Sunday, February 24, 2013

Upgrades and Hangars

UPGRADES:

Since it was to crappy to fly yesterday I decided to check on 08Romeo.  I needed to replace the front chocks but other than that covers and tie downs were good to go.  My plan also included making a stop at Red Eagle to discuss some avionics work.  The plan is to get on the early March schedule so I can upgrade to a Garmin GTX 327 or 330 (pipe dream) transponder, have my mic cord replaced and get my clock rewired to come alive when the master is on.

Some of the GTX 327's biggest features are the easiest to see. Among them, the easy-reading DSTN Liquid Crystal Display which reverses the numbers out of black for optimal viewing. The numeric keypad makes entering a squawk code a snap, and a dedicated VFR button allows for quick-and-easy 1200/VFR squawking. The GTX 327 also offers important timing and display functions such as flight time and count-up and count-down timers, as well as current pressure altitude.

I'm also kicking around an audio panel upgrade. I have two in mind, the Garmin 340 and the PS Engineering PMA8000BT.
The GMA 340 features innovative LED-illuminated push button controls that allow audio selection of both NAV and Comm audio. Large buttons activate the Comm microphone and audios for up to three Comm transceivers to simplify cockpit workload. Another feature of the GMA 340 is the Split Comm, which allows the pilot to transmit/receive on Comm 1 and the co-pilot to transmit/receive on Comm 2.

Speaker selection is available to monitor the aircraft radios or to make PA announcements. There are two inputs for telephone ringers, altitude alert warnings, or other warning tones. In addition, the GMA 340 includes a six-place VOX intercom with three selectable modes of isolation, dual stereo music inputs, and independent pilot, co-pilot, and passenger volume control.

Each microphone input has a dedicated VOX circuit to ensure that only the active microphone is heard when squelch is broken. Also standard is the three-light Marker Beacon Receiver/Indicator with high/low sensitivity selection and SmartMute™ marker audio muting.
The PMA8000BT, featuring Bluetooth capability offers pilots with smart phones, like iPhone, BlackBerry, or Palm Pilot and others, to connect wirelessly with the audio panel. This capability allows the music in the Smartphone to stream into the audio panel for distribution to the aircraft occupants. In addition, it allows the pilot, and anybody on the intercom, to connect to the cellular telephone from the audio panel.

Operation of the Bluetooth link is as simple as using the Smartphone to discover the PMA8000BT and establish a link. From there, either place a call and press the TEL button, or begin streaming music. Four muting modes and music distribution capability allow the pilot and passengers to decide how the music is treated.

In addition to the new Bluetooth technologies, the PMA8000BT continues to offer all the category-leading features of the PMA8000B, including six-place intercom with IntelliVox®, dual-channel entertainment inputs through hard wire connections, fully featured audio panel functions with the new Monitor Mode, digital aircraft recorder and pilot selectable audio panel configurations.

The last on my list of upgrades is getting the Garmin 530 WAAS update. This item may have to wait until the play money account survives the CPR that will need to be administered after the above mentioned goodies find a home in the Sundowner panel.

HANGARS:

I also took advantage of yesterdays wx to investigate Hangar space.  No, not at Wilmington, I can't afford the $525 a month and put fuel in the plane. Instead I visited N57-New Garden located just 18 miles North West of our home, 11.8 as the crow flys in Toughkenamon, PA .
New Garden is growing, it's the home of the Brandywine Soaring Club, EAA Chapter 240 and Matt Chapman,aerobatic pilot.  New Gardens recent taxiway construction is complete and is now open for use. The next major project will be hangar construction in the spring and runway reconstruction in 2014,pending State funding. Hangars I am told are running @ $275 so it's a good possibility we may be moving out of KILG.  More info to follow...

Thursday, February 21, 2013

Commercial Thoughts

Recently I decided to pursue the Commercial rating.  Contrary to the latest blog rumors that Chris and Steve have provided..."A new rating is a great idea! Personally, I think you're afraid that Steve and I are finally about to catch up with you! " and let's not forget this one by Steve, " suppose we should stand strong on the intimidation/motivation front, huh Chris?".  The real reason, honest, is that I'm not really sure why, maybe some flying in retirement or a weekend gig while at the beach. NO, there will be no banner towing. All in good fun guys! ;)

Talk about timing, I did read an article in AOPA Pilot about David Snell and his business Starlight Flight. The article was written by Jill W. Tallman and you can find it on page 36 in the March edition. It does peak my interest, at the very least it motivates me to get in gear and knock out the rating. I provided what I will need to accomplish and the medical requirements associated with securing the rating.

