Chester County, KMQS

I woke up this morning with an upset stomach but it settled down when I had a few Club crackers and hot tea.  Mary showed me the new feeding routine for the cats and I manage to get the boys fed without screwing it up. Our George boy is on a diet, he really blew up when we were forced to feed Inky a special diet of DM dry food to deal with his diabetes. Jake is taking a pill, crushed into dust, for his thyroid issues.  Our fur babies are getting up in age, they are all 14 this year. After Ziva was fed I decided to do some wash and then get my gear together to fly.

The weather looks great and 08Romeos pre-heats have been on since Friday afternoon, it's time to fly. I posted on Facebook and Adam Z was a go to meet up for breakfast. We swapped phone calls and a final confirmation around 10am as I was heading out of Ocean Pines for the airport. The winds were blowing as I opened the hangar door, removed both moving blankets and nose plugs to tug the plane out. I closed the hangar door and with my preflight checks completed climbed aboard 08Romeo.

The plan was a straight shot to Chester County, picking up flight following if it seemed busy. The ride on climb out was bumpy but in cruise at four thousand five hundred it was hands in my lap smooth. I gave some thought to sirus radio for some sing along time but instead made my call to Dover Approach for flight following. With my position confirmed I continued north enjoying the view. Dover called me to change my squawk code from 22 something to 5 something, odd, I cant remember the last time my transponder code was changed with the same approach control. Traffic picked up north of Dover with a few DSU planes in the training area and crossing my flight path. Once clear Dover handed me off to Philly.

I switched to Philly approach and waited for a break in the action, it was busy. Before I could jump in ATC was giving one aircraft instruction and rolled right into calling me to see if I was up (on frequency). I responded and continued on for MQS.  Once clear of Wilmington and the outer ring of Philly's class Bravo I cancelled flight following.  I was ten minutes out from my destination so I started down, the ride certainly got interesting.  The video shows some of the rolling action but it doesn't show the few times the bottom dropped out and my seat and I separated.

The pattern was busy at Chester County and in that buzz of position reports I heard Adam check in.  I followed with my position report and worked my plan of entry. Since there was Adam in his Bonanza and a cirrus I would be at least number three for the airport. Instead of entering the down wind at midfield I decided to turn away from the airport, circle and then re-enter on a 45 for the left down wind runway two-nine. The plan worked out perfect, the spacing was the right call and I fell in line behind the cirrus. As the cirrus passed my left side,on final, I made my base turn and followed them to the runway. 

KEVY - Summit

Now turning final myself I watch the cirrus roll out clearing the runway. I added the last notch of flaps, despite the wind gusts, and continued for the numbers.  Gusting winds are from the left side on runway two-nine. The thought is to plant my left main on the runway followed by the right and then hope to ride it out and get the nose wheel down.  As soon as I rolled the left main on I felt a gust lift the left wing as the right main felt like it started to side load. I added some power to salvage the landing and get enough air to try rolling it on again only to bounce it in. I immediately went full power so I didn't plant the nose wheel and start the downhill slide of a porpoise to an ugly ending. Grrr...last week my landings were most excellent, today, I paid for them.  I announce going around and make one more lap in the pattern for a second try.  Attempt number two was back to normal and I rolled it on, oh the life of a pilot.

Adam and I walked into the terminal only to find out that the Flying Machine café is closed. Closed as in out of business.  The line guys seem to think someone will reopen, I hope so. At least for today we caught a ride with the FBO line guys to the airport entrance on RT30 and enjoyed breakfast at the Lincoln Diner.  Service was excellent and the food was good too.  It was great to catch up with Adam and talk flying. We finished up and headed back to the airport with another ride from the FBO line guys.

Delaware river and Salem nuke plant in NJ

We each did a walk around and climbed aboard our aircraft. Adam was headed to Reading for a few more landings and I was going straight home. I did consider making a side trip over Lewes to take a few job photos but didn't want to deal with the winds. I launched and climbed out riding the bucking horse once again until above three thousand five hundred, and settling in at five thousand five hundred for the cruise home.

