Lunch Run and Bomber Tour

 Jeff F, (Jeffs Flying) had sent a text out last night wanting to know if anyone was around to catch up for lunch. How did he put it..."I'll hang out with the retirees", such a funny guy.  After I stopped laughing I told Jeff to count me in. The text was also sent to Frank D, (AirDorrin) so he flew in from Delaware Airpark (33N) since he also had a meeting at Delaware Coastal, Georgetown - KGED.

I immediately turned on the preheaters so I would be ready to go with out having to get to the hangar early. I guess I wandered in, in time to unplug, preflight and tug 08Romeo out into the chilly morning air. It was windy this morning so the last thing to do was pull the nose plugs then jump in and fire up.

METAR KOXB 181353Z AUTO 33014KT 10SM CLR 01/M06 A3042

I climbed out of OXB on runway Three-Two and headed for GED. It was bumpy but I found a sweet spot around three thousand and enjoyed the view. I dialed up the AWOS for KGED and decided on runway four. The last call on OC's CTAF and I switched over to GED to monitor.

METAR KGED 181454Z AUTO 34010G16KT 10SM CLR 01/M09 A3044

I made my call at five south and then crossing midfield to enter the left down wind for runway four. With the crosswind I want to concentrate on sticking the left main and I almost did...I made solid contact with the runway. After I taxied in and shut down I made sure there was no trailing parts, landings do keep pilots humble.

We ate at Arenas and enjoyed excellent flying conversations. Food and service was good, lunch is better than their breakfast. I had fish tacos and they were really good. After finishing up Frank offered a tour of the B-25 Mitchell Bomber, Panchito. Uh...yeah! we want to go!

It was a short walk from the terminal to the Delaware Aviation Museum hangar where Panchito is hangared and maintained. It was fun to check out the shop while guys were working on the B25 and get to take some pictures.

 

B-25 Brakes

NLG

All the business! 

Special Delivery!

Frank (red hat), Jeff (yellow hat), Marks shoulder 

One of the two Wright R-2600-92 Twin Cyclone 14-cylinder air-cooled radial engines

 

 

 

 

 

  I also got a glimpse of an immaculate Beech 18 in the hangar, privately owned so it was no touch, only look, at a distance.

File photo for a full view, not the plane at the shop

The fun had to end since Frank had a meeting and we all needed to get back in the air and point for our homes.

I taxied out and Jeff followed. It would be runway four for departures with a 60* cross wind. A bit of a ride on climb out but once settled in at three thousand the ride was smooth and with a tail wind.

METAR KGED 181454Z AUTO 34010G16KT 10SM CLR 01/M09 A3044

I got a shot of Jeff and his passenger Mark took a shot of me as we crossed paths headed home. Kind of neat to track each others tail numbers on ADS-B.

hard to capture with the iPhone  (N111RW)

N6708R

I switched over to CTAF at Ocean City after saying goodbye to Jeff and Mark.  The ride was quick and I made a nice landing to make up for the 'slam' at GED. With the cold temps the visibility was very good but the winds were changing. I still squeaked one on and that was a sweet ending to a great day of aviation.

 

METAR KOXB 181753Z AUTO 01014G19KT 10SM CLR 03/M07 A3043
METAR KOXB 181853Z AUTO 32013G20KT 10SM CLR 03/M08 A3043

Thanks for the tour, Frank!!!

 

Tax Documents Delivered

Finally a break from the snow, wind and rain! I really needed some flight time so I combined the need to fly with delivering my tax documents to Mascelli Financial.

I finally had all my documents in hand and decided I would fly up to Wilmington vs the two plus hour drive each way to make the document drop. Weather was looking good with initial reports of scattered clouds around 4.6 turning to overcast north of Dover around 4.7.  I was in and out of smooth misty type clouds that immediately showed a five plus degree temp drop but zero moisture, that was a first for me to see.

 Dover eventually handed me off to Philly and they were really busy today. I descended for Wilmington and was cleared to land about 10 miles out. Once on the ground I contacted ground and taxied for FlyAdvanced.

The last time here I was directed to taxi on Kilo then taxi down runway 1 to taxiway Alpha. This trip I was given taxi via Kilo cross RWY 1 hold short runway 2-7. I brain farted and started to turn down runway one to hold short at 2-7...then paused..it wasn't right. Ground immediately directed me to continue on Kilo and I continued my circle/u-turn and went on my way to hold short of 2-7 on Kilo. Good grief...did I just do that? I sure did. I thanked them for the direction. I still feel like an idiot.

The remaining taxi went great and I found my way to FlyAdvanced. The ground crew came out with chocks and took my fuel order asking if I needed anything else. You know you're landing there too often when they know your name. I ended up taking on 15 gallons and secured a rental truck since the crew car was needed back in two hours. If you wanted to laugh you should have watched me climb in this truck, a four wheel drive Dodge four door.

It was great to catch up with my brother and his Bride. My timing was perfect and I bumped into our friend Cindy who was picking up her taxes. After Joe and I returned from lunch I got to see another friend, Bonnie.  It was a great day! Of course my Brother played it perfect and said to Bonnie I was there for the new tax training program and I would be doing her taxes...yea, the look was priceless. Of course I had to add in, don't bet on a refund, we all had a good laugh.