I will follow up with more info as I talk with my favorite CFII, Mike B and bounce a few things off him for what I'll need to get this done.  For now, the plan is to make an appointment with Red Eagle and upgrade my transponder (Garmin 327 or maybe the 330ES), connect my clock to the master and replace the mic wire to the PTT switch my side, it's getting hard and I noticed a crack in the outter sleeve.

General Requirements Part 61

Minimum requirements:                   
  • Be at least 18 years of age
  • Holder of a US PPL
  • 250 hours of flighttime (can be a mix of glider, fixed wing and helicopter)
  • 10 hours of Instrument training ( if you do not hold an Instrument raing)
  • 10 hours of training on a complex airplane (= retractable gear and adjustable propeller)
  • A 2 hour VFR day dual crosscountry of more than 100NM from the airport of departure.
  • A 2hour night VFR dual crosscountry of more than 100NM from the airport of departure.
  • A solo 300 NM crosscountry with landings at three airports the first of which needs to be at least 250 NM from the original point of departure. Solo in this case means no passengers or instructor
  • 5 hours of night VFR with 10 take-off's and landings

Second-Class Airman Medical Certificate

§ 67.201 Eligibility.

To be eligible for a second-class airman medical certificate, and to remain eligible for a second-class airman medical certificate, a person must meet the requirements of this subpart.

§ 67.203 Eye.

Eye standards for a second-class airman medical certificate are:
(a) Distant visual acuity of 20/20 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/20 vision, the person may be eligible only on the condition that corrective lenses are worn while exercising the privileges of an airman certificate.
(b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses. If age 50 or older, near vision of 20/40 or better, Snellen equivalent, at both 16 inches and 32 inches in each eye separately, with or without corrective lenses.
(c) Ability to perceive those colors necessary for the safe performance of airman duties.
(d) Normal fields of vision.
(e) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.
(f) Bifoveal fixation and vergence-phoria relationship sufficient to prevent a break in fusion under conditions that may reasonably be expected to occur in performing airman duties. Tests for the factors named in this paragraph are not required except for persons found to have more than 1 prism diopter of hyperphoria, 6 prism diopters of esophoria, or 6 prism diopters of exophoria. If any of these values are exceeded, the Federal Air Surgeon may require the person to be examined by a qualified eye specialist to determine if there is bifoveal fixation and an adequate vergence-phoria relationship. However, if otherwise eligible, the person is issued a medical certificate pending the results of the examination.

§ 67.205 Ear, nose, throat, and equilibrium.

Ear, nose, throat, and equilibrium standards for a second-class airman medical certificate are:
(a) The person shall demonstrate acceptable hearing by at least one of the following tests:
(1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner.
(2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment.
(3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969:
Frequency (Hz)500 Hz1000 Hz2000 Hz3000 Hz
Better ear (Db)35303040
Poorer ear (Db)35505060
(b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that—
(1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or
(2) Interferes with, or may reasonably be expected to interfere with, clear and effective speech communication.
(c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.

§ 67.207 Mental.

Mental standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of any of the following:
(1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.
(2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which:
(i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or
(ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition.
(3) A bipolar disorder.
(4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section—
(i) “Substance” includes: Alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and
(ii) “Substance dependence” means a condition in which a person is dependent on a substance, other than tobacco or ordinary xanthine-containing (e.g., caffeine) beverages, as evidenced by—
(A) Increased tolerance;
(B) Manifestation of withdrawal symptoms;
(C) Impaired control of use; or
(D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning.
(b) No substance abuse within the preceding 2 years defined as:
(1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous;
(2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or
(3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds—
(i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
(c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
[Doc. No. 27940, 61 FR 11256, Mar. 19, 1996, as amended by Amdt. 67-19, 71 FR 35764, June 21, 2006]

§ 67.209 Neurologic.

Neurologic standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of any of the following:
(1) Epilepsy;
(2) A disturbance of consciousness without satisfactory medical explanation of the cause; or
(3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause;
(b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.211 Cardiovascular.

Cardiovascular standards for a second-class medical certificate are no established medical history or clinical diagnosis of any of the following:
(a) Myocardial infarction;
(b) Angina pectoris;
(c) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;
(d) Cardiac valve replacement;
(e) Permanent cardiac pacemaker implantation; or
(f) Heart replacement.
 

§ 67.213 General medical condition.

The general medical standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control.
(b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
(c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

 

Friday, February 15, 2013

Practice the Basics

After reading through a fellow bloggers post about Back to Basics I found myself raising my hand and bowing in shame for I was guilty.  Yes, guilty of not working on the basics! Chris had the laundry list there, I  had to confess, I haven't done much basic work in ages.

