Wednesday, October 25, 2006
It's Official!
Our membership in the Delaware Flying Club is official! I met Gary this evening and went over a few things and was given a set of keys. I will need to complete two hours of dual (instruction) to make a total of five hours dual in type before we can solo. The Insurance required this since I am a low time pilot. Mary and I are very excited and can't wait for that first overnight trip. Gary (Aircraft Owner) has provided us a fantastic opportunity to sample what ownership involves. I am looking forward to the annual in November and getting a little hands on and at the very least getting in the way and asking a bunch of questions.
Saturday, October 14, 2006
KWBW for a special visit
N99 - KWBW - 40N - N99
Blue skies and a very good wx brief stirred the soul today as Mary and I headed to the airport. Winds were 260 at 8G14 for departure
and 270 10G20 at WBW. A last minute call to the wx brief by one of the CFI's at the school and I read the information supplied. By the time we were scheduled for our return the winds would be 260 12G24. With the strong gusting winds I sat and thought about changing my mind to go but the back up call and winds favoring my runway for landings at each location weighed in on the go side, and so we did. I also thought about all that crosswind training, which left me feeling in tune with the crosswind Gods.
Brandywine was busy today with the Rotorfest; helicopters, fixed wing and people everywhere. Mary loaded up the aircraft while I did my preflight. The only catch to getting out would be if we got fuel in time. The TFR took effect at 12:00 local or 1600 Z. The fuel truck finished and I completed my checklists, pacing myself with the thought if we miss the window who cares we can go another day. The time is 1550Z when I call clear prop and fire up 46C. I taxi out behind my instructor and await my turn for a run up. I had a 152 that taxied behind me so I could not run up where we sat, besides I am not changing the routine just to get out playing beat the clock.
Number three for run up I taxi into the box and run through the checks.
All is good to go as the Ground Boss calls 3 minutes until N99 is closed. I am now number two at the hold short getting ready to taxi for departure. The 152 in front of me did his run up on the taxi way and he moved up in line. My Instructor departs in Tango Bravo a 172, followed by the 152. I roll into position and call my departing 27. What a picture, the 172 well away on the upwind, the 152 with good spacing and I'm just wheels up.
Eyes all around with the helicopter traffic and the U.S. Army Black Daggers parachute team in the air. I make my call...2746C departing the area to the north and exit out on a 45* away
from the normal crosswind pattern. I get a return call and someone says thanks for the turn out 46C...followed by a call to the helicopter with the jumpers that the zone is now hot. I didn't get a chance to see the jumpers, I was to busy reining 46C in and dealing with the turbulence. My call to PHL Approach was delayed (VFR traffic calling standby) with all the traffic on the air but finally was contacted followed with my acknowledgement of the squawk code. The flight plan was on the mark today despite the rough ride. We crossed the East Texas VOR on time and we were still riding along with PHL App. We should have been handed off to Allentown Approach. I made the mistake of saying out loud that it was odd that PHL is holding on to us this long, we should have been passed to Allentown Approach. Mary got that look on her face. I had tuned in Allentown App. and was listening for traffic just in case. I finally decide to call PHL as I am getting ready to cross Blue mountain and over fly the valley where Arner Memorial Airport (22N) is located.
Ok, how do I phrase this to PHL App. without sounding like a smart A$$ ? Here is what I did;
ME Phl App 2746C request
PHL 46C, PHL App
ME PHL App, 46C still with you 5500, would like to contact Wilkes-Barre Approach.
PHL ah...46C Freq. change approved, have a good day.
ME Freq change approved, thanks for your help today 46C
I got a good laugh.....I already had Wilkes-Barre dialed in so I made the call and was given a new squawk, which I thought
was strange but understand now since it was not a "handoff". I confirmed squawk and verified that I would report the airfield in sight.
The foliage colors were really pretty on this trip although not as outstanding as I thought they would be, more of a blanket of color. I did however like the cloud shadows on the surface.
New territory for us today, as I stretched the wings beyond the known. With the Susquehanna river in sight and that distinctive bend, I knew I was west/south west about
8 miles. I report to WB App field in sight and they cut me loose. I had WBW dialed in and made the flip. I advised WBW traffic I was 5 miles 45* from south west for full stop r/w 25 WBW. Not a peep on the radio. I called out downwind, 
base and final with no other noise. I tried unicom again after calling clear 25 as I taxied in but not a word. (<- downwind 25 )
Mary and I decide to shut down right in front of the building, if someone is home they will know we are here! After locking up 46C we headed in to find everyone having lunch. A very friendly bunch
at Valley Aviation, dropping what they were doing and getting us a taxi (Enterprise closed at noon). The man at the counter hangs up the phone and says 15 - 20 minutes. We thank him and make ourselves at home. (<- Final 25)
The man then says, where are you headed and how long will you be? We were going to drive a few miles to the cemetery across the highway where my folks are buried and then up to a town called Forty Fort (a few miles from the airport) to visit an Aunt and Uncle. The guy said take my truck, I'm stuck here until' 5:30. I say Oh, a courtesy vehicle that's really very nice. He states no,
it's my truck. I ask, are you sure, and that he didn't have to do that. He said heck, I got your plane. Mary and I were off, and as we walked over to his new Dodge Ram 4wd p/u she said laughing, it's not our plane! We got a good laugh.
Mary and I placed flowers (mums) on my parents grave and added a small pumpkin and Indian corn for the Halloween/Thanksgiving holidays. My Bride, she thinks of everything. Off to visit the family but they were off on some train
excursion that is a local thing....guess you have to live there to understand it. We left word with my cousin that we flew in and to let his folks know we we there.
We headed back to the airport after topping off the tank in the truck, it's the least we could do. We decided to grab a bite to eat across the street from the airport but the wx looked like it had other ideas. I asked if they had computer access so I could check the wx and I was taken to an office in the back. Hmmmm, odd I can't log into DUATS, so I tried the AOPA weather pages. I was concerned about the winds and if the rain would pass, we could see it moving our way.
I confirmed what we saw outside. I played it through a few times to follow the track and it was headed towards WBW/AVP. Mary and I decided it was time to scoot.
METAR KAVP 141754Z 23013G24KT 10SM SCT080 11/M06 A2976 RMK AO2 PK WND 25029/1722 SLP077 T01061056 10122 20022 56008
Mary pulled the chocks and returned them to hanging on the fence while I preflighted the aircraft. The wind was really starting to pick up as we both climbed in. I finished the preflight and called clear prop as 46C was ready to head home too. Calling out a back taxi on 25 for departure we made wat for the run up at the approach end of 25. Everything good to go and we were rolling to the hold short. WBW traffic, Cessna 2746C departing 25 WBW....and we were off. Cloud level looked like was maybe 5500 and I planned for 4500 for the leg home. A final call to WBW traffic as I announce our departure on 25 crosswind to the south adding a thanks again for all the help.
Time to climb over the mountain, focusing on a path between towers right and left. gentle "s" turns to see over the nose and position looks great. Finally the radio comes to life as we reach 3000' . A call to WB App and a new squawk code has us heading home with some added protection. Mary is closing her eyes to deal with the turbulence and I think even catches a few winks along the way. WB App called out traffic and I confirmed contact as we neared the hand off to Allentown. Allentown asked for our final destination when we checked in and called out traffic a few times. We had a Gulfstream at our 1:00 at 4600 with no contact at first but then a clear view passing through our 12:00 well ahead of us and headed into KABE.
Checking the time I knew were not going to be able to land at N99 until the TFR was lifted at 4pm, it was 3:10 or so as we passed Pottstown cooling towers. I canceled flight following as I crossed Rt. 30 decending to 3000' and decided to make our way towards 40N Chester County. I gave Mary the nickle tour of the area and doubled back on the south side of 40N to enter the 45* for r/w 29 at Chester County. The downwind to base was, exciting to say the least, with the winds kicking. Keeping speed up and only adding the second notch of flaps we are on very short final when the gusting winds feel like they stop. I added a touch of throttle and worked that to get us in.
We parked at the Jet Direct Aviation and decided to have an early dinner. Jet Direct treated us the single engine piston just like the big boys, great service! Our first time eating at The Flying Machine Cafe' and it was really good. The onion soup is a must have!! Service was fast and friendly, worth a return trip. It was nice to watch a few Gulfstreams land and taxi in as we enjoyed the time relaxing and talking about the flight. The service was really good and friendly.
Mary again pulled the chocks and returned them as I preflighted. It seems we have this system down pretty good. All is good and we fire up 46C for the short hop home to N99. A smooth take off and turn out for noise abatement followed by a call to announce departure on the 29 downwind to the east. Ahhh, with my water towers in sight I postion and announce a 10 mile 45* from the SW for left downwind 27 Brandywine. Helicopter traffic is still buzzing around so Mary is my second set of eyes. I call out 4 mile 45* for left downwind 27 from the SW just to let the place know where I am located. Landing checks complete I announce downwind 27 and give another look at all the goings on at the helicopter museum. Announcing base and final I am a bit high as I line up. pulling out the throttle and splitting the PAPI lights I'm on glide looking good. Wow! wind gusts and some crosswind we start rockin' and rollin' I'm thinking great....this will be fun. This is why I am so glad I trainned here at the 50' wide 3400' runway., Adding power to prevent the "thud" we float then sink, rudder throttle hold it off sink and we're in. I'm sure it didn't look pretty at all, but it was gentle and only a short taxi to clear. 46C is home and secured as Mary grabbed the flight bag and headed to the ML while I paid the bill. My lovely Bride pulled the truck around to the flight school front door as I sat and chatted inside. Finally, we are headed home and I can't wait to pour a big glass of ice tea and kick back.
METAR KILG 141951Z 25013G20KT 10SM CLR 15/M04 A2984 RMK AO2 SLP105 T01501044
TFR INFO
Location : Brandywine Airport, West Chester, Pennsylvania near MODENA VORTAC (MXE)
Beginning Date and Time : October 14, 2006 at 16:00 UTC
Ending Date and Time : October 15, 2006 at 19:45 UTC
Reason for NOTAM : Parachute jumps by the U.S. Army Black Daggers Team
Type : Airshow
Pilots May Contact : Philadelphia (PHL) Air Traffic Control Tower, 215-492-4123
Affected Area(s)
Airspace Definition:
TFR Center: 6 nautical miles from MODENA VORTAC(MXE) on the 053 radial (Latitude: 39º59'24"N, Longitude: 75º34'55"W)
Radius: 3 nautical miles
Altitude: From the surface up to and including 10500 feet MSL
Blue skies and a very good wx brief stirred the soul today as Mary and I headed to the airport. Winds were 260 at 8G14 for departure
and 270 10G20 at WBW. A last minute call to the wx brief by one of the CFI's at the school and I read the information supplied. By the time we were scheduled for our return the winds would be 260 12G24. With the strong gusting winds I sat and thought about changing my mind to go but the back up call and winds favoring my runway for landings at each location weighed in on the go side, and so we did. I also thought about all that crosswind training, which left me feeling in tune with the crosswind Gods.Brandywine was busy today with the Rotorfest; helicopters, fixed wing and people everywhere. Mary loaded up the aircraft while I did my preflight. The only catch to getting out would be if we got fuel in time. The TFR took effect at 12:00 local or 1600 Z. The fuel truck finished and I completed my checklists, pacing myself with the thought if we miss the window who cares we can go another day. The time is 1550Z when I call clear prop and fire up 46C. I taxi out behind my instructor and await my turn for a run up. I had a 152 that taxied behind me so I could not run up where we sat, besides I am not changing the routine just to get out playing beat the clock.