I eventually picked up flight following with Dover and worked my way south. Once clear of Delaware Coastal (KGED) I canceled flight following and let down to clear the scattered to few cloud layer at four thousand. Delaware coastal is only a ten minute hop home so how bad could it be.  Well buckle up cowboy the ride is on. The gusty winds are still hanging out below three and those last few miles were game on.  I made my position calls and set up for a straight in on runway two zero, I had the airport to myself.  I ended the day with an ok landing and taxied back to the hangar. Overall, a good day flying despite the rough ride and blown landing at MQS.

First Flights 2018

Finally, I log my first flight time of 2018. With yesterday's Pittsburgh flight scrubbed and the Annapolis exploration by ground, I needed to break the seal on 2018.

I think Mary and I rattled off five or six potential destinations to head off to. We considered everywhere from Wilkes-Barre Pennsylvania to Richmond Virginia. The final decision was made to keep it local and off we went for breakfast at Kay's in Cambridge Maryland.

It was a straight forward hop with 10-12 knot headwinds but an overall smooth ride. I made my position calls and was soon turning  final with approach flaps selected. I quickly added the last two notches of flaps and settled into a very strange feeling. It was like slow motion, as if the life time line expanded and almost suspended. Zero Eight Romeo kissed the runway soft and smooth, then,  just as quickly as it seemed to slow, I was now back to speed and rolling out. Maybe I need to eat a little something before flying.

The ramp was loaded with aircraft, I've never seen Cambridge this busy. I secured the plane while Mary went in to get in line.  I quickly followed and once inside noticed the line wasn't that bad. Most of the pilots were in a separate room, maybe some sort of fly-in or meeting. Mary and I were seated and we placed our food order. I had creamed chipped beef with a side of scrapple, cooked on the grill not deep fried, Mary had eggs benedict with a hollandaise sauce. The food and service was excellent. Since it was the Eagles football NFC championship game we decided to each grab a slice of our favorite homemade cake to take home. I ordered up a big slice of coconut cake and Mary had Chocolate cake. This dessert would follow Mary's most excellent chili already waiting for us at home.

When we went out to the plane the ramp had cleared. There were only a handful of planes tied down and Zero Eight Romeo was all alone on the back row. I pulled the chocks and nose plugs as I did a walk-around, everything looked in order. The winds had shifted ever so slightly and one-six was now the active runway. I taxied out and completed my run up then launched for the Delaware coast line at Lewes Delaware.

 Once again a smooth flight with a bit of a tail wind. I was showing indicated around 100 with ground speeds from 110 - 122 knots. I climbed between 3,500-3,800 to clear the Delaware Coastal bee hive of activity. Our timing was perfect as we approached the airport, and one by one planes landed and cleared our ADS-B screen of traffic.

I located the Lowes store on RT 1 and pointed just south in order to circle my job site. I made a loop around taking a few pictures then climbed away for home. With such a smooth ride today I decided to turn due east and head for the cost. Once crossing the beach I provide a beautiful view of the shore line for Mary and I to enjoy. My view was nothing but ocean with a tug pushing a barge, Mary's side revealed the quiet beach towns in the off season.

The clouds reflected off the bay and tributaries that provided beautiful scenery. We made our way past each beach town, picking out the pastel color townhomes in Fenwick and our friends condo building in Ocean City.

We eventually made a turn for Ocean City Airport and entered on a three mile forty-five degree approach for left down wind runway one-four. I added approach flaps abeam the numbers and pulled the remaining power. Adding the second notch of flaps on my base turn and following with the last notch on final. Once again time seems to almost stop as Zero Eight Romeo soon rolls on the runway with a chirp of the stall horn. It was a bizarre sensation, maybe everything is just clicking and I'm flying the numbers spot on. Maybe it was landing without the typical crosswind or gust factors normally associated with the beach, who knows.

Road Trip to Annapolis

Despite the heaters being plugged in and Zero Eight Romeo full of fuel, the plane sat in the hangar today.  The initial plan was to do a rescue flight for MAESSR. However, the Mid Atlantic English Springer Spaniel Rescue flight would have had us dealing with gusting winds and wind shear, the ground team would have to cover this one.

