Sunday, February 17, 2019

Currency Issues

Not only do I need to coordinate some air time, I also realize that I have a long road to getting current. I should take my own advice and remind myself that it's all about the journey, not just the destination.  As in the healing process, so shall the return to flight progress, with baby steps. 


I'm anxious and trying to find things to do to keep myself busy. Reading about flight, watching training videos and YouTube videos of my past flights and a few favorite pilots that I follow.
I'm still indulging in sailing videos and have started to watch ranching videos. I've even started to watch horse training videos. I look at my roping saddle here in my office and wonder if I'll ever sit a horse again...idle minds.

You're Not Current... Now What? 

by Swayne Martin

If you haven't met currency requirements, you have another 6 calendar months to complete 6 approaches, tracking and intercepting, and holding before you'll have to complete an Instrument Proficiency Check (IPC). We'll get to IPCs shortly. During this 6 month grace period, you cannot act as PIC under IFR or in conditions less than VFR. You do, however, have some easy options for regaining currency. Here are three of the best ways to do it:

1) Fly With A Safety Pilot: To simulate instrument approach conditions, a pilot may wear a view-limiting device during VFR conditions. As the pilot seeking currency, you can now work towards logging the required amount of instrument approaches, tracking and intercepting, and holding. The safety pilot must possess a current medical certificate, occupy the other control seat, and be appropriately rated in the category and class aircraft flown [FAR 61.3(c), 61.51, 61.57(c), and 91.109].

2) Fly With A CFI/CFII: A CFI can fly with you in actual or simulated conditions in order for you to regain currency. To fly in the clouds, they must be instrument current, otherwise the flight must be conducted under VFR. The only time the instructor must be a CFII is when logging dual received flight time towards an instrument rating under 14 CFR 61.65(d)(2).

3) Complete A Full IPC: Anytime you complete an Instrument Proficiency Check, you automatically become current for the next 6 calendar months. As you'll learn about below, the IPC requires fewer approaches than normal currency requirements, so it could be a great way to get things done quickly with an experienced instructor.

The Regs...


14 CFR § 61.57 Recent flight experience: Pilot in command

(a)General experience.        
(1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and -
 (i) The person acted as the sole manipulator of the flight controls; and 
(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.
(2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight.
(3) The takeoffs and landings required by paragraph (a)(1) of this section may be accomplished in a full flight simulator or flight training device that is -
(i) Approved by the Administrator for landings; and
(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.
(b)Night takeoff and landing experience.
(c)Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:
(1)Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following -
(i) Six instrument approaches.
(ii) Holding procedures and tasks.
(iii) Intercepting and tracking courses through the use of navigational electronic systems.
(2)Use of a full flight simulator, flight training device, or aviation training device for maintaining instrument experience. A pilot may accomplish the requirements in paragraph (c)(1) of this section in a full flight simulator, flight training device, or aviation training device provided the device represents the category of aircraft for the instrument rating privileges to be maintained and the pilot performs the tasks and iterations in simulated instrument conditions. A person may complete the instrument experience in any combination of an aircraft, full flight simulator, flight training device, or aviation training device.
d)Instrument proficiency check.
       
(1) Except as provided in paragraph (e) of this section, a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check. The instrument proficiency check must consist of at least the following areas of operation:
(i)Air traffic control clearances and procedures;
(ii) Flight by reference to instruments;
(iii) Navigation systems;
(iv)Instrument approach procedures;
(v) Emergency operations; and
(vi) Post flight procedures.
(2) The instrument proficiency check must be -
(i) In an aircraft that is appropriate to the aircraft category;
(ii) For other than a glider, in a full flight simulator or flight training device that is representative of the aircraft category; or
(iii) For a glider, in a single-engine airplane or a glider.
(3) The instrument proficiency check must be given by -
(i) An examiner;
(ii) A person authorized by the U.S. Armed Forces to conduct instrument flight tests, provided the person being tested is a member of the U.S. Armed Forces;
(iii) A company check pilot who is authorized to conduct instrument flight tests under part 121, 125, or 135 of this chapter or subpart K of part 91 of this chapter, and provided that both the check pilot and the pilot being tested are employees of that operator or fractional ownership program manager, as applicable;
(iv) An authorized instructor; or
(v) A person approved by the Administrator to conduct instrument practical tests.

