I parked across from the Assateague Island National Seashore Park Ranger station and walked up to the beach. Thankfully the parks were open (Free admission) all weekend for Veterans Day. Mary and I really need to get the yearly park pass. This launch was for a resupply mission to the International Space Station.
The commercial spaceflight company Orbital ATK successfully launched an Antares rocket today (Nov. 12), providing a Sunday morning spectacle for early birds along the U.S. east coast.
Photo Credit: (NASA/Bill Ingalls)
Topped with the International Space Station-bound Cygnus cargo spacecraft, the 139-foot (42.5-meter) Antares rocket lifted off from NASA's Wallops Flight Facility in Wallops Island, Virginia at 7:19 a.m. EST (1219 GMT). About 9 minutes later, Cygnus was deployed in low-Earth orbit, where it will spend the next two days chasing after the International Space Station (ISS).
I headed to the airport early so I could watch the planned launch of the Antares Rocket from the Wallops Flight Facility. Airport temps were 28 degrees, BRRrrr.
Wallops is 27 miles from the airport and I would have had a perfect view of the launch for the Space Station resupply mission. The actual launch pad is about 37 miles from OXB. Unfortunately some dip stick pilot wandered into the restricted area, six miles off shore at 500 feet.
In a post-abort briefing at the Wallops Flight Facility Visitor Center this morning, Orbital ATK officials said the Federal Aviation Administration (FAA) has determined that a small personal aircraft entered the restricted airspace while flying about 6 miles (10 kilometers) offshore at an altitude of approximately 500 feet (150 meters).
It is not yet clear how the aircraft managed to escape detection until the last minute before launch, Orbital ATK officials said. The FAA issues notices to aviators about airspace restrictions well in advance before rocket launches. At this time, Orbital ATK does not know who was piloting the aircraft in question, but the FAA is investigating the incident.
Disappointed in the launch scrub, I still needed to get in the air. It was time to relocate 08Romeo to Claremont-58M for her annual. The pre-heats were on since last night after dinner and the oil temps were at the top of the yellow band. I made departure call and launched off runway three-two into the frigid air.
Temps at three-thousand feet were holding around 20 degrees. My Garmin 530 would not even come online, the screen went all wonky and looked like some old tube TV with the vertical and horizontal hold on the fritz.
Without the 530 I had no ADS-B because it paired with the GDL-88. I went back to the old fashioned way of chug and plug on my Garmin 496 and the iPad mini with ForeFlight, each set up for the direct route. I did use the AHRS function on a split screen with the sectional on the other half, it worked perfect.
I made all my calls on the number two comm, the trusty Collins 251. I flipped between picking up weather and radio work, it was fun to work through the issue and just have fun with it. I tried the 530 a few times then just figured I would leave it on and see what happened. I confirmed the breaker location just in case I needed to pull the power. About half way to my destination the 530 came back online. ADS-B was good to go and I loaded my flight plan from Foreflight to the panel with a point and click.
I made a nice landing on runway three-one and taxied to Cecil Aero. Once 08Romeo was secure I walked over to the terminal and waited for my new ramp neighbor, Chet, to pick me up in his Cherokee. I was planning on hanging out for an hour or so since Chet was on his way home from New York then would fly up to get me. The cell phone rang and Chet said since he was just driving through Wilmington he would swing by and pick me up and we would drive to Ocean City, that works!
Annual starts Monday and immediately following I will fly 08Romeo to Wilmington (KILG) and Red Eagle Avionics for an IFR cert, software updates for the 530, GDL88 and Flight Stream 210.
I frequent many flying forums and despite having to wade through a lot of BS and non-aviation banter, every now and then I come across a post that is a teaching moment. I really appreciate when a pilot shares their flight, especially if there is something to learn and apply to my flying. The following scenario was taken from a forum post that reminded me of the Back to Basics, children of the magenta line post I did on my blog. Let’s dissect this approach, the RNAV 36 into Joplin, and how it didn’t go very well for the pilot sharing their story. Ok, let's ride along. I think I did several items wrong which caused me to get way behind the aircraft and eventually go missed. Weather was 600 OVC and mist, tops were about 4,000. Aircraft is a C182/G and has a CNX80/GNS480 and coupled Autopilot.
