Nashville

This abbreviated vacation started to take shape in late August. Mary's birthday is just around the corner and we wanted to take a few days to bug out of town. Reservations were locked in and arrangements for our "zoo" was complete. It was time to make final flight plans and check 08Romeo's ready status.

FRIDAY 9/2

Mary and I bagged a days work and headed for the airport. The plan was for an 8am departure with a lunch and fuel stop in Prestonsburg, Kentucky at Big Sandy (K22). 08Romeo was filled to the limit with fuel and paid for that full belly as she labored to climb to eight thousand in the heat, just twenty pounds shy of gross. Slow and steady we climbed and soon entered the clouds over northern Maryland. We were instrument conditions for thirty minutes or so then broke out and road along on top requesting twenty to thirty degree deviations for build ups along the way. Some of the buildups were huge, it was like driving in downtown NYC but now dodging buildings.

IMC ahead and above

On top

crossed the front

Three hours and fifteen minutes later we were entering the pattern for K22, Big Sandy (Thanks Chris for the tip). I cancelled IFR with approach and made my call on unicom. The airport manager, Gary, advised winds and welcomed us in. I made a nice landing and taxied in for the fuel tanks. We climbed out and had a nice chat with Gary and were fortunate enough to learn some things about the airport and restaurant. I knew I had to make the climb back to eight thousand but only ordered fuel to take me to a total of forty six gallons. The density altitude was over three thousand and it would be a work out to get to altitude. Did I mention how hot it was?

Final into Big Sandy, K22

We walked back behind the FBO and entered the restaurant, Cloud 9. The front porch was lined with rockers and flowers planted across the front of the building. Once inside the ceiling was done like a blue sky with wall decorations to mirror the surrounding mountains and puffy clouds. We ordered potato skins with cheese bacon and onions, they were excellent! Mary had a BLT and I had BBQ Pork sandwich minus the bun. We finished up lunch and walked back to the newly renovated FBO to settle our fuel bill. We said our goodbyes and headed out to the plane. I made the call to clearance delivery with the blue tooth connection on the light speed zulu's and noted the clearance info along with void times.

With a notch of flaps we were on the roll for departure. We climbed out staying in ground effect then once showing positive climb I retracted the flaps. Something wasn't right, I felt buffeting and realized I had an open door. I must have said at least three times, fly the plane. The airport is surrounded by hills and it was a bit of work listening to the stall horn chirp as I got back to final. A pucker moment in high density altitude conditions with a heavy fuel load, a learning experience. I hadn't even switched over to approach yet so I landed, closed the door and taxied back.

Ok, round two has us climbing out and contacting approach just under the void time in my clearance. We were headed to Nashville! No IMC conditions but plenty of huge buildups to dodge. I felt like the asteroids game but in real life. Eventually I was handed off the Nashville approach and together road along to position myself for a landing on the west side of town at John C Tune, KJWN. Another nice landing followed by a short taxi to the ramp. The line crew was excellent, one man brought the car out and offered to load our bags, another took our fuel order and a third came out to give us a message that our friend Jeff would be driving not flying in to meet us. I thought this was a pit stop rehearsal, these guys are good and make the piston crowd feel as important as the jet setters.

Our wheels for the get-away would be a Rav4, plenty of room and very good on fuel. Mary packed the GPS we purchased for her car and it came in handy. We programed the hotel location and saddled up to attack the Nashville interstate system. Nothing was moving to fast and our hop to the hotel was at a standstill due to an accident at our exit. Finally off the highway we made good time getting through the city to the Hampton Inn and Suites on South 4th Street. We unpacked then made plans to take the Gray Line tour for the Nashville Nights. We got cleaned up and changed for a 5:30 pick up deciding to be in the lobby a few minutes early to people watch. We got to see plenty of people, the tour was still not at the lobby by 6:45. I called to cancel and have our purchase refunded but was now faced with finding dinner. Based on a Hampton staff recommendation we choose the Sole Mio restaurant, a short walk across the parking lot. The food and service were excellent, we recommend this restaurant stop. Oh, the cannolis were to die for, yeah yeah, I know I killed the diet but it was worth it.

