Remembering our Matriarch

ma·tri·arch

n.

1. A woman who rules a family, clan, or tribe.

2. A woman who dominates a group or an activity.

3. A highly respected woman who is a mother.

 

On Wednesday, March 27, 2013 my loving Bride Mary lost her Mom. With the Easter Holiday upon us I hope that Mary's Mom is now reunited with her Husband Dan (Pop) and all the Brennan and Lemon family who have gone before them.

 

Mom, you will be missed but never forgotten. I was lucky enough to say I had a second Mom, who always treated me like her own son. I will miss your giving spirit, sense of humor and matter of fact honesty. I hope I carry forward the things you and Pop taught me since joining your family.

 

Early on when I joined Mary's family we had all gathered for a meal. Cemetery plots and arrangements came up at some point in the many conversations and Mom lets us all know she had written her own Obit as well as Pop had done his.  Of course me being the open mouth insert foot kind of guy, I made the following comment, that everyone else thought but didn't speak.  I said Mom you only wrote that so you would have the last word.....silence surrounded the table......Mom busted up laughing, she liked that.

 

Mom also like flying with us and made a few trips, Salisbury Wine Festival and the Lima Bean Festival in Cape May, NJ. When we flew to Salisbury she got out of the plane and hugged me. She said; "Honey, I don't want to hurt your feelings but that was boring".  I said uneventful was good, she gave that some thought, smiled and nodded with approval.

 

Mary Brennan Lemon, age 86, died Wednesday, March 27, 2013.

Mary was preceded in death by her beloved husband Daniel A. Lemon in 2011; parents, Michael and Margaret Brennan; and brothers, Alfred E. and Leo F. Brennan. She is survived by her son, Mark D. Lemon and his wife Madelynn; her daughter, Mary Mascelli and her husband Gary; grandgirls, Amy and Laura Lemon; beloved brother and sister-in-law, James P. and Letitia Brennan. Also surviving are the caring Brennan nieces, Amy, Kate, Maureen, Derry, and Shelagh.

Friends and family are invited to call from 4:30-6:30 pm on Monday, April 1st at the McCRERY & HARRA Funeral Home, 3924 Concord Pike, Wilmington, DE 19803. A memorial service will take place at 6:30 pm. Interment will take place privately at the Delaware Veterans Cemetery where Mary will be buried with Daniel.

In lieu of flowers, donations may be made in Mary's name to the Salvation Army, 400 N. Shipley St., Wilmington, DE 19801 or Delaware Humane Society, 701 A St., Wilmington, DE 19801.

"That's all folks. Hope to see you later."

Oil Change

I decided to take to the air today and clear my head along with getting 08Romeo in for an oil change. I sent Vince a text and he joined me this morning for the quick hop to 58M.  A quick climb to 1800' then a slow descent to pattern altitude 1000'.  My radio calls mirrored my flight path as I made my way into runway three one crossing midfield north east to south west for the left down wind.

On the ground with an ok landing we taxied in and shut down in front of Cecil Aero.  08Romeo had plenty of attention as Frank along with Vince worked on getting the oil changed.  I forgot to take a sample container with me so I'll wait until next change for that to be saved and sent.  Seven fresh quarts of golden honey and one in the baggage compartment, a new filter and leak test complete.  We buttoned up 08Romeo and I settled up the bill.

The wind had picked up and it was bumpy on the way home, all of twelve minutes.  A real nice landing and taxi back to the tie down. Looking in the supplemental flight log I keep in the plane I note that I have added two quarts in 50 hours, that's not bad at all.

I have an interior guy coming out to repair my headliner that has started to bubble. I want that fixed asap so my plane will still look good.  Also getting scheduled is the annual wash wax by the FBO. 08Romeo always looks like she has fresh paint when they get done.

N/A New Hobby

So, when we're not flying to/from, or soaking up the sun on the the beach in Ocean City MD., we will now be out on the links.

Mary's Clubs



Gary's Clubs

Mary and I have decided that we will take up golf. I shot a few rounds maybe thirty plus years ago so I'm as green or rusty as they come. Mary hasn't held a club in her hand, ever. What a pair of crazy folks we are!

We purchased a starter set of clubs for each of us averaging $130, including the bag. It will be a fun time together, as long as I curb the competitor in me, as we learn the game and enjoy the exercise together. 

All About Timing

This is a strange post but it was something I wanted to share with the folks who frequent my blog.  I guess it's aviation related, but more about life in general and the path we travel each day. With that pre-flight info complete I'll move on to the story.

Mary and I had plans to do some house cleaning today. Just to set the stage, I haven't missed a sick day for me since my hip replacement in 2009. Fast forward this week and I was flat out for two days this week with a hacky cough, sinus infection and that got hit by a truck feeling.  I awoke this morning at my normal 5 am and took care of Maggie then figured on getting a head start on my chores.  I checked in on my lovely Bride around 8am and she informed me that she had what I had and was a no-go for cleaning.  Hmmm, not liking that but I can knock it out. I made sure she was comfy and had something cold to drink then headed downstairs to attack the house.

Vacuum cleaner, check. Vacuum cleaner bags, zip, none nadda.   Ok I'm out the door and off to the store.  I figure I'll pick up my Brides prescriptions enroute and make one big haul. Best laid plans and all that stuff. This is where the timing fits in.  I'm headed off to the local grocery store for a few items and type c vacuum bags, with a slight detour to get my SUV washed.  Ok, back on track and walking down the isles for a small order ($126) and back out to the SUV. Can you tell where this is going? As I head towards the house I remembered the bags and that I did not pick any up...Crap!

