KLNS Lunch Run 2010

The wx was not looking great and some folks

did cancel due to the forecast winds but I think the haze/muck was worse then the wind.  I asked Vince if he wanted to attend and he agreed to meet me at the plane around 10AM.  I had ordered fuel to make 20 gallons a side. I figured a twenty minute trip to Wings, KLOM to pick up Dave and then thirty to Lancaster, KLNS for the meet up.  Weight and balance allowed 35 gallons for our combined weight and at start up I had 37 left on board.  With the taxi out and run up burn @1.3 gallons we would be perfect for w&b.

We climbed out of Wings minding the "no turns" until 1,300 feet noise abatement and then proceeded on course.  Dave had a chance to look over the iPad since he is thinking about making the purchase and Vince was back seat clicking off pictures.  Dave did fly for a bit and made a few turns to get the feel of the plane.  Mind you Dave owned and flew a gorgeous V tail Bonanza (my dream plane) but recently sold it for a fun toy the DeHavilland DHC 1 Chipmunk.

We didn't spot Lancaster until,maybe eight miles out and received clearance to land runway three one.  I guess maybe eight of us showed up for lunch and we fit in one of the side rooms gathered around a large dining room type table, more of a conference room table. Service and food were very good and the conversation moving quickly in many directions. As a group we decided to invade the pilot shop, most walked, I taxied 08Romeo down taxiway A and on to their ramp. I did pick up some lubricating spray to keep in the plane and some spare double A batteries for the cleaning kit bag to have for an emergency.

We all said our goodbyes and headed out.  I was first off since i had taxied most of the way down the parallel taxiway to runway three one. I picked up the ATIS and called ground then turned into the wind for my run up. Everything looked good and once cleared we launched off three one, right turn on course approved. I flew for a bit then turned it over to Dave. With a sweet tail wind of twenty knots we saw ground speeds of 132 knots. It was a quick trip back to Wings.

It was a short stop for Dave to climb out and Vince to climb up front. With that complete we were ready to taxi out.  Clear of traffic I announced and got 08Romeo rolling down the runway. It was all haze and muck on the way home with not much to look at. Philly approach was very quiet too. One nice view was the sun reflecting off the Chesapeake Bay offering up a warm red glow, that was the highlight coming home. My call to Wilmington had me entering right traffic for two seven. A super smooth landing and roll out for taxiway M and we are home.  A fun day with good friends!

A Flying Friday

I turned in a leave slip so I could join Mike B in taking Jeff's Archer, 93Zulu to Cecil Aero for an oil change and compression check required for his ECI Cylinders. Mike and I planned to meet up at Wilmington on the Red Eagle ramp around 6:30AM. I was up and on the road but had to turn back to update the Jepesen data card. I guess I rolled in a few minutes late but we both knocked out the pre-flight in the morning chill.

I flew the first leg to Delaware Airpark, a short hop on a beautiful morning.  I shot the RNAV GPS 27 approach and was doing pretty good right up until Mike said to look up.  Yikes! I'm high and almost at the airport.  I overflew the airport and entered the pattern with a pretty good landing.  Once taxied clear Mike pointed out that I did not monitor my speed close enough on the approach I was over 100 knots and this approach is close coupled.  The distance between fixes is only 2.5 miles.

I secured 08Romeo and Mike started the pre-flight for 93Zulu. The Archer needed fuel so we took care of that and then pushed back to clear the pumps for one of the flight school planes needing a drink. Last pit stops completed we started up and taxied for departure. 93Zulu climbed out in the chilly morning air possibly looking forward to stretching her legs with owner Jeff but instead heading for the short hop to 58M for some fresh oil and a filter.  

Roger and Frank jumped right on the compression checks then got the oil draining. Jeff wanted a mid stream sample to send off so that was taken care of too. Compression checks looked great 76/78's across and the fresh Phillips XC 20w50 golden honey was flowing. A start up followed by a leak check was completed and 93Zulu was ready to button up. Jeff wanted a check of the nose gear strut and that was also addressed as good to go.

