Thursday, April 08, 2021
Saturday, April 03, 2021
|photo from our visit to Florida|
Wednesday, March 31, 2021
Except as specified below and/or unless authorized by ATC in consultation with the air traffic security coordinator via the domestic events network (DEN):
A. ALL AIRCRAFT OPERATIONS WITHIN THE 12 NMR AREA(S) LISTED ABOVE, KNOWN AS THE INNER CORE(S), ARE PROHIBITED EXCEPT FOR: APPROVED LAW ENFORCEMENT, MILITARY AIRCRAFT DIRECTLY SUPPORTING THE UNITED STATES SECRET SERVICE(USSS) AND THE OFFICE OF THE PRESIDENT OF THE UNITED STATES, APPROVED AIR AMBULANCE FLIGHTS, AND REGULARLY SCHEDULED COMMERCIAL PASSENGER AND ALL - CARGO CARRIERS OPERATING UNDER ONE OF THE FOLLOWING TSA - APPROVED STANDARD SECURITY PROGRAMS / PROCEDURES AND ARE ARRIVING INTO AND / OR DEPARTING FROM 14 CFR PART 139 AIRPORTS: AIRCRAFT OPERATOR STANDARD SECURITY PROGRAM(AOSSP), FULL ALL - CARGO AIRCRAFT OPERATOR STANDARD SECURITY PROGRAM(FACAOSSP), MODEL SECURITY PROGRAM(MSP), TWELVE FIVE STANDARD SECURITY PROGRAM ALL CARGO(TFSSP - ALL CARGO), OR ALL - CARGO INTERNATIONAL SECURITY PROCEDURE(ACISP). ALL EMERGENCY / LIFE SAVING FLIGHT(MEDICAL / LAW ENFORCEMENT / FIREFIGHTING) OPERATIONS MUST COORDINATE WITH ATC PRIOR TO THEIR DEPARTURE AT 412-472-5591 TO AVOID POTENTIAL DELAYS.
B. For operations within the airspace between the 12 nmr and 32 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or filed VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC.
C. The following operations are not authorized within this TFR: flight training, practice instrument approaches, aerobatic flight, glider operations, seaplane operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, maintenance test flights, model aircraft operations, model rocketry, unmanned aircraft systems (UAS), and utility and pipeline survey operations.
D. UAS OPERATORS WHO DO NOT COMPLY WITH APPLICABLE AIRSPACE RESTRICTIONS ARE WARNED THAT PURSUANT TO 10 U.S.C. SECTION 130I AND 6 U.S.C. SECTION 124N, THE DEPARTMENT OF DEFENSE (DOD), THE DEPARTMENT OF HOMELAND SECURITY (DHS) OR THE DEPARTMENT OF JUSTICE (DOJ) MAY TAKE SECURITY ACTION THAT RESULTS IN THE INTERFERENCE, DISRUPTION, SEIZURE, DAMAGING, OR DESTRUCTION OF UNMANNED AIRCRAFT DEEMED TO POSE A CREDIBLE SAFETY OR SECURITY THREAT TO PROTECTED PERSONNEL, FACILITIES, OR ASSETS.
Sunday, March 21, 2021
Friday, March 19, 2021
Thursday, March 18, 2021
Friday, March 12, 2021
Tuesday, March 09, 2021
Friday, March 05, 2021
I quickly changed and grabbed my flight bag with video equipment then headed over to the airport. I pulled up to the hangar at eleven on the dot. The only thing remaining was the preflight, then tug 3 Tango Charlie out on to the ramp.
Chet and I climbed aboard and I got the fan turning, deciding to set up the cameras while I built up some oil temps. Runway 14-32 is still closed by NOTAM so I would have to battle the winds from runway 2.
METAR KOXB 051653Z 30012G23KT 10SM CLR 03/M12 A3002
I held short of 14-32 as a Comanche rolled out so he could easily clear the runway without going full length. I had to ask how the winds were, his response, "Wooo Buddy". I was now almost sorry I asked.
