Pictures from Home

Entering Butter Valley Golfport

On the Flight Line

Playing with my camera, I found the panoramic mode.

General Aviation Weekend

The freedom to fly. Finally some good weekend weather. Thursday I went out after work, just to fly in the pattern. Mild winds, right down the runway and most of the energy from the day had dissipated. I couldn't make any excuses. I hadn't practiced from the left seat in awhile and it showed. The pattern work was solid, safe with no forced wave offs, but they weren't pretty either. I was visited by a red and white Champ who stayed in the pastern for one pass, then went down to N47. Later an Sr20 came in, made a pass and pulled off to let me land. They had some difficulty closing their door and were still on the ground the next time I came around so I pulled up, popped the canopy and asked if I could help. They were looking for a pair of pliers and got some from the Pro Shop.  Once buttoned up they departed so I again had the airport to myself. Still need to work on the landings.

Saturday there were Presidential TFRS to the west at Camp David, so I decided to go east. KBLM is close to the ocean and I hadn't seen the Atlantic in awhile. A nice low and slow kind of flight, over Trenton, NYC clearly visible in the distance. As I got closer CTAF announced jumpers in the air. Three others in the pattern, I decided to do a low approach and get out of the way. I traveled south down the coast just a bit before turning west toward home. I saw Lakehurst , Great Adventure, Willow Grove (or whats left of it) and by Wings (KLOM) prior to their Fly-B-Que.I had hoped to get there but priorities called me elsewhere.

I planned to have Sunday brunch at Wildwood or maybe Georgetown. Kathy was working the church Bingo game all day so it would be a good day to fly. Unfortunately the good weather was about to leave and points south were MVFR at best. The TFR was lifted so I decided to head west. I had not flown out to KUNV yet and that destination was still high on my list. Planning said it should take about an hour, and I wanted to test it so that I was familiar with the trip when taking a passenger. An easy flight, I stayed off the radio and just listened for traffic. The air was silky until I approached Mt. Nittany then the bumps started as easterly winds drove up the air over the last line of ridges. I took the standard tour, overflew the airport and started home. Still bouncing, I thought maybe 1000' higher would be smoother, but the weather was changing and air was now filled with potholes.

I had a decision to make. The magenta message in the top left says I have 75.9 miles to go, and my ground speed is 082 Kts. (I should reach my destination in less than an hour.) My fuel flow is 5.1 gals/hour,  and my total fuel on board is 5+6=11 gals. So I should be able to land with 6 gallons, or about 1 hour of fuel remaining. (More than VFR minimums, but below my normal limits.) I usually like to land with 5 per side, which is very conservative. So, this might be a good time to push the envelope. Clear weather, close alternates if I needed them, I decided to go for it. The orange needle on the HSI is dialed into a VOR station halfway along my route. When that swings by my wingtip I'll reassess my options.

How accurate are the fuel gauges? How reliable my weather forecast? What if my destination airport has a problem and I do have to divert? How many times/minute did I do the fuel consumption formula in my head? How many times did I push the NRST button on my 696 to asses my distance to an airport? The winds had picked up and it was gusty at Butter Valley and I landed with 3 gallons in each tank. I was not comfortable, but now I know she can do it.

Home

We're back.

Another Runway Dinner

What we stated with

Windy. Unusually breezy weather with gust well above my comfort level have kept me on the ground. So we spent some time working on the hangar. Satisfying, but not flying.

I thought if I could get up early I might be able to get some pattern work in so arranged to have Friday off. I was at the hangar by 7:30 taking the covers off and starting the preflight. When I did the cockpit check I found the master switch on. Ouch. I don't know if I left it on after configuring my PFD or bumped it on attaching the gust lock, but the result was the same. I had enough power to see the displays, lower the flaps and turn on lights, but didn't know if I would be able to start the engine. I pulled her, finished the preflight and got comfortable. Two props and a click.

Cleaned up after 3 bags full

The airport owner was working and stopped by to chat. Business is down. Few visiting airplanes and the golf business is way down. Once I told him my problem he offered a charger and an extension cord. (He has lots of chargers...for the golf carts.)

Ever put one of these together?

So I put her back in the hangar, unbuttoned the cowling and disconnected the battery. After attaching the cables I went over to the restaurant for breakfast. Next I took a little hike to check the runway, then made my way back to the hangars to see if Harry was in. He wasn't but his friend George was and we chatted for awhile, solving the problems of the world until Harry arrived. I made a 'soft appointment' for next week to get the oil changed. So, after about 3 hours I took the charger off and buttoned her up.