I detour to the local farmers market thinking it's early they might be open and the parking lot will be empty.  Well it was empty, got a front row parking spot and hustled in only to find the the vacuum store closed up tighter than dicks hat band. Plan B, a good pilot always has a plan B, or in this case a plan C.  I travel a short distance on the back road where the market is located out to the main highway. I figured why not get the truck washed while I'm out here tooling around like a lost comm victim.  I swipe the card for a $7 fee and my ML320 is all clean and shiny, Gary is a happy camper.

I still haven't found vacuum bags so I point south and cross back into Delaware from Pennsylvania and head to the local mall, I despise malls.  Off to sears, one of the anchor stores and again a front row spot, clean living I guess.  Doors opened at 9am so I am in the store and headed to the second floor.  I see a man with a back pack vacuum cleaning, very cool and easy to handle. I best not stop, I can't find bags for our canister let alone some contraption like that. A cool toy none the less.

This is the part of the story that makes my day. An older gentleman asks if I need some help. I respond, yes sir, since it seems they moved the department that had all the vac's and now sits the bedding department. Yes he said, always changes, follow me.  I said you can just get me close and I'll make my way as he moved slowly with a cane. No problem he replied as we walked a few isles together and pointed to the bags, asking what type I was looking for.  Type C sir, and there sat every bag one could ever need.

I had my AOPA pilots hat on and the man asked if I was a pilot. Why, yes I am, thanks for asking. He stood upright lifting the cane from the floor and said I flew in Korea and Vietnam. I switched bags from my right hand to the left and extended my hand to shake his while I thanked him for his service. I asked, if you don't mind me asking what did you fly?  He said the L-19, I said a birddog? He smiled yes, you know of the plane? Yes sir, I sure do.

The Cessna L-19A/OE-1 Bird Dog was a four-seat, single-engine liaison and observation aircraft used by the US Army, Marine Corps, and Air Force, the ROK Air Force, and the British Royal Air Force during the Korean War. In June 1950 the US Army awarded a contract for the L-19A, a military version of the Cessna Model 305A, which was based on the highly successful Cessna Model 170 that was first produced in 1948. The first L-19As were delivered to the Army in December 1950. Production of the L-19A continued until October 1954 with a total of 2,486 being delivered to the US Army and Marines. The 60 Marine Corps aircraft were designated OE-1s.

Cessna Bird Dogs arrived in Korea on 16 February 1951 and were used in during the last two and a half years of the war for artillery observation and utility and liaison work, replacing most of the L-4s and L-5s previously in use. US Army L-19s served with various divisional headquarters companies and divisional artillery headquarters batteries. The Marine Corps Observation Squadron 6, VMO-6, began using OE-1s in May 1951. Six L-19As were delivered to the ROK Air Force, which flew them from April 1951 through January 1953. The Bird Dog proved so popular with some British pilots that the RAF No. 1913 Light Liaison Flight acquired one through unofficial channels to supplement its Auster AOP 6s.

The L-19A proved to be so successful that additional versions were produced after the war. The US Air Force procured many additional Bird Dogs, which were re-designated the O-1 in 1962, and considerable numbers were used during the Vietnam War for forward air control.

 

The man went on to tell me of some of his missions and the day he got shot down. He had spotted a convoy and marked the lead vehicle. When he radioed for a strike he took a round through the bottom of the plane into his right leg and through the top of his plane. His rudder cables were severed and he explained how he managed to cross lines to a safe area and ditched in a rice paddy. I said it took some steel to fly those birds with no protection or fire power. He said we had smoke canisters,marking rockets and our .45's. We chatted for a while as he told me he also flew Bell 47's while in Korea. As if Korea was not enough this man also flew the O-1 the redesignated L-19's that he flew in Korea but now in Vietnam.

Maybe there was a reason for me to forget the vacuum bags this morning and maybe, just maybe all the other side trips happened just so I could meet this man at that given time in Sears. Who knows? I'm glad it all worked out the way it did and I enjoyed some history he was kind enough to share.  The man was nice enough to ask about my plane and where I keep it, how much flying I do and some of my destinations.  I'll have to wander through that department again soon and say hello.

Approaches Gone Wild

I was reading the Pilots of America forum today and stumbled across an interesting topic in the sub-forum, Cleared For The Approach.  The title, Garmin 430W question on approaches leaves the door wide open but after reading the initial post I can relate to this exact question. John writes the following;

So today I flew with some students from the A&P school up to KFXE. When we got near, I hit direct on the 430 and activated the RNAV approach by vectors. I assumed I would be getting vectors. Called approach and asked for the practice approach. Got vectors. Right before intercept, they asked if I wanted the full approach (with HILPT I assume) or (forgot how this was worded exactly) just the inbound approach. Chose the second option. Was told proceed direct the IAF and cleared for the approach. Except the Garmin did not have the IAF because I had selected vectors, not the IAF. I did not know where I was in reference to the IAF. Quickly reloaded the approach with the IAF and everything went fine.

How should I have handled this to avoid having to juggle the GPS at the last moment (not to mention the loss of SA). Do you always load the full approach, even when being vectored?