Mike and I saddled up for a breakfast hop to Kay's at Cambridge airport. Mike picked a hole and climbed above the scattered cloud layer at 4,500 but as we headed south we needed to climb to 6,500 to remain clear. We gave some thought to getting a pop up to descend through for Cambridge but the garmin data card had just expired yesterday. No problem, picked a big hole and descended through maintaining VFR. I know, we could have still asked for the pop up and filed as /A (DME and Transponder with Mode C), but the layer was scattered and really not worth the hassle with Potomac approach.

Mike made a nice landing and a smooth taxi to the ramp. There was a citation, cirrus and a Cessna straight tail  tied down and we found a spot to join the crowd.  The restaurant was busy as usual but we were seated quickly. Lunch was great and the large jar of sweet tea hit the spot. Mike took on some additional fuel and squared up with the attendant while i strolled outside. A really sharp looking Ercoupe had pulled up and I noticed he had landing lights on his main gear. I wandered over and asked if his name was Bill, thinking he was the Baltimore Bill that I had seen on the Purple Board for pilots forums, he was not. Great guy to chat with and he didn't mind me taking a few pictures of his landing lights.

Mike and I once again saddled up for home with a slight detour to shoot an approach into Georgetown, KGED.  I was safety pilot and eyes outside looking for traffic as Mike flew the gauges. I made the radio calls and Mike got us to the runway, another very nice landing. It was a quick turn with calm winds so we just re-entered the runway, now departing on two two. 93Zulu climbed out and we pointed towards the Delaware coast along the Bay. I picked up flight following with Dover approach and Mike shot the RNAV GPS 27 approach into 33N, he was on the money.

With 93Zulu secured we walked across the ramp to 08Romeo.  I got to chat with the Airport manager and co-worker Ben C for a bit the we climbed aboard for the hop north.  Mike took this leg back to Wilmington since he wanted to shoot the ILS RWY 1 that is back online now that the EMAS project is complete. I did the radio work as we headed north and Wilmington was busy. Switching over to Philly approach to see if we could get vectors for the ILS was useless as they were really busy. Back to Wilmington's tower and advise position and intentions for a full stop landing. I didn't recognize the controller on today, must be a new guy because he was a mess. He was confusing airplanes and tail numbers really bad and had called us out as traffic to ourselves at one point. You can listen and decide.

Audio from the KILG Tower

Our initial call is around 4:50, at 6:40 he calls out another sundowner as traffic to us in the only sundowner in the area. At 7:50 he clears us for at/or above 1000 then comes back correcting us (a bit excited) to 1500. Around 9:40 or so we are cleared to land and Mike is now on the radio, he is so much calmer than I am. We are called out as Cessna something, more confusion. Then once landing, around 11:35, he gives instruction for Cessna right turn on Delta. We landed a bit long to help keep the flow going and have to much speed for taxiway delta, we exit on taxiway Kilo.  It was crazy.

We walked up to the pilot of the Archer behind us, who also is located on the red eagle ramp, and chatted with him once we had secured 08Romeo. He understood and mentioned how many times the tower confused his aircraft and routed him multiple directions at one time. There was around 6,000 feet of runway behind us as we cleared runway one and yet he made the Archer go around.  This sound track is going into the files.

Despite the Wilmington Tower mess it was a great day to fly!

Accomack - KMFV

I have been flying for 4 1/2 years with multiple trips south along the Delmarva peninsula on our many trips to the Carolina's, Williamsburg and other stops along the way. On each and every one of those flights as we pass by KMFV Accomack Airport, I mutter the same phrase, we really have to stop there and check it out. Well today was the day, no trip south other than the primary target of Melfa, VA and the airport.

I headed to the airport early so I could install the taxi lamp retaining ring and test the system. Everything went very smooth and I only need to check it out at night to make the final comparison. Once the light work was completed I did my pre-flight and ordered fuel. Mike B is under the wx so he is a no-go for today's flight. I went through my list of co-workers, some were sick, some didn’t answer and others were doing the honey do thing. No problem, I took on 22 gallons and saddled up for Accomack. No flight plan in the system, it’s to darn nice to follow anyone but my own vision for today. I climbed out of Wilmington enjoying the new found rate of climb in 08Romeo. Right turn on course and I am pointing south. I monitor Dover approach and notice it’s busy with the “wings” group holly run to Tangier. I decided it would be best to have the extra set of eyes with me and call up for following.