Monday, February 11, 2019

Vlog Update 2/10/2019

Just a quick update.  We are looking at airplanes, getting a Bose headset repaired and working my way back in the air.

A few friends have offered to get me back in the air. I'm going to take them up on their offers and get some air time, it's the next step in the healing process.

Planes of interest are the Commander 114's, Beech Sierras and I have even thought about crossing over to the high wing side. Yes, I have been looking at Cessna 182RG's and even a couple of 210's.

I hope to post a video of my return to flight very soon.

Thanks for following along on our healing process and the return to flight.

Monday, January 14, 2019

Happy Hangar, Happy Pilot

Surprise! 
 
The Short Wing Piper

The hangar is once again home to an aircraft. A 1957 PIPER PA-22-150 Tri-Pacer, beautiful bird and fun to fly. Maybe this will make my transition a bit easier, only time will tell.

 
 

The PA-20 Pacer and PA-22 Tri-Pacer are a family of four-place, strut braced, high-wing light aircraft that were built by Piper Aircraft in the post-World War II period.
The Pacer was essentially a four-place version of the two-place PA-17 Vagabond light aircraft.

It features a steel tube fuselage and an aluminum frame wing, covered with fabric, much like Piper's most famous aircraft, the Cub and Super Cub. An aircraft prized for its ruggedness, spacious cabin, and, for its time, impressive speed, many Pacers continue to fly today.

Factory installed 125 hp (93 kW), 135 hp (100 kW), 150 hp (112 kW), and 160 hp (120 kW) engine options were available, and 180 hp (135 kW) engine after-market conversions are an option.

Ok, for all of you that fell for that, I appreciate the moment of laughter it provided me. In all honestly, it's not our plane. The Tri-Pacer belongs to a first responder that was at our accident last June. The owner/pilot needed a home for a few months until his grass strip dries out, further south on the Delmarva peninsula. I must say, it does feel good to see the hangar active and who doesn't love the smell of avgas.

My search continues for the right aircraft. Our next step is to get back in the air and see how we both handle things. If we both check out then I'll move forward with the search and pre-buy of our next plane. 

Monday, January 07, 2019

Initial Findings

I am still waiting for the NTSB "final report" to be released on our accident back in June.  The investigation of the aircraft produced the following brief narrative along with pictures.
This is all the info I have to date, sorry, no video yet, my Garmin VIRB is still being held hostage.









 I'm looking forward to getting my video camera returned and viewing the flight from the safety of my office chair. I've run the incident over and over in my head, but seeing the actual footage will help fill in the numbers.

In the last few weeks I have talked with the local aviation school, Ocean Aviation, and my friend and owner, Mike, has agreed to get me back up in the air when I'm ready. We both laughed, the first private, instrument rated pilot wanting a discovery flight.  Making progress, one step at a time.

Monday, December 24, 2018

Rockwell Commander


FIRST CLASS COMFORT

Commander offers the finest cabin environment in its class. Its spacious interior rivals cabin class aircraft, offering ample space for the largest adults. This is because we approached the design of the Commander's cabin differently than our competitors.

We designed the interior space of the cabin and cockpit first, using ergonomics to create an environment that conforms to human requirements. To accomplish this, we employed Dryfuss Charts, which utilize anthropometric data to match human characteristics to industrial design.

The result is a cabin designed to provide unmatched comfort and ease of operation. Two large doors provide easy entry and exit. All controls are intelligently placed so they can be easily reached. Sight lines for the pilot and passengers are unobstructed in all quadrants. Head room, shoulder room, and leg room are optimized for larger adults.
Commander seats rival those found in the largest corporate jets. They are wide, strong, and luxurious. Layers of variable density foam are ergonomically-designed to support your head, neck, back, and legs, reducing fatigue on even the longest flights. Steel seat frames are securely attached to the cabin structure, and track fore and aft for optimal positioning.