In this scenario he 'assumned' he would get vectors, in my flight I did receive vectors. Let's break this down a bit more. I was IMC cleared on the GPS 19 approach into Wilmington, everything was set up and I was fat dumb and happy making my way home. I had selected 'vectors to final' and activated the approach. I was comfortable knowing I would be turned to intercept somewhere just outside of CUBBE, the final approach fix.  With my WIRE and GUMPS mnemonic completed  I'm enjoying the ride.

Philly ATC contacts me and gives me proceed direct JIGUP....who? where?  I quickly glance at the plate and confirm the IAF and turn to an approximate course. I bug my heading and then go to the 530 and chug and plug the GPS 19 approach and select JIGUP. With a slight course correction I'm on my way.  This same scenario happened to me one other time and that finally broke me of the vectors to final selection/activate habit.

Lets take a closer look with the help of the Garmin 530 trainer.  The example flight I punched in is a direct flight to KILG from KEVY.

This is a ten minute hop. Now lets imagine in IMC the ride is a bit rough and of course you're single pilot IFR. Philly clears you for vectors for the GPS 9 approach. Great, it's just about a straight up and down to final.

GUMPS check complete Philly turns you to an intercept angle, everything is looking good. Chatter picks up on the radio and the cloud burst of rain is now pounding on your aircraft. Ughh....thoughts of almost being home briefly enter your head and then you get back to flying.

Philly calls and gives you "direct DREFF maintain 2000. If you already loaded the vectors to final, you will have some button pushing to do. Make your initial turn to DREFF, you still have your approach plate handy, right? You can always ask ATC for a vector to DREFF if needed.

OK, keep your scan going, there is no auto pilot, you're it. Time to Chug and plug, you select approach, GPS 9 and now scroll through and select DREFF. Adjust your course and you are back to a welcome uneventful flight. A few minutes of stress that could have been averted.

After going through this 'approach change' twice I have learned to select the approach and IAF that is the most likely I'll be directed to based on my location to the airport. By doing this you have ALL the choices you will need. If you're getting vectors use that heading bug and fly them, but, have the full approach loaded and ready to select the waypoint and activate.

BruceAir,LLC has a excellent write up on this very topic and I suggest checking out his web page for more info.

Book Review: Arctic Bush Pilot

Arctic Bush Pilot: From Navy Combat to Flying Alaska's Northern Wilderness

Authors: James Anderson, Jim Rearden   A 50-year resident of Alaska, Jim Rearden has written 17 books and more than 500 magazine articles, mostly about Alaska. He was named Alaska's Historian of the Year in 1999. He lives in Soldotna, Alaska. Former Navy combat pilot "Andy" Anderson pioneered post-World War II bush service to Alaska's vast Koyokuk River region serving miners, natives, sportsmen, geologists, and adventurers. Andy and his brother enlisted in the Navy five days following the Pearl Harbor attack. Assigned to the Battleship USS North Carolina he still dreamed of being an aviator. "I requested assignment to the aviation division . Sorry, the personnel officer said. That division is full. What did you do in Civilian life?" "A Water tender and fire man at a coal mine power plant. Fine, he said. You're now in the engineering division of the North Carolina." After a torpedo strike the North Carolina headed to Pearl for repairs. Once at Peal Andy was finally admitted to the aviation division. After six years in the Navy Andy, now a Lieutenant (jg) was headed back to Pennsylvania to his parents farm. This stay was short lived since he had his own way of operating the farm, more modernization and his father had his own, old school by hand. In 1948 he settled in at Bettles village and purchased a Taylorcraft airplane. The Alaska adventure begins. James Anderson flew mining equipment, gold, live wolves and sled dogs, you name it, whatever the people needed he flew it.  Anderson flew dangerous medical emergency flights when needed and it seemed always in the worst of weather. Make no bones it takes a special breed of human to live that life, in those times, with that equipment. Anderson really bonded with the people and it was more about blending with them and being there for the villagers. I have really enjoyed reading about Alaska and the bush pilots. This book was fun to read and easy to follow, a good pace and always interesting. You can easily feel like your sitting by the fire at the lodge listening to the pilots tell their tales. Andy followed through on his promise to return to the homestead farm in Pennsylvania.  Andy's wife did not share his interest in the farm life and decided to remain in Alaska.  The children stayed with his wife and the most difficult decision of his life was made, he was headed south in June of 1967. Andy remarried and spent more than thirty years with Betty, his new Bride. "The years since I left Alaska have been good ones. Nevertheless, when I see a small plane high in the sky, or when I think of that magnificent land far to the north, contemplate its clear rivers , remember skyscraping, snow covered peaks, abundant wildlife and the wonderful people I once knew, I feel a longing, a homesickness, for the magic years when I flew as an Arctic bush pilot." James "Andy" Anderson passed in 2007.

Working Towards Currency

Mike and I swapped text messages yesterday and agreed to meet at the plane by 8:30.  Mike also reminded me that would be 8:30 after the time change to daylight savings time.  We were both anxious to fly and do some approach work.  After a quick spray with my de-ice fluid 08Romeo was clear of thick frost.  Our ramp neighbor had some cleaning to do on his straight tail Cessna, we were ready to start.

O8Romeo fired off  on the second attempt, she likes prime.  I guess we sat for ten minutes or so to make sure the oil temps were up, solid in the yellow. Calm winds today but the tower folks had us taxi to runway one four, not the norm but it works all the same.  After our run up we were cleared for takeoff with a right turn on course.