So, Mary and I gave some thought to flying over to Annapolis to check out the shops and local airport. Lee field (KANP) is 2500 feet long and 48 feet wide, and is tucked inside the SFRA. A typical flight for me would be to file IFR and make the flight without special handling or out of the ordinary clearance. With me not being current I would have to make the flight VFR, honestly, I wasn't sure what I needed to do. 

I went on the AOPA web page and located the SFRA course, having previously taken it and passed, I wanted to review the VFR procedure.  Besides the typical weather and NOTAM  search I would have to file a flight plan, easy peasy in ForeFlight.

Instead of selecting VFR or IFR I would click on the VFR (DC SFRA) choice. This alerts ATC of the flight plan and once in the air inbound for KANP I would contact Potomac approach and obtain my transponder code. Now my flight plan is a bit strange and would read KOXB PALEO, with PALEO being the gate or access area for my flight. I would still note Annapolis KANP with SFRA flight in my flight plan notes.

After contacting the Annapolis airport we found there are no courtesy cars and the rentals all close at 2pm. We had a late start so this wouldn't work, besides, if we didn't get the car back to the rental company by 2pm they would charge us an additional day until they pick it up. That doesn't work for us. We decided to drive.

We had a fun drive checking out the different towns and antique markets along the way. We really didn't bother with any pictures, not even taking advantage of our new camera, instead we just enjoyed the time together. Thanks to the internet, pictures are provided.

We found our way into town only to find main street down to the marina area closed. I found my way through a few side streets, one dead end alley that I had to turn around and back out of but finally to the intended destination, the docks.

Trying to find a parking spot was brutal and some how I slowed for traffic around the circle and an SUV pulled out from a curbside spot, I pulled right in. clean living or just good timing, either way works, I had a spot.  Mary and I walked a very short distance and ordered dogs at Pips Dock Street Dogs.  The place was packed and for good reason. The dogs were excellent, we had cheese and kraut on ours along with an order of fries.

We didn't walk around much because the streets were very busy with the Women's March 2018. Marchers flowed through the streets with a police escort, orderly and peaceful, but their chant was like nails on a chalk board. We drove along the brick paved streets noting all the shops while making many stops for people crossing the road. I wouldn't do another Saturday, I would rather do a mid week visit and hope the traffic and people are fewer in number.

We eventually made our way back to RT. 50 and retraced our path from this morning making one stop at the Bay Bridge airport for some snooping around. The airport manager was really nice to chat with and I look forward to making a return trip, by air.

N6708Romeo, T's for a Cause

Buy a N6708R Flying Adventure 'T' and help support the Mid Atlantic English Springer Spaniel Rescue. ALL proceeds are donated to MAESSR.

Women's Premium Tee

 

 

Mens Hanes Tagless Tee

MAESSR

Channel Introduction

Winter Storm Grayson

Ocean city Maryland gets hit with a winter storm, a weather bomb cyclone. A bombogenisis to be exact.

A bombogenisis is a popular term used by meteorologists, this occurs when a storm rapidly intensifies, dropping at least 24 millibars over 24 hours. Grayson did just that, and then some. This 'bomb' can see cyclone speed winds and OC was pounded with 40-50 mph, the peninsula saw speeds of 62 mph.

I did manage some shoveling this morning but decided to wait out the high winds. Tomorrow I'll clean up the sidewalks while anxiously awaiting the home owners association company of choice that plows snow. At some point I'll head to the airport and check on the plane and runway conditions. For now, we sit tight and keep warm.

Happy New Year!

With 2017 in the rear view mirror it's time to look forward to the new year. So much to reflect on, but, it's time to focus on what's new and exciting for 2018. Mary and I wish all our readers a happy and safe new year.

Here at the Mascelli home we are looking forward to more travels by air. This year we want to make more of an effort to connect with family and friends and entertain more.

Wishing you all the very best of health, happiness and special memories in this new year.