All seats recline, and optional adjustable lumbar supports in the front seats provide additional comfort. Front seats provide automatic vertical and horizontal adjustment with seat position. Seat backs recline up to 30 degrees for optimum comfort.

Each seat position is equipped with a stereo intercom system, overhead reading light, overhead fresh air vent and control, and a floor (heat) vent and control to suit individual tastes. The 22 cubic foot baggage compartment and large baggage door at waist height accommodates large luggage easily.

Matching the level of comfort and space is the remarkable level of noise suppression. Commander utilizes five layers of insulation and acoustical materials to reduce noise levels substantially, including acoustic foam, microlite, thermoplastic and rich pleated leather to suppress noise.

ABS side and headliner panels retain their shape regardless of environmental conditions. Glove-soft leather, English wool, and deep-pile carpeting wrap you in unrivaled comfort. Cast aluminum control wheels and door handles offer solid feel and strength. In short, we use only the highest quality materials, and it shows.

When you sit in other aircraft in this class, the difference in design philosophy is apparent. Their cabins are either much narrower or shorter, or a combination of both. There are blind spots where vision is greatly restricted. Controls are harder to reach and many times out of view. Seats are lower to the floor and contain less padding, increasing fatigue on even shorter flights. Baggage space is smaller and more difficult to reach. Noise levels are higher.

Commander's attention to the many details of the human form translates into a cabin environment second to none. The aircraft cross-sections depict what a difference this makes when real people are actually seated in the aircraft.

When you add it all up, the end result is an airplane that respects your physical and mental needs. In the real world, on flights of any length, you will see, hear, and feel the difference. Less fatigue allows you to be a better pilot, and gives your passengers the travel experience they deserve.

EXCEPTIONAL DESIGN

For years, aircraft designers left one important element out of the equation when they developed new aircraft: the customer. In their quest for more "performance", they created aircraft with major compromises in areas that matter in the real world. Areas like comfort, handling, visibility, operational simplicity, ergonomics, and serviceability.

Commander set out with these attributes in mind. The end result is an aircraft designed for today's pilots, certified to higher standards with features that make your total flying experience a cut above. The Commander has the largest cabin in its class, able to carry four large adults in comfort and style. Its unique aerodynamic balance produces unmatched flying qualities. The "squared oval" cross-section, 47 inches wide by 49 inches high, provides maximum head and shoulder room for both front and rear seat passengers. Instrument panel layouts are professionally designed for individual aircraft. There is ample space to install avionics, including complete co-pilot instruments. The engine gauge cluster is front-mounted for easy access behind the panel. All switches and circuit breakers are grouped by function. Night lighting is provided by a variable intensity flood system. A powerful 28 volt, 80 amp electrical system provides Commander aircraft with capacity for the optional equipment of your choice. Commander aircraft have integral landing lights and wide angle taxi lights. They are equipped with triple strobe lights and dual vacuum pumps. Redundant systems such as dual controls, dual brakes, alternate static source, separate magnetos, dual trim actuators, and two cabin doors provide convenient access and an extra margin of safety. All are standard equipment on Commander aircraft.

Commander's design philosophy is to create modern, straightforward, and reliable systems, reducing pilot workload while increasing peace of mind. This approach pays off every time you climb aboard. When you add it all up, the logic is compelling. Inside and out, the Commander is the better aircraft, by design.
 
Thanks to Judi Anderson at Suncoast Aviation for her knowledge of the type and warm welcome to the world of Commanders. I have a feeling we'll be doing business in the new year.

Wednesday, December 19, 2018

Aircraft Thoughts

With my recovery in full ON mode and making good progress, my thoughts are turning to the sky.  I'm not sure if and when I will fly again, but I have to admit I'm getting the itch.

Mary and I understand that traveling by air on our own schedule was very special. The thought of not having that mode of transportation at our disposal saddens us both. I have been surfing the web pages with aircraft for sale, working through what if scenarios and trying to figure out what would work for us IF we want to fly again. 