SATURDAY 9/3

Saturdays game plan had a few changes due to tropical storm Lee making its way on shore in New Orleans.  It was heading our way and would be bringing rain mixed with wind conditions late Sunday afternoon into Monday, extending through Tuesday. The plan changed for a Sunday departure so we had a lot of ground to cover today. We decided to deal with the change and make the best of it so off we went to grab a light breakfast at the hotel.  As we sat to enjoy the breakfast buffet Jeff and his family walked in to meet us. Great timing and what a surprise!

Our first stop was the Nashville Zoo.  We met up with Jeff and family for a fun day at the zoo. Tickets were reasonable and Mary and I love animals so it was a good deal. We walked through the gates and followed the shaded path.  Most of the trails you follow are very well shaded which helped beat some of the heat. The forecast today was 100 degrees, yikes!  I paid for that canolli by sweating of the lbs walking today, whew, I was drenched.  I could go into details about all the exhibits we visited but I'll just let the pictures share the story. Enjoy!

After covering the zoo, in just over three hours, the group was getting hungry. We were directed to a place at the recommendation of the zoo staff. Cousers Southern Restaurant just across the street from the park was the lunch choice. We were quickly seated and orders taken.  We were all really thirsty!  The food was good, service pretty quick and prices very reasonable. I would eat there again.  After filling our tummy's we were headed to the Grand Ole Opry.  Once again the GPS comes in handy and gets us there without a problem.  The parking is wide open and we manage to land a spot close to the entrance.  The Opry has to large guitars out front and gorgeous wooden doors and window framing,a real work of art. We signed up for the backstage tour and then headed to the gift shop to wait on our time in the air conditioning.  Yes, we bought a few things but it was worth the cool air.

It was time for the backstage tour. Our group was ushered in and we watched a video about the Opry and it's history. The flood of May 2010 was also mentioned and the reopening in September 2010 of the Opry was an important milestone. The backstage tour provides a look at the behind the scenes. We were walked along the very route the stars take as they enter the building and into the "front desk" area for family check in's. There was the wall of hall members, an area of post office boxes for all the members to collect fan mail and multiple themed dressing rooms.  All the rooms along the hallway followed a path to the typical tv "green room" a waiting room.  At the Opry they call it the family room and it was very comfortable with pictures documenting the history. There was a metal bar added to signify the 2010 flood water height in that room, approximately four feet. I left the camera in the car so I only had my iPhone for photos, enjoy the pictures!

After the Opry tour Mary and I wanted to check out the TV show American Pickers Antique Archaeology store located on Clinton St. in  Nashville. Once again the GPS makes it a quick trip and easy find. The store was located in an old building now filled with shops. The Marathon Motor Works was an early automobile manufacturer, based in Tennessee. It grew out of an earlier company called Southern Engine and Boiler Works, founded in 1889, which made industrial engines and boilers in Jackson. As such, the firm had metal-working and power plant experience which could easily be transferred into the then-new and rapidly expanding automobile industry. It turned its attention in this direction shortly after the turn of the twentieth century. From 1911 to 1914 the company manufactured the Marathon automobile. Enjoy some of the "picks" we had a chance to see.

After our American Pickers walk back through time we decided to head for the hotel. Mary and I were beat! I wanted to shower and change before dinner and maybe take a short nap. We both got to relax for a bit prior to heading out for dinner, it was a welcome relief to my feet! The plan was to meet up at the Wild Horse Saloon on South 2nd Street, just off Broadway. Mary and I headed out early so we could find a parking spot and walk the row of shops and honky tonks.

A long day as a tourist finished up with a good steak and cold beverage in a perfect dining and entertainment destination. We made our way out to the street and over to the Hard Rock Cafe' to check out a few items in the gift shop then decided to call it a night. We had a short walk to our car just across Broadway on 2nd street. It was going to be an early start on Sunday since we would be leaving for home a day early thanks to tropical storm Lee.

Sunday 9/4

After watching the wx I decided it would be best to not retrace our flight down but instead run for the east coast as an added safety factor. The plan was to leave Nashville and make a fuel and stretch break in Roanoke, VA.  It would also be a new airport and a challenge getting stepped down over the mountains and into the valley for a landing, if I only knew.