A pilots first encounter with icing.

As my readers know I frequent various flying forums, always looking to learn something new.  Today I want to share a post from a pilot that encountered ice for the very first time in his 20 years of flying. Training kicks in, and as my bride says, pilots do that pilot stuff they do.

His story...

I started my flight Sunday night, as I flew south to a friend’s house. From my home-drone to the airport near his farm is only a 50-minute flight. I checked the weather before I left, and besides being nice on Sunday night, it was also forecast to be decent VFR on Monday morning for my return flight. It looked like the weather would get bad later Monday, with a mild snow storm moving in, but it wasn’t forecast to arrive until Monday at about 4pm.

I got up early Monday morning, and checked the weather again. They were still forecasting VFR until about 4pm for my return flight. After breakfast my friend drove me back to the airport and we arrived right on time at 8:30 a.m.

My first clue that things might not go as planned was when I now checked the weather before takeoff: the front had sped up, and was now expected to arrive by noon. They were still predicting VFR until then. Okay, I’m cutting it closer now, but I still should arrive at home by 10 A.M., and the airmet sierra for my flight path doesn’t start until noon. I also knew that I’d be flying over an area where I have numerous friends and family that could always pick me up if I couldn’t go the whole way (not to mention it was only a 50 minute / 90 nm flight to begin with…I could practically uber the whole way if necessary).

I took off at 9 a.m., just as I planned, and for 75 nm’s of the 90 nm flight, it was uneventful, with the worst of the weather just being hazy. When I was 15 nm South of my home field, I noticed the airport 20 nm WEST of my home field had just gone IFR due to low visibility…and I know the front was moving west to east, so it was only a matter of a short time before my field was IFR. But, I was just 15 nm away (and at this point, my home field was much closer than any other field), and my home field ATIS was still saying 6 nm visibility.

While still listening to my home field, the very next ATIS broadcast said 5 nm visibility, mist. Now I should say, that I’ve always had a problem “absorbing” an ATIS the first time I listen to the broadcast. I usually listen to ATIS at least 3 times in a row, often more. The first time, I’ll get the local altimeter, and whether VFR or IFR. The next time, I make a mental note of the ceilings and the winds/appropriate runway. The third or subsequent time is when I start to hear the “other details” like the notes at the end, the temperature dewpoint spread, approach/tower frequency at controlled fields, etc.

As I was approaching the field, and approaching the 10 nm distance from the field, I turned the ATIS down on my number 2 radio at this point, to call on the CTAF. As I continued towards the field, I noticed the visibility was dropping, but not alarmingly so. At about the point where I was just starting to make out the field, I started to get drops of moisture on the windshield. It was immediately apparent that the drops were not “moving off the windshield” as they normally would, but they were staying put. I turned the ATIS back up, and this time noticed that the field temperature was -6C, visibility 4 miles, mist. I thought, “Well that’s not good, but I can see the field, so lets just get down and land.” 

 As I’m saying this, the windscreen starts freezing up like its covered in wax paper, save for two little 3” circles where my defroster is blowing. Looking out the side window, I watch as my red-colored gas caps seem to first turn pink then a chunk of ice forms in front of each cap (I would have expected it to form BEHIND the cap).

As I start to align myself up to enter the pattern, I start to get the sensation that my engine throttle has been pulled back, even though it is still droning along at the same pitch/rpms. I look at my airspeed: I’ve lost about 10 knots, and I’m also slowly descending below pattern altitude, while unconsciously adding more back pressure. I add power (with carb heat, so I’m sure the effect of adding power is diminished) and more power, and finally full power, just to maintain altitude. I double check that I’ve turned on the pitot heat.

I take a wide pattern, because the plane feels mushy to me, and fly right to short final without slowing down (which the plane felt like it wanted to do anyway). I flared, without flaps, and the plane mushed onto the runway MUCH MUCH faster than normal. I had to fly by looking out the side window, so maybe this added to the feeling of going faster, I don’t know. Luckily, I touched down more or less on the numbers, because it took a while to stop, not to mention it was also apparent that the runway was very icy.