Mary has peeked over my shoulder while I was looking at a few Bonanzas and Deb's online and she commented on the nice paint and interiors. Her one common theme for each aircraft was, "where's the second door". I think me being stuck with the leg injury and needing assistance to exit the Deb has her wanting an easier way out for me. If I had a door on my side I could have pulled myself through it and drag the right leg with me. Instead I fought to move the leg and tried to crawl across the seats to get out. Thankfully I had help getting out and rolling me away from the plane.

With the two door theme firmly implanted I have put together a list of aircraft to look into.  Of course it has to be a low wing so that would keep the list short. This is what I have come up with; Cirrus, Beech Sierra, Rockwell Commander 114.  I gave some thought to Diamonds and Grumman Tigers, but ruled them both out.
Taking a look at the Cirrus SR20 I find the price range for a 2000 anywhere from 114 to 145. Most need a chute repack in 2020 and some were pretty much timed out for engine.
The Beech Sierra is what I would feel most comfortable in. A Sundowner with retract, a large huge baggage door and 200 HP. The prices are all over the place but affordable. Most need the avionics($$$)updated and landing gear donuts ($5G). No telling what damage the dreaded black duct has left as far as corrosion on the wing spar.
The last aircraft I have been looking at is the Rockwell Commander 114A. Most of the aircraft I have checked out online have good paint and interior and most seem to have a good avionics package. Engine times vary but is reflected in pricing. Two doors and a huge cabin are a plus. 
For now I just look.  We are in the process of settling out with insurance on the Deb's Hull value and hope to have that done soon.  I've put off closing while we waited for the engine teardown, the insurance company was great to deal with.  We'll see if I say that when I need insurance on the next go round...yikes!
 
Mary and I wish all of our readers a Merry Christmas and Happy New Year.  Be safe, treasure your family time and make memories.

Friday, December 14, 2018

2018 In Review


2018 Totals
Hours:  
 
ASEL: 1280.1 TT - YTD 77.9
Complex               12.6
High Performance      13.4

IMC                    2.8
SIM IMC                2.2
Cross Country         63.7

* Added Complex and High Performance Endorsements

New Airports: (11)

KMJX - Ocean County Airport - Toms River, NJ
KFRG - Republic Airport - Farmingdale, NY
2W6 -  St. Mary's County - Leonardtown, MD
KLBT - Lumberton Regional - Lumberton, NC
KCTJ - West Georgia Regional - Carrollton, GA
KMLU - Monroe Regional - Monroe, LA
KACT - Waco Regional - Waco, TX
KPBF - Pine Bluff Regional - Pine Bluff, AR
KCHA - Lovell Field - Chattanooga, TN
KLYH - Lynchburg Regional - Lynchburg, VA
KEWN - Coastal Carolina - New Bern NC

Flights:

January - Finally IFR current. I had let my currency lapse, first time since getting the rating. I also posted an introduction video for my YouTube channel. I decided to make more of an effort to post  videos and up the quality with additional cameras and better editing. It's a work in progress.

February - My first time to Republic Airport. I'm usually flying over long Island, not landing there. This trip I had a mission, helping an Ocean City hangar neighbor pick up his plane.

March - Another new to me airport, 2W6 St. Mary's. A fun meet up with fellow BAC members to tour the Patuxent NAS and then lunch at Mission BBQ.

April - Another bucket list place to visit, Magnolia Market in Waco, Texas.  This has been on our list since we started watching the HGTV show Fixer Upper. A fun get-away to explore Waco, meet up with good friends and learn about the area. We added seven new airports and two new states on this trip.
Mary finally convinced me that we needed a faster plane so we decided to sell Sundowner 08Romeo. Looking to the future we made a handshake deal on a 63 Debonair.

May - 08Romeo flies west with her new family on Tuesday May 15th. Mary and I wish Peggy and Tim the very best. It's with a heavy hearts we say goodbye to our first magic carpet. 08Romeo has taught us many lessons about flying, ownership, and maintenance. I will carry these lessons forward and look back fondly on our baby Beech. Safe travels 08Romeo, enjoy your new home on the west coast.
 
