Coping with TFR's

It's only a matter of time until this TFR will be up and running when our president decides he needs beach time. Yes, I could go on a political rant, but, at this point, it's exhausting.  Instead, I will leave it to the aviation content only.

I have read that it's possible that there will be gateway airports made available for access to New Garden Airport and New Castle Airport while the Wilmington TFR is in effect. However, the Transportation Security Administration has not yet provided any information on whether this will happen or which airports might be selected to serve as gateways. I certainly hope this happens so my fellow pilots and friends based at New Garden and Wilmington can continue to fly. Having a gateway airport will also provide Mary and I access to ILG for family visits, which always beats driving. 

Gateway Airport?

There are occasional exceptions that will allow certain GA aircraft to penetrate the inner ring. In some cases, the United States Secret Service (USSS) will agree to set up “gateway” airport(s), at which GA aircraft can be screened before proceeding into the TFR. In other cases, GA aircraft are permitted into the inner ring only after obtaining TSA waivers, sometime used in combination with gateway airports. However, these exceptions are relatively rare and are normally made for TFRs that impact multiple airports for several days.

VIP TFR Operating Restrictions

No UAS operations are authorized in the areas covered by this NOTAM (except as described).

Except as specified below and/or unless authorized by ATC in consultation with the air traffic security coordinator via the domestic events network (DEN):

A. ALL AIRCRAFT OPERATIONS WITHIN THE 12 NMR AREA(S) LISTED ABOVE, KNOWN AS THE INNER CORE(S), ARE PROHIBITED EXCEPT FOR: APPROVED LAW ENFORCEMENT, MILITARY AIRCRAFT DIRECTLY SUPPORTING THE UNITED STATES SECRET SERVICE(USSS) AND THE OFFICE OF THE PRESIDENT OF THE UNITED STATES, APPROVED AIR AMBULANCE FLIGHTS, AND REGULARLY SCHEDULED COMMERCIAL PASSENGER AND ALL - CARGO CARRIERS OPERATING UNDER ONE OF THE FOLLOWING TSA - APPROVED STANDARD SECURITY PROGRAMS / PROCEDURES AND ARE ARRIVING INTO AND / OR DEPARTING FROM 14 CFR PART 139 AIRPORTS: AIRCRAFT OPERATOR STANDARD SECURITY PROGRAM(AOSSP), FULL ALL - CARGO AIRCRAFT OPERATOR STANDARD SECURITY PROGRAM(FACAOSSP), MODEL SECURITY PROGRAM(MSP), TWELVE FIVE STANDARD SECURITY PROGRAM ALL CARGO(TFSSP - ALL CARGO), OR ALL - CARGO INTERNATIONAL SECURITY PROCEDURE(ACISP). ALL EMERGENCY / LIFE SAVING FLIGHT(MEDICAL / LAW ENFORCEMENT / FIREFIGHTING) OPERATIONS MUST COORDINATE WITH ATC PRIOR TO THEIR DEPARTURE AT 412-472-5591 TO AVOID POTENTIAL DELAYS.

B. For operations within the airspace between the 12 nmr and 32 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or filed VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC.

C. The following operations are not authorized within this TFR: flight training, practice instrument approaches, aerobatic flight, glider operations, seaplane operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, maintenance test flights, model aircraft operations, model rocketry, unmanned aircraft systems (UAS), and utility and pipeline survey operations.

D. UAS OPERATORS WHO DO NOT COMPLY WITH APPLICABLE AIRSPACE RESTRICTIONS ARE WARNED THAT PURSUANT TO 10 U.S.C. SECTION 130I AND 6 U.S.C. SECTION 124N, THE DEPARTMENT OF DEFENSE (DOD), THE DEPARTMENT OF HOMELAND SECURITY (DHS) OR THE DEPARTMENT OF JUSTICE (DOJ) MAY TAKE SECURITY ACTION THAT RESULTS IN THE INTERFERENCE, DISRUPTION, SEIZURE, DAMAGING, OR DESTRUCTION OF UNMANNED AIRCRAFT DEEMED TO POSE A CREDIBLE SAFETY OR SECURITY THREAT TO PROTECTED PERSONNEL, FACILITIES, OR ASSETS.