We said our goodbyes and Joe got back to work. I chatted with my sister-in-law Janice for a few minutes then headed for the airport. I'm not sure how but I managed to park the Dodge beast, even backing it in to the spot. I squared up my fuel bill and did a quick preflight before getting underway.

The winds had really picked up and I had to chase my baseball cap across the ramp...that really sucks.  What's worse is I turned it around backwards so I didn't loose it again, I really hate that.

I had filed for the flight home and it was a good thing I did. Wilmington cleared me to take off on runway 3-2 runway heading then handed me off to Philly.  Philly turned me direct Smyrna (ENO) and climb to four thousand. Philly said if I wanted higher ask Dover when I hand you off. That was nice of him to offer. I rode along at four hoping to get some IMC time and it worked out fine. Below freezing temps but the clouds were dry, not a spec on the windscreen. I was in and out, riding the tail winds and having a blast. It felt good knocking off the rust.

 Dover decided to turn me direct Salisbury which isn't that far out the way but I didn't want to extend the trip home. I could see Ocean City along the coast and decided to descend and cancel IFR. I road along at three  then dropped to two thousand. I made my calls for OC traffic and made a nice landing on runway 3-2.

Passenger Headsets

My Lightspeed Zulu's -  Marys Bose X

I have been wanting to buy a nice headset for our passengers. I thought about a set of David Clark H10-13S Stereo headsets and gave serious thoughts to a used pair of Bose X.

We have a pair of passive headsets that our passengers use. After having to use the SkyLites on a reposition flight with my Zulu's sitting in my plane, I vowed to upgrade. At one point I upgraded Marys headset from the DC H10-13S stereo set to the DC-X11 ANR set.  They were light weight but they just didn't cut it for quiet. I sold those and bought Mary a Bose X, she loves them. Typically, we only carry one additional passenger so I figured the one passive set and an extra Bose X would be perfect. Maybe I'll up date the other SkyLite set at some point.

X11 ANR headset

After watching the Ebay market for a few weeks I jumped in on a Bose X set that was running about $85 more than the DC's.  I ran a few bids and lost one set that went out of control for +$480. Another set that was dirt cheap because it had a broken ear cup arm but the bid went well above what I thought they were worth knowing they would have to get shipped to/from Bose for an repair and update.  Finally I came across a set listed at a great number and for some reason the bidding was under control. I think some people get it in their heads once they bid they HAVE to win it. I bought and sold too many horses to know when it's time to walk or run someone up.

Bottom line, I purchased a used set of Bose X for our back-seaters at $385. The set is in excellent condition and arrived as advertised.

Jo! Next time you fly you'll be able to enjoy the music with a real headset! :)

N/A Sunset

The weather today was absolutely gorgeous!  Mary and I decided to head out for pizza at our favorite place in Ocean City, Lombardi's.

Like many other residents, we are counting the days until Spring. On the way home the sunset was breathtaking...I stopped at the Isle of Wight park and took this shot with my iPhone 6S.

Quick Tips: Annotations

Taxi Diagrams

One of the helpful items ForeFlight has provided is the ability to make notes on approach plates and taxi diagrams. Part of our pre-flight planning should ALWAYS include reviewing NOTAMS at the departure and arrival airports along with alternate airports for those IFR flights. Sadly, while working many airport construction projects I have seen and heard aircraft insisting they can land on closed runways while men and equipment are out there. Let’s be safe and smart, and do our due diligence prior to departure.

I am flight planning for KOXB to KILG, a short hop less than an hour. I check NOTAMS and notice there is construction ongoing and certain taxiways are closed. Let’s annotate the taxi diagram and make it easy to remember what’s closed and what’s open and locate the shop so it’s all clear when the taxi diagram opens as we taxi clear of the runway. I used the marker selection for the shop(yellow)and for NOTAMS (red) and taxi instructions (blue).

 

Once our avionics are in hand and it’s time for departure. We can use the annotate tool once again to help us visualize the taxi route for departure. I previously selected a color and highlighted the avionics shop so I could locate it quickly on the taxi diagram upon my arrival.

 

08Romeo taxi via Kilo, Kilo 6, cleared to cross R/W 14, cleared to cross R/W 9, Foxtrot, and hold short R/W  1.

We are on the ramp and ground gives us our taxi instructions for departure. Easier to visualize that mouthful rather than copy on paper. Once again select a color, opacity and line thickness and trace the route with your finger.

Approach Plates

We can also annotate on approach plates.  This can come in handy for drawing your attention to approach specifics and terrain.  With the color selection, line thickness and opacity you can create highlighted areas or choose to place text on the plate. Your notes will be stored with each plate update unless the name of the approach plate changes.  Have fun, experiment with annotate and make flying easier!

Twinkie 'Sort of' Safety Pilot

The title to the post is a bit misleading. I was "eyes outside" today as Frank (Airdorrin) was shooting some approaches and keeping fresh with the buttonology on his avionics.  Frank was "eyes in" with out wearing a hood or any view limiting device. I am not multi engine rated, so Frank could not fly with a view limiting device and log the approaches.