Number three for run up I taxi into the box and run through the checks.
All is good to go as the Ground Boss calls 3 minutes until N99 is closed. I am now number two at the hold short getting ready to taxi for departure. The 152 in front of me did his run up on the taxi way and he moved up in line. My Instructor departs in Tango Bravo a 172, followed by the 152. I roll into position and call my departing 27. What a picture, the 172 well away on the upwind, the 152 with good spacing and I'm just wheels up.Eyes all around with the helicopter traffic and the U.S. Army Black Daggers parachute team in the air. I make my call...2746C departing the area to the north and exit out on a 45* away
from the normal crosswind pattern. I get a return call and someone says thanks for the turn out 46C...followed by a call to the helicopter with the jumpers that the zone is now hot. I didn't get a chance to see the jumpers, I was to busy reining 46C in and dealing with the turbulence. My call to PHL Approach was delayed (VFR traffic calling standby) with all the traffic on the air but finally was contacted followed with my acknowledgement of the squawk code. The flight plan was on the mark today despite the rough ride. We crossed the East Texas VOR on time and we were still riding along with PHL App. We should have been handed off to Allentown Approach. I made the mistake of saying out loud that it was odd that PHL is holding on to us this long, we should have been passed to Allentown Approach. Mary got that look on her face. I had tuned in Allentown App. and was listening for traffic just in case. I finally decide to call PHL as I am getting ready to cross Blue mountain and over fly the valley where Arner Memorial Airport (22N) is located. Ok, how do I phrase this to PHL App. without sounding like a smart A$$ ? Here is what I did;
ME Phl App 2746C request
PHL 46C, PHL App
ME PHL App, 46C still with you 5500, would like to contact Wilkes-Barre Approach.
PHL ah...46C Freq. change approved, have a good day.
ME Freq change approved, thanks for your help today 46C
I got a good laugh.....I already had Wilkes-Barre dialed in so I made the call and was given a new squawk, which I thought
was strange but understand now since it was not a "handoff". I confirmed squawk and verified that I would report the airfield in sight. The foliage colors were really pretty on this trip although not as outstanding as I thought they would be, more of a blanket of color. I did however like the cloud shadows on the surface.
New territory for us today, as I stretched the wings beyond the known. With the Susquehanna river in sight and that distinctive bend, I knew I was west/south west about
8 miles. I report to WB App field in sight and they cut me loose. I had WBW dialed in and made the flip. I advised WBW traffic I was 5 miles 45* from south west for full stop r/w 25 WBW. Not a peep on the radio. I called out downwind, 
base and final with no other noise. I tried unicom again after calling clear 25 as I taxied in but not a word. (<- downwind 25 )Mary and I decide to shut down right in front of the building, if someone is home they will know we are here! After locking up 46C we headed in to find everyone having lunch. A very friendly bunch
at Valley Aviation, dropping what they were doing and getting us a taxi (Enterprise closed at noon). The man at the counter hangs up the phone and says 15 - 20 minutes. We thank him and make ourselves at home. (<- Final 25)The man then says, where are you headed and how long will you be? We were going to drive a few miles to the cemetery across the highway where my folks are buried and then up to a town called Forty Fort (a few miles from the airport) to visit an Aunt and Uncle. The guy said take my truck, I'm stuck here until' 5:30. I say Oh, a courtesy vehicle that's really very nice. He states no,
it's my truck. I ask, are you sure, and that he didn't have to do that. He said heck, I got your plane. Mary and I were off, and as we walked over to his new Dodge Ram 4wd p/u she said laughing, it's not our plane! We got a good laugh.Mary and I placed flowers (mums) on my parents grave and added a small pumpkin and Indian corn for the Halloween/Thanksgiving holidays. My Bride, she thinks of everything. Off to visit the family but they were off on some train
excursion that is a local thing....guess you have to live there to understand it. We left word with my cousin that we flew in and to let his folks know we we there. We headed back to the airport after topping off the tank in the truck, it's the least we could do. We decided to grab a bite to eat across the street from the airport but the wx looked like it had other ideas. I asked if they had computer access so I could check the wx and I was taken to an office in the back. Hmmmm, odd I can't log into DUATS, so I tried the AOPA weather pages. I was concerned about the winds and if the rain would pass, we could see it moving our way.
I confirmed what we saw outside. I played it through a few times to follow the track and it was headed towards WBW/AVP. Mary and I decided it was time to scoot.METAR KAVP 141754Z 23013G24KT 10SM SCT080 11/M06 A2976 RMK AO2 PK WND 25029/1722 SLP077 T01061056 10122 20022 56008
Mary pulled the chocks and returned them to hanging on the fence while I preflighted the aircraft. The wind was really starting to pick up as we both climbed in. I finished the preflight and called clear prop as 46C was ready to head home too. Calling out a back taxi on 25 for departure we made wat for the run up at the approach end of 25. Everything good to go and we were rolling to the hold short. WBW traffic, Cessna 2746C departing 25 WBW....and we were off. Cloud level looked like was maybe 5500 and I planned for 4500 for the leg home. A final call to WBW traffic as I announce our departure on 25 crosswind to the south adding a thanks again for all the help.
Time to climb over the mountain, focusing on a path between towers right and left. gentle "s" turns to see over the nose and position looks great. Finally the radio comes to life as we reach 3000' . A call to WB App and a new squawk code has us heading home with some added protection. Mary is closing her eyes to deal with the turbulence and I think even catches a few winks along the way. WB App called out traffic and I confirmed contact as we neared the hand off to Allentown. Allentown asked for our final destination when we checked in and called out traffic a few times. We had a Gulfstream at our 1:00 at 4600 with no contact at first but then a clear view passing through our 12:00 well ahead of us and headed into KABE.
Checking the time I knew were not going to be able to land at N99 until the TFR was lifted at 4pm, it was 3:10 or so as we passed Pottstown cooling towers. I canceled flight following as I crossed Rt. 30 decending to 3000' and decided to make our way towards 40N Chester County. I gave Mary the nickle tour of the area and doubled back on the south side of 40N to enter the 45* for r/w 29 at Chester County. The downwind to base was, exciting to say the least, with the winds kicking. Keeping speed up and only adding the second notch of flaps we are on very short final when the gusting winds feel like they stop. I added a touch of throttle and worked that to get us in.
We parked at the Jet Direct Aviation and decided to have an early dinner. Jet Direct treated us the single engine piston just like the big boys, great service! Our first time eating at The Flying Machine Cafe' and it was really good. The onion soup is a must have!! Service was fast and friendly, worth a return trip. It was nice to watch a few Gulfstreams land and taxi in as we enjoyed the time relaxing and talking about the flight. The service was really good and friendly.
Mary again pulled the chocks and returned them as I preflighted. It seems we have this system down pretty good. All is good and we fire up 46C for the short hop home to N99. A smooth take off and turn out for noise abatement followed by a call to announce departure on the 29 downwind to the east. Ahhh, with my water towers in sight I postion and announce a 10 mile 45* from the SW for left downwind 27 Brandywine. Helicopter traffic is still buzzing around so Mary is my second set of eyes. I call out 4 mile 45* for left downwind 27 from the SW just to let the place know where I am located. Landing checks complete I announce downwind 27 and give another look at all the goings on at the helicopter museum. Announcing base and final I am a bit high as I line up. pulling out the throttle and splitting the PAPI lights I'm on glide looking good. Wow! wind gusts and some crosswind we start rockin' and rollin' I'm thinking great....this will be fun. This is why I am so glad I trainned here at the 50' wide 3400' runway., Adding power to prevent the "thud" we float then sink, rudder throttle hold it off sink and we're in. I'm sure it didn't look pretty at all, but it was gentle and only a short taxi to clear. 46C is home and secured as Mary grabbed the flight bag and headed to the ML while I paid the bill. My lovely Bride pulled the truck around to the flight school front door as I sat and chatted inside. Finally, we are headed home and I can't wait to pour a big glass of ice tea and kick back.
METAR KILG 141951Z 25013G20KT 10SM CLR 15/M04 A2984 RMK AO2 SLP105 T01501044
TFR INFO
Location : Brandywine Airport, West Chester, Pennsylvania near MODENA VORTAC (MXE)
Beginning Date and Time : October 14, 2006 at 16:00 UTC
Ending Date and Time : October 15, 2006 at 19:45 UTC
Reason for NOTAM : Parachute jumps by the U.S. Army Black Daggers Team
Type : Airshow
Pilots May Contact : Philadelphia (PHL) Air Traffic Control Tower, 215-492-4123
Affected Area(s)
Airspace Definition:
TFR Center: 6 nautical miles from MODENA VORTAC(MXE) on the 053 radial (Latitude: 39º59'24"N, Longitude: 75º34'55"W)
Radius: 3 nautical miles
Altitude: From the surface up to and including 10500 feet MSL
Friday, October 13, 2006
Flight Plan for KWBW and 9N3
I am waiting on the word for the club PA28-181. Insurance will most likely want me to have a minimum of five hours dual with an instructor, I have three. I was signed off in the flight school, PA28-161 and have been trying to build some hours in type.
Maybe this week I will set aside the last two hours, one being night landings, and then finish up. Mary and I want to head to KGJJ in Williamsburg/Jamestown for the first weekend of November.
Today is another story, flight plan for Wilkes-Barre Scranton area. Wx is looking great and we decided to fly the C172 N2746C. A call to TAS flight school and 46C is reserved for us with an 11:30 departure followed by a 4 pm return. N99 has a TFR that consists of multiple airport closings with the first at noon-12:45 then 1:30 - 2:15 and finally 3:00 - 3:45. We will launch from 9N3 around 3:30 and head south with the plan for landing around 4:30.
More to follow with pictures and a trip report!
Maybe this week I will set aside the last two hours, one being night landings, and then finish up. Mary and I want to head to KGJJ in Williamsburg/Jamestown for the first weekend of November.
Today is another story, flight plan for Wilkes-Barre Scranton area. Wx is looking great and we decided to fly the C172 N2746C. A call to TAS flight school and 46C is reserved for us with an 11:30 departure followed by a 4 pm return. N99 has a TFR that consists of multiple airport closings with the first at noon-12:45 then 1:30 - 2:15 and finally 3:00 - 3:45. We will launch from 9N3 around 3:30 and head south with the plan for landing around 4:30.
More to follow with pictures and a trip report!
Friday, October 06, 2006
Paperwork, Forms and Numbers...
Today I finished up the insurance forms for the flying club. I had to dig out the log book and provide back up for flight hours for the year, last ninety days and hours in type. I also went through all the AOPA online safety courses that are good for Wings credits.