Lunch at Fiorentino's (KLNS)

Since the plans to Laurel were canceled, we decided to meet up with fellow Beech Aero Club (BAC) members Chris along with Les and Nahia for lunch at Fiorentino's, located at the Lancaster Airport (KLNS).

The plan is to depart Ocean City around 11:45 with an hour of flight time, arriving at 12:45.  Winds are forecast at 5-6 knots from the north and our fuel burn each way should be around 13 gallons. 3 Tango Charlie has 50 gallons on board so we are good for the round trip.

There was a line forming at the end of our hangar building waiting to back taxi to runway two.  A Cessna took off, a Piper Malibu Mirage and a Sundowner landed, the Decathlon in front of me taxied out, and I followed to the hold short at one-four. I should have followed him out and pulled over to taxiway Hotel and await my turn. Once the Decathlon passed overhead I crossed the hold short at one-four to back taxi runway two, it was our turn to launch. 3 Tango Charlie climbed out smoothly and was eating up altitude as fast as I let her. Today’s ride was perfect, compared to my last launch and cruise. 

I had filed for the flight but decided on VFR four thousand five hundred to cruise north.  I picked up flight following with Dover and road along, eventually being handed off to Philly, north of the ENO VOR, on 119.75.  I made multiple calls without success and finally switched to Comm 2.  This is the exact scenario as my last trip north, in the same exact area. More investigation will be required. 

I eventually cancelled with Philly, since I thought he forgot about me, and contacted Harrisburg approach with my info and the current ATIS at Lancaster. It was a short ride and Harrisburg handed me off to the Lancaster tower. 

I was directed to make straight in runway three-one, report three miles. As soon as I acknowledged I was then directed number two to land following a Cessna on a right base. Mary and I confirmed visual contact and I followed the Cessna in, loosing sight of them as they turned final. The tower cleared me to land and I made the turn off on Delta,  dumping us right at the restaurant ramp. 

Chris was already on the ramp with his V tail Bo, waiting for us and Les in his Sundowner. Trying to find cell service was a pain so I could not check how far out Les was from landing.  I also couldn’t text my friend Jeff, whose turbo Saratoga was sitting there covered on the ramp. 

We made our way into the restaurant and awaited Les and Nahia.  When I finally did get cell service I found Les to be turning final for Lancaster.

Lunch and service was very good, and the conversations flowed. The men talked airplanes, of course, and the ladies chatted about who knows what. It was a fun meet up that was much needed to recharge all our inner batteries. 

Another conga line, this time to depart Lancaster at runway three-one. I gave up my place in line to perform a run up and waved the trailing Cessna by. I fell back in line once my run up was completed. 

Cleared to take of on three-one had us rolling, again a steady climb, and a left turn on course as directed. This departure was odd, the tower never handed me off to Harrisburg as we cleared their airspace. I made a call to Harrisburg to pick up flight following and was given a squawk code. No sooner I entered it Harrisburg said Philly wasn’t taking handoffs and for me to squawk 1200 and frequency change approved. Very bizarre. 

Ok, I can take a hint. I stayed clear of the Philly bravo and pointed directly to ocean city. I did monitor Philly then Dover approach as we road along south.

Winds favored runway two so I set up for a forty five entry to the left downwind. One plane departed, that I never saw or heard after he had called for departure. I added approach flaps then dropped the gear making a nice landing and roll out. We had a fun day meeting with friends and enjoying the beautiful flying weather. 

New Camera - Drift Ghost X

I recently provided a review with a video on my video cameras and mounting hardware. What I discovered was a gap in panel coverage. Yes, I tried to use one of the Garmin VIRB XE's but the zoom wasn't enough. 

How does the new Drift Ghost X help, you wonder.  Honestly, it doesn't help with the panel, but, it does free up the GoPro 4 for tail shots. The GoPro had the best battery life out of the cameras I now own. Ok, that still leaves the panel shots, what's going to handle that. Good question.