Nashville clearance/delivery cleared me as filed climb three thousand expect seven thousand, it all sounded good. We climbed out following the departure noted and at three thousand received vectors to clear Nashville International, KBNA. Once clear of the airport I was turned on course to resume own navigation. This leg was in the soup, I logged an hour of actual. We had multiple hand-off's along the way; Memphis Center, Indy Center, Washington Center and finally Roanoke Approach. We were stepped down and flew close over the last ridge line into the valley. I was at the last minimum altitude assigned five thousand two hundred.  I reported the field in sight, handed to the tower and cleared for the visual runway six. I had some altitude to lose in a hurry,  I don't like to shock cool so I slowly pulled power along with "S" turns on my extended base to final. When I turned final I had four white lights on the VASI's. I had plenty of runway just in case but ended up with a real nice landing and turn off at the second taxiway just over the runway hump.

We made the stop at Landmark and were greeted by multiple lineman once again. One marshaled us in, one set the chocks and cones while the last man helped Mary off the wing, what service. I checked our fuel and placed our order. We decided to grab some munchies and something cold to drink for the last couple hour ride home. The nice lady at the desk was very helpful and got our bill squared away in short order despite the lineman telling her we took on two thousand gallons. Yes, this humor was received with eye rolls form everyone, such a funny guy.

KROA just behind the hill and to the right

I contacted ground for my new clearance and soon taxied out for departure, the last leg home. Once again I got the "As Filed" with an added on departure turn to 070. It was obvious that heading would keep us clear of terrain, we were sitting in a valley. I kept the fuel load a bit lighter and 08Romeo work her way to seven thousand as we climbed out of the valley and on course.

We once again dodged buildups and approach was very accommodating to all the pilots requesting twenty to thirty degree deviations. After navigating clear of the build ups you could hear all of us report back on course, it almost sounded rehearsed. I flew most of the way with my hand in my lap until approach advised he had a route amendment for me, advise ready to copy. I acknowledged ready and started to note the changes. The new route was direct TAPPA V16 PXT V16 ENO V29 DQO, a short cut that was going to take us directly over an air show TFR at Patuxent NAS.  Hmmm, ok if that's where you want me I'll take it, I thought.

Last layer into Wilmington

Finally below the muck

We ended up getting another change to avoid the air show and then one last chage direct to Wilmington. All the changes saved us time and fuel, that's a good thing. Dover approach handed us off to Philly and I reported in with the current wx info. Philly stepped me down through the layer sitting over new castle county and we cleared just a few miles from the field. I was handed off to the tower for a visual into runway one nine. I was at three thousand and needed to loose two of that to get to pattern altitude, which I managed just prior to turning base. cleared to land on one nine I greased another landing and made the first taxiway.  We were home!! We also made it in time to secure 08Romeo and get to the vet to pick up Maggie.

A fun trip despite being cut short one day. We hope to make a stop over in Nashville on the next trip south-south west to give us a chance to spend a day on Broadway and 2nd street and check out some of the beautiful architecture in the city.

Instrument and Night Current

It was a great night to be flying!  Unfortunately, I only managed to snap one photo while taking a water break after shooting two approaches rapid fire. This was the last "daylight" I would get to see before getting the foggles back on and getting back to flying.

Mike and I swapped text messages while I was working in Cape May (KWWD) finishing up a project. We agreed to catch up after another round of messages once I was back in Delaware and Mike finished up work. I made it back to the Bridge in one hour thirty seven minutes for the airport, and that's taking a new route due to Irene's left over flooding and required road repairs.

I made it to 08Romeo first and flowed through the pre-flight.  I hadn't been in the air since August 12th for my date night with my Bride at PACC.  I arrived as the fuel truck was finishing up my order and waited to sump the tanks. I recently updated the Garmin data card the day I moved 08Romeo from the T-Hangars back to her tie down so that was complete.  We have a constant TFR in the area for the VP but today's check was showing a new large TFR due to the Hurricane relief work.

BEGINNING FROM THE SURFACE UP TO BUT NOT INCLUDING 6,500 MSL.

PILOTS FLYING IN THE HURRICANE IRENE CENTRAL ACA SHOULD EXERCISE EXTREME CAUTION DUE TO PRESENCE OF NUMEROUS FLIGHT OPERATIONS ENGAGED.

With the pre-flight complete and engine started I began my instrument workout.  Upon departure I went under the foggles.  I flight planned for direct KEVY but followed vectors from Mike (role playing as ATC) due to "simulated circumstances" that required me to chug and plug, work the radio and fly the plane.  Eventually I was cleared for the KEVY - GPS RWY 35, direct WENDS intersection. A lap in the Procedure Turn and then inbound with a good approach.  As Mike stated a bit fighter pilot-ish at the begining until I knocked off some rust and my standard rate and half standard rate turns were smooth. Drats! "simulated reports" from previous aircraft reported ceilings at 450 feet and closing.  I wasn't allowed to look up and instead went missed  as published. Everything seemed to flow very well and the rust was less obvious.