With the information faxed out and a follow up call to the agent, I should be hearing something soon about my flight status in the Delaware flying Club PA28-181 Archer II.
I am going to purchase some software to begin the ground school portion of the Instrument Rating. It's crazy but of late I seem to thrive on reading or studying everything and anything about flying. I keep telling myself this is a good thing.
Off to look for software....
With the information faxed out and a follow up call to the agent, I should be hearing something soon about my flight status in the Delaware flying Club PA28-181 Archer II.
I am going to purchase some software to begin the ground school portion of the Instrument Rating. It's crazy but of late I seem to thrive on reading or studying everything and anything about flying. I keep telling myself this is a good thing.
Off to look for software....
Thursday, September 28, 2006
First Flight With My Brother...
WEDNESDAY SEPTEMBER 27, 2006
METAR KILG 271351Z 14005KT 9SM OVC100 18/16 A3003 RMK AO2 SLP168 T01830156
Today was the first flight with my brother Joe. If you have followed my Flight Log you know that our first scheduled flight to Bristol CT., for the Mid Atlantice Little League playoffs was scrubbed due to wx. For this flight I had planned Ocean City, MD, thought about and planned Wilkes Barre, PA and finally decided for his first flight a view of the local area and a quick trip along the Delaware Bay would do the trick. Yes, back to KWWD Cape May. We departed N99 with some clouds in the sky and the WX Briefer noting SCT at 4500 and along the route 6000 but clearing for a great VFR day. SOLD! I liked what I heard and decided it was a go.
I explained some of the pre-flight followed by a briefing once buckled in. We had to wait on two aircraft landing then we departed on 27. I announced departing the area on crosswind to the south and switched frequency to PHL APP. I made two calls and never got a response, very strange since I did get confirmation that we were transmitting prior to our departure. Funny quote of the day..."Wow, there are a lot of pools down there"....I just laughed, every pax has made the same quote as we climb out of N99. I guess I need to sit right seat and check out that view.
Well low and slow was the plan so I held steady at 2800 and passed over the class Delta at KILG making way for the Jersey coast along the Delaware Bay. A bit of bumps but getting smoother as we passed by Bridgeton and had Millville Airport in sight (in the distance). As I pointed out landmarks and chatted about flying in general we had the extreme pleasure of sharing our airspace with a gorgeous Bald Eagle. Mr. Majestic soared along, never getting to close but looking our way and impressing us with his steep bank turns as he broke down and away towards our 8 o' clock. I dialed in the ASOS at KWWD and with winds 210* we made a straight in final for r/w 19. The place was quiet, so quiet I could not even get an airport advisory on unicom.
Again a high approach with a squeaker of a landing and we were clear of 19. We made a stop at operations to visit with the Operations Asst. Manager for New Jersey Airports run by the DRBA and fellow co-worker Tom Berry. A quick "nature" break and a chance for my brother to catch a smoke. We enjoyed the sun as we hung out at the picnic tables near the airside of the terminal. Neither of us really wanted to visit the museum instead we rather get as much air time as possible.
METAR KILG 271351Z 14005KT 9SM OVC100 18/16 A3003 RMK AO2 SLP168 T01830156
Today was the first flight with my brother Joe. If you have followed my Flight Log you know that our first scheduled flight to Bristol CT., for the Mid Atlantice Little League playoffs was scrubbed due to wx. For this flight I had planned Ocean City, MD, thought about and planned Wilkes Barre, PA and finally decided for his first flight a view of the local area and a quick trip along the Delaware Bay would do the trick. Yes, back to KWWD Cape May. We departed N99 with some clouds in the sky and the WX Briefer noting SCT at 4500 and along the route 6000 but clearing for a great VFR day. SOLD! I liked what I heard and decided it was a go.
I explained some of the pre-flight followed by a briefing once buckled in. We had to wait on two aircraft landing then we departed on 27. I announced departing the area on crosswind to the south and switched frequency to PHL APP. I made two calls and never got a response, very strange since I did get confirmation that we were transmitting prior to our departure. Funny quote of the day..."Wow, there are a lot of pools down there"....I just laughed, every pax has made the same quote as we climb out of N99. I guess I need to sit right seat and check out that view.
Well low and slow was the plan so I held steady at 2800 and passed over the class Delta at KILG making way for the Jersey coast along the Delaware Bay. A bit of bumps but getting smoother as we passed by Bridgeton and had Millville Airport in sight (in the distance). As I pointed out landmarks and chatted about flying in general we had the extreme pleasure of sharing our airspace with a gorgeous Bald Eagle. Mr. Majestic soared along, never getting to close but looking our way and impressing us with his steep bank turns as he broke down and away towards our 8 o' clock. I dialed in the ASOS at KWWD and with winds 210* we made a straight in final for r/w 19. The place was quiet, so quiet I could not even get an airport advisory on unicom.
Again a high approach with a squeaker of a landing and we were clear of 19. We made a stop at operations to visit with the Operations Asst. Manager for New Jersey Airports run by the DRBA and fellow co-worker Tom Berry. A quick "nature" break and a chance for my brother to catch a smoke. We enjoyed the sun as we hung out at the picnic tables near the airside of the terminal. Neither of us really wanted to visit the museum instead we rather get as much air time as possible. After a nice visit with the Tom, I did a walk around and oil check prior to climbing in 8LA. 
After a run through the checklists it was Clear prop followed by 8LA coming to life. I asked Joe to keep the door cracked open in order to keep us cool on the taxi out, assuring him we will "button up" for the run up and take off. Run up complete and waiting for a Piper 
followed by a 1940's Bellanca Cruise Master(file photo on left)to land, we were then ready to go. This baby was sweeeeet, white with red trim and looked new out of the box, what a restoration. Cape may traffic, "Piper 988LA departing runway 19" and we were off. Nice smooth takeoff with a turn to crosswind and downwind giving us a great view of Cape May, Wildwood and Atlantic City in the distance. I announce departing the area to the North on the 
left downwind for 19. Tom from operations thanks us for the visit and I acknowledge with a thanks for having us in and see you during the week....at work.
Tuning in the DQO VOR I make way for KILG with the plan picking up the MXE VOR as we cross the Delaware River. Nice and smooth on the way home with all the cloud layer having pushed out towards the north east. With the Cooling towers in view it was an easy day for navigation. The hand held GPS unit did not get a lock today, but no biggie as they say, I much rather look out the window and reference the big picture. I enjoy hunting landmarks, it's sort of like driving and knowing each corner building, gas station and local store. 
As we crossed the river we felt a little chop which messed up Joe's pictures of the Delaware Memorial Bridges. He did take some nice shots of Wilmington and the Blue Rocks Baseball team stadium.
We easily picked out the Rollins building, and located the little league fields that we coach at. It was a fun flight as I turned for the 45* entry to runway 27 at N99. Ahhhhh...almost forgot, toady was the first time I got to dial in the AWOS at Brandywine, N99. Yep, that's right it's been certified by the FAA and is broadcasting on 121.4, very cool. 
As of October 1st Mary and I will be flying the Delaware Flying Club plane at KILG. We were very lucky to find an opening in this club. DFC has only four members and the schedule is pretty much wide open for securing dates to fly. This will open up the chance to do overnight to some of our wish list locations!!
Monday, September 25, 2006
The Real Deal!
Today I received my Private Pilot License in the mail. It's not the best looking plastic in the wallet, but it's my favorite!!!
With a change in the work schedule I will have some time to fly Wednesday. I am going to flight plan for Ocean City, MD. KOXB will be a new airport for me and the farthest I've been south from the home airport. Yes, just a newbie and I am still learning how to stretch the wings. I guess I'm building up for that flight to Williamsburg in November.
I will post the flight info, pictures and write up Wednesday evening.
With a change in the work schedule I will have some time to fly Wednesday. I am going to flight plan for Ocean City, MD. KOXB will be a new airport for me and the farthest I've been south from the home airport. Yes, just a newbie and I am still learning how to stretch the wings. I guess I'm building up for that flight to Williamsburg in November.
I will post the flight info, pictures and write up Wednesday evening.
Sunday, September 17, 2006
On The Way To Cape May...
Well not quite the song, but indeed a nice trip to Georgetown then a hop across the Bay to Cape May.
The aircraft we wanted to schedule was signed out until 11am so Mary and I got a later then planned start, which I thought was great, last time I was in one of these planes the weather played a huge part in me not enjoying the ride. So it worked out perfectly enjoying a light breakfast then heading out. After a preflight and hook up of the Lowrance 1000 we were ready to go.
Today is the first trip we had to use the Lowrance. N988LA is GPS-less. I had fun taking advantage of every opportunity to use pilotage. First checkpoint was KILG and the Delaware Memorial Bridges. Cloud layer was at 3000-4000 so I transitioned through the KILG class Delta then climbed through an opening to 6500 on top.
As a newly minted pilot, this was my first time "over the top". I made the decision to go over the top after looking down the Delaware bay a seeing the cloud layer extend along what I thought was beyond KDOV and with some tops at 4500 (my guess). The only opening was straight down the Bay but again I could not see an opening to make my way towards the west and Georgetown. I rode the "on top" 6500' south west to the west side of the KDOV airspace and found a great big hole and settled us through it down to 3000'. This has to be the most humbling yet breathtaking experience I have ever had to date in the plane with Gary. The pictures show the magnitude of the beauty that can only be appreciated by this view. I was thrilled that Gary and I had this opportunity together............ I wonder at times when I don't go up with him, what am I missing today?
Except for the excitement at N99 it was a good day, we had fun, talked with some friends we had met at LNS and our 2.6 in the book leaves us needing only 4.2 in type to get into the club plane.
The aircraft we wanted to schedule was signed out until 11am so Mary and I got a later then planned start, which I thought was great, last time I was in one of these planes the weather played a huge part in me not enjoying the ride. So it worked out perfectly enjoying a light breakfast then heading out. After a preflight and hook up of the Lowrance 1000 we were ready to go.
Today is the first trip we had to use the Lowrance. N988LA is GPS-less. I had fun taking advantage of every opportunity to use pilotage. First checkpoint was KILG and the Delaware Memorial Bridges. Cloud layer was at 3000-4000 so I transitioned through the KILG class Delta then climbed through an opening to 6500 on top.
As a newly minted pilot, this was my first time "over the top". I made the decision to go over the top after looking down the Delaware bay a seeing the cloud layer extend along what I thought was beyond KDOV and with some tops at 4500 (my guess). The only opening was straight down the Bay but again I could not see an opening to make my way towards the west and Georgetown. I rode the "on top" 6500' south west to the west side of the KDOV airspace and found a great big hole and settled us through it down to 3000'. This has to be the most humbling yet breathtaking experience I have ever had to date in the plane with Gary. The pictures show the magnitude of the beauty that can only be appreciated by this view. I was thrilled that Gary and I had this opportunity together............ I wonder at times when I don't go up with him, what am I missing today?
I was happy to ride along at that altitude until the 5 mile 45* entry to r/w 4 at KGED. I know 4 white and right of center but a nice landing......darn no video to help me out with this one.