Visibility was the best I’ve seen in months! It was a clear view down the Delaware bay and an easy view down the Chesapeake. My flight plan on the iPad had me just west of Dover and Georgetown and my path took me directly over the Salisbury airport/vor before turning on course direct KMFV, Accomack. Pictured is the town of Pocomoke City, MD just north of the Maryland Virginia state line. You can see the Pocomoke River just beyond the thick tree line.

Accomack was just a short distance so I canceled flight following with Patuxent who seemed to have his hands full with the gaggle of planes heading to Cambridge, Crisfield and Tangier for the annual Holly run. I made my call about 15 north with my intentions for a full stop. As I entered the pattern from a 3 mile 45* I traded info with a Cessna turning base then final. I was number two and on the ground with a nice short field landing.

I secured 08Romeo and wandered into the terminal. This place is really nice looking and the ramp area had a good many aircraft tied down, planes that fly, no ramp trash here. Once inside I checked out the pilot lounge and flight planning room along with the bulletin board. There was a Stinson for sale that looked pretty clean and low time. I took a potty break then went to the soda machine for a bottle of water for my ride home. I chatted with the seasoned gent working the counter and got some info on the place. Enterprise will leave a rental if you call ahead. Two restaurants will come and pick you up if you call, their menus are on the main desk with the appropriate phone numbers. We chatted for a bit more about all the traffic today with the holly run and the perfect wx for flying. With that, I decided it was time for me to get moving. I said my goodbyes and thanked him for the chat as I eyed the rockers out on the long front porch overlooking the ramp…..Hmmmm what a nice day to sit a spell and enjoy the peace and quiet.

Well, as sweet as those rockers look I really should be moving along. I saddle up for the ride north planning a quick route on my vfr chart on the iPad. Love the point and drag feature with the immediate plan numbers updating. I decide to head north east towards Wallops Island then north to Ocean City Maryland. Wallops airspace is class Delta and I need to be at least 2500 feet. I pass above at 3500 and flip over to the tower and advise passing overhead SW to NE. I am advised to report clear of the area, I acknowledge. When I updated my position, now clear of the airspace, the tower controller asked me for my tail number again and model type then said have a fun flight. Odd, but yet he seemed friendly enough.

I had Ocean City MD in view and advised Unicom I was passing over the field and my altitude. I made a turn to follow the coast a bit then turned north for the leg home. What a great view, and no banner planes to deal with in the off season.

I turned for home and got a nice shot of the Assawoman bay off my right side. Once again I passed on flight following instead singing with the oldies and enjoying my view. Dover was busy and I did monitor on my way north. I passed east of the Dover AFB and crossed the north end of the Delaware bay. My flight path took me directly over the Salem nuke plant cooling tower and up the Delaware river. I made my call to the Wilmington tower and was directed to make a straight in for runway one.

There was a Mooney inbound for a full stop but he was a mile or so behind and coming from the south east, the jersey side of the river. I took the time to plug in vectors for the ILS runway one approach since it’s back online now that the EMAS job is completed. The tower asked for best forward speed and cleared me to land. I powered back up and nosed over for a 120 knot run to the numbers. Good practice for the chance I may go to a busy airport with jet traffic and they ask me to do the same. Ok, running through the process….no flaps till crossing the fence, I can land long since I am going to far end of the airport to my ramp area, the tower approves landing long. I am crossing the EMAS as I pull the power, add a bit of a slip, hold it off, in the white arc and add a notch of flaps. Slowing down, holding it off adding the second notch clear of runway three two so I can touch down. The mooney was cleared for three two. I squeak it in and roll out retracting the flaps and adding brake pressure just enough to slow me down for the taxiway Kilo turn off. That was fun!

Great day flying, enjoying the view and the freedom flight provides.

Lunch Run to Kays

08Romeo was out of annual with a clean bill of health so why not make a short hop for lunch.  I called Vince to see if he wanted to fly and he agreed.  Vince's Mom got some shopping time and da' boys are going to go play airplanes. Vince was off from school and I was off work due to the Veterans Day observance. 