The second approach "my alternate" if you can call it that was 58M, Cecil County.  I set up for the VOR DME RWY 31.  Never mind the GPS approaches, this would be different, requiring some additional NAV work to identify intersections.  I followed vectors to intercept the approach and since this is simulated  crap wx, I went missed.  This missed required a climbing left turn back to the VOR on a specific radial.  I was all set up on NAV 2 for my cross reference from another VOR at Woodstown so I could ID intersection RANRE. Mike also failed my Garmin 530 GPS and allowed for communications and the VOR only portion.  No pretty magenta line to follow. I did take advantage of the iPad foreflight georeferenced IAP feature to add some situational awareness, it was nice to have.

I tracked the radial as published and just prior to entering the hold I got to experience a "simulated" failure of my Attitude indicator.  Ok, where's the flag for piling on?  Fun stuff and a good work out as I am muti-tasking and working out of my normal routine. The Garmin 496  is still available so I switched to the screen that provides a mini five pack/panel of instruments, this does help in an emergency.  I flew two laps in the hold partial panel and hit my marks, it felt great!

I needed my second water break at this point and transfered controls to Mike so I could take a drink and regroup. We had a discussion about the next set of approaches back into Wilmington and decided on the GPS RWY 19 bracketed by a pair of  ILS RWY 1  approaches with two landings for my night currency.  Mike made a loop in the pattern and notched a night landing in between approaches too. All in all a great night to practice and keep Instrument and night current.

Thanks Mike for a great workout!!  We finished up the evening with a late dinner at EATS (Border Cafe) mixed in with a debrief and some hangar flying.

Safely Tucked Away

08Romeo is safely tucked away at the Wilmington Airport.  With all the talk and online tracking for Hurricane Irene I thought it would be best to to relocate 08Romeo or try to find a temporary hangar set up until Irene has passed.  Some quick flight planning provided a two hour one way distance that would put me west of Altoona, Pa. and out of harms way.

I decided to try my home airport and see if there were any T-Hangars available.

As luck would have it there were a few hangars open.  I quickly contacted my insurance company and requested a coversheet with the airport authority listed and inked a five day stay in one of our T's located just across the field from my normal tie down location.  I'm happy to be out of the wx for the weekend and able to focus on home and family.  Thanks Rick for the offer of your hangar at FDK and Frank for his hangar at GED.

BE SAFE, STAY DRY!!!

N/A Where were you?

8/23/2011 - East Coast hit by one of its biggest quakes ever!

The top headline in today's paper followed by; "After fearful uncertainty, relief when little damage is discovered".  The east coast felt the effects of an earthquake in Mineral,VA. The U.S. Geological Service reported intensity levels, a different measurement than magnitude, ranging from 3 (weak) to 5 (moderate) throughout Delaware. At the epicenter in Virginia, the intensity was a "very strong" 7, enough to cause moderate damage.

Intensity levels in Delaware have reached 3 and above at least 10 times since 1983, when an intensity 5 quake (magnitude 2.9) shook Wilmington's Forty Acres neighborhood. But nothing of the magnitude of Virginia's quake has hit Delaware since October 1871, when Wilmington had a quake estimated at magnitude-4.1.  The quake, the strongest on the East Coast since 1944, was felt from South Carolina to Maine.

To answer the question in the title of this post, I was standing  out at the Cape May Airport (KWWD) alongside taxiway E, inspecting a mill and overlay project.  As the milling machine passed by I felt my legs wobble a bit and thought that's odd, I don't feel dizzy. I stood still wanting to make sure I didn't take a step and fall over and with that thought the "finding my sea legs" feeling passed. I continued working until our Op's person pulled up and alerted me about the earthquake. I contacted Mary to check on my Bride and then continued with the paving operation.

N/A Home Repairs

Due to the recent heavy rains our basement got wet. Mary and I decided that we would install gutter guards to keep the leaves out from our two large trees out front and a large river birch out back. Mary was the ground team and I did the ladder work. I had many thoughts as to how we could be better spending this day instead of being responsible homeowners. About the time I had thoughts of us flying to the beach to enjoy a weekend get-away, I was jerked back to reality with immediate flashbacks of "piloting" the wet/dry vac (emphasize WET) in the early morning hours. UGhhhhh.....yes hottie hand me up a few more sections of the guards.