I was approaching from the SE (blue dashed line) and was told by KC Center to expect this approach and vectors to JEMLO (red arrow) for spacing and for the RNAV 36 approach. I acknowledged that and got the approach loaded in the box. After some steering vectors I was cleared direct JEMLO and for the approach.
At JEMLO is where I began the confusion chain. The 480 was indicating that the next item in the sequence was the procedure turn. But in the rush to do the approach I disconnected the AP and turned inbound to the runway. I was full on milk bottle at this time. Ok, time out. A few things that we need to address. Highlighted in the red box is the note that there is NO PT from 088 to 268 degrees. Did the pilot do a proper brief? Let's assume they did. The inbound turn is correct. Back to the action. In between JEMLO and LOVRE I never regained a stable approach. Twice while dealing with the GPS, I looked back to find myself in a 30-degree bank that I don’t remember inputting, and one of those looked a whole lot like an unusual attitude setup from IFR training. After recovering from the last one, and fifteen more seconds of not successfully regaining the needles (I only had an LNAV indication on the GPS), I called missed, climbed, and went toward MITBY. I chose not to try again and first told ATC I was going to Fayetteville (my alternate) but then chose to just return home. We can all speculate and think what we would do different to prepare and fly the approach. Bottom line this pilot BROKE THE CHAIN, made the correct call, and went missed.
Current and proficient are two different animals, and this includes keeping proficient with our avionics. When it comes to buttonology if we don’t use it, we will lose it.
As pilots we must also be ready to hand fly an approach at any time. Keeping situational awareness our priority, and most important, keeping ahead of the plane.
I wanted to get some fly time this weekend so Mary and I were going to head out this morning. I was up early to take care of the zoo while Mary slept in. I gave some thought to heading north to Williamsport (KIPT) and catching up with Chris (Photographic Logbook) for breakfast then making the quick hop over to the Wilkes-Barre/Scranton Airport (KAVP) to take care of some business. I ended up taking a pass on both and figured I would head to the airport and decide then.
I had to wait on taxiway crossing traffic
Mary also took a pass, not feeling well again, so she stayed home in bed. I went to the hangar thinking I would find something to do on the plane. The first thing I did was order fuel, taking on fourteen gallons to bring me back to fifty total. Next I thought I would charge the tug since after the new paving and slightly steeper slope to the ramp I needed some help to move the plane inside. So, I plugged in the tug and just gave a quick touch on the forward button to further tuck the tug under the wing. The tug engaged and took off, it did not stop when I released the button, and I didn't release my grip. I let go as I smashed my shoulder into the leading edge of the wing right on that pointy bone on the top of the shoulder.
The tug continued under the wing and into the wall. There was no damage to the plane, or the wall for that matter, but my shoulder was really smarting. Nothing like a good whack to the acromioclavicular joint (Yep, looked it up).
Rehoboth shore line
feet wet over the Delaware Bay, looking at Cape May NJ
I traded text messages with Charles from New Garden (N57)and his meeting was pushed to 1pm, he was now a go for breakfast. We tossed out two places and Millville seemed like the midway point for both of us so that was the plan. I taxied out and launched, no video, just some quiet fly time enjoying the view. I crossed the Delaware Bay at five thousand five hundred and let down for Port Norris on the Jersey coast of the bay. Traffic was starting to pick up and I made a nice landing on runway ten.
Flight Line Restaurant
Charles was in shortly after me and we met up on the ramp across from the Flight Line restaurant. A very good breakfast and great conversation as always with Charles. We are going to take our brides out to dinner in Annapolis one of these days, it will be fun.