I taxi off the runway, over to my hangar, and shut down. When I get out, I would not describe the weather as “mist” but more of a heavy drizzle. I pushed the plane into my hangar, and took a couple of photos. I started up my hangar heaters and it took quite some time for the ice to melt off…so long, in fact, that I wonder how long it would take for the ice to come off if you were flying and changed to, say, +2 C air.

So here are some pics…like I said, maybe it wasn’t as bad as I felt, but it still scared the crap out of me.

I know I had a pucker factor just reading this one. This pilot did the right things to get the plane on the ground. Assess the situation, make the decision and move forward, pitot heat on, carb heat on, shallow wide bank turns in the pattern, increased throttle, and a no flap landing.Thankfully the pilot landed his plane safely.

We can debate weather all day long, but we all know how fast things can change in the air. His closet field was in view and still reporting favorable conditions. I would have made the same call. It's amazing how long it takes to fly those last few miles, it seems like an eternity. I'm thankful pilots share their experiences for all of us to learn from. I think I'll practice some landings through the side window. As a side note, my recent duct work upgrade really provides excellent defroster and heat in the Sundowner.

I was given permission to post this story and the pilots pictures.

Be safe out there!

Local Air Time

I have had the oil sump and cylinder heaters turned on Zero Eight Romeo for two days now, it was time to get the oil pumping. It's been really cold out and ugly overcast, at least until today. The sun finally showed its face and I took advantage of the preheats on the plane.

Zero Eight Romeo was ready for some flight time and so was I. I checked TFR's and NOTAM's then headed to the airport. Mary has been under the wx, dealing with migraines, but felt a bit better today. With the zoo secure and Mary planning to get up, I decided to get some flight time in and then run errands when I got home.

I took on twenty-five gallons to bring my total to fifty and then disconnected the heaters just prior to tugging the plane out to the ramp. My last to-do items were strip off the warm moving blankets, shut the hangar door, then climb aboard. As I taxied out I did a quick test for the video and called the house via the new audio panel PMA7000M BT. I should have held my position on the taxiway but I was moving along slowly and was clear in each direction.

The Bluetooth works perfect, I dialed the phone from my recent list, hit send and there was my bride, loud and clear. 

The rest of the flight was pretty typical so I'll welcome you to ride along with today's video.

Book Review: Franklin and Winston

 

Franklin and Winston

My reading has slowed down a bit with the holidays but I finally finished this WWII behind the scenes look at the special relationship shared by Franklin Roosevelt and Winston Churchill. Meacham takes us back to their childhoods and provides a glimpse of what shaped the way they thought and how they reacted. Two unique men, both powerful leaders, from the greatest generation. These men shaped history with the decisions they made.

From the Hardcover edition.

The most complete portrait ever drawn of the complex emotional connection between two of history’s towering leaders

Franklin Roosevelt and Winston Churchill were the greatest leaders of “the Greatest Generation.” In Franklin and Winston, Jon Meacham explores the fascinating relationship between the two men who piloted the free world to victory in World War II. It was a crucial friendship, and a unique one—a president and a prime minister spending enormous amounts of time together (113 days during the war) and exchanging nearly two thousand messages. Amid cocktails, cigarettes, and cigars, they met, often secretly, in places as far-flung as Washington, Hyde Park, Casablanca, and Teheran, talking to each other of war, politics, the burden of command, their health, their wives, and their children.

Born in the nineteenth century and molders of the twentieth and twenty-first, Roosevelt and Churchill had much in common. Sons of the elite, students of history, politicians of the first rank, they savored power. In their own time both men were underestimated, dismissed as arrogant, and faced skeptics and haters in their own nations—yet both magnificently rose to the central challenges of the twentieth century. Theirs was a kind of love story, with an emotional Churchill courting an elusive Roosevelt. The British prime minister, who rallied his nation in its darkest hour, standing alone against Adolf Hitler, was always somewhat insecure about his place in FDR’s affections—which was the way Roosevelt wanted it. A man of secrets, FDR liked to keep people off balance, including his wife, Eleanor, his White House aides—and Winston Churchill.