Good flight, had fun and of course the eats were good. I have learned very quickly not be surprised at the dinning opportunities that are awaiting us. We have enjoyed breakfast, lunch and dinner and I highly recommend the restaurant at the Georgetown Airport. Mary and I sat next to 
Bill and his wife, we met them at the LNS fly in (the one we did the "drive in") due to no checkride at that time. We chatted for a while swapped numbers (both brides love Bed and breakfast places) and were on our way to WWD. This is the part that everyone has been telling us about, making new friends and sharing in the adventure.A quick pass over Lewes looking for the tall ships, we
found none but did get a good look at the Ferry crossing. We then turned east and crossed the bay for a stop at Cape May. Mary has a nice shot of the Cape May Light House and she captured another short final and high but another good landing and that's my story, besides that zoom lense does not help ;).
A quick departure from Cape May and we were headed home to N99, good trip and a nice ride home! 
Brandywine is now in sight. Calling out my 45* entry to downwind 27 at Brandywine I had a visual on a Cessna also entering. I turned out and re-entered on the 45* to be No. 2 to land. An aircraft was on cross wind as I had just turned downwind and he announced No. 3 behind the Piper (me). All is well as we three make our way home. On downwind I notice a CAP Cessna sitting at the hold short. No. 1 to land calls out his base and final, as we pass abeam each other I extend slightly and turn base also. The Cessna at the hold short announces his departure on 27. Mary and I both can't believe what we are about to see. This guy HAD to see at least one aircraft on the base final portion of the pattern or he was clueless. The No. 1 to land was on very short final as the Cessna began taxi on to 27. Repeated calls by No. 1 to land, calling out short final fell on deaf ears. The guy on the ground started his take off roll and No. 1 to land announced a go around very calm and collected. I watched it all unfold adding in the last notch of flaps early to slow down and give plenty of room, enough so that I could land as the CAP Cessna was now well upwind.
Ok, now this is the stuff that scares the *%%#* out of me..........what is the deal!! But the gentlemen did an excellent job of avoiding a potential accident, two thumbs up and he get's a that' a boy.
I met the No.1 to land guy at the flight school, he was renting the same as us. I patted him on the shoulder and said nice job avoiding the nit wit. I told him the Bride and I heard everyone of his calls and just could not believe it.
Except for the excitement at N99 it was a good day, we had fun, talked with some friends we had met at LNS and our 2.6 in the book leaves us needing only 4.2 in type to get into the club plane.
Monday, September 11, 2006
3 In The Book....
Today is the anniversary of the World Trade Center attack. I hope everyone takes a few minutes of their time to remember those who lost their life, those who gave their life to help others and to our men and women preserving our freedoms we enjoy here everyday. Thanks from this appreciative AMERICAN!
Thursday September 7, 2006
I completed my last hour of three dual in the Piper this morning, pounding out 8 landings between Chester County and Brandywine. There was some ground fog that covered my landmark airport references, but over all good visibility at all times. I dialed in MXE and headed for home picking up the 54* outbound radial and calling out my 45* entry at 4 miles to downwind 27.
I learned two valuable lessons today. CALL unicom for airport advisory. This will serve two fold, runway and winds along with a simple check that the radio is working. I like to listen as I approach and call in anywhere from 5 to 10 miles out. Well as I approached on a 45* for left downwind 29 at Chester county I had a radio problem. I think I had CTAF on comm 2 but no transmit so I checked my selection and it was comm 2 but still nothing. Now about to call the 4 mile 45* I decide to turn out and correct my problem and then re-enter. I was directed to continue in as the CFI brought comm 2 online. I made the call, even though I was turning downwind and continued on to multiple T&G's.
The second lesson learned was at the point of flaring to land use the electric trim to help with nose up trim and make for a smooth transition. I tried this on a few rounds and it helped. I also liked the 10* of flaps on take off roll followed with adding in the second notch at Vr to jump off the ground. Just a few tid bits for the memory.....
Just returned from vacation so I will keep this short....I had noticed I didn't do a write up for last Thursday.
Thursday September 7, 2006
I completed my last hour of three dual in the Piper this morning, pounding out 8 landings between Chester County and Brandywine. There was some ground fog that covered my landmark airport references, but over all good visibility at all times. I dialed in MXE and headed for home picking up the 54* outbound radial and calling out my 45* entry at 4 miles to downwind 27.
I learned two valuable lessons today. CALL unicom for airport advisory. This will serve two fold, runway and winds along with a simple check that the radio is working. I like to listen as I approach and call in anywhere from 5 to 10 miles out. Well as I approached on a 45* for left downwind 29 at Chester county I had a radio problem. I think I had CTAF on comm 2 but no transmit so I checked my selection and it was comm 2 but still nothing. Now about to call the 4 mile 45* I decide to turn out and correct my problem and then re-enter. I was directed to continue in as the CFI brought comm 2 online. I made the call, even though I was turning downwind and continued on to multiple T&G's.
The second lesson learned was at the point of flaring to land use the electric trim to help with nose up trim and make for a smooth transition. I tried this on a few rounds and it helped. I also liked the 10* of flaps on take off roll followed with adding in the second notch at Vr to jump off the ground. Just a few tid bits for the memory.....
Just returned from vacation so I will keep this short....I had noticed I didn't do a write up for last Thursday.
Monday, September 04, 2006
2 Down, 1 To Go
Yep, two hours of the three required to rent the school Piper PA28 are completed. I had a fun lesson today with a lot of slow flight, pushing the limit trying to get it to stall. Not easy, just some buffeting and mush for controls. Four landings in the book today, first one was flat, second was better but displayed my balloon talent :( I had to add a touch of power to make for a smooth return to earth after the balloon but ended up holding the nose off. Landings three and four were both simulated engine outs. First sim engine out was cutting it close that Piper glides like a brick, no, a concrete block. I made a no flap engine out and just got to the numbers, not a bad landing with all that was involved. Last but not least another simulated engine out at 1500' not quite to the approach of 27. I had traffic to the north east, no factor, one that just landed and he called clear, no factor and me. I turned in a bit quicker then the first go round and decided to listen to what my CFI stated, the Piper gets there faster but sinks quicker. Armed with this knowledge I get into a base/final turn then bang in flaps first notch then second, still a bit high but have it made so the last notch, get it to the runway and as I loose speed she settles in. Nice and smooth and an easy taxi to the last turn out.
Time to secure 8LA and unload my stuff. As I button up inside the CFI pushes back and calls for left then right rudder. I roll out an on to the wing having to duck back in to "get the numbers". All secure and my CFI jokes that he must walk around to see if I had broken anything.......I asked was the last three that bad???? He cracks up and says no, not bad.
I have a lesson scheduled Thursday morning to complete the 3 hours required.
Time to secure 8LA and unload my stuff. As I button up inside the CFI pushes back and calls for left then right rudder. I roll out an on to the wing having to duck back in to "get the numbers". All secure and my CFI jokes that he must walk around to see if I had broken anything.......I asked was the last three that bad???? He cracks up and says no, not bad.
I have a lesson scheduled Thursday morning to complete the 3 hours required.
Sunday, September 03, 2006
Finally....Back In The Saddle
It has been three weeks since I was flying. Last time in the Cessna 172 was our trip to Harrisburg (8/13) and last seat time in the Piper was the day before Harrisburg (8/12).
Mary and I headed out to breakfast at our favorite local shop. We met a gentleman that is based at New Garden and really had a nice chat as we waited for our food. Mary and I agreed to hop over to New Garden and check the place out.
With the morning eats taken care of it was time to call and schedule the C-172R for a few rounds of landings and some fun flying. Mary decided to pass on the landings so I invited my long time friend John who is really more like a second brother to me, our friendship goes back to 5th grade, whew.....That's a long time ago. Counting the years that would be about 37 or 38 ...Dang I am getting old!
John and I headed out to the airport and completed the preflight around 11:40 or so and decided to scrub T&G's at KILG and instead fly over his sisters house south of 40N Chester county. It was a good fit, first time in a small plane in 30 plus years for John so staying local worked fine. Run up completed and taxi out to the hold short for a brief hold for helicopter traffic.
Time to go as I announce departure followed by a last check for base, final and our taxi on to runway 27. Nice headwind today of only 4-8 knots maybe changing back and forth from 260* to 290*. John and I rotate at 55-60 and follow the noise abatement that is listed. I point out the mansion on the left and the houses on the right along with our track to be good neighbors. John noticed the same thing Mary did her first time up, "wow, there are a lot of pools down there"....I got a good laugh. John also commented how everything looked "like a model" sort of like an HO scale train set up with all the perfect buildings and roads.
Announcing crosswind and departure to the southwest we scan for traffic and look to eventually make our way to follow Route 30 west bound. John and I each pointed out landmarks and it helped him with our position. We switched over to 122.7 CTAF at 40N and proceeded west about 6 miles north of the field. With 29 the runway of choice today at Chester County I wanted to stay well clear of the pattern. Once well clear of 40N we made a great big 180* turn to head back east and followed that with a 90* turn south to over fly Chester County at midfield. As soon as I announced over flying midfield at 2500 north to south, another aircraft called with the same info. The other aircraft did not gives miles out from midfield. John and I scanned with some gentle S turns as I immediately announced my position, track and not having the traffic. I also announced descending to 2200 knowing the TPA is 1660 and I would still remain clear of left downwind traffic for 29. Always have a plan, and I did. We cleared the field and the pattern as another aircraft entering the downwind for 29 called. I announced my position with altitude now climbing back to 2500 as I spotted the aircraft just entering from a 45* to turn downwind for 29. I acknowledged his position having visual contact as they passed under us at our 4 o' clock.
Clear of 40N we looked for John's sisters house and sure enough he got a good laugh as I asked if they added a shed or garage in the SE corner of the property. He nodded and confirmed it was indeed the correct house.
It was nice to locate her house and I'll have it for future reference when we can take a few more shots with a better camera and not the camera phone. I dialed in MXE and headed for home since I wanted to put a few landings in the book. My first landing was a tad flat, I needed to do better. Landings two and three were much better, stall horn moaning, nice flair and settled right down to greasers. Ahhhh....it felt good to be back in the air!
I should have a few pic's added and maybe a landing video (my first). Tomorrow I am scheduled for 8LA the Piper. I need 2 more hours with a CFI so I can rent that on my own. If and when I hit 10 hours we can fly the club plane. The first dues check will go out for October 1st.
Mary and I headed out to breakfast at our favorite local shop. We met a gentleman that is based at New Garden and really had a nice chat as we waited for our food. Mary and I agreed to hop over to New Garden and check the place out.
With the morning eats taken care of it was time to call and schedule the C-172R for a few rounds of landings and some fun flying. Mary decided to pass on the landings so I invited my long time friend John who is really more like a second brother to me, our friendship goes back to 5th grade, whew.....That's a long time ago. Counting the years that would be about 37 or 38 ...Dang I am getting old!
John and I headed out to the airport and completed the preflight around 11:40 or so and decided to scrub T&G's at KILG and instead fly over his sisters house south of 40N Chester county. It was a good fit, first time in a small plane in 30 plus years for John so staying local worked fine. Run up completed and taxi out to the hold short for a brief hold for helicopter traffic.