We finished up and headed to our rides. I pulled the nose plugs and kicked out the chocks then climbed aboard 08Romeo. I made a nice climb out for the coast and crossed the Bay at six thousand five hundred. I made a last call for Millville then switched over to Dover approach. I was looking south along the beach and saw nothing but a cloud layer. Ocean City was reporting Minimum Visual Flight Rules (MVFR). That's not to bad but I fully understand how fast it can go to hell in a hand basket along the water. I decided to ask Dover for a pop up clearance into Ocean City.
departing KMIV
Dover cleared me to OXB - via Waterloo (ATR) Salisbury (SBY) then direct. Descend and maintain four thousand. I was already direct ATR figuring on the RNAV 14 approach. Dover soon handed me off to Patuxent approach and I checked as soon as I picked up the weather at OXB. I was given three thousand and turned direct Ocean City, sweet, I surely didn't want to motor towards Salisbury. There were a few call outs for traffic as I entered IMC conditions for just a few minutes. When asked to report the field in sight I said I was in IMC, approach gave me two thousand. I broke out at 2,800 or there about and had the field. I didn't cancel right away because I didn't want to get caught on top if the scud rolled in, BTDT.
Eventually I canceled and made my calls for the field turning final for runway one four and skipping one in with the crosswind. It was a fun flight to and from Millville despite not getting to shoot an approach coming home...maybe next time.
I just had to follow up the Magnolia Story with Chips latest book. This book was a great read, motivational, inspiring and all about his positive attitude. Chips story, from his crazy antics to his deepest passions, come out in this read. His positive spin is contagious, his passion for his family and helping others is inspiring.
I loved his take on sports, and how baseball taught him life lessons and really reinforced the bond with his father. I can't say enough how enjoyable this book was for me to read. I highly recommend it, it will make you think about your take on life and how you respond to others and events happening around you.
The plan today was to get up early and fly for breakfast. Mary is still down with a migraine so today would be a solo flight. Once the zoo was taken care of and my bride comfortable I headed to the airport. 08Romeo needed some fuel and took on 14 gallons to bring the total back to 50.
The restaurant at Millville was closed so I headed to Cape May. The Flight Deck was packed with customers which is always a good sign. I didn't bump into anyone I knew so I enjoyed breakfast at a window table and got on my way as soon as I finished. Here are todays videos and pictures, just keeping the write up short so I can get ready for Penn State football.
Great tail winds! 100 knots indicated, 141 Ground Speed
A fun hop today for some breakfast eats. We have bad weather coming in this evening through Sunday with 50mph winds. I'm relieved to have 08Romeo safe in her hangar. Now on to Penn State Football!
landing at KMIV 4 years ago (photo by Joe Clemente)
Thursday
I received an email from the airport manager that hangar buildings F and G taxiway is reopened and we can return to our hangars. Yea!
I finished work in Lewes and hauled butt home making a brief stop at the house to pick up my gate access card and airplane keys. I told Mary I would pick up dinner on the way home, be back soon, and out the door I ran. OK. Walked fast. Indeed the barricades were all gone and there was a base line stripe leading the way home....follow the yellow stripe home....follow the yellow stripe home. Follow Follow.....the tune is now stuck in my head. I removed the sun shades and literally threw them in the baggage compartment. Nose plugs were out, pitot tube cover still attached and I taped over the top cowl vents and vac air intake ports on each side, 08Romeo was getting a bath. With several shots of primer misting in the cylinders 08Romeo started right up. I taxied to the closest hangar that still had a hose attached to the water bib handle/spout and shut down. Scrub a dub dub, 08Romeo is in the tub. I had my long handle brush and Meguiars car wash liquid gold, there were suds and water everywhere. The wind didn't help matters but I could care less, my plane was going to be clean again. Today
With the excavation for the pile caps completed yesterday there was no work scheduled for today. I had thoughts of flight time but I really wanted to do a quick detail to put some shine on 08Romeo and get the interior dressed up.
I used a combo of super fine polishing compound followed by a coat of Meguiars cleaner then another coat of Meguiars wax. The two months of ramp oxidation melted away and I could once again see 08Romeo's red stripes sparkle. The poor tail fin and beacon looked like they were on some abandoned plane they looked so bad. I got the colors to pop back to life and looked like the loved airplane birthday girl she is. Yes, 08Romeo turns 37 today. Here are a few pics after the bath and detailing.
The interior clean up required door panel removal followed by fresh paint and leather cleaning.