Once clear, Chet and I back taxied for runway two and turned into the wind. It was a wild take off, not fun at all. We climbed out riding the bucking bronc until finally breaking into smooth air. The plan was to cross the Delaware Bay and Philadelphia's airspace at 7,500 feet.
Dover approach handed me off to the first Philly sector and we were on our way. Philly handed me off at least one more time before eventually handing me off to Allentown Approach. Once on with Allentown I reported that I had the weather and I was directed to report the airport in sight.
By this time we were making our way towards pattern altitude and once again riding the bucking horse to the pattern. My first attempt had a heck of a crab angle right down to the numbers. I actually ran out of rudder and decided to go around. Cram Climb clean, I was out of there.
METAR KXLL 051855Z 29011G23 10SM CLR 01/M15 2994
The next attempt wasn't looking much better and Chet suggested Allentown if we could not land here. We had plenty of fuel to give that a shot if needed. Once again I crabbed my way to the numbers and found a calm space in the cross winds, just enough for me to plant the gear on the asphalt and slow down.
I made my call then taxied for departure. 3 Tango Charlie lifted off and I once again climbed on that crazy horse. I actually did that crap in my teens and twenties, I'm too old for this at my age. Once at altitude, 6,500 feet for the ride home, things settled down a bit. I hand flew most of the way home and even though the plane was trimmed I had risers and sinkers until across the Bay at Dover.
When it felt smoother then my ride across Philly, and now across the bay, I turned on the autopilot. The ride was much more comfortable and managing systems was a lot less stressful today then hand flying. I checked on Ocean City weather and tuned my radios for home, I was ready to tangle with mother nature one more time.
METAR KOXB 051953Z 31019G25KT 10SM CLR 04/M13 2998
Once in the pattern at OXB the ride was just as bad as I had left it this morning. Hang on to your hats boys, it's going to be a fun one. On my first attempt I was oh so close to the numbers but was so out of shape and getting beat up. Cram climb clean, rinse and repeat, we're out of here. Round two was just as 'fun' but somewhere between the numbers and the aiming point markers I got 3 Tango Charlie to settle in and put the rubber to the runway. I was happy and thankful to be home with no dents or dings and the gear still attached.
Wednesday, February 24, 2021
After taking care of Ziva and making some breakfast I turned on 3 Tango Charlie’s preheats with a simple text. I had planned on flying up to New Garden, N57, to fly the two new approaches listed in the latest Jepp update. New Garden has two new RNAV approaches, GPS runway six and two-four. I also wanted to catch up with my friend Charles so he could get some fly time, and check out the new GPS approaches, since he is still waiting on his new engine for his Piper.
I headed to the hangar to knock out my preflight and mount my video cameras. As I finished up Charles texted me and advised he would meet me at N57 in an hour.Perfect, I had already hooked up the tug and just needed to get the hangar door closed. 3 Tango Charlie started on a few blades and I got to the first of my tasks. Did I mention how much I miss my FlightStream 210? I chugged and plugged my simple flight plan in the GNS480 while oil temps came up. I picked up the weather and got the video rolling, it was time to taxi out to runway two-zero. Runway 14 - 32 is still NOTAMed closed during the weekdays.
I launched into a beautiful blue sky, turning east for the coastline and then north, enjoying the view. I had one ADSB target, the WBOC traffic helicopter.
Once north of Dover I crossed that magical line for weather and the ride became bumpy, at times uncomfortably so.
|The Monster Mile|
First up after we launched was to get Charles some stick time. I was head down loading the new RNAV approach on the Garmin 480 since I updated my GPS data card one day early. I also had to make the same change, deleting the Pennsylvania terminal procedures on my iPad so the updated data cycle could be active. We were all set and ready to shoot the RNAV GPS 24. Charles and I swapped control and we were off for the initial fix ZEYNU.
No flight following on the way home but I did monitor Dover approach and guard. Once I passed Delaware Coastal I started down for Ocean City and switched to OXB's CTAF. I made my calls at ten and five out blending in with traffic. First for the airport was the Kilo November King Air, a frequent visitor, followed by a school plane entering in the pattern.
|Looking down the Chesapeake Bay|