for me. As much as I have been a Packer fan I have been a Vince Lombardi fan. I sure would have enjoyed seeing Favre play under Lombardi.
I wish the Packers could have taken the top prize this season, a Superbowl victory, but it was not to be. Brett Favre walks away from the game as one of the greatest QB's of all time. I will miss his passion for the game, his boyish approach and his toughness. Thanks Brett for 17 seasons of Packer football!
A quote from Vine Lombardi that fits Brett Favre's style of play and his heart. "Every time a football player goes to play his trade he's got to play from the ground up - from the soles of his feet right up to his head. Every inch of him has to play. Some guys play with their heads. That's O.K. You've got to be smart to be number one in any business. But more importantly, you've got to play with your heart, with every fiber of your body. If you're lucky enough to find a guy with a lot of head and a lot of heart, he's never going to come off the field second." (Vince Lombardi)
Sunday, March 02, 2008
Saturday, March 01, 2008
I am involved with construction projects on our various airports. This past week I had to get processed and signed up for SIDA training. Since we now have a carrier operating at our airport the rules have been changed, basically security access upgraded. Here is a glimpse of what it's all about.
(a) Each airport operator required to have a security program under §107.103(a) shall establish at least one SIDA. Each secured area must be a SIDA. Other areas of the airport may be SIDA's.
(b) Each airport operator required to establish a SIDA shall establish and carry out measures to prevent the unauthorized presence and movement of individuals in the SIDA and shall do the following:
(1) Establish and carry out a personnel identification system described under §107.211.
(2) Subject each individual to employment history verification as described in §107.209 before authorizing unescorted access to a SIDA.
(3) Train each individual before granting unescorted access to the SIDA, as required in §107.213.
Needless to say there were plenty of forms to fill out, 4 rounds of fingerprints to be taken and security background checks to follow. I am going to be scheduled for training next week and then I should be good to go.
At least the finger print ink cleaned up pretty easy!