I did get some time at the controls. I was nervous but excited at the same time. I never had my hands on the controls of a twin. I guess I expected it to feel heavy with any slip up causing a roar of power to initiate a climb or descent.

This Twin Comanche was neither, she was a perfect lady. Frank has this aircraft dialed in and it handled just as light as my Sundowner. The plane is so quiet and smooth I occasionally checked the battery light on the Bose headset I was using to make sure it was working.

I flew a box pattern out towards the Delaware Bay and once inbound Frank asked me for steep turns in each direction. Okay I thought, don't ham fist this, treat this girl right and I did.  A light touch and 3DeltaFox responded I held altitude ok on the first half of the right turn and held much better on the left. There is so much to absorb.

I pointed us to Salisbury, KSBY for a round of approaches. My job was to keep eyes out as we transferred command back to Frank. First up was the ILS RWY 32 and direct COLBE. With a procedure turn complete we were inbound.  Why no pictures??  Because I was eyes out. This was a low approach only and we climbed out for another round. Next up was RNAV RWY 23 and direct to OKKOE. Another turn in the PT and inbound for another low approach. Frank was looking sharp.

The last approach would be the VOR RWY 22 back into Delaware Coastal, KGED. This one has us out over the Delaware Bay then turning back inbound with the procedure turn (PT). Once crossing the VOR the heading changes for the approach so one must pay attention. As Frank worked his way to the Minimum Descent Altitude of 680 it sure seems to have us close to ground. I much rather be on the instruments then looking out. :)  This was a full stop to end our day and Frank rolled one on with the stall horn chirping, very nice indeed.

Pilot Counsel: Safety pilot
By John S. Yodice

What qualifications are necessary for a safety pilot to be able to properly discharge this responsibility?  FAR 91.109(c), itself, tells us some of the qualifications, but there are other qualifications imposed by other regulations. FAR 91.109(c)(1) requires that the safety pilot must hold at least a private pilot certificate. The pilot certificate must have category and class ratings that are appropriate to the aircraft being flown.

It is FAR 91.109(c) that specifically imposes the requirement that a safety pilot be on board an aircraft being operated in simulated instrument flight. This regulation is really a supplement to the see-and-avoid responsibility imposed by FAR 91.113(b). “When weather conditions permit, regardless of whether an operation is conducted under instrument flight rules or visual flight rules, vigilance shall be maintained by each person operating the aircraft so as to see and avoid other aircraft.” So, in discharge of this responsibility, it makes sense that if a pilot’s vision is restricted, as in simulated instrument flight, there must be another qualified pilot on board primarily to help see and avoid other aircraft.

FAR 91.109 does not address a safety pilot’s need for a medical certificate, or instrument rating, or recent experience. We need to look elsewhere in the regulations. The FAA interprets other regulations to require a medical certificate. Here is the FAA’s analysis. FAR 61.3(c) provides, with certain exceptions not relevant here, that no person may act in any capacity as a required pilot flight crewmember under an FAA-issued pilot certificate unless he or she holds a current appropriate airman medical certificate. FAR 1.1 defines a “flight crewmember” as a pilot assigned to perform a duty in an aircraft during flight time. Since a safety pilot is required by regulation to be on board to perform see-and-avoid duties, and since the safety pilot must hold a pilot certificate, under this analysis the safety pilot must hold a current, appropriate airman medical certificate.

A safety pilot does not have to have an instrument rating if the flight is being conducted under the visual flight rules. However, if the aircraft is operated under instrument flight rules, even in VFR conditions, whoever is acting as pilot in command of the flight must hold an instrument rating appropriate to the aircraft being operated. So, if a pilot who is not instrument rated is flying an aircraft IFR under a hood simulating instrument conditions, the safety pilot must necessarily be acting as pilot in command of an aircraft operating IFR, and therefore must hold an instrument rating. If the pilot under the hood is instrument rated and acting as pilot in command, even though the flight is IFR, the safety pilot is not required to have an instrument rating or be instrument current.

So much for the qualifications of a safety pilot. There are a few other requirements that relate to the safety pilot that I should mention. Most important, and for obvious reasons, the aircraft must be equipped with fully functioning dual controls (there is a special exception in FAR 91.109[b] for single-engine airplanes, which allows for the use of a single, functioning, throw-over control wheel), and the safety pilot must occupy a control position so as to be able to manipulate the controls if necessary. And, companion to this requirement, the safety pilot must have adequate vision forward and to each side of the aircraft. If there are any restrictions to the safety pilot’s view, the restrictions must be compensated by “a competent observer in the aircraft [who] adequately supplements the vision of the safety pilot.”

If the pilot under the hood is logging time to meet any aeronautical experience or training requirements, which usually is the case, the name of the safety pilot must be entered into the pilot’s logbook along with the usual logged information such as the date, flight time, location, aircraft, and the type of each instrument approach accomplished. No other identification of the safety pilot is needed other than his or her name. The safety pilot has no similar logging requirement.