I also required new gutter clips to replace the few that had broken due to last winters ice storms. The guards were installed with only one whacked finger due to me trying to swing a hammer left handed instead of getting down and relocating the ladder for a new clip install with my right hand swing. Looking at that finger this morning I clearly see my badge of stupidity glowing in purple and dark red colors.

To cap my day of home chores I decided to add drainage collectors and pop up drains to the back two downspouts with the thought of getting the water farther away from the house. It's been many years since I had to wield a shovel to such an extent but at least I didn't turn any fingers or toes funny colors. Drains are installed but I don't think they are far enough away so I did not glue the PVC at the pop ups. I am going to add another eight to ten feet then make the pop up connection permanent.  I'm ready to fly now!

Nashville Get-Away

Mary and I have been thinking about a four day weekend get-away and something to do for her "29th" birthday.  We had a few places in mind; Jekyll Island, GA., maybe finally making it to Charleston, SC., or our favorite place Nags Head, NC.  Instead we decided on something different, a trip to the country music capitol of the world, Nashville, TN.

Plans are just starting to come together, locking in our hotel at the Hampton Inn & Suites Downtown last night and securing a place for our Italian Mastiff Maggie, hopefully sometime today.  Mary is also working out the care of our three boys Jake, Inky and George, either in a cat hotel or have a family member check in on them.

There seems to be a lot to see and do while in Nashville. Mary and I like to do the tours on the first visit to a new location and then if/when we return we can investigate a bit more on our own. With this in mind we found that Gray Line Tours is available and will pick up in the hotel lobby.  We want to see the zoo, do the riverboat dining tour and the downtown discover Nashville tour.

We will be close to the waterfront and there will be plenty of good places to eat and music to enjoy. We are both looking forward to the time away from work and the chance to explore someplace new.

Date Night

Sunset on the ride home

Mary and I decided to make Friday night a date night and head to the Philadelphia Aviation Country Club for happy hour. I left work at 3pm and headed home to take care of the zoo then turn and burn for the airport. I saw an accident on I95 south while heading north back to the house so I decided not to push my luck and took I495 south back to the airport instead, good choice.

I had left 08Romeo uncovered last night after returning from First Flight so pre-flight was easier. I had ordered fuel earlier in the day so I needed to sump and then just set out our headsets and my knee board. Mary walked up to the plane and climbed aboard. She thought it was pretty nice that everything was ready to go and she was looking awesome I might add!

No flight plan this evening, just a simple VFR flight under the Philly Class Bravo airspace and some good tunes to sing along to.  I did have Philly approach tuned in to monitor for traffic.  We landed at Wings field and secured the plane. Mary did the heat shields for the windows and I tied 08Romeo down.

The Club filled up fast but we found an outside table and made some new friends. Nancy and Mike invited us to join them and we did. Good eats for happy hour is always the norm at the club. Hors d'oeuvres consisted of mini cheese steaks, I mean like three inches long, seafood wraps, BBQ wings, calamari, assorted cheeses and more. The pilot drank ice tea and my Bride enjoyed a well deserved Lemon Martini.  Adam and his Bride Tam joined us along with Bob from Montgomery Aviation with his Bride and their daughter.

A fun evening out with friends made even more enjoyable not having to fight traffic on the blue route instead flying over top. We are looking forward to getting back to the club for dinner.

First Flight and Home

The plans were set for a quick turn and burn to KFFA, First Flight, the meca of aviation, and returning to home base.  08Romeo was fueled to the top and ready to fly and Mike was already flowing through the pre-flight as I strolled in.  I had left work and forgot to change so when I pulled up to the airport I figured I would change in the bathroom at Red Eagle.  Of course with my timing the bathroom was occupied so I decided to make the quick change in the SUV.  Why do I add this you wonder, well, it's been a good many years since I had to get dressed in a vehicle and somehow it's just not as roomy as one needs it to be.  Ok, enough of painting that picture in everyones mind.

I emerged from the phone booth cape securely....oh wait, wrong story.  I got out of the SUV and with flight bag in hand entered my double secret access code and entered the ramp area.  08Romeo was just about ready to go except for a problem with the garmin 496 not acquiring information.  Mike did an online reset with his iPad and within fifteen minutes we were once again looking at wx information.