First up was Mike doing some flying and maneuvers since it's been a while since he and 08Romeo danced. He didn't miss a beat and always makes it look so easy and smooth.  With a transfer of command I was back in the game.  I followed some vectors with speed changes (role play radio work) and made my way to KEVY, Summit Airport.  I knocked out the GPS 35 low approach only and then the published missed. From the missed and some vectors I was now shooting the GPS 17 approach which ended in a full stop.  I will say it's been a while since I had to come out from under the foggles for a landing and getting the vision quickly up to speed on short final left me "testing" the runway surface for soft spots. Yepper, kerplunked one in, I think I'm a bit shorter now.

After making some radio changes and plotting out the next round Mike taxied out for take off.  Smooth roll and keeping us clear of Mr. turkey buzzard who was head on, opposite direction inbound. Thankfully, 08Romeo was once again in the air.  With some vectors I positioned for the GPS 31 into Cecil County, 58M.  I had shot this approach back in September 2011 to minimums, it was a first for me. Today the only obstacle was the foggles, I really hate them.  Yes, hate is a strong word but I'm trying to be PC here.

Mike advised no ground contact go missed when appropriate, I do just that.  Mike makes some mental notes for review once we are clear of the airport environment.  I am to fast on approach, not getting to 08Romeo's "numbers".  I need to set it and forget it in order to comfortably stay ahead. Good review and I really appreciate Mike always fine tuning my flight habits.

Next we figure roll the dice and see what we get from Philly. I make my call to Philly and request the GPS 9 approach for Wilmington, advising I am south west of ILG at 2,500.  Philly gives me the new code and asks for an ident.  Position confirmed, I follow vectors for now and am told to expect direct AWINN.  I'm high and need to get to 2000 by AWINN. The approach flows smoothly and once handed off to Wilmington I advise inbound. This one is going to end by going missed then back to Philly approach.  Philly vectors me for the another GPS then ILS 1.

I'm feeling pretty good having knocked off some rust now just trying to fine tune. I swap calls with Philly and get handed off to Wilmington, keep it in the donut Gary, follow the needles. I make corrections and do a decent job right until 3/4 mile out. I get about two dots wide as I am at the DH point. The ILS cone gets tighter and just two dots wide could have you lining up with an adjacent parallel taxiway. Foggles up and ready for landing. I immediately add in approach flaps and make a gentle bank right towards the runway. Adding the second notch of flaps with plenty of runway ahead, I settle 08Romeo down for a good landing.

Flight Time Work Out

Saturday

Clear. High of 57F. Winds from the NNW at 10 to 15 mph.

57? I'm flying today!  I am scheduled with Mike B on Sunday so I really needed to knock off some rust.  Vince was available to fly today so we decided on a flight to the beach.  It was good just to play with all the switches and tune the radios, like a little kid with a new toy.


Snow geese

We launched out of Wilmington and flew direct Ocean City, MD. I hoped I would remember where to find the airport since it has been so long between flights. Dover approach was quiet as we enjoyed a smooth ride with fabulous tail winds pushing us along at 130 knots +.

Dover AFB Air Mobility Command Museum

There were a few aircraft coming and going at Ocean City and we managed to work our way in.  We had come from across the bay after a quick photo shoot of Bali Hi RV park, my home for the summer.  Pretty good winds today but a nice touch and go followed by another round full stop landing.  We taxied in to the self serve and took on 20 gallons at $5.50, what a bargain.

Bathroom stops and a quick reload, we were off for KMIV, Millville NJ for lunch. The sweet tailwinds were now throwing a blanket over us. I searched every altitude on xm trying to relieve the strain on 08R. Indicated 115, ground speed 85, it's going to be a long ride. We climbed to 5500 to cross the mouth of the Delaware Bay (10 miles)and enjoyed the view. I did a touch and go into KMIV and added the full stop on the second go. We taxied to the flight line for lunch, making our way in as the crowd was thinning out.

Ferry crossing the Delaware Bay

Tankers lined up and waiting

With full tummies we pointed 08Romeo to N57, New Garden. I figured I may as well see what it's like landing there since I may be hangared there in the near future. Vince and I had a bumpy ride back across the Delaware but we made our calls and entered the pattern for runway 24. This runway is only 50 feet wide and the markings are shot. I eased 08Romeo in and made a nice landing. The runway is really bumpy with all the crack sealer out there. We taxied off and then joined the conga line to head right back out.

It's just a short hop back to Wilmington but a nice ride enjoying the farmland passing below. Vince picked up the current ATIS landing instructions. We entered the left downwind for runway 1, number two to land, looking for opposing traffic, a Falcon jet on the ILS.  Traffic in sight, with an extended downwind I make my base turn. I wanted to have some wake turbulence clearance. I landed long which made for a short taxi to my turn off at Kilo.

Short final RWY 1 - KILG

A fun day, as always when flying, with 3.2 in the book. I'm ready for Mike to torture me tomorrow knocking out approaches.

Upgrades and Hangars

UPGRADES:

Since it was to crappy to fly yesterday I decided to check on 08Romeo.  I needed to replace the front chocks but other than that covers and tie downs were good to go.  My plan also included making a stop at Red Eagle to discuss some avionics work.  The plan is to get on the early March schedule so I can upgrade to a Garmin GTX 327 or 330 (pipe dream) transponder, have my mic cord replaced and get my clock rewired to come alive when the master is on.