First I had to empty the door pockets...yikes!
I have scheduled a spa day with CAVU Aircraft Detailing for the first week in November. Ivan will get the white to pop and make 08Romeo really shine, he does an excellent job. I'm ready for some flight time this weekend, tomorrow we FLY!
Today I decided it was time to bring our airplane travel safety standards up a notch. During this years BACFest our maintenance seminar discussed many topics, one of them safety. This year we were given a signal kit as part of the goody bag for attending. Our Safety Director, Paul W went on to discuss some additional signaling items we can carry to make ourselves more visible. Smoke emitting flare, flares, florescent dye and strobe lights to name a few items.
I've given thought to all the water surrounding my flying, crossing the Delaware and Chesapeake Bays, Saturdays Pamilco Sound and others. It's cheap insurance to have a vest and signal devices to increase the safety factor on board 08Romeo. Here is what I purchased to add to my survival kit and signal kit already on hand. West Marine Inshore Automatic/Manual Inflatable Life Jacket
Both vest auto inflate which I need to change, and its a simple fix. I also purchased fluorescent green dye to mark out location in the water. Lets take a look at each item.
First, I want to make the switch from auto to manual inflation. I don't want to get stuck in the plane if the vest goes off on impact on the water.
Open up the side pocket and locate the yellow manual canister.
Remove the yellow manual canister and set aside. Next open up the other pocket (Velcro) to expose the auto canister.
Unscrew the clear auto canister and then screw on the yellow manual canister. Easy peasy! Just above the canister location is the CO2 cartridge location, don't forget to install that. Carefully tuck the actual yellow vest inside the pocket and reattach the Velcro.
I will attach an Orion dye container in the now empty pocket where the manual canister was located. I am also going to purchase a set of small flares to fit in the signal kit and one orange smoke flare for the survival kit.
Total spent today for the three items $257.55 but the extra safety factor is well worth that.
These last few days I've been logging some flight time, it sure feels good. Today's mission is a flight to Ocracoke, North Carolina to meet up with fellow Beech Aero Club (BAC) members. This is the first Mid-Atlantic event that I scheduled and also the first in a quest to reach out to a location in each state in the region. Setting up and attending these events will allow Mary and I to make new friends, visit with friends we've made since joining BAC and log some flight time.
My bride hasn't been feeling that great but she was excited about heading south to some warmer weather. We were both up by 7am, I got up earlier to feed the zoo then climbed back in bed. Once the critters were good to go we packed a bag with water, munchies and fruit for the flight. We rolled into OXB and I began my pre-flight. Upon returning from Cape May yesterday I ordered the tanks to be topped off, specifically saying not my normal fuel request but actually topping off both tanks, the response, "got it". Hmmm...they didn't "get it", 08Romeo was fueled exactly where I typically request, slots plus five, which brings me to fifty gallons. The fuel truck came out and topped off the tanks, taking a total of nine gallons. The lineman said, "good thing you checked." I responded, I always check, I wouldn't trust anyone but me to check the tanks.
Eventually we were ready to get the fan turning and did so once belted in. 08Romeo was at idle warming oil and I was updating my flight plan and getting it cross filled to the Garmin 530W. With the weather noted I taxied for runway three-two and performed my run up before calling Potomac Clearance and Delivery.
I was cleared to W95 as filed, upon entering controlled airspace direct Snowhill VOR (SWL). Altitude 3000 expect 6000 in ten minutes. Approach frequency 127.95 and squawk 43something. That was easy and it's great to have the remote frequency for C&D back online.
!OXB 04/010 OXB COM REMOTE TRANS/REC 121.750 CHANGED TO 127.250 1704201630-PERM
Fishermans Island Wildlife Refuge and Inlet
Virginia Beach and Oceana NAS
I made my departure call and launched, with full fuel the take off roll increased a few hundred feet and we were soon climbing out. It felt good working in the system even though it was a perfectly clear day. We cruised along enjoying the view as we made our way down the peninsula. Patuxent handed me off to Norfolk who offered me direct Ocracoke. Easy peasy, I thought, and accepted the change. This would mean more flight time over open water as we now crossed the mouth of the Chesapeake Bay. I managed a few pictures and made gentle rudder corrections to keep us on course. The flight conditions were smooth and little control was required.