Mary and I seal the deal and purchase 45Yankee on Thursday May 17th. Insurance required five hours dual and five solo before I can carry passengers. I decided to rent a hotel room at the Hilton located in Christiana Delaware, just a short drive to the airport. I did a few days of transition training and then took 45Yankee home to Ocean City, KOXB, with my complex, high performance and BFR completed.

June - Finally, the weather cooperates. For awhile here in Ocean City I thought we were going to trade the plane for an Ark.

45Yankee finally gets some air time as I fly south to Coastal Carolina Regional Airport located in New Bern, North Carolina.  This trip completed my requirement for five hours solo since I needed just over three more to finish up.

June 29th, the crash

Mary and I planned to head west to Tullahoma, TN on Friday, June, 29th.  Our lives were changed forever. On departure we had a mechanical engine failure that resulted in making the impossible turn just barely possible. I turned back for the airport trying to make the cross runway 2-20 but could not keep the plane in the air. The plan was a straight ahead landing in a pre-determined spot, however I could not see the spot without lowering the nose and I wasn't about to trade altitude at that point. My plan B was a golf course just south of the airport where I made an emergency landing, gear up, and bellied it in on a fairway.

If you follow the blog you have read about the medical troubles Mary and I have been through. We deeply appreciate the thoughts and prayers for our recovery.

Recovery

July - September

The healing slowly continues. Recovery and more surgeries fill out July and into late August. With the third and final surgery complete I am gradually making progress and getting back to weight bearing status, recovery has been physically and emotionally taxing.

On September 12th I finally received some positive news. I was once again moving to a weight bearing status.

September closes out with my first return to the airport and hangar. Rob Schaffer stopped in to check on us on his way home from Soar the Shore, a PPG event at Cambell field - 9VG. My main concern were our two vehicles that were moved to the hangar so a wheelchair ramp could be installed in our garage.
Rob and I headed to the airport and I have to say I was a bit anxious. While it felt great passing through the tenant gate it really hit home as we pulled up to my hangar F7. Rob picked up on my emotions and took the cars for a drive while I sat and absorbed the airport sounds. I was overwhelmed, it all felt so out of place to me. 

Mary and I had big plans for flying in September. Sanibel Island Florida vacation with a day trip to Key West, followed by BACFest in Louisville Kentucky. It's an emotional roller coaster thinking of what should have been and instead dealing with trying to get back to some sort of normal.

October

More of the same, recovery Mode. I am making progress with my mobility issues and slowly increase my weight bearing on the right leg. I hope to be using a cane by November.

The airport manager discovers he has my iPad mini 3 and returns it to me along with the ACK ELT and my flight log I keep in the plane to document oil added and flight times. NTSB confirms they have my Garmin VIRB and will return it after the findings are finalized on the investigation.

November

NTSB begins the engine investigation on November 7th. What a coincidence, this is also our 14th wedding anniversary. Initial findings is a catastrophic engine failure due to the number three cylinder eating an exhaust valve and taking out the piston along with wedging the intake valve open with the debris. Stay tuned for a Vlog and blog post.
I am getting around using a cane, its slow and kind of steady.  I hope the body pain subsides. I was used to my arthritic knee and back pains prior to the accident, and functioned everyday, but this constant pain is a whole new world to deal with.

Thanksgiving is spent at home, just me and my bride. It was quiet and cozy, a good time together.

December

Visitors!
Candy makes a return to Ocean City with her husband Mark. We had a blast checking out different places here in Ocean City and took a tour of the Wallops Flight Facility. Mary and I got to try out a few new to us places, Tall Tales Brewing Company and Burley Oak Brewing Company.
During the week we also checked out the Ocean City Winterfest of Lights. A beautiful display and a fun ride on the boardwalk shuttle.
 
Mary and I plan to head north, by ground transportation, to visit family and friends for Christmas.

We are looking forward to 2019 and all the fun and adventure it has to offer.