I picked up our clearance to First Flight; DQO ENO V29 SBY V1 CCV ORF ECG NORTN.  We climbed out of Wilmington heavy with fuel and 08Romeo made her way at 500 fpm to eight thousand.  Temps were cool at altitude and Mike had us following our course.  I handled communications and took pictures taking advantage of the opportunity to just enjoy the view.

Delaware Bay off Left wing

Chesapeake Bay off right wing

Dover Downs

Crissfield

Philly handed us off to Dover and Dover to Washington Center. Washington gave us an early direct turn to KFFA just north of  the JAMIE intersection which tracked us east of Fisherman's Island, VA and had us pass over the Bays; Hog Island, Outlet and South. We crossed the mouth of the Chesapeake Bay and had a nice view of the Bay Bridge tunnel and the tankers lined up and waiting to deliver their goods. In the distance we could see the thick smoke from the TFR south of Norfolk climbing and the smoke trails blowing towards the ocean.  A quick reality check as Washington hands us off to Oceania approach and they call out a pair of F-18's headed northbound at our two o'clock. I have the traffic, awesome sight to see as they flew tucked in together in formation passing almost a thousand feet below us.  Mike had to bring me back online so I could focus, I just never get tired of watching military aircraft fly by.

Tangier Island

Cape Charles and across the Chesapeake

outlet bay and fisherman's island

about to cross the mouth of the bay

Fire TFR (red box)

Back Bay refuge south of Virginia beach

We decided to ask for a closer route along the shoreline and once the jets had passed our request was granted. We also got a descent to three thousand and cleared some of the thick smelly smoke we had flew threw. Approach turned us back over to Washington center and they held us until we were turned loose to call on unicom for First Flight.  I called out our position and intentions for pattern entry but called the wrong runway...duh! A saratoga inbound chimed in and corrected me as I responded with my correction and a thanks. I started to laugh since he would see Mike getting out of the left seat when he landed just after us....hehehehe...I'm still cracking up.

Abemarle Sound covered in smoke

smoke clouds

Mike unloaded his gear and introduced me to his family, nice to meet his brother and his Bride. We chatted for a bit then I wanted to get back in the air.  I should have listened to Mikes advice and pick up the clearance in the air but instead called the 800 Clearance Delivery number. After getting disconnected once I finally made contact and got the info.  I taxied out and added a notch of flaps just to be safe for my departure.  I was in the air quickly and with positive climb retracted the flaps.  I made a last call on unicom then switched to approach.  Hmmm, no answer.  I climb a bit more and call again, still no answer.  I double check my clearance and I have the correct frequency dialed in, still no answer.  I flip my knee board sheet and look up our last frequency for Washington center on the way in and make a call to advise no contact. I was given a new frequency to try and that worked out fine.

Fires Burning

getting upwind of it all

I was given a few vectors for traffic and smoke but generally approach kept me pointed towards Norfolk now climbing to seven thousand.  I broke through the smoke around six thousand seven hundred and reported to approach.  An abbreviated PIREP of sorts since he had been looking for info from pilots.  Washington handed me off to Norfolk and I was given direct Salisbury which shaved off some time.

Great sunset view

I decided to use the autopilot so I could review my fuel calculations and work some numbers. I had a slight headwind but after running my numbers against my times I figured on 12 gallons left on landing at KILG.  Hmmm, first night time flying in a while, wx was looking great but I still had that better safe than sorry feeling. I planned for a fuel stop at KGED, Georgetown.  After a quick review on the Garmin 496 I noticed KGED closed at 7 pm, I'm not making that one.  As much as I wanted to take advantage of the twenty three cent a gallon motor fuel tax rebate in Delaware I was going to have to stop in Salisbury just a stones throw south of the Delaware state line, so close but yet so far.  I was just twenty minutes out and made the call to approach that I was going to divert to Salisbury for fuel.  He asked if I was fuel emergency or minimum fuel, yikes, neither I said, just being safe. The controller worked out the change and checked on a visual approach for SBY.