The revised plan is to set up one Garmin VIRB XE for the front view, still mounted over the shoulder on the track form bracket. For wing shots I will use the second Garmin VIRB XE and simply swap from left to right as needed. The Ram Mount device makes it quick and easy.  A good example is flying along the coast, shoot the beach or shoot fields.  Exactly, shoot the beach. 

I plan to shoot the panel shots with the two ActiveOn Golds. the cameras are small enough and light enough to easily be attached with double sided tape. I'll focus one over the Garmin 480 and one over the Aspen. Both within easy reach to turn on/off without a problem, as needed. 

The Drift Ghost X will be utilized for crew cam shots and the occasional front view from the dash pad. It will also be used to take some hand held shots as needed. At least that's the plan. I will flight test the new set-ups this Saturday on my flight to and from KLNS - Lancaster, PA.

Drift Ghost X By The Numbers

Model Name	Ghost X
Brand	Drift Innovation
Video Capture Resolution	1080p
Optical Sensor Size	OV4689 4MP
Connectivity Technology	Wi-Fi

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About this item

• 5 HOUR BATTERY LIFE – Longest battery life on the market filming at 1080P Full HD. Up to 8-hours battery life with the Long-life battery module (sold separately).
• ROTATING LENS - Easily align your shot regardless of the mounting position by turning the lens up to 300 degrees.
• VIDEO TAGGING – Capture unexpected moments after they happen.
• CLONE MODE – Users can sync up to 10 Ghost X or Ghost 4K cameras via WiFi. Start recording on one camera and all start recording. Change settings on one, and the rest will change.
• DVR MODE – Use the Ghost X as a safety camera by recording continuously when plugged into a power supply. When power is cut, recording will stop and save the last interval. Great for insurance purposes.

Plans Sometimes Change

Mary and I sat down and planned out our next four day get-away, Laurel, Mississippi.  Since we both enjoy HGTV, and loved our visit to Waco Texas to visit "Fixer Upper",  Laurel and "Home Town" needed to be the next destination crossed off our list.

Preplanning began one week out as I studied the weather patterns and long range forecasts. Reservations were secured at the Hampton Inn and Suites just five miles out of town.

The Weather Watch

It's a No-Go

We could depart on Saturday and I think that would be fine for the trip south, however, a return home mid next week would present the same potential winds and rain.  Just glance at the left coast fun that is going to head our way. For now it's a no-go and we will plan again in May or just proceed as planned for our west coast swing with Laurel as the first stop in September. 

Flying is supposed to be fun, and I don't get paid to do this. I'm fine being a conservative minded pilot and not pushing the envelope of safety and comfort. 

Adding The Dynon D3

I have decided to add the Dynan D3 to the copilot side of the panel. I gave serious thought to an AV-30, and the G5, but decided it wasn't worth that investment for the few times I have a pilot in the right seat. I have noticed that when I have a safety pilot on board they don't have an easy view of the instruments, mainly the Aspen, in particular the course heading.

I do offer an iPad mini 4 with AHRS for the copilots yoke, but, that unit has been so slow and buggy. With everything considered I felt the best investment would be the Dynon D3.

The Dynon D3 is not FAA TSO'ed. This unit can not be used as a primary certified instrument. The D3 is a supplemental unit only. 

Features

• Synthetic Vision
• Intuitive Touchscreen Interface
• Improved Brightness for Superior Sunlight Readability
• Accurate Pitch and Roll: A True Artificial Horizon
• Proven Dynon Attitude Sensing Engine
• Internal Li-lon Battery for Extended Cord-Free Use
• Two Versatile Mounts Included
• GPS Ground Speed
• GPS Ground Track
• GPS Altitude and Vertical Speed
• Turn Rate
• Slip/Skid Ball
• G-Meter Page with Min and Max Indications
• Adjustable Brightness for Night Flight
• Truly pocket sized: @ 3½” x 3¼” x 1”

The unboxing and install was pretty simple. Here is a quick video showing the placement and set up.  Flight test this weekend to compare to the certified instruments.

Video Equipment and Mounting Hardware

Recently, I have been asked about my video equipment and mounting hardware that I use to make my videos. I have touched on these systems in the past but decided it was time to put something together that may help explain, in more detail, my setup. 