I had completed my pre-flight so we saddled up for KCGE.  A short hop but a chance for me to give the CHT's a good once over.  The numbers looked great as we climbed out at 800-1000 feet a minute, temps never climbing above 400^o. I picked up flight following with Dover and enjoyed the ride. Vince was busy with camera in hand taking great shots as always and he handled the iPad.

Traffic was pretty light going into Cambridge so we crossed midfield to enter the left down wind for runway three four. Base to final and a nice landing with a roll out to exit the midfield taxiway.  Kays looked empty, at least for aircraft parking. We were marshaled in and shut down right next to the building. No need for fuel, I had topped off at Wilmington. When Vince and i walked into the restaurant there was hardly a seat open! The locals really fill this place up, no wonder with the great service and food.

Vince had a burger and I had the crab cake sandwich. We each had a mason jar of sweet tea to wash it all down. We didn't hang around long after lunch, we both wanted to get back in the air. We launched off of three four and turned north for home. Once established in level flight I gave Vince a chance to get some stick time. He does a real nice job holding altitude and heading from the right seat. I should have let him do some radio work but I took care of that. We reported a right base for runway niner at Wilmington,as instructed, followed by a short taxi to the ramp. 

VETERANS DAY

History of Veterans Day

World War I – known at the time as “The Great War” - officially ended when the Treaty of Versailles was signed on June 28, 1919, in the Palace of Versailles outside the town of Versailles, France. However, fighting ceased seven months earlier when an armistice, or temporary cessation of hostilities, between the Allied nations and Germany went into effect on the eleventh hour of the eleventh day of the eleventh month. For that reason, November 11, 1918, is generally regarded as the end of “the war to end all wars.”


In November 1919, President Wilson proclaimed November 11 as the first commemoration of Armistice Day with the following words: "To us in America, the reflections of Armistice Day will be filled with solemn pride in the heroism of those who died in the country’s service and with gratitude for the victory, both because of the thing from which it has freed us and because of the opportunity it has given America to show her sympathy with peace and justice in the councils of the nations…"

Thank-you to those who have served and to those who stand watch today. Thank-You for the very freedom you provide me every day. 

Annual 2010

DAY 1

With November comes the 08Romeo annual.  This is the second annual and should be rather painless, well, painless with regard to over use of the AMU's.   I'm up early with the plan to fly 08Romeo to Cecil Aero at 58M, Cecil County Airport in Elkton Maryland. Winds are gusty this morning and the flight requires a twenty degree crab to maintain heading.  I know this is going to be a fun pattern but winds should be pretty much down the runway.

I announce position and make way to cross midfield entering the left downwind for runway three one. Down wind to base a bit extended but a nice landing and roll out to Cecil Aero. I walked into the office and met Frank who was working on the morning coffee. We needed to swap some planes around in order to get 08Romeo in the shop.  I walked outside into the shop and there sat a gorgeous Stearman. After I drooled all over it we repositioned it and another aircraft outdoors so my Sundowner could get inside. 

Now to the task at hand. Cowlings were first to be removed and a compression check completed.  The numbers looked great on all four cylinders at 76/77/76/77 PSI each.  The plugs were cleaned and replaced along with switching a CHT gasket probe from number one cylinder to number three.  I want to see if the high temp follows the probe.  I had one washer gasket probe break (no. 2 cylinder)so I switched that one to a Bayonet Type probe. I'm sure next annual I will switch out the remaining three or make the swap during the year. I also had a small oil leak under two of the valve cover gaskets, they were just starting to seep, I had all four replaced. The best thing about Cecil Aero is they let you get hands on doing this stuff and really help you understand what makes your plane work.

Keith started the oil change and I managed somehow to remember to ask to get a sample for testing. The oil filter element looked great when it was cut open, no metal, only some small carbon partickes that easily crushed in your fingers.  I worked on getting all the inspection panels open and then moved to the interior. The rear seats are easy to remove and I took up all the floor boards.  The front seats required the removal of a lock pin type gizmo that had a cotter pin.  It was a PITA trying to work in the seat track and free that bugger up.  Once the pins were removed the seats slid back in the track and easily lifted out. The guys in the shop were laughing at me because I was "talking" to the plane.  Once the interior was out I moved to the tail cone and ELT/inspection fuselage side panels to complete the inspection access panel removals.