Time to go as I announce departure followed by a last check for base, final and our taxi on to runway 27. Nice headwind today of only 4-8 knots maybe changing back and forth from 260* to 290*. John and I rotate at 55-60 and follow the noise abatement that is listed. I point out the mansion on the left and the houses on the right along with our track to be good neighbors. John noticed the same thing Mary did her first time up, "wow, there are a lot of pools down there"....I got a good laugh. John also commented how everything looked "like a model" sort of like an HO scale train set up with all the perfect buildings and roads. Announcing crosswind and departure to the southwest we scan for traffic and look to eventually make our way to follow Route 30 west bound. John and I each pointed out landmarks and it helped him with our position. We switched over to 122.7 CTAF at 40N and proceeded west about 6 miles north of the field. With 29 the runway of choice today at Chester County I wanted to stay well clear of the pattern. Once well clear of 40N we made a great big 180* turn to head back east and followed that with a 90* turn south to over fly Chester County at midfield. As soon as I announced over flying midfield at 2500 north to south, another aircraft called with the same info. The other aircraft did not gives miles out from midfield. John and I scanned with some gentle S turns as I immediately announced my position, track and not having the traffic. I also announced descending to 2200 knowing the TPA is 1660 and I would still remain clear of left downwind traffic for 29. Always have a plan, and I did. We cleared the field and the pattern as another aircraft entering the downwind for 29 called. I announced my position with altitude now climbing back to 2500 as I spotted the aircraft just entering from a 45* to turn downwind for 29. I acknowledged his position having visual contact as they passed under us at our 4 o' clock.
Clear of 40N we looked for John's sisters house and sure enough he got a good laugh as I asked if they added a shed or garage in the SE corner of the property. He nodded and confirmed it was indeed the correct house.
It was nice to locate her house and I'll have it for future reference when we can take a few more shots with a better camera and not the camera phone. I dialed in MXE and headed for home since I wanted to put a few landings in the book. My first landing was a tad flat, I needed to do better. Landings two and three were much better, stall horn moaning, nice flair and settled right down to greasers. Ahhhh....it felt good to be back in the air!I should have a few pic's added and maybe a landing video (my first). Tomorrow I am scheduled for 8LA the Piper. I need 2 more hours with a CFI so I can rent that on my own. If and when I hit 10 hours we can fly the club plane. The first dues check will go out for October 1st.
Sunday, August 27, 2006
A "No-Go" for WX...
So much for finishing up this morning in the Piper so I can rent on my own to build hours. Honestly, at some point I will have the required hours in type to start flying the club plane.....someday.
TAF KILG
TEMPORARY WX FROM 10Z TO 13Z VISIBILITY: 3.0 MILES WEATHER: -TSRA_BR CLOUDS: 7 BKN WITH CBNEW
WX STARTING: 13:00Z WINDS: 90 AT 6 VISIBILITY: 6.0 MILES WEATHER: BR_VCSH CLOUDS: 10 BKNNEW
WX STARTING: 14:00Z WINDS: 130 AT 8 VISIBILITY: 5.0 MILES WEATHER: -SHRA_BR CLOUDS: 12 BKN
TAF KILG
TEMPORARY WX FROM 10Z TO 13Z VISIBILITY: 3.0 MILES WEATHER: -TSRA_BR CLOUDS: 7 BKN WITH CBNEW
WX STARTING: 13:00Z WINDS: 90 AT 6 VISIBILITY: 6.0 MILES WEATHER: BR_VCSH CLOUDS: 10 BKNNEW
WX STARTING: 14:00Z WINDS: 130 AT 8 VISIBILITY: 5.0 MILES WEATHER: -SHRA_BR CLOUDS: 12 BKN
Sunday, August 20, 2006
Sign us up....
Today Mary and I took some time to visit with the owner of N28679 the PA28-181 Archer II. Gary is a very nice man, he seemed pretty laid back and a real plus for general aviation. He encouraged me to obtain the IFR and commented on what a nice platform this aircraft will provide. I think the most impressive thing was the absence of the "My plane" phrase. In fact, Gary repeatedly stated that as a club member it's your aircraft and that's the way he wants us all to treat it.
I am checking into a CFI based at ILG to fly six seven niner for the minimum 10 hours before taking it up alone. I have 9 to go......heck I may just bag a days work and go on a cross country with my CFI or another from the school I got my license at.
Both radios have been replaced, one with a new garmin 300XL and the other I can't remember. The AP is tied to both HI heading bug and the 300XL GPS, so that's a cool feature. The annual is scheduled for November and I already offered to help in any way. I figure may as well learn all I can, Mary and I may be owners sooner then we think. We discussed the fuel arrangements at the home airport and away from home. We also talked about how everyone logs time and the online scheduling system that I already have access to.
Overall a great trip to ILG this afternoon. I also managed to hear the aircraft I rent at Brandywine doing T&G's (N2746C) here at ILG on runway 27 ....I guess she was checking up on me or giving the nod of approval.
Upcoming flights are in the works for a fly into KAIY Bader Field and trip to Wilkes-Barre just to let Mom and pop know I did it, I have my license. I wish they both were still here to share my dream come true but I guess they really do know. Heck, Pop's picture was taped to my knee board the day of my checkride.....I needed all the extra strength I could get!!
Mary and I will update as soon as we are flying the club plane or schedule a flight with one of the school planes. Blue skies....
I am checking into a CFI based at ILG to fly six seven niner for the minimum 10 hours before taking it up alone. I have 9 to go......heck I may just bag a days work and go on a cross country with my CFI or another from the school I got my license at.
Both radios have been replaced, one with a new garmin 300XL and the other I can't remember. The AP is tied to both HI heading bug and the 300XL GPS, so that's a cool feature. The annual is scheduled for November and I already offered to help in any way. I figure may as well learn all I can, Mary and I may be owners sooner then we think. We discussed the fuel arrangements at the home airport and away from home. We also talked about how everyone logs time and the online scheduling system that I already have access to.
Overall a great trip to ILG this afternoon. I also managed to hear the aircraft I rent at Brandywine doing T&G's (N2746C) here at ILG on runway 27 ....I guess she was checking up on me or giving the nod of approval.
Upcoming flights are in the works for a fly into KAIY Bader Field and trip to Wilkes-Barre just to let Mom and pop know I did it, I have my license. I wish they both were still here to share my dream come true but I guess they really do know. Heck, Pop's picture was taped to my knee board the day of my checkride.....I needed all the extra strength I could get!!
Mary and I will update as soon as we are flying the club plane or schedule a flight with one of the school planes. Blue skies....
Tuesday, August 15, 2006
Off to the PA State Capital
Sunday August 13, 2006
Pictures added...but I didn't change the date....
Mary and I decided that Sunday would be a great day to visit family in Harrisburg. The weather reports were looking fantastic and we needed a break from the normal routine. This new travel by air deal is pretty cool! We had to be back for a BBQ here in Wilmington, DE by 5:30 pm so "by air" really helped. This is so electrifying……… I have told Gary that I knew when I married him it was going to be a heck of a ride, who would ever had thought literally.
Mary and I packed the flight bag and a few things into 46C as I started my preflight. Mary observes as I walk around (usually talking to myself)while completing the check list. It’s a great way for me to learn and understand. Fuel check complete and time to buckle up for a fun day.
With the run up complete and all systems looking good we announce and roll out to runway 9 for departure. Turning
crosswind and downwind I follow up with a departure on downwind to the west call as we climb to 2000'. Switching frequency to PHL Approach I get a quick response from PHL that they are to busy to help me today........hmmmm....ok, fine we will go at it alone. It was encouraging to see that this didn’t bother Gary, he just shrugged his shoulders and concentrated on flying.
I changed my planned ALT from 4500 to 3000 in order for Mary to take some nice photo's and that we would remain clear of KLNS class "D" 2900. Motoring along and about to enter Harrisburg approach territory I make the call and
request flight following. We were about 13 miles east of LNS at the time. Harrisburg gave us a squawk code and we were headed for the three mile island towers clearly outlined against the sky. (KLNS as we were flying by)
As we approached Harrisburg International I was handed over to Approach on 124.1 . We crossed over the approach of 31 and were directed to follow the west bank for runway 30. I confirmed and made way for CXY. I was quickly handed off to the CXY tower and I thanked Harrisburg for their help. Cap City tower cleared me for landing on 30 and I confirmed. Last notch of flaps and a nice touchdown with a roll out and right turn off to the t/w that takes me to Harrisburg Jet. Nice and easy landing………front parking spot and overall a very sweet trip, great job by the pilot. A call to Ground to call out my final destination as Harrisburg jet and off we go. Switching to unicom HJC sends a lineperson out to direct me to a parking spot.
All locked up and our ride waiting we head out the gate to a fun afternoon. Mary and I visited with my cousin Dom and his wife Lisa. It was great to visit and see the children after a long gap in our visits. Their three girls are so nice, well behaved, great manners and did I mention just gorgeous. Obviously looks from their mom......hehehehe had to take a shot at ya' cuz. We had a chance to see all the new additions to the home and just sit and catch up. The pool and landscape looked great and if we had more time I would have been tempted to dive in. Before you knew it, it was time to head back to CXY. We made a stop for some lunch then said our goodbyes. With the new mode of transportation we will be back again to visit soon. 35 minutes in the air beats 2 hours of driving anyday.
We saddled up for home and departed around 3:30 requesting taxi for take off for VFR to N99 with information "Q". Departing 26 we were instructed to climb and maintain 2000 then turn to course 180. A short roll and we were off, climbing out as instructed obviously to clear terrain on our 9:00. We then turned to 180* and were handed off to departure. Departure confirmed our intended altitude then gave us a course change to 130* to follow the west bank. After we cleared the Harrisburg International area we were cut loose to proceed on course. Finally in somewhat smooth air after crossing the Susqehanna River. It was really bumpy until we crossed the river and it took a short while for Mary to get comfortable. I actually asked her if she was sleeping........(duh, her eyes were closed......where's my sign) . She said it helps her deal with "bumps". Some what bumpyI’m talking take all the roller coaster’s in Bush Gardens and put that into one ride that was how bumpy it was. Soooooo it was a little unnerving until things started to settle down. Plus he asked me this morning where I got a bruse on my leg………I guess when I was getting smacked around by the plane.
Passing south of Chester County and with both water towers in sight I know I am headed home through the gateway to 27 left downwind. I announce my position and follow with the left downwind entry. One aircraft spotted off to our 2:00 that looks to be entering the downwind maybe midfield. The pilot announces his position and I announce ours...we exchange that we have contact and he opt's for a 360* right turn to re-enter. A turn to base and final as the pattern gets busy with numbers 2 and 3 behind us we gently settle in and roll out to our turn off. Final after landing checks complete our journey comes to an end. I benefited from the flying education I received today and I’m so looking forward to our next adventure.
We are excited about joining the new "club" and the opportunity to extend our getaways to overnights. More seat time to follow in the Piper, and Mary is going to finish the "companion" course in the schools Piper.