• Video Equipment and Upgrades
• New Camera, New Angles 

The video is not super technical, as a matter of fact it's a pretty basic description with pictures of what works for me. 

I did not discuss the audio portion of my videos. This system is also pretty simple, one main cable from the front/panel view Garmin VIRB XE connected to the rear passenger headset jack takes care of it all. It's easy, no magic editing requirements, and the timing is always right on the money. Coordinating that audio to sync with the crew cam can be a bit tricky, but, I have started making a verbal note on camera that I'm turning on the crew cam or wing cam. This helps locate the exact timing mark to make life easier while editing. 

Any questions, feel free to leave me a comment here, on on my YouTube video, and I'll do my best to answer.

Queen City, KXLL

I got a call from my hangar neighbor and he asked if I could give him a lift to Allentown - KABE  or Queen City - KXLL. If not able it wasn't a problem, he was going to rent a car and drive one way so he could pick up his plane from service.  A reason to fly?  I'm in, let's meet at eleven and go from there, I'll turn the preheats on.

I quickly changed and grabbed my flight bag with video equipment then headed over to the airport. I pulled up to the hangar at eleven on the dot. The only thing remaining was the preflight, then tug 3 Tango Charlie out on to the ramp. 

Chet and I climbed aboard and I got the fan turning, deciding to set up the cameras while I built up some oil temps.  Runway 14-32 is still closed by NOTAM so I would have to battle the winds from runway 2.

METAR KOXB 051653Z 30012G23KT 10SM CLR 03/M12 A3002

I held short of 14-32 as a Comanche rolled out so he could easily clear the runway without going full length. I had to ask how the winds were, his response, "Wooo Buddy".  I was now almost sorry I asked. 

Once clear, Chet and I back taxied for runway two and turned into the wind. It was a wild take off, not fun at all. We climbed out riding the bucking bronc until finally breaking into smooth air. The plan was to cross the Delaware Bay and Philadelphia's airspace at 7,500 feet. 

Dover approach handed me off to the first Philly sector and we were on our way. Philly handed me off at least one more time before eventually handing me off to Allentown Approach. Once on with Allentown I reported that I had the weather and I was directed to report the airport in sight.

By this time we were making our way towards pattern altitude and once again riding the bucking horse to the pattern. My first attempt had a heck of a crab angle right down to the numbers. I actually ran out of rudder and decided to go around. Cram Climb clean, I was out of there. 

METAR KXLL 051855Z 29011G23 10SM CLR 01/M15 2994

The next attempt wasn't looking much better and Chet suggested Allentown if we could not land here. We had plenty of fuel to give that a shot if needed.  Once again I crabbed my way to the numbers and found a calm space in the cross winds, just enough for me to plant the gear on the asphalt and slow down. 

I immediately retracted Flaps and kept the appropriate Aileron corrections for the winds. It was a smooth taxi clear of the runway, and now heading to the terminal. I booted Chet out and turned for home, setting up the GPS and then taxied back out to runway two-five.

I made my call then taxied for departure. 3 Tango Charlie lifted off and I once again climbed on that crazy horse. I actually did that crap in my teens and twenties, I'm too old for this at my age. Once at altitude, 6,500 feet for the ride home, things settled down a bit. I hand flew most of the way home and even though the plane was trimmed I had risers and sinkers until across the Bay at Dover. 

When it felt smoother then my ride across Philly, and now across the bay, I turned on the autopilot. The ride was much more comfortable and managing systems was a lot less stressful today then hand flying. I checked on Ocean City weather and tuned my radios for home, I was ready to tangle with mother nature one more time. 

METAR KOXB 051953Z 31019G25KT 10SM CLR 04/M13 2998

Once in the pattern at OXB the ride was just as bad as I had left it this morning. Hang on to your hats boys, it's going to be a fun one. On my first attempt I was oh so close to the numbers but was so out of shape and getting beat up. Cram climb clean, rinse and repeat, we're out of here. Round two was just as 'fun' but somewhere between the numbers and the aiming point markers I got 3 Tango Charlie to settle in and put the rubber to the runway. I was happy and thankful to be home with no dents or dings and the gear still attached.