Somewhere along the way we took a lunch break and then got right back to it.  I removed a wing tip for access to the left leading edge landing light and for a more detailed wing inspection.  Keith inspected my switching of the CHT probes and asked me to add a few more tie wraps to keep things a bit more secure and that overall it looked neat and orderly. It will be nice to have the new probe to compare CHT numbers and the best part about the bayonet probe is it will not have to come off each time a plug is removed, it has a permanent access on the botttom of the cylinder head.



start of the back plate





preliminary hole cut....now to file



Day 2



A/P roll servo



 Another early morning hot hot shower followed by a tricky set of maneuvers to get dressed, yikes! muscles are sore. Mary drives me to the Wilmington airport to pick up my SUV so I have transportation, you should have seen me crawl into her car. I was too tired and sore last night to stop for my SUV after she had picked me up at Cecil Aero.  I packed a lunch for today, extra chick-fila from last night and a big slice of apple pie Marys Mom had left us.  Mary headed to work and I left for Elkton.  I rolled in around 7:15ish and Frank already had the coffee on, it sure smelled good but I don't drink the stuff.  Hot tea or ice tea for me and I had downed a full travel mug of ice tea in the forty minute ride to the shop.



servo location



Time to get started with the plan for today. I put in a call to Penn Avionics to see about testing the roll servo from the Auto Pilot and they said bring it up.  No sense paying the avionics shop to remove the interior to get to the equipment when annual requires the floor to be opened up. Keith removed the unit noting all the cable connections. I was set to go.

I loaded up the roll servo and grabbed my lunch. Today's lunch was obviously going to be on the road. It takes a good forty-five minutes with traffic to get home and it will take an additional thirty or so to get to Penn Avionics at the Brandywine Airport. I didn't stop at home but had to pass a mile away from it on my way back and forth. Ken at Penn accepted the hand off and said he would get to it as soon as they finished up lunch, this worked out great. I could visit the FBO folks and stop by the flight school too. I guess I could have had that slice of pie but I held off. I walked back to the shop as Ken was coming into the lobby. I got a debrief on the unit, a wiring diagram for the Century I hook up and agreed I would schedule shop time to get the A/P unit checked upon completion of the annual. Oh, the bench test was no charge and the diagram was free too, life is good!

I loaded up and headed south, back to Cecil Aero. I guess I could have called it a day but I really wanted to get back and get a few more hours working on the plane. I enjoyed the apple pie as I made my way south back to the shop. When I returned Keith said he had finished with inspections so I started to button up all the inspection panels. While Keith climbed inside an reinstalled the roll servo and cables I went back to work on the Beech option additional taxi light in the left leading edge.  We brainstormed a bit and came up with an idea to enable an adjustment of sorts to help aim the landing light.  I would fabricate a backing plate that could sandwich the lamp between the retainer ring  and itself yet allow adjuster springs like a car head light or the installation of washers to build out the angle when attached to the lamp mounting bracket. I can't remember the last time I did sheet metal work but suffice it to say it's been uh....many many years.  I found a scrap piece of aluminum about six inches square and took measurements for the task. It was fun laying it all out and using a compass to set up the lamp cut out.  Then the real fun started, I got to use power tools.

I drilled a pilot hole with a multibit,this would allow me to begin to cut the lamp hole out. I started with a hand nibbler until Keith introduced me to the air powered nibbler, yes,this requires a serious Tim the tool man multiple grunt.  Reality check time here....ahhhh Keith you go first so I can see this thing work.  He got a good chuckle and then demonstrated.  Wow, very cool! I gave it a whirl and it sure cut down the time to open up the lamp hole. I switched back to the hand nibbler to clean up my work then went to a file and multiple sand paper/belts to get to a final product. The last step was a coat of flat black paint after a trail fit for the lamp and mounting notch.



broken washer gasket probe

Next up was cutting a hole in the mounting bracket in the left leading edge of my wing. I was a bit nervous knowing if I screwed this up there was no return.  I carefully laid out my work up inside the light cut out in the wing. Space was limited but I went through the same process with the added help of my new plate template. Keith reminded me to trial fit the space for dual trim rings since there would be two lights side by side.  I followed his recommendation on the measure twice and cut once philosophy.  Pictured are various stages along the way and the final result painted in flat black.