R6606
R5314
I crossed through all the Restricted areas along the route, R6606 off Virginia Beach and R5314 located southwest of Manteo, Dare County KMQI. Norfolk handed me off to another sector and they passed me on to Cherry Point Approach.
First Flight traffic
Cherry Point gave me a descend at pilots discretion to 4000. I started a descent then thought better of letting down to soon since my route would now have me crossing twenty-six miles of the Pamilico Sound.
Once I had Ocracoke made, I started a descent for the pattern altitude. I made an ok landing and taxied to the ramp, everything has been updated since Mary and I last visited back in October 2008.
One by one the remaining three aircraft arrived. Mike K in his beautiful Sundowner, Jeff B in his gorgeous Sierra and Don in his freshly painted beautiful 63' Musketeer. Four mice on the ramp, looking good. Well, from a distance 08Romeo looked good but she was still sporting construction dirt and grime and was pretty gross.
Jeff's Sierra
Mike's Sundowner
Don's Musketeer
I made a call to Howards Pub and they sent out a golf cart limo to pick us up and transport us to the restaurant. We dined inside enjoying good conversation and good food. Mary and I had met Mike at BACFest but Jeff and Don were new to us and the common interest in the club and aircraft quickly made everyone feel at home. I think everyone is excited about next years BACFest scheduled for Louisville, Kentucky...we might see a few new faces.
We finished up lunch and posed out front for a group shot then made plans for the afternoon. Jeff was heading back to the airport via Howards golf cart limo and the rest of the group decided on renting a cart to tour the town. Ocracoke golf carts said there would be a fifteen minute wait to pick us up so we hung out chatting in the parking lot.
Flight plan for home
Mary was starting to fade since it was her first real day up and out after being sick. She took cover on the deck, resting on a bench while the men waited in the lot. My bride came over to me and I knew, she was cooked, I apologized to Mike and Don and said we were going to head back to the plane. Don decided to walk into town, he is a frequent flyer to W95 and loves the place. I was looking forward to the tour he was going to provide, maybe the next time. Mike headed back to the airport with us and then walked over to the beach.
Mary climbed aboard and buckled in while I finished the pre-flight. All things looked in order so we started up and back taxied on runway six for departure. Of course I forgot to turn on the video, duh, I'm adding a post it note on the panel. As we climbed out I turned the camera on and captured what I could. Mary arranged her neck pillow and unplugged her headset then settled in for a nap. I didn't file for the trip home, instead, I picked up flight following with approach in the reverse order of our flight south.
Oregon Inlet
I enjoyed a nice tail wind and enjoyed the view. There didn't seem to be much traffic today, not even the typical call out for commercial flights. Unfortunately I didn't get treated to any fighter jets that are usually in the area. The jets are hard to capture on video but the visual is always welcome as our nations finest do what they do better than anyone else on the planet.
RT64 into Nags Head
My fuel burn was looking good and I should arrive in Ocean City with fifteen gallons remaining. Switching tanks every thirty minutes would leave roughly seven or eight a side and I like as much as possible. Since we were ahead of our original planed return time I decided to divert to Accomack (KMFV)and top back off, taking ten more gallons in each tank. Accomack was a gas and go, the man working there helped the Cessna in front of me fuel and helped me too. Ok, he chatted while I pumped the fuel. Nice man, very friendly and alerted us to the new after hours passcode to access the terminal bathrooms and flight planning station. They also have a courtesy car available.
First Flight
I climbed back aboard 08Romeo and taxied out for runway three. When announcing my departure I said runway six then quickly corrected myself adding that it would be a neat trick departing on six...mixed in with me laughing at my self. I was getting tired. It's a short hop home and with no traffic in the pattern I make a straight in for runway one-four. It's good to be home after a fun day of flying and breaking bread with fellow club members.
Chic's beach - south entrance to Bay Bridge
I hope to try and get 08Romeo a bath sometime this week and fingers crossed, our hangar will be open for return.