Chris mentioned the following, "trips around the pattern, performing a mixture of take-offs and landings that included: normal, short field, and soft field. Some of the landings were done with full forward slips, with simulated engine failures, or without flaps." My plan for today was simply to get some air time but as I sat and waited for oil temps Chris's post was running through my head.
With temps in the green I made my call and taxied out. I was going to head to Millville and maybe Cape May and along the way work on some slow flight maneuvers. This was fun with the tail wind pushing me along and with careful turns back into the winds I could almost slow to a hover. Well, ok, not that slow but darn near pretty close.

I should have done a few steep turns but I passed, instead working on engine out procedures. It was good practice and actually fun.  I cut short my plan for Cape May and pointed to KMIV. I knocked out a few touch and go's with an approval over the CTAF from fellow workers in Op's. Thanks guys!
On the flight home I just looked out the window, taking in all the view. It's so much fun to be up here in the air flying, no street noise, honking horns or screaming kids. No crazy drivers trying to cut you off or people trying to beat the lights through an intersection, just me and my machine covering the ground below heading home.

I greased the last one for the day back into Wilmington and taxied for my tie down. It was only an hour in the log book but it felt so perfect.

Sunday, February 10, 2013

Finally Some Flight Time

I decided that I would keep my batteries at home, hoping the least amount of exposure to the cold would help them hold a charge.  I got up early this morning and topped both batteries off with my new charger set at a two amp trickle charge.  Each battery had its turn and by 8:45 I was ready to head to the airport.

No word from my safety pilot Mike so I figured he was out. I swapped text messages with Vince and he was ready to go. I picked Vince up and we headed to the plane.  We arrived at the ramp and actually saw life forms, no kidding there are people who fly from the Red Eagle ramp!  A straight tail Cessna was getting ready to start while Vince and I flowed through 08Romeo's pre-flight. Both batteries installed, SUV parked outside the gate and the pre-flight complete, it was time to put 08Romeo to the test.
KEVY
Clear Prop!!  Maybe three blades and she fired up, life is good.  Honestly, 08Romeo has to be itching to fly as bad as I am. Vince and I picked up the ATIS as I taxi to the edge of our ramp.  Oil temps looking great since 08Romeo was plugged in overnight and we will be in the green easily for the run up and departure. All systems go, we're ready to rock and Wilmington gives us a line up and wait. (sigh)...We are soon directed, "08Romeo cleared for take off runway two seven on course approved", Vince quickly acknowledges and we are rolling again.

The air is smooth as glass this morning, hands in my lap and steering with my feet only when needed. Vince tried for flight following with Dover and for the first time ever we were denied, but advised to contact Philly.  Hmmmm, we are heading south through the west edge of their space but we'll listen in and go at it on our own, not a problem. Dover does work closely with KRJD- Ridgely Airpark and it's best monitor for meat missiles (those folks who like to jump out of perfectly good airplanes). RJD was quiet and I didn't see any life there on the ramp as we passed overhead.
Final 16
We missed the big push of aircraft going to Cambridge for breakfast but still had to search for a place to park on the crowded ramp. There were more planes on the ramp at Cambridge today than I can remember. It's great to see general Aviation alive and well. Vince and I had a short wait for a table as the Woodbine bunch was just finishing up, it was nice to say hello to the group. We were seated next to a window with a good view of the ramp and as always at Kay's, enjoyed a perfect breakfast.
The Ramp at Kay's
The price of fuel was $5.70 vs the $6.14 at Wilmington. I took on an additional fourteen gallons to bring me to forty and tankered that back home. Once again the air was smooth, temps holding around thirty five at three thousand feet. Vince and I traded off flying and I eventually made the call to Wilmington to advise inbound for a full stop. We had a traffic call out as we turned to the right base but the aircraft was no factor. I floated one in and with a bit of butt sink and touch of the throttle 08Romeo squeaked one on. Vince said I finally felt the butt sink, yeah! He gets it and now will be ready to work on landing the 08Romeo.
We secured the plane and I left the batteries disconnected, well at least one connection. I removed the copper tab that connects the negative and positive of the two batteries and left the other two connections intact. I used the alligator clips that came with both sets of solar chargers and with the copper tab removed I could charge each battery separate with a twelve volt solar unit for each.
Fingers crossed, we'll see how 08Romeo is next weekend when we fly to 44N, Skyacres, Perfect landing cafe on Sunday, February 17th. Sign up on POA forum.