Pictures added...but I didn't change the date....
Mary and I decided that Sunday would be a great day to visit family in Harrisburg. The weather reports were looking fantastic and we needed a break from the normal routine. This new travel by air deal is pretty cool! We had to be back for a BBQ here in Wilmington, DE by 5:30 pm so "by air" really helped. This is so electrifying……… I have told Gary that I knew when I married him it was going to be a heck of a ride, who would ever had thought literally.
Mary and I packed the flight bag and a few things into 46C as I started my preflight. Mary observes as I walk around (usually talking to myself)while completing the check list. It’s a great way for me to learn and understand. Fuel check complete and time to buckle up for a fun day.
With the run up complete and all systems looking good we announce and roll out to runway 9 for departure. Turning
crosswind and downwind I follow up with a departure on downwind to the west call as we climb to 2000'. Switching frequency to PHL Approach I get a quick response from PHL that they are to busy to help me today........hmmmm....ok, fine we will go at it alone. It was encouraging to see that this didn’t bother Gary, he just shrugged his shoulders and concentrated on flying. I changed my planned ALT from 4500 to 3000 in order for Mary to take some nice photo's and that we would remain clear of KLNS class "D" 2900. Motoring along and about to enter Harrisburg approach territory I make the call and
request flight following. We were about 13 miles east of LNS at the time. Harrisburg gave us a squawk code and we were headed for the three mile island towers clearly outlined against the sky. (KLNS as we were flying by)As we approached Harrisburg International I was handed over to Approach on 124.1 . We crossed over the approach of 31 and were directed to follow the west bank for runway 30. I confirmed and made way for CXY. I was quickly handed off to the CXY tower and I thanked Harrisburg for their help. Cap City tower cleared me for landing on 30 and I confirmed. Last notch of flaps and a nice touchdown with a roll out and right turn off to the t/w that takes me to Harrisburg Jet. Nice and easy landing………front parking spot and overall a very sweet trip, great job by the pilot. A call to Ground to call out my final destination as Harrisburg jet and off we go. Switching to unicom HJC sends a lineperson out to direct me to a parking spot.
All locked up and our ride waiting we head out the gate to a fun afternoon. Mary and I visited with my cousin Dom and his wife Lisa. It was great to visit and see the children after a long gap in our visits. Their three girls are so nice, well behaved, great manners and did I mention just gorgeous. Obviously looks from their mom......hehehehe had to take a shot at ya' cuz. We had a chance to see all the new additions to the home and just sit and catch up. The pool and landscape looked great and if we had more time I would have been tempted to dive in. Before you knew it, it was time to head back to CXY. We made a stop for some lunch then said our goodbyes. With the new mode of transportation we will be back again to visit soon. 35 minutes in the air beats 2 hours of driving anyday.
We saddled up for home and departed around 3:30 requesting taxi for take off for VFR to N99 with information "Q". Departing 26 we were instructed to climb and maintain 2000 then turn to course 180. A short roll and we were off, climbing out as instructed obviously to clear terrain on our 9:00. We then turned to 180* and were handed off to departure. Departure confirmed our intended altitude then gave us a course change to 130* to follow the west bank. After we cleared the Harrisburg International area we were cut loose to proceed on course. Finally in somewhat smooth air after crossing the Susqehanna River. It was really bumpy until we crossed the river and it took a short while for Mary to get comfortable. I actually asked her if she was sleeping........(duh, her eyes were closed......where's my sign) . She said it helps her deal with "bumps". Some what bumpy
Passing south of Chester County and with both water towers in sight I know I am headed home through the gateway to 27 left downwind. I announce my position and follow with the left downwind entry. One aircraft spotted off to our 2:00 that looks to be entering the downwind maybe midfield. The pilot announces his position and I announce ours...we exchange that we have contact and he opt's for a 360* right turn to re-enter. A turn to base and final as the pattern gets busy with numbers 2 and 3 behind us we gently settle in and roll out to our turn off. Final after landing checks complete our journey comes to an end. I benefited from the flying education I received today and I’m so looking forward to our next adventure.
We are excited about joining the new "club" and the opportunity to extend our getaways to overnights. More seat time to follow in the Piper, and Mary is going to finish the "companion" course in the schools Piper.
Sunday, August 13, 2006
Low Wing Seat Time
Saturday August 12, 2006
Yesterday was my second ride in a low wing. This trip however, had me at the controls. I signed up for an intro to Piper 988LA a PA28-161, hoping to get a handle on what may be in store when Mary and I join the "flying club".
The preflight went well, noting differences in the elevator, only three fuel sump locations, and that wing in a really different spot. :) Of course I had to get on my bad knees to check fuel but, you know it has to be done. I think I'll trade the step stool I use for a knee pad, yes, easier on all those scars. I made a few mental notes and will add them to the checklist. Time to climb on in.....not to bad getting up on the wing and folding myself in. I had to take out two notches of flaps so I didn't have to crawl across the handle. I went through the checklists and other then fuel pump status, fuel tank location and no "both" setting I was ok with it all. As we discussed fuel I suggested that I would follow the after hour/before the hour to manage tanks.
As we taxi to the run up and complete the checks I am starting to get a bit anxious. This baby steers better on the ground then the Cessna does but it feels so different. It's an easy look to the pattern for traffic as I announce departure followed by a roll into position. Full power and we are off..........Well...eventually...this baby is a tank and it seems happy plodding along. Ok, 55 and climbing more back pressure and we are finally off. Out to the practice area for some turns , slow flight and approach(power off) stalls. Not to bad and I didn't even let the flap handle get out of control. It's click and release the button, it then moves down to the next notch.
Back to N99 for some landings as I announce my entry to the pattern. I'm feeling pretty good, knowing this baby sinks like a rock, but under control. Hey what do you know, simulated engine out.......great....as I am on the electric trim my CFI says what? did you think we wouldn't work on this. Trim for best glide speed, announce I am going to make Brandywine the flow through my checks. Fuel pump is on turned on with landing lights (seemed like a good habit) I run through the list cycle fuel pump, switch tanks, mixture, throttle, restart if no fan, no switching to 121.5 I'm staying on to announce to N99. I am past the end of 27 and making my left base "abbreviated" turn inbound. Wow this baby is sinking fast, I actually said out loud this does not look good, it's going to be close. I cut my final tight, really tight, actually turning left almost over the numbers to align with the runway and set it down with a long roll out. I think he was happy I didn't quit and worked it for all I could to get there. That was my last landing, number 4 for the day and I was beat. Geezzz it felt like training all over again!
I will schedule more seat time next week. I want to get at least 10 hours in type so that I can make the move to the Archer II. Stayed tuned for the status on joining the club!
Yesterday was my second ride in a low wing. This trip however, had me at the controls. I signed up for an intro to Piper 988LA a PA28-161, hoping to get a handle on what may be in store when Mary and I join the "flying club".
The preflight went well, noting differences in the elevator, only three fuel sump locations, and that wing in a really different spot. :) Of course I had to get on my bad knees to check fuel but, you know it has to be done. I think I'll trade the step stool I use for a knee pad, yes, easier on all those scars. I made a few mental notes and will add them to the checklist. Time to climb on in.....not to bad getting up on the wing and folding myself in. I had to take out two notches of flaps so I didn't have to crawl across the handle. I went through the checklists and other then fuel pump status, fuel tank location and no "both" setting I was ok with it all. As we discussed fuel I suggested that I would follow the after hour/before the hour to manage tanks.
As we taxi to the run up and complete the checks I am starting to get a bit anxious. This baby steers better on the ground then the Cessna does but it feels so different. It's an easy look to the pattern for traffic as I announce departure followed by a roll into position. Full power and we are off..........Well...eventually...this baby is a tank and it seems happy plodding along. Ok, 55 and climbing more back pressure and we are finally off. Out to the practice area for some turns , slow flight and approach(power off) stalls. Not to bad and I didn't even let the flap handle get out of control. It's click and release the button, it then moves down to the next notch.
Back to N99 for some landings as I announce my entry to the pattern. I'm feeling pretty good, knowing this baby sinks like a rock, but under control. Hey what do you know, simulated engine out.......great....as I am on the electric trim my CFI says what? did you think we wouldn't work on this. Trim for best glide speed, announce I am going to make Brandywine the flow through my checks. Fuel pump is on turned on with landing lights (seemed like a good habit) I run through the list cycle fuel pump, switch tanks, mixture, throttle, restart if no fan, no switching to 121.5 I'm staying on to announce to N99. I am past the end of 27 and making my left base "abbreviated" turn inbound. Wow this baby is sinking fast, I actually said out loud this does not look good, it's going to be close. I cut my final tight, really tight, actually turning left almost over the numbers to align with the runway and set it down with a long roll out. I think he was happy I didn't quit and worked it for all I could to get there. That was my last landing, number 4 for the day and I was beat. Geezzz it felt like training all over again!
I will schedule more seat time next week. I want to get at least 10 hours in type so that I can make the move to the Archer II. Stayed tuned for the status on joining the club!
Thursday, August 10, 2006
Club Potential...
Today I swapped emails with a pilot/owner that has an opening in a 4 person "club" arrangement. Mary and I are giving some thought to joining this club. Some of the info is as follows:
The minimum monthly base dues are $350.00 per month per member, which reserves the member to 4 hours of Hobbs time flying. Variable fee, if applicable shall be calculated by hours of usage over and above the base of four hours will require additional dues at the rate of $87.50 per Hobbs hour. Dues shall include all operating costs including fuel, oil, maintenance, insurance, and engine / prop reserves. Partial hours will be prorated to the 1/10-hour based on Hobbs reading.
NO person may fly Club aircraft without a current and valid medical and pilotÂ’s certificate, nor may they do so unless they possess a current and valid Annual checkride signed off by a CFI.
Each member shall be required to pass at least one check flight every twelve (12) months with a CFI, and insure that the owner or his agent receives all updated information for insurance purposes and the Clubs membership database.
Each member who has not flown during the preceding ninety (90) days shall have a check flight with a CFI to establish currency.
The minimum monthly base dues are $350.00 per month per member, which reserves the member to 4 hours of Hobbs time flying. Variable fee, if applicable shall be calculated by hours of usage over and above the base of four hours will require additional dues at the rate of $87.50 per Hobbs hour. Dues shall include all operating costs including fuel, oil, maintenance, insurance, and engine / prop reserves. Partial hours will be prorated to the 1/10-hour based on Hobbs reading.
NO person may fly Club aircraft without a current and valid medical and pilotÂ’s certificate, nor may they do so unless they possess a current and valid Annual checkride signed off by a CFI.
Each member shall be required to pass at least one check flight every twelve (12) months with a CFI, and insure that the owner or his agent receives all updated information for insurance purposes and the Clubs membership database.
Each member who has not flown during the preceding ninety (90) days shall have a check flight with a CFI to establish currency.
This gorgeous piper is hangared near our home, and with only a few pilots the availability should be very good. We also thought that this "club" will give us a glimpse of ownership if we pay attention to all the details. I want to review the documents and do some reading on the AOPA 
web pages before committing to this venture. Mary and I would also like to get some time in the flight schools piper in order to get a feel for what's in store.