The ramp at 1N7

The forecast for Saturday was 'sunny and mild', but brisk winds arriving in the afternoon. Kathy decided to go with me for a $100 Breakfast, and after consulting FLY2LUNCH we decided on Blairstown (1N7).

Once the covers were off, Kathy took some time to clean the canopy and tidy up the cockpit. She hadn't flown in awhile, not at all from N47, and probably not since the last time we tried Blairstown after the October snow last year. So the set up was a bit strange for her. After I pulled Sally out of the hangar, time was spent getting the headset to work right, adjusting the volume, seat belts and all of the items she might need during the flight. We decided I should create a check list for her. After we were all settled in I told her that I hadn't tested the battery since the recharge and the engine might not start. "She'll start" was all she said.

Sailplane operations

Sally started normally. Butter Valley had some traffic on this pretty Saturday morning so we got a front row seat watching a few come in for landings as we did our run up. I tried to explain all of the items on the checklist, but after awhile she said I talk too much.

We took off and headed over to the church to take some pictures, then flew over our housing development to take some more. Steep turns and light choppy air wasn't good for someone prone to air sickness. So I climbed to 3500', contacted Allentown Approach  and flew direct 1N7.  A little hazy, a little bumpy and a rough ride for Kathy. She was glad to get her feet on the ground.

We had a light meal, watched the gliders do their thing, enjoyed the traffic and felt comfortable under the trees just watching the show. I noticed the wind was starting to pick up.

We departed about noon. I tried 4500' but before we got close to ABE we were getting bounced a bit. I requested and received 1000' lower but was still in a bit of a chop. (Later I found the Queen City had reported gusts to 16 kts.) I balanced a max cruise versus a smooth ride and did the best I could to make gentle turns. Kathy was uncomfortable but did well. A straight in to RWY 34 (nice landing) and then back to the barn. It was great to get out in the plane together.

Only flat on the bottom

It wasn't meant to be. Although storms were moving in late afternoon the weather right now looked pretty good. I might be able to squeeze in a few landings at Butter Valley if I hurried. (HAH...never hurry, it doesn't help.)

Harry had his door open so I stopped by to talk. He is very busy, in this economy and this business that is great news. I had planned for an oil change in April, but the windy weather forced me to postpone until May. While is calendar is full, he'll try to squeeze me in next week.

The Preflight was normal until I tried to move her out of the hangar. Once I removed the pant I could see the tire was completely flat. I used my little compressor and inflated to 1.8 bars and waited. It seemed to hold and I could find not other indications of a leak so I put the pant back on pulled her out. Normal start and warm up, I drove down the little concrete strip between the hangars. I did notice a left pull as I went across the grass, but no issue as we back taxied on runway 16. There is nearly 700' of turf before the asphalt so I had a chance to taxi out onto the grass again, and she did pull to the left. I shut her down and checked. The tire looked OK, but hidden by the pant and the turf it was really hard to see anything. So I started her up, ran the checklists and made my take off call. We were easily up before the asphalt.

Closed pattern, I made my best effort at a soft field landing. You MUST land on the grass for RWY16, the asphalt drops away at a steep angle making a go around the only choice if you allow her to float. We landed short of the asphalt and I let her roll to about mid-field. I tried to make a right turn...nope Well, I could but it was very awkward. Time to head back to the hangar.

As we climbed the hill to get around the old silo she started to drift left. I was on the concrete now so turning should not be an issue. I shut her down right there. Yep, flat tire. So I removed the pant again, pumped the tire up again and rolled her to the barn. The picture tells 'the rest of the story'. I told Harry to put a tube on order and block out some time for me whenever he can.

A Little Round-Robin

Vertical Power on Monday rolled out its VP-400 system, a back-up EFIS that flies the aircraft safely to the best runway in an emergency. During flight, the VP-400 constantly searches for the best runway to land in an engine-out glide scenario. In an emergency, the pilot presses a red button on the instrument panel and the system automatically flies the aircraft to the best runway for landing. On short final, the pilot disconnects the system and lands the plane manually.