Some of the GTX 327's biggest features are the easiest to see. Among them, the easy-reading DSTN Liquid Crystal Display which reverses the numbers out of black for optimal viewing. The numeric keypad makes entering a squawk code a snap, and a dedicated VFR button allows for quick-and-easy 1200/VFR squawking. The GTX 327 also offers important timing and display functions such as flight time and count-up and count-down timers, as well as current pressure altitude.

I'm also kicking around an audio panel upgrade. I have two in mind, the Garmin 340 and the PS Engineering PMA8000BT.

The GMA 340 features innovative LED-illuminated push button controls that allow audio selection of both NAV and Comm audio. Large buttons activate the Comm microphone and audios for up to three Comm transceivers to simplify cockpit workload. Another feature of the GMA 340 is the Split Comm, which allows the pilot to transmit/receive on Comm 1 and the co-pilot to transmit/receive on Comm 2.

Speaker selection is available to monitor the aircraft radios or to make PA announcements. There are two inputs for telephone ringers, altitude alert warnings, or other warning tones. In addition, the GMA 340 includes a six-place VOX intercom with three selectable modes of isolation, dual stereo music inputs, and independent pilot, co-pilot, and passenger volume control.

Each microphone input has a dedicated VOX circuit to ensure that only the active microphone is heard when squelch is broken. Also standard is the three-light Marker Beacon Receiver/Indicator with high/low sensitivity selection and SmartMute™ marker audio muting.

The PMA8000BT, featuring Bluetooth capability offers pilots with smart phones, like iPhone, BlackBerry, or Palm Pilot and others, to connect wirelessly with the audio panel. This capability allows the music in the Smartphone to stream into the audio panel for distribution to the aircraft occupants. In addition, it allows the pilot, and anybody on the intercom, to connect to the cellular telephone from the audio panel.

Operation of the Bluetooth link is as simple as using the Smartphone to discover the PMA8000BT and establish a link. From there, either place a call and press the TEL button, or begin streaming music. Four muting modes and music distribution capability allow the pilot and passengers to decide how the music is treated.

In addition to the new Bluetooth technologies, the PMA8000BT continues to offer all the category-leading features of the PMA8000B, including six-place intercom with IntelliVox®, dual-channel entertainment inputs through hard wire connections, fully featured audio panel functions with the new Monitor Mode, digital aircraft recorder and pilot selectable audio panel configurations.

The last on my list of upgrades is getting the Garmin 530 WAAS update. This item may have to wait until the play money account survives the CPR that will need to be administered after the above mentioned goodies find a home in the Sundowner panel.

HANGARS:

I also took advantage of yesterdays wx to investigate Hangar space.  No, not at Wilmington, I can't afford the $525 a month and put fuel in the plane. Instead I visited N57-New Garden located just 18 miles North West of our home, 11.8 as the crow flys in Toughkenamon, PA .

New Garden is growing, it's the home of the Brandywine Soaring Club, EAA Chapter 240 and Matt Chapman,aerobatic pilot.  New Gardens recent taxiway construction is complete and is now open for use. The next major project will be hangar construction in the spring and runway reconstruction in 2014,pending State funding. Hangars I am told are running @ $275 so it's a good possibility we may be moving out of KILG.  More info to follow...

Commercial Thoughts

Recently I decided to pursue the Commercial rating.  Contrary to the latest blog rumors that Chris and Steve have provided..."A new rating is a great idea! Personally, I think you're afraid that Steve and I are finally about to catch up with you! " and let's not forget this one by Steve, " suppose we should stand strong on the intimidation/motivation front, huh Chris?".  The real reason, honest, is that I'm not really sure why, maybe some flying in retirement or a weekend gig while at the beach. NO, there will be no banner towing. All in good fun guys! ;)

Talk about timing, I did read an article in AOPA Pilot about David Snell and his business Starlight Flight. The article was written by Jill W. Tallman and you can find it on page 36 in the March edition. It does peak my interest, at the very least it motivates me to get in gear and knock out the rating. I provided what I will need to accomplish and the medical requirements associated with securing the rating.

I will follow up with more info as I talk with my favorite CFII, Mike B and bounce a few things off him for what I'll need to get this done.  For now, the plan is to make an appointment with Red Eagle and upgrade my transponder (Garmin 327 or maybe the 330ES), connect my clock to the master and replace the mic wire to the PTT switch my side, it's getting hard and I noticed a crack in the outter sleeve.

General Requirements Part 61

Minimum requirements:                   

• Be at least 18 years of age
• Holder of a US PPL
• 250 hours of flighttime (can be a mix of glider, fixed wing and helicopter)
• 10 hours of Instrument training ( if you do not hold an Instrument raing)
• 10 hours of training on a complex airplane (= retractable gear and adjustable propeller)
• A 2 hour VFR day dual crosscountry of more than 100NM from the airport of departure.
• A 2hour night VFR dual crosscountry of more than 100NM from the airport of departure.
• A solo 300 NM crosscountry with landings at three airports the first of which needs to be at least 250 NM from the original point of departure. Solo in this case means no passengers or instructor
• 5 hours of night VFR with 10 take-off's and landings

Second-Class Airman Medical Certificate

§ 67.201 Eligibility.

To be eligible for a second-class airman medical certificate, and to remain eligible for a second-class airman medical certificate, a person must meet the requirements of this subpart.

§ 67.203 Eye.