Afterglow on my home

I was handed off to the Salisbury tower and directed to enter a left base for runway three two. I was number three to land and worked my way in for a nice soft landing. I had already brought up the geo-referenced taxi diagram on Foreflight and followed along to Bayland Aviation with no problems.  I ordered fuel to the tabs and took on fifteen gallons for the ride home making a total of 30 gallons on board.  I  contacted ground and departed VFR to Wilmington.  A little bit of classic rock to sing along to and a beautiful sunset to fill the view.  I did pick up flight following with Dover once the sun set figuring the extra eyes wouldn't hurt. Dover handed me off to Wilmington and I made another nice landing on three two behind a C-130 doing touch and goes.

A fun trip! Great play time with the new Garmin 530 to 496 data transfer and a big sigh of relief to know how much that frees up my flying not having to enter info on both units.  I'll get some photos posted on the new switch and a better write up on the flight review soon.

Crossfill 530/496

I finally broke down and gave into the crossfill capabilities on the Garmin 530.  08Romeo is back in the shop at Red Eagle with her panel opened up.  I also decided to have the cables hidden that I had previously left accessible in case I wanted to take the XM antenna out of the plane.  I haven't removed the 496 since it was panel mounted and we have a GPS for the vehicles if we need one. It was time to clean up the cockpit a bit.

I currently have the Garmin 496 panel mounted and love the wx and traffic (when coupled to my Zaon XRX).  It is impossible to have both the 530 and Zaon coupled to the 496 at the same time so I will need a switch to be installed.

For now I will strictly use the direct cable connect from the 530 since my Collins transponder is in conflict with the Zaon, it shows a ghost target around me at +/- 200 feet.

Pros:

• One time flight planning and no longer will I have to chug and plug on two units for every initial and amended route. A great feature when single pilot IFR.
• Continuous updated flight plan on 496 in case of ships electrical failure, with hours of battery back up on the 496.

Cons:

• I'll lose traffic on the 496 screen, unless I get the switch added.
• Lose capability to flight plan ahead or change on the go for direct to information.
• From what I've read I will lose private fields being displayed on the 496 (have to research this more).
• When activating an approach on the 530 I will lose the final destination airport on the 496 and now have a final destination as the missed approach holding point.

Overall a good safety move for my flying. I will flight test the final destination issues and explore in greater detail the ability to toggle with the crossfill option on the 530 flight plan menu.  Maybe this will allow me to crossfill the flight plan and then disengage and be free to use the 496 as normal.  I will report back with my findings!

UPDATE:The plane is finished and the shop added a switch for the Zaon/GPS in an empty rocker switch slot. They knew I was on the fence and mentioned getting it added at a later date if/when I upgrade my transponder.  He said it cost you a switch, all the wiring was there so I did it now.  That works for me!

I hope to flight test the changes Thursday!

A Milestone

A milestone of sorts, at least for me.  With the last flight entered in the log I busted the 601 total time mark.  Total landings to date 809, instrument approaches 176, airports visited 81, states visited 22, cross country time 279, and only 4.5 hours of actual instrument time, simulated instrument is 90.

It's been fun, I've learned a lot of good things from my PPL and Instrument instructors; Bill, Chuck, Tom and Mike.  I'm not sure what the future holds, my commercial maybe and even starting to consider a multi engine rating with some new possibilities opening up at Wilmington that could be fun. Stay tuned!

Poughkeepsie Fly-In

North to KLOM, catching the sunrise

The wx was looking good with a the forecast mist at Wilmington but it looked to be clearing by my departure time.  I showered and got on the road early wanting to get in the air by 7:15.   I had ordered fuel yesterday so I needed to sump the tanks to complete the pre-flight.  Fltpln.com sent a text message confirming both flight plans for this morning; ILG to KLOM (Wings) and then the trip to KPOU, (Poughkeepsie).

Engine start was 7:05 and while the oil warmed up I entered the flight plans.  Wilmington ground cleared me to Wings field via runway heading, radar vectors, MXE, direct.   I was going to climb out to two thousand feet and told to expect three thousand in ten minutes. I never made it to modena (MXE) instead I was given direct PHILA, initial approach fix, cleared RNAV GPS 6 approach, maintain two thousand two hundred until established.  Cool, that was easy!  As I approached PHILA, approach cleared me to switch to CTAF at Wings field. I would call back and cancel in the air with Philly approach when I could.

Here is where I had a brain moment.  I was just about on the feeder from MXE and Philly cut me loose.  I decided not to do the procedure turn since it was just about a direct entry to the next segment. I descended through the layer calling out altitudes and course, great stuff!  Broke out and had the field in site and had altitude to spare.  I advised my updated intentions/position for Wings then flipped back to Philly to cancel in the air.  A good landing and taxi in to pick up my right seat for the day, Adam Z.