Confronting tyranny and terror, Roosevelt and Churchill built a victorious alliance amid cataclysmic events and occasionally conflicting interests. Franklin and Winston is also the story of their marriages and their families, two clans caught up in the most sweeping global conflict in history.

Meacham’s new sources—including unpublished letters of FDR’s great secret love, Lucy Mercer Rutherfurd, the papers of Pamela Churchill Harriman, and interviews with the few surviving people who were in FDR and Churchill’s joint company—shed fresh light on the characters of both men as he engagingly chronicles the hours in which they decided the course of the struggle.

Hitler brought them together; later in the war, they drifted apart, but even in the autumn of their alliance, the pull of affection was always there. Charting the personal drama behind the discussions of strategy and statecraft, Meacham has written the definitive account of the most remarkable friendship of the modern age.

Merry Christmas!

Merry Christmas to all our readers and best wishes for a Happy New Year!

 

To all of you that share our passion for flight we hope you enjoy the adventures that 2018 will offer.

 

Fly Safe!

Gary & Mary

Time to Fly

Since my work schedule is...well non-existent, I thought I would get some air time today.  The initial plan was to fly to Wilkes-Barre, Pennsylvania and take care of my parents grave. Sadly, I didn't make the customary memorial day prep or visit this year with everything that was going on with my foot.

After looking at the TAF for KAVP I didn't want to tangle with the gusting high winds or the low ceilings since I am no longer IFR current. Instead, I decided to stay local, explore the coast and then find lunch. Mary wasn't feeling that great and decided to stay in bed to try and shake the start of a migraine that was coming on. I made sure the zoo was squared away then ran a few errands and finally headed to the airport.

I sent a text to my friend Chet but he was just strapping into the dentist chair then getting ready to head to New York for the Holidays. I posted on FaceBook but no takers. Chris (Photographic Logbook) did respond and advised don't head his way they were expecting 50mph wind gusts.

The airport seemed quiet today, off season and almost mid-week. I tugged Zero Eight Romeo out into the sun once my preflight was complete and waited on the fuel truck. I took on seventeen gallons to bring me back to fifty, I was ready to go. I did sump and again found a trace of water in my right tank. This will require monitoring, especially since my plane hasn't been outside overnight since the end of October. 

I launched off of runway three-two and enjoyed the cool temps, climbing out at a thousand feet per minute. I set a course for the Waterloo VOR (ATR) and tracked my way towards Lewes. As I approached I could see the Lowes store and my work site right next door. I took a few pictures then pointed for Cambridge, KCGE.

Delaware Coastal (KGED) was still busy. I decided to steer clear and climbed to four thousand five hundred, watching the bee hive of activity on ADS-B. Once clear of the circus I started my descent for the restricted area (R-4006) with an operational floor of three thousand five hundred. I was flying along at or below three thousand enjoying the view. I traded position reports with a jet inbound for runway three-four at Cambridge. I crossed midfield, entered the left down wind and made a nice long landing for the last taxiway.

As always, Kay's was busy. I ordered a BLT on rye with a cup of chili. The food and service was very good and I enjoyed the company around me, I love to people watch.

I finished up and settled the bill then headed out to Zero Eight Romeo. I made a quick check of the fuel followed by a walk around before climbing in. I forgot to turn the camera on so no take of video. I did get some video heading east for home and managed to capture my landing at Ocean City. A fun day flying and 1.5 hours to add to my flight log.

A Few Updates

I've been working on my video editing skills and decided I really needed to up my game.  I have been watching videos on creating thumbnails, intros, outros (yeah, that's a word)and looking for ways to increase my subscribers and likes.

There have been a few changes to the blog, my YouTube channel, and I added an Author page to FaceBook to help advertise my two books.

Advertising has been a learning experience that just keeps teaching, ok, reminding me how little I know about that process. All in all it's been productive and I hope that reflects on what's presented on both the Flight Journal blog and my YouTube channel.