Eye standards for a second-class airman medical certificate are:
(a) Distant visual acuity of 20/20 or better in each eye separately, with or without corrective lenses. If corrective lenses (spectacles or contact lenses) are necessary for 20/20 vision, the person may be eligible only on the condition that corrective lenses are worn while exercising the privileges of an airman certificate.
(b) Near vision of 20/40 or better, Snellen equivalent, at 16 inches in each eye separately, with or without corrective lenses. If age 50 or older, near vision of 20/40 or better, Snellen equivalent, at both 16 inches and 32 inches in each eye separately, with or without corrective lenses.
(c) Ability to perceive those colors necessary for the safe performance of airman duties.
(d) Normal fields of vision.
(e) No acute or chronic pathological condition of either eye or adnexa that interferes with the proper function of an eye, that may reasonably be expected to progress to that degree, or that may reasonably be expected to be aggravated by flying.
(f) Bifoveal fixation and vergence-phoria relationship sufficient to prevent a break in fusion under conditions that may reasonably be expected to occur in performing airman duties. Tests for the factors named in this paragraph are not required except for persons found to have more than 1 prism diopter of hyperphoria, 6 prism diopters of esophoria, or 6 prism diopters of exophoria. If any of these values are exceeded, the Federal Air Surgeon may require the person to be examined by a qualified eye specialist to determine if there is bifoveal fixation and an adequate vergence-phoria relationship. However, if otherwise eligible, the person is issued a medical certificate pending the results of the examination.

§ 67.205 Ear, nose, throat, and equilibrium.

Ear, nose, throat, and equilibrium standards for a second-class airman medical certificate are:
(a) The person shall demonstrate acceptable hearing by at least one of the following tests:
(1) Demonstrate an ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 6 feet from the examiner, with the back turned to the examiner.
(2) Demonstrate an acceptable understanding of speech as determined by audiometric speech discrimination testing to a score of at least 70 percent obtained in one ear or in a sound field environment.
(3) Provide acceptable results of pure tone audiometric testing of unaided hearing acuity according to the following table of worst acceptable thresholds, using the calibration standards of the American National Standards Institute, 1969:

Frequency (Hz)	500 Hz	1000 Hz	2000 Hz	3000 Hz
Better ear (Db)	35	30	30	40
Poorer ear (Db)	35	50	50	60

(b) No disease or condition of the middle or internal ear, nose, oral cavity, pharynx, or larynx that—
(1) Interferes with, or is aggravated by, flying or may reasonably be expected to do so; or
(2) Interferes with, or may reasonably be expected to interfere with, clear and effective speech communication.
(c) No disease or condition manifested by, or that may reasonably be expected to be manifested by, vertigo or a disturbance of equilibrium.

§ 67.207 Mental.

Mental standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of any of the following:
(1) A personality disorder that is severe enough to have repeatedly manifested itself by overt acts.
(2) A psychosis. As used in this section, “psychosis” refers to a mental disorder in which:
(i) The individual has manifested delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition; or
(ii) The individual may reasonably be expected to manifest delusions, hallucinations, grossly bizarre or disorganized behavior, or other commonly accepted symptoms of this condition.
(3) A bipolar disorder.
(4) Substance dependence, except where there is established clinical evidence, satisfactory to the Federal Air Surgeon, of recovery, including sustained total abstinence from the substance(s) for not less than the preceding 2 years. As used in this section—
(i) “Substance” includes: Alcohol; other sedatives and hypnotics; anxiolytics; opioids; central nervous system stimulants such as cocaine, amphetamines, and similarly acting sympathomimetics; hallucinogens; phencyclidine or similarly acting arylcyclohexylamines; cannabis; inhalants; and other psychoactive drugs and chemicals; and
(ii) “Substance dependence” means a condition in which a person is dependent on a substance, other than tobacco or ordinary xanthine-containing (e.g., caffeine) beverages, as evidenced by—
(A) Increased tolerance;
(B) Manifestation of withdrawal symptoms;
(C) Impaired control of use; or
(D) Continued use despite damage to physical health or impairment of social, personal, or occupational functioning.
(b) No substance abuse within the preceding 2 years defined as:
(1) Use of a substance in a situation in which that use was physically hazardous, if there has been at any other time an instance of the use of a substance also in a situation in which that use was physically hazardous;
(2) A verified positive drug test result, an alcohol test result of 0.04 or greater alcohol concentration, or a refusal to submit to a drug or alcohol test required by the U.S. Department of Transportation or an agency of the U.S. Department of Transportation; or
(3) Misuse of a substance that the Federal Air Surgeon, based on case history and appropriate, qualified medical judgment relating to the substance involved, finds—
(i) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(ii) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
(c) No other personality disorder, neurosis, or other mental condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

[Doc. No. 27940, 61 FR 11256, Mar. 19, 1996, as amended by Amdt. 67-19, 71 FR 35764, June 21, 2006]

§ 67.209 Neurologic.

Neurologic standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of any of the following:
(1) Epilepsy;
(2) A disturbance of consciousness without satisfactory medical explanation of the cause; or
(3) A transient loss of control of nervous system function(s) without satisfactory medical explanation of the cause;
(b) No other seizure disorder, disturbance of consciousness, or neurologic condition that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

§ 67.211 Cardiovascular.

Cardiovascular standards for a second-class medical certificate are no established medical history or clinical diagnosis of any of the following:
(a) Myocardial infarction;
(b) Angina pectoris;
(c) Coronary heart disease that has required treatment or, if untreated, that has been symptomatic or clinically significant;
(d) Cardiac valve replacement;
(e) Permanent cardiac pacemaker implantation; or
(f) Heart replacement.