As mentioned earlier I had filed this morning for the second leg.  I called the FAA Clearance delivery number and they gave me the number for Philly approach, ok, that works too.  I gave Philly a call to pick up our clearance and this is what we got; Cleared POU, direct PTW, radar vectors FJC, V162 HUO, Direct KPOU. two thousand expect five thousand in ten.  Close enough and Adam made the changes on the Garmin 530.

We launched and had a nice smooth climb through a layer for two thousand. Cleared by Philly for a climb to four thousand then handed off to Allentown. Allentown amended the route with a direct to SCOUP intersection along V162 then as filed with a climb to five thousand and a hand off to New York approach.  Adam and I sailed along, smooth as could be. Adam hand flew us a good distance then handed control back to me as we were ready to cross the Hudson River.

KPOU - 21005KT 10SM SCT020 OVC080 24/19 A3004
NY approach cleared us for the visual approach two four and handed us off to the Poukeepsie tower. After making contact and confirming the right down wind entry I made a questionable call. Since NY approach was slow to let me down for the airport I had to slow down instead of my nose over no shock cooling typical descent.  Just past midfield I passed through a series of clouds and lost site of the airport, thankfully passing through and clearing quickly I reacquired and continued with my turn to a base leg. I added the third notch early since I was a bit high but lost enough to clear the numbers and make a nice landing.

I took on fifteen gallons of fuel as a courtesy for the folks hosting the event and got a fifteen cent a gallon discount, that's always nice. The seminar was good but not geared enough towards the piston crowd, even though the procedures aspect was the goal of the talk. The seminar counted towards a wings credit so that was a plus. The wx was moving east north east and Adam and I decided it was time to bug around noon.

I completed the pre-flight along with a sump since I took on fuel. I climbed aboard and got started while Adam plugged in our course home. I had taken advantage of the "Plates" folder on Foreflight and set up a KPOU/KSWF folder with all departure procedures and IAP's for both airports. The route home was almost reverse of the flight up. Cleared to KLOM, Duchess four departure, HUO, V162, ETX, V29, PTW direct.

The Duchess four was pretty basic and I set it up on my nav two. Spun the CDI to two five zero, switched the collins nav to read out the radial (looking to maintain 250) and I was ready. Adam reviewed and made sure I wasn't rushing but I was set and ready to go, I should have explained what I was doing since everyones plane is different.  What I didn't understand is why the departure did not show on my Garmin 530.

Duchess Four
Take-off runway 24: Climb on IGN VOR/DME R-250*, maintain 3000 thence....
....Via vectors to assigned Route/Fix/Navaid, expect clearance to filed altitude 10 minutes after departure.

The ride home was for the most part IMC once crossing the Hudson River. We retraced our communications trail with New York, Allentown and Philly approaches. Allentown gave us a short cut direct KLOM well before we even got to their airspace, that was nice. A bit bumpy but not bad as we chugged along fighting a fifteen knot headwind. Adam positioned us for a cross wind entry to Wings runway two four and I flew the pattern and made an ok landing.

A fun day, good time flying with Adam and a chance to put some faces with the folks on the forums.  I made the quick trip to Wilmington, uneventful VFR flight, which is always a plus and put 08Romeo to bed.

Airport Open House (KPOU)

It looks like I am going to attend this event on Saturday. I could use the flight time and Adam Z agreed to join me. I plan on an 7:15 departure from Wilmington with a stop at KLOM, Wings field at 7:40 to pick up my co-pilot for the day. I'll file for KPOU and head north with an approximate ETE of one hour.

Here is the info for the event:

This is a Poughkeepsie first- an Airport Open House!

Well, there's more to POU than you may know, and they are rolling out the welcome mat for pilots in the region. The Open House on August 6 features:


8-10am: Breakfast at the new Chetti's Restaurant, where Lilliana's used to be. They are working very hard to become the airport restaurant for POU, and can use all the help they can get!


10-11am: A free FAA WINGS seminar on Aircraft Airworthiness will be given at Chetti's Restaurant at 10am.


11:30am-12:30pm: The Poughkeepsie Pilots Association will host a discussion on places to fly in the northeast, as well as some CFI Q&A.


Cessna and Columbia will also have static displays for pilots between 9am and noon.