More "Club" news to follow.....
On another note, I am flight planning for a short hop to KCXY Capitol City in Harrisburg, PA for this Sunday so that Mary and I can visit with my Cousin and his family. The local wx guru is calling for a great day and I hope he gets it right. We will post pictures and a review when we return.
Monday, August 07, 2006
Hello, Williamsport Flight Service...
The morning call to Flight Service...
CONVECTIVE SIGMET 8E VALID UNTIL 1155Z MA NH VT CT NY FROM 40NW CON-10E ALB-30NE SAX LINE TS 40 NM WIDE MOV FROM 26030KT. TOPS TO FL300.
CONVECTIVE SIGMET 9E VALID UNTIL 1155Z NJ DE MD VA DC FROM 30WSW CYN-30WNW SBY-30SE CSN-10N EMI-30WSW CYN AREA TS MOV FROM 27030KT. TOPS TO FL420.
AIRMET IFR...PA OH LE WV MD VA FROM ERI TO 50SW JST TO 40NW CSN TO 30NW GSO TO HMV TO HNN TO CVG TO FWA TO 30S DXO TO ERI OCNL CIG BLW 010/VIS BLW 3SM CLDS/PCPN/BR/FG. CONDS ENDG 12-14Z. .
AIRMET IFR...ME NH MA RI CT FROM 40NE ENE TO 30SSW ENE TO BOS TO 50N ACK TO ACK TO 30WSW PVD TO 20NNW CON TO 40NE ENE OCNL CIG BLW 010/VIS BLW 3SM CLDS/BR/FG. CONDS ENDG 12-14Z.
Area Forecast – Northeast
FA1W
BOSC FA 070045
SYNOPSIS AND VFR CLDS/WX
SYNOPSIS VALID UNTIL 071900
CLDS/WX VALID UNTIL 071300...OTLK VALID 071300-071900
ME NH VT MA RI CT NY LO NJ PA OH LE WV MD DC DE VA AND CSTL WTRS
MA RI CT SCT-BKN CI. BECMG 06-09Z SCT-BKN020-030. TOPS 050. BECMG 09-12Z BKN015-025 BKN100. OTLK...MVFR CIG BECMG AFT 16Z VFR WND.
PA NJ ERN PA/NJ...SCT CI. BECMG 05-09Z SCT015-025 SCT-BKN100. OCNL VIS 4-6SM BR. OTLK...VFR.
KBDL
071120Z 071212 18006KT P6SM SCT006 SCT020 OVC100
FM1500 21012KT P6SM BKN060
FM2000 22012G18KT 4SM -SHRA BR OVC030
TEMPO 2301 2SM TSRA BR OVC015CB
FM0400 29007KT P6SM BKN050
FM0800 30004KT P6SM SCT100
Needless to say a "no-go" decision this morning. I really wanted to be there today to watch the kids play ball and share a trip with my brother to the Mid Atlantic Regionals'. I guess the greatest lessons learned in the last year were patience and professionalism, so here I sit.
I know, it's better to be on the ground wishing I was in the air then to be in the air wishing I was on the ground........I don't feel any better.
I am looking forward to this weekend and hopefully better weather so Mary and I can take to the sky.
CONVECTIVE SIGMET 8E VALID UNTIL 1155Z MA NH VT CT NY FROM 40NW CON-10E ALB-30NE SAX LINE TS 40 NM WIDE MOV FROM 26030KT. TOPS TO FL300.
CONVECTIVE SIGMET 9E VALID UNTIL 1155Z NJ DE MD VA DC FROM 30WSW CYN-30WNW SBY-30SE CSN-10N EMI-30WSW CYN AREA TS MOV FROM 27030KT. TOPS TO FL420.
AIRMET IFR...PA OH LE WV MD VA FROM ERI TO 50SW JST TO 40NW CSN TO 30NW GSO TO HMV TO HNN TO CVG TO FWA TO 30S DXO TO ERI OCNL CIG BLW 010/VIS BLW 3SM CLDS/PCPN/BR/FG. CONDS ENDG 12-14Z. .
AIRMET IFR...ME NH MA RI CT FROM 40NE ENE TO 30SSW ENE TO BOS TO 50N ACK TO ACK TO 30WSW PVD TO 20NNW CON TO 40NE ENE OCNL CIG BLW 010/VIS BLW 3SM CLDS/BR/FG. CONDS ENDG 12-14Z.
Area Forecast – Northeast
FA1W
BOSC FA 070045
SYNOPSIS AND VFR CLDS/WX
SYNOPSIS VALID UNTIL 071900
CLDS/WX VALID UNTIL 071300...OTLK VALID 071300-071900
ME NH VT MA RI CT NY LO NJ PA OH LE WV MD DC DE VA AND CSTL WTRS
MA RI CT SCT-BKN CI. BECMG 06-09Z SCT-BKN020-030. TOPS 050. BECMG 09-12Z BKN015-025 BKN100. OTLK...MVFR CIG BECMG AFT 16Z VFR WND.
PA NJ ERN PA/NJ...SCT CI. BECMG 05-09Z SCT015-025 SCT-BKN100. OCNL VIS 4-6SM BR. OTLK...VFR.
KBDL
071120Z 071212 18006KT P6SM SCT006 SCT020 OVC100
FM1500 21012KT P6SM BKN060
FM2000 22012G18KT 4SM -SHRA BR OVC030
TEMPO 2301 2SM TSRA BR OVC015CB
FM0400 29007KT P6SM BKN050
FM0800 30004KT P6SM SCT100
Needless to say a "no-go" decision this morning. I really wanted to be there today to watch the kids play ball and share a trip with my brother to the Mid Atlantic Regionals'. I guess the greatest lessons learned in the last year were patience and professionalism, so here I sit.
I know, it's better to be on the ground wishing I was in the air then to be in the air wishing I was on the ground........I don't feel any better.
I am looking forward to this weekend and hopefully better weather so Mary and I can take to the sky.
Tuesday, August 01, 2006
Plan for Mid Atlantic Regionals
The planning is underway for a trip to watch the Delaware State Champions Naamans Little League play in the Mid Atlantic tournament in Bristol, CT. I located an airport just 5-10 minutes from the fields, what a good deal! We, my brother and I,will be flying into 4B8 Robertson Field. After a discussion with the FBO (Interstate Aviation, Inc.), I will be able to take the "curtesy vehicle" for two hours or so to watch the game then return. Of course a top off of the tank and nice tip is in order, Thanks Brian!
Here is the tentative plan...
Here is the tentative plan...
Approximately 1.5 hours door to door, depending on the winds that morning. I am planning on 5500' with flight following if ATC is not to busy. I will update when we return with any and all photos of flying and the baseball action!!
Aircraft reserved at TAS, I just hope the weather holds.
Saturday, July 29, 2006
Lowrance Trial Flight
Today Mary and I went up to put the Lowrance 1000 through it's paces. After the initial mounting to the yoke at the pilots position, we decided for a better view of the instruments to re-mount on the right side yoke and angle towards me (the left) . This position was ok, but I think the next time out we will mount it in front of me so I can see it better.
First area was out near 40N Chester County, actually about 8 miles or so south heading in a westerly direction. I didn't like all the haze and decided to make it a landing practice session instead. I turned around to the East and tracked MXE on a 90* inbound radial. Giving the GPS a quick glance I notice it has us pointing to the south not completing my 180* turn back to the east. For some reason we lost our track, it looks like we will need the antenna. No problem, tracking MXE fine and really just coming back from the practice area I see my water towers for the 45* entry to the 27 left down wind pattern.
A nice smooth landing and taxi back to blast off for a few more rounds. Mary reaches back to my flight bag and grabs the antenna then plugs it in the Lowrance 1000. Following traffic for departure ( a smokin'' Mooney, dang it looked sweet) we were # 2 to go. As we roll into position I have visual on the Mooney getting ready to turn crosswind. We rotate and climb out to 1200 minding the noise abatement 280* to stay clear of over flying the mansion on the left and housing on the right. Calling my crosswind turn and power back to hold steady at 1500' I glance over and notice the GPS tracking solid. As I am about to turn downwind I hear the Mooney call out his turn to base, I follow his call with 2746C turning base 27.......That's right big ole' brain fart...I heard his call at it rolled right out between the teeth. He quickly asked if I had visual I said no contact and that I am turning downwind not base, with an apology. I felt like a dope. Mary wasn't sure what I had done, I was beating myself up about it and I think it made her nervous like I really screwed something up. Made me nervous, he got that right, I told Gary that I probably would not have know he made a mistake except for when he went OPPSSS and kept saying what a dope he was!!!! And since I really did pay attention to his stories about his lessons with Bill, I knew that it was important to quickly recovery and fly the plane. I explained what I had done and she used my favorite lines...flush it down the toilet, let it go. She then said just fly the plane......great it's like having my CFI along 24/7 . She was right as he was right, why bother to beat yourself up, move on. So I did of course moving on to my landing checklist and noticing that I am wide of the pattern and need to get it together. Five landings in the book today and only one with a tad bit of balloon, guess which one. It was a little disappointing that all we did was landings, but considering the weather this was my opportunity to get use to landings, again, and again, and again and again…………ok, I think I have it now.
Ok, with GPS issues resolved and Mary ok in either plane we will attempt a second trip next weekend. If the Little league baseball team wins the state tournament tonight I may be flying to Bristol, CT. I checked out 4B8 Robertson Field just southwest of KBDL Bradley International as my point of destination. I will call this week and check out car rentals and aircraft availability.
First area was out near 40N Chester County, actually about 8 miles or so south heading in a westerly direction. I didn't like all the haze and decided to make it a landing practice session instead. I turned around to the East and tracked MXE on a 90* inbound radial. Giving the GPS a quick glance I notice it has us pointing to the south not completing my 180* turn back to the east. For some reason we lost our track, it looks like we will need the antenna. No problem, tracking MXE fine and really just coming back from the practice area I see my water towers for the 45* entry to the 27 left down wind pattern.
A nice smooth landing and taxi back to blast off for a few more rounds. Mary reaches back to my flight bag and grabs the antenna then plugs it in the Lowrance 1000. Following traffic for departure ( a smokin'' Mooney, dang it looked sweet) we were # 2 to go. As we roll into position I have visual on the Mooney getting ready to turn crosswind. We rotate and climb out to 1200 minding the noise abatement 280* to stay clear of over flying the mansion on the left and housing on the right. Calling my crosswind turn and power back to hold steady at 1500' I glance over and notice the GPS tracking solid. As I am about to turn downwind I hear the Mooney call out his turn to base, I follow his call with 2746C turning base 27.......That's right big ole' brain fart...I heard his call at it rolled right out between the teeth. He quickly asked if I had visual I said no contact and that I am turning downwind not base, with an apology. I felt like a dope. Mary wasn't sure what I had done, I was beating myself up about it and I think it made her nervous like I really screwed something up. Made me nervous, he got that right, I told Gary that I probably would not have know he made a mistake except for when he went OPPSSS and kept saying what a dope he was!!!! And since I really did pay attention to his stories about his lessons with Bill, I knew that it was important to quickly recovery and fly the plane. I explained what I had done and she used my favorite lines...flush it down the toilet, let it go. She then said just fly the plane......great it's like having my CFI along 24/7 . She was right as he was right, why bother to beat yourself up, move on. So I did of course moving on to my landing checklist and noticing that I am wide of the pattern and need to get it together. Five landings in the book today and only one with a tad bit of balloon, guess which one. It was a little disappointing that all we did was landings, but considering the weather this was my opportunity to get use to landings, again, and again, and again and again…………ok, I think I have it now.