 

§ 67.213 General medical condition.

The general medical standards for a second-class airman medical certificate are:
(a) No established medical history or clinical diagnosis of diabetes mellitus that requires insulin or any other hypoglycemic drug for control.
(b) No other organic, functional, or structural disease, defect, or limitation that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the condition involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.
(c) No medication or other treatment that the Federal Air Surgeon, based on the case history and appropriate, qualified medical judgment relating to the medication or other treatment involved, finds—
(1) Makes the person unable to safely perform the duties or exercise the privileges of the airman certificate applied for or held; or
(2) May reasonably be expected, for the maximum duration of the airman medical certificate applied for or held, to make the person unable to perform those duties or exercise those privileges.

 

Practice the Basics

After reading through a fellow bloggers post about Back to Basics I found myself raising my hand and bowing in shame for I was guilty.  Yes, guilty of not working on the basics! Chris had the laundry list there, I  had to confess, I haven't done much basic work in ages.

Chris mentioned the following, "trips around the pattern, performing a mixture of take-offs and landings that included: normal, short field, and soft field. Some of the landings were done with full forward slips, with simulated engine failures, or without flaps." My plan for today was simply to get some air time but as I sat and waited for oil temps Chris's post was running through my head.

With temps in the green I made my call and taxied out. I was going to head to Millville and maybe Cape May and along the way work on some slow flight maneuvers. This was fun with the tail wind pushing me along and with careful turns back into the winds I could almost slow to a hover. Well, ok, not that slow but darn near pretty close.

I should have done a few steep turns but I passed, instead working on engine out procedures. It was good practice and actually fun.  I cut short my plan for Cape May and pointed to KMIV. I knocked out a few touch and go's with an approval over the CTAF from fellow workers in Op's. Thanks guys!

On the flight home I just looked out the window, taking in all the view. It's so much fun to be up here in the air flying, no street noise, honking horns or screaming kids. No crazy drivers trying to cut you off or people trying to beat the lights through an intersection, just me and my machine covering the ground below heading home.

I greased the last one for the day back into Wilmington and taxied for my tie down. It was only an hour in the log book but it felt so perfect.

Finally Some Flight Time

I decided that I would keep my batteries at home, hoping the least amount of exposure to the cold would help them hold a charge.  I got up early this morning and topped both batteries off with my new charger set at a two amp trickle charge.  Each battery had its turn and by 8:45 I was ready to head to the airport.

No word from my safety pilot Mike so I figured he was out. I swapped text messages with Vince and he was ready to go. I picked Vince up and we headed to the plane.  We arrived at the ramp and actually saw life forms, no kidding there are people who fly from the Red Eagle ramp!  A straight tail Cessna was getting ready to start while Vince and I flowed through 08Romeo's pre-flight. Both batteries installed, SUV parked outside the gate and the pre-flight complete, it was time to put 08Romeo to the test.

KEVY

Clear Prop!!  Maybe three blades and she fired up, life is good.  Honestly, 08Romeo has to be itching to fly as bad as I am. Vince and I picked up the ATIS as I taxi to the edge of our ramp.  Oil temps looking great since 08Romeo was plugged in overnight and we will be in the green easily for the run up and departure. All systems go, we're ready to rock and Wilmington gives us a line up and wait. (sigh)...We are soon directed, "08Romeo cleared for take off runway two seven on course approved", Vince quickly acknowledges and we are rolling again.

The air is smooth as glass this morning, hands in my lap and steering with my feet only when needed. Vince tried for flight following with Dover and for the first time ever we were denied, but advised to contact Philly.  Hmmmm, we are heading south through the west edge of their space but we'll listen in and go at it on our own, not a problem. Dover does work closely with KRJD- Ridgely Airpark and it's best monitor for meat missiles (those folks who like to jump out of perfectly good airplanes). RJD was quiet and I didn't see any life there on the ramp as we passed overhead.

Final 16

We missed the big push of aircraft going to Cambridge for breakfast but still had to search for a place to park on the crowded ramp. There were more planes on the ramp at Cambridge today than I can remember. It's great to see general Aviation alive and well. Vince and I had a short wait for a table as the Woodbine bunch was just finishing up, it was nice to say hello to the group. We were seated next to a window with a good view of the ramp and as always at Kay's, enjoyed a perfect breakfast.

The Ramp at Kay's

The price of fuel was $5.70 vs the $6.14 at Wilmington. I took on an additional fourteen gallons to bring me to forty and tankered that back home. Once again the air was smooth, temps holding around thirty five at three thousand feet. Vince and I traded off flying and I eventually made the call to Wilmington to advise inbound for a full stop. We had a traffic call out as we turned to the right base but the aircraft was no factor. I floated one in and with a bit of butt sink and touch of the throttle 08Romeo squeaked one on. Vince said I finally felt the butt sink, yeah! He gets it and now will be ready to work on landing the 08Romeo.

We secured the plane and I left the batteries disconnected, well at least one connection. I removed the copper tab that connects the negative and positive of the two batteries and left the other two connections intact. I used the alligator clips that came with both sets of solar chargers and with the copper tab removed I could charge each battery separate with a twelve volt solar unit for each.

Fingers crossed, we'll see how 08Romeo is next weekend when we fly to 44N, Skyacres, Perfect landing cafe on Sunday, February 17th. Sign up on POA forum.