Storage area looking towards the tail section

While I was playing fabricator Keith was finishing up the landing gear. Each gear was checked to make sure the jo-bolts were tight, and they were. Wheel bearings were cleaned and repacked, brake cylinders checked and passed, and the right side tire checked for cracking or flat spots. I considered changing it out to match the new tire on the left side but it was still in very good condition with plenty of tread remaining.  I'm sore today but not as bad as yesterday, but trust me, I'm still feeling it.  I told the guys in the shop when I got up this morning my arms were so sore that if I was held up by a thug I couldn't hold my arms up long enough...they would have to just shoot me, which would take care of the sore arms and body.



DAY 3



It's another early start to my day and I plan on making a pit stop for donuts for the guys and grabbing a large hot tea, extra sugar for me. Traffic is moving very well at 6:30am, it's a peaceful drive singing along with the oldies. I picked up the donuts and was asked if I wanted to "shoot the dozen", I said, do what?  "Shoot the dozen" the young lady repeated with a chuckle.  Ok, I give, what the heck is shoot the dozen I asked.  Now she is laughing AT me and said you pick them out or it's a random sort from us.  Ok, got it, toss in at least two Boston cremes and the rest have fun, it makes no matter to me. Whew...all that for donuts, I hope my fuel stop is easier.

Fuel was a breeze no tricky phrases just pump the gas and go. I rolled into the shop as Frank was opening up. Today's mission was to get 08Romeo completed. First order was to bring 08Romeo off the jack stands.  Precaution was taken to make sure the wing areas were clear and slowly 08Romeo set her feet down on the shop floor, we're in the home stretch. Keith moved to the interior and got all the floor boards in and refastened the kick plates on each side in front of the rudder pedals along with all the hardware. I  installed the LED landing light and used a flat black paint marker to paint the heads of all eight screws in the light assembly. Next I moved inside to install the four seats and all the belts and reload all my stuff into the baggage area.  The UPS guy came early and my bayonet probe from Aircraft Spuce was on board. I opened the bundle of wires on the pilot side engine compartment and made the swap out.  I neatly packaged the wires and got approval from Keith. Next came the fun part, run up and leak test.  I fired up 08Romeo and we sat at idle until I had some oil temps in the yellow. We varied the rpm's from 1000 to 1700 to 2200. A small adjustment was made to the throttle and mixture. WE also performed the ignition and stand by vac 100 hour AD.  All tests completed, we pushed her back in the shop to finish up. We hung the bottom cowl and I changed out the bracket air filter, man that thing is sticky and dirty. Next up was the top cowling being washed out at hung back on the plane. We were finished!

I did some quick cleaning and we pushed 08Romeo back out front and locked her up. Mary will drive me down in the morning so I can settle up with Roger.  I am also hoping the retaining ring for the taxi light comes in so I can get that installed. I'll do the flight check tomorrow and then do some fun flying in the local area since I have the day off.

The list of extra work activities:

• Replace CHT washer probe with bayonet probe
• R&R Auto Pilot roll servor
• Locate landing light retaining ring and order
• Fuel tank caps new O rings,2 each, each cap
• Oil Change and filter
• Fabricate back plate for landing light and install optional taxi light

LED Landing Light

The only complaint I have with the Sundowner is the lack of lighting for landing or taxi.  I guess I was spoiled by the Archer's nose light that really did a great job.   The Beech Sundowner does provide for an additional light package for the right wing leading edge but I'm not ready to have someone cut into a perfectly good wing. Instead I'll take advantage of the additional light position in my existing left wing leading edge. I would like to have my lights pulse but that will require a bit more investigation and $$.

LED lighting is the ideal technology for aviation applications. Whelen LED lights are time and field-tested for reliability and long-life performance under the tough conditions required by Fire, Emergency, DOT and Law Enforcement professionals around the world.

Parmetheus PAR36 LED lights are a drop-in replacement for outdated Halogen or HID lamps. Lightweight, low-current and moisture resistant, they provide stable light output for thousands of operating hours and they are STC Approved.

I am going to add the LED lamp for my landing light and move my existing light to my taxi light position in the left wing leading edge location.  I hope to provide some pictures of the taxi light relocation and a few pictures to show the difference in the illumination of each lamp.