I took off on Rwy 16 and departed 7N8 as a Cessna Sky-Master was entering downwind. Hazy visibility, 3K scattered and a few bumps, but still a good day to go flying. I wanted to try something. I climbed to the base of the layer, engaged the autopilot, stabilized the all systems then pulled the power to idle. I punched the Nearest button on the 696, selected the the first airport on the list and mashed the Direct (enter-enter) key. Sally slowed to 60kts and told me she couldn't maintain altitude so began a turning descent (at best glide speed) back to Butter Valley. Not exactly the same as the referenced product from Vertical Power, but still pretty impressive to a guy accustomed to hand flying these PPELs.

It wasn't a good day for sky diving so I headed over to KCKZ for a landing. It has a nice wide runway but the taxi ways are a bit scary. Very narrow and their edge markers are posts that stick up about a foot. Sally isn't very tall and I was concerned we might not have enough clearance. We did. (BTW no mid-field take offs on Rwy 26.)

Then over to KUKT. A Warrior in the pattern, a Sky-hawk 5 miles south and a Cirrus 3 miles north. I entered on the 45 as the other Piper was beginning his crosswind turn. Slipped to get rid of a little excess altitude and was able to make the first turn off. Then I comfortably watched the show at the hold short line as the other planes made their landings.

All too soon it was back to "people to see, appointments to be kept". A cross wind entry at 7N8 for a nice landing on Rwy 34, the Sky-Master was still parked on the turf with those big vertical fins encroaching just a bit, but no issue. I always liked those airplanes.

The trip back to the barn is more familiar now. Hangared,  covered and chocked, it was time to get back to the real world. I hope we have good weather tomorrow.

Pattern work, High work

Winds 10 gust 20, winds 15 gust 25, winds just too **** high to enjoy flying! I would do it to go on a trip or something else important but not to just go out and get beat up. Gorgeous clear blue skies occasionally dotted with little puffy clouds but gale force winds kept me grounded for far too long. Yesterday it changed. Forecast at 5 to 10 kts it looked like a "go" so after work I hurried out to the airport. The windsock showed a little breeze but nothing that would keep me on the ground.

She burped after 60 pulls with the oil about midway on the flat now. A few more hours before an oil change. 100LL still in the tanks, enough for two hours with a reserve. Coolant is fine, hoses, engine mounts, propeller, tires, all look good. My first time pulling her out of the hangar. The carpenter has done a nice job on the hangar doors, even marking them with arrows so I know which way to pull them open. Sally rolls out easily, down the shallow grade until the wing tips are clear then an easy turn onto the taxi way.  She's dusty. I should probably get some tarps to cover her wings. All of the mechanical connections look good and the gas is dry. I walked down the taxi way between the hangars to insure there were no surprises, then climbed in and enjoyed the feeling of being back in the saddle again. I made a new checklist (color coded!) and ran through the remaining items before shouting "CLEAR".

Don't hurry to get airborne, enjoy the moment.

We drove down around the old water tower, carefully out onto the grass and down the hill behind the planes parked on the line. Then onto a little asphalt square close to the runway where I could do a run-up. All good. I let a golf cart go by in front of me and waved as he passed. Stick in my gut as I rolled across the remaining turf before the runway. The windsock showed a little wind right down the runway. Final checks, full power, green gauges, 4900 rpm and 45 kts, I let her do the takeoff. I just guided her between the trees. Ahhh, the freedom rushed back through me.

My altitude bug was set at pattern altitude and Sally called 500' for the crosswind turn. I alerted Butter Valley traffic that we'd be staying in the pattern. A few gusty bumps, my offset was a bit close, 4200 rpm gave me about 75 kts, so I dropped full flaps as soon as I pulled the power to idle. 60 kts. Sally called 500' midway on base and I felt high as I turned final but remembered the sink hole over the grass just after the ugly tree.  We sunk and I was tempted to add some throttle but speed was 55 kts so I tweaked the attitude just a bit. Wait for it. Just a touch of flare, wait. No squeak, no thump, the wheels just rolled onto the runway. And THAT is what got me hooked in the first place.

A couple more good (not AS good) landings and we left to play up a little higher. She stalls clean right at 35kts (we're light). S-turns at 60 degree angle of bank are comfortable (don't add too much back pressure and you MUST use your feet). Time to go home.

Descended too fast and cooled the oil below 122. I must remember that.

One more nice landing and back to the barn. Cautious taxi. Getting a better feel for where those wingtips are out there. I rolled past our door and shut her down, and sat and enjoyed it.

Easily maneuvered her back into her spot, no tow bar, just pressure on the spinner to push the nose in the right direction. Chocks, covers, and closed the doors. When can we do this again?