Updates

I hope the readers of this blog don't mind but with the winter weather I've been spending more time reading than flying.

I'm also sorting out battery issues and dealing with the frigid temps out on the ramp.  I am adding an additional solar charger so each of my 12v batteries now will have a trickle charge to keep them topped off.  I'll report back as I make progress.

Stay warm and dry, Spring is just around the corner. FYI, my next book is going to be Donald L. Miller’s nonfiction book based on aerial wars through the eyes of enlisted men of the Eighth Air Force.

Tom Hanks is once again teaming with HBO in a miniseries about World War II.

This time around, Hanks and Steven Spielberg-who previously delivered the likes of 2001′s “Band of Brothers” and 2010′s “The Pacific” to the channel-will create a miniseries that will focus on the Air Force. The series will “explore the aerial wars through the eyes of enlisted men of the Eighth Air Force — known as the men of the Mighty Eighth.”

The series will be based on Donald L. Miller’s nonfiction book “Masters of the Air: America’s Bomber Boys Who Fought the Air War Against Nazi Germany.”

Book Review: American Patriot: The Life and Wars of Colonel Bud Day

American Patriot: The Life and Wars of Colonel Bud Day
by: Robert Coram

February 24, 1925 - July 27, 2013

Service/branch
United States Air Force
United States Army
United States Marine Corps

Years of service
1942 - 1945 (Marine Corps)
1945 - 1950 (Army)
1950 - 1977 (Air Force)

Rank Colonel
Unit 37th TFW Misty FAC (Forward Air Control)

Battles/wars
World War II
Korean War
Vietnam War

Awards
Medal of Honor
Air Force Cross
Air Force Distinguished Service Medal
Silver Star
Legion of Merit
Distinguished Flying Cross
Bronze Star with Combat "V"
Defense Meritorious Service Medal
Purple Heart
Air Medal
Prisoner of War Medal

As you can see from the years of service and the many medals this patriot, Colonel Bud Day, was a distinguished soldier, leader and a man of high morals and ethics. This book told of a man from the wrong side of the tracks in Sioux City rising above anything life threw at him.

Day's military career spanned World War II, Korea, and Vietnam. During the Vietnam War Colonel Day was shot down and captured spending over five years and seven months as a POW in the infamous Hanoi Hilton. The description of his torture and conditions the POW's were held in was too brutal to even imagine. Despite incredible torture, Day never broke. He became a hero to POWs everywhere, which would serve him after the war.

After struggling through this reading that dealt with his time in captivity, I flowed through Day's retirement years knowing this man had no quit in him at all. Day retired from active duty in 1977 to resume his practice of law in Florida. At the time of his retirement he had nearly 8,000 total flying hours, 4,900 in single engine jets. Day had flown multiple aircraft to include; the F-80,F-84,F-100,F-101,F-104,F-105,F-106,F-4-II,A-4,A-7,CF-5, and the F-15 Eagle . The Colonel became a passionate advocate for veterans' rights, and fought relentlessly for those who served their country. Day also wrote an autobiographical account of his experiences as a prisoner of war, Return with Honor, followed by Duty, Honor, Country both are on my list of must reads.

I feel a bit of a personal loss since prior to reading this book I knew nothing of this man, or his accomplishments. In today's society we know everything about every reality star even if we don't watch the shows, you can't escape it. Yet, sadly the heroes that made this nation great and fought for the very freedoms we enjoy go unnoticed. I urge you to take the time, read the book and learn what makes this country and the men and women who fought for it the real stars, the real heroes.

Book Review: The Map of My Dead Pilots

The Map Of My Dead Pilots

I checked this book out of the local library branch after reading the review Frank (N631S) had posted online.  The author, Colleen  Mondor shares her work experience in Alaska while working dispatch op's for a Fairbanks based commuter charter outfit.

I was wondering if I would enjoy this book as it started out kind of scattered but the more I read the more I found myself being pulled into the surroundings.This book quickly took me back to my younger days running a large horse stable that provided horses for the hack line and hundreds of horses for camps.  It was the camaraderie, the off beat humor, the sometimes raw stories of long nights at a bar, getting into trouble,the women and sleeping in horse trailers to keep warm or to get away from another hands snoring.  It's all coming back, triggered by this reading.

This book takes a look back at aviation history in Alaska and how much that history still plays in this modern age of flight. The pilots that risk it all for the company and the hard work with poor equipment bonding the crew together.

Elizabeth Burns wrote in her review, "This is as much about story, and the stories we tell ourselves to make sense of our lives and our choices, as it is about the high-risk stakes of flying in Alaska".

Mondor rolls back and forth relating to the many accident stories, and with her coworkers relives the accidents that built this wild Alaska history and sadly, in this modern day, took their friends. By retelling the stories it makes those lost live on, a twisted sort of honor or code that pilots seem to share. In the last chapter, Reckoning, Mondor writes, in my opinion, the most profound lines of the book.

Stories are funny because they won't let you ignore them; they demand to be written. And maybe  you think if you put them down, let them leave your head and put them on paper, then they will live forever. Maybe you can even cheat death that way.

Or maybe I'm just wondering if anybody still listens and wants to know who we were. Maybe I want to know if stories still matter or if the truth really can disappear with the dead and leave you standing there without any chance of ever knowing what really happened. No chance in hell of knowing anything at all.

Check this one out, it's a good read and it will make you think back on your life and the stories that make up your history.