Ok, with GPS issues resolved and Mary ok in either plane we will attempt a second trip next weekend. If the Little league baseball team wins the state tournament tonight I may be flying to Bristol, CT. I checked out 4B8 Robertson Field just southwest of KBDL Bradley International as my point of destination. I will call this week and check out car rentals and aircraft availability.
Tuesday, July 25, 2006
Maiden Voyage
Monday July 24, 2006
we pass over the Delaware memorial Bridges. Mary and I track North along Concord Pike (Rt. 202)to pick out all the places we frequent. Hmmm, oddly enough they are places to shop and eat. The Dupont Mansion is off to our 9:00 and the 
Childrens Hospital Alfred I. DuPont Memorial tower is at our 3:00, very cool from the air.
I catch a glimpse of the Smithbridge road covered bridge, a project I had the good fortune of having spent some time covering
while working at the Delaware DOT. Crusing along the Brandywine and making way for Modena (MXE) our journey is almost complete. The familar twin water towers acting as the gateway to a 45* entry for downwind runway 27 clues me to announce my position. Brandywine traffic, Cessna 65021 on a 4 mile 45* from the SW for left downwind 27 Brandywine. Not a word on the radio, pattern is quiet. I flow through the landing checks, hold my pattern altitude and turn downwind, base then final. Nice and easy, good headwind as I check the windsock for the last time followed by a nice flair and gentle chirps......home sweet home. Another nice landing with a tad of movement to the right but pretty much on center.
Calling clear we taxi to the tie down and secure 65021. I feel so much better getting the first one in the books. I honestly can say I was a bit nervous with the Bride on board for the flight to Millville, but coming home I was more at ease. My CFI was at the school as we walked in, he was happy to see us taking to the sky.
After a long weekend of overcast weather Monday was looking like the day to fly. I called the flight school (TAS) and booked a Cessna 172 for an afternoon of fun and adventure with my Bride. Yes, today was our introduction to aviation as a husband and wife team. This is not our first time flying together, we logged time in Las Vegas (with a CFI on board) and Mary joined me on my night cross country to Jake Arner Memorial with my CFI.
My flight plan was for N99 to KGED, Sussex County (Georgetown). With 2746C already booked for the afternoon we had to rent N65021 on a shorter time frame. We had the aircraft all to ourselves from 1:00 to 4:00. With the time available and aircraft change we decided to make Millville our first run. A quick plan update on the AOPA flight planner with winds aloft and weather completed I only needed to update my wx briefing with Williamsport FSS. FSS says good to go VFR and have fun on first flight with your new ticket, I pass along my thanks and confirm, it will be a blast! I could say nothing prepared me for how I was feeling about today, but then again it’s like being on your first date, your so excited but at the same time cautious……not sure what to expect yet knowing your in for the ride of your life. We talked and dreamed about this day for a while now and then here it is, right in front of us. I have supported Gary every step of the way and he has always said that he never would have been able to pursue his dream if I could not be part of it. How lucky am I!!!!! 
Pre flight complete and buckled in I get 021 started. I go through all my checklists out loud so Mary can follow along. I also find myself paying attention to the explanation for the break check and once to the run up area the reason for the increase in power and no movement. Hearing Gary go through the pre-flight was a little unsettling along with the butterflies in my stomach…….but within seconds that was gone as we started to roll for take off. An audible check of systems and the run up is finished. We start our roll to runway 27 for departure while looking for traffic on base and final. Once at the hold short I go through my last safety checks, fuel, trim, flaps, mixture, transponder. Announcing my departure on 27 we roll into position and head out. Nice and smooth, maintain heading for noise abatement we are climbing out. Mary made a comment how cool it looked! Once we were in the air the butterflies were gone and the excitement of the view took over, just Gary and me, what a rush.
No GPS on board today, it's in the shop for repairs. I confirm my heading inbound for the DQO VOR and announce leaving Brandywine to the south. I climb to 2800, good for pictures and above the Class Delta at Wilmington. We are also under the Class Bravo shelf 70/40 outer ring of Philadelphia. 
The Delaware Memorial Bridges in sight and Wilmington Airport lined up for a very long final to 19, we are headed in the right direction. I call to advise Wilmington Tower that I am transitioning above the Dleta airspace NW to SE at 2800, they confirm. I know it was not needed since I was above the 2600 ceiling, but sometimes it gets busy there and knowing I am on frequency and aware of my location may help the guys in the tower out.
Crossing the Delaware it was a bit bumpy but not to terribly bad. Not terribly bad, who is he kidding!!! It took only a few minutes of closing my eyes then I started enjoy the sensation. Intercepting the 140* outbound radial of DQO VOR was easy enough and now tracking to Millville. Nice view today as I look towards the South-South East over the Delaware Bay. There are a few tankers lined up waiting to deliver the goods. Mary and I are taking in all the sights, enjoying the flight when she says "traffic passing under us on her side, helicopter", I could not see it. Good eyes! and I thank her for the spot. Bridgeton is now in view with KMIV just of in the distance.
As we listen to 123.65 CTAF for Millvile we spot the aircraft on short final for r/w 27 and the #2 turning from downwind to base. I announce my position as 5 north-west of the field to cross at midfield NW to SE and reposition for a 45* to enter left downwind for 27. I turn back towards the east and loop in for a nice 45* and report a 2 mile entry followed by the downwind entry call. Last checks for landing, fuel, mixture flaps, lights check, and carb heat already on for decent to pattern altitude. What a nice landing, smooth as could be a real greaser as they say! Mary said, nice, real nice, Bill should have been there to see it. He was in my mind, I heard him, nose up, nose up hold it off. I know that Gary wanted our first landing to be perfect and it was, he did a superb job smooth as silk, I was so proud of him…………and grateful too!!
After parking and getting 021 secured I followed Mary into Antino's for lunch. Ahhhh...what a gal already had my ice tea waiting. A very nice lunch, Lobster Bisque soup and a BLT on home made Pita bread (good stuff). I was thrilled that Antino’s was our first lunch stop, I’m a huge fan!!!! Lunch was followed by a short stroll to Big Sky Aviation to say hello to friends. The folks are so nice at Big Sky, they took the time to take a picture of Mary and I for the flight scrap book, how cool is that. I would like to thank Beth for sharing our excitement and allowing us to be the tourist along with taking our picture for us.
A quick call to Millville radio to inform them I am at the Big Sky Ramp and ready for departure VFR to the north. I confirm traffic advisory, runway in use and ALT setting.
We are off..... (Thanks Joe for taking this shot)
we pass over the Delaware memorial Bridges. Mary and I track North along Concord Pike (Rt. 202)to pick out all the places we frequent. Hmmm, oddly enough they are places to shop and eat. The Dupont Mansion is off to our 9:00 and the Childrens Hospital Alfred I. DuPont Memorial tower is at our 3:00, very cool from the air. 
I catch a glimpse of the Smithbridge road covered bridge, a project I had the good fortune of having spent some time covering
while working at the Delaware DOT. Crusing along the Brandywine and making way for Modena (MXE) our journey is almost complete. The familar twin water towers acting as the gateway to a 45* entry for downwind runway 27 clues me to announce my position. Brandywine traffic, Cessna 65021 on a 4 mile 45* from the SW for left downwind 27 Brandywine. Not a word on the radio, pattern is quiet. I flow through the landing checks, hold my pattern altitude and turn downwind, base then final. Nice and easy, good headwind as I check the windsock for the last time followed by a nice flair and gentle chirps......home sweet home. Another nice landing with a tad of movement to the right but pretty much on center.Calling clear we taxi to the tie down and secure 65021. I feel so much better getting the first one in the books. I honestly can say I was a bit nervous with the Bride on board for the flight to Millville, but coming home I was more at ease. My CFI was at the school as we walked in, he was happy to see us taking to the sky.
We are not sure about our next trip. I guess as always wx dependant, we may try to get to Cape May for a day on the Beach and crossing the bay for dinner at KGED before heading north to home.
Saturday, July 22, 2006
Planning The First Flight...
Planning that first flight as a "New Pilot" !
Mary and I have discussed many different locations for that "first flight". I would like to head north to KWBW (Wilkes-Barre, Wyoming Valley) since this is where my family is from. We also would like to go to Block Island, one of my Brides favorite places. I think the Island will hold for now and we may start off with a short trip to Cape May, NJ and visit one of our favorite restaurants the Oyster Bay.
A short hop to Cape May from Brandywine Airport, 40 minutes, a great dinner and a stroll along main street along with visiting the few shops on the boardwalk. I was trying to get away today (Saturday) but the wx looks like a "no-go" so maybe next weekend. I think Monday we will try for an hour or two of checking out the local sights after an early departure from work!
When we post I think we will do as a few other husband wife traveler's do and that is changing up the type set. I'll continue in this format while Mary can post in Italics. This will give us a chance to present both sides of the adventure, left seat and right seat.
We hope to be posting details soon. The inspiration to keep the travel journal now that flight lessons are completed has come from various journals I have read and enjoyed over the last year. A few of my favorites are; Bo and Sandra Boggs, "Flights of the Mouse" and Phil and Nancy Verghese, "P Factor" both great reads if you have some time.
As a newly minted Private Pilot I look forward to adventures and destinations that Mary and I can share with our friends!
Mary and I have discussed many different locations for that "first flight". I would like to head north to KWBW (Wilkes-Barre, Wyoming Valley) since this is where my family is from. We also would like to go to Block Island, one of my Brides favorite places. I think the Island will hold for now and we may start off with a short trip to Cape May, NJ and visit one of our favorite restaurants the Oyster Bay.
A short hop to Cape May from Brandywine Airport, 40 minutes, a great dinner and a stroll along main street along with visiting the few shops on the boardwalk. I was trying to get away today (Saturday) but the wx looks like a "no-go" so maybe next weekend. I think Monday we will try for an hour or two of checking out the local sights after an early departure from work!
When we post I think we will do as a few other husband wife traveler's do and that is changing up the type set. I'll continue in this format while Mary can post in Italics. This will give us a chance to present both sides of the adventure, left seat and right seat.
We hope to be posting details soon. The inspiration to keep the travel journal now that flight lessons are completed has come from various journals I have read and enjoyed over the last year. A few of my favorites are; Bo and Sandra Boggs, "Flights of the Mouse" and Phil and Nancy Verghese, "P Factor" both great reads if you have some time.
As a newly minted Private Pilot I look forward to adventures and destinations that Mary and I can share with our friends!
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