Albert Whitted Airport

The airport is named for Lieutenant James Albert Whitted, USNR, a St. Petersburg native. Albert was one of the U.S. Navy's first 250 Naval Aviators, commissioned at age 24 just as the United States entered World War I in 1917. He served as chief instructor of advanced flying at NAS Pensacola, Florida and was later assigned to Naval Station Guantanamo Bay, Cuba. Leaving active duty, he returned home in 1919 and introduced the people of St. Petersburg to flying. Albert would take people up in the "Bluebird", a plane he designed and built. He never charged for the flights. Albert's aerial maneuvers always left spectators in awe. Albert also designed and built the "Falcon". The Falcon and Bluebird were used in a commercial flying business he had with his brother, Clarence. On August 19, 1923, James Albert Whitted and four passengers were killed during a flight near Pensacola aboard the Falcon when the propeller broke off. The city's airport, known until then as Cook-Springstead tracks, was renamed Albert Whitted Airport on 12 October 1928. ~ Wikipedia

I usually get to the airport about an hour or before flight time to do the preflight and make sure I have any materials I need for the training flight. Then I pull Sally out, put the truck in the hangar, close the doors and taxi over to the FBO to meet with the student. During the taxi today two airplanes were in the runup area for RWY05, a Seneca and a C712. The Cessna asked to go first and went out to the hold short line. The Seneca alerted him that a seat belt was hanging out the (pilot side) door. How does that happen?

The weather was supposed to be perfect. It wasn't. By 9:00 AM the low scud was already moving across the bay and soon the scattered layer would turn to broken. The visibility was less than 10 miles, my guess would be no more than 7. No horizon. We took off to the north and climbed to about 1000ft. Then traveled south from KVDF by VFR reference to the ground staying east of I75 and well clear of my "nightmare towers" (1667ft). We crossed the bay near the smokestacks at Apollo Beach and couldn't see the other side. It's about 10 miles across at that point. Leo contacted the tower at KSPG and was given a heading of 270°. We could hear some other fliers out today but we didn't see any of them. At 4 miles Tower asked if we could see the lake (Maggiore) at our 2 o'clock? We were directed to fly over that lake and use it as a right base for RWY07.

I wish I had my cameras on because the final provides a beautiful shot of downtown Tampa. It's a little intimating to see that the runway ends at the bay. Don't land long. Leo did well.

The return trip was uneventful until we got to the pattern at home field. It was a training morning and a lot of students were learning to fly. Wide and long. I wanted to tell them to tighten it up but didn't. We did two go-arounds before we were finally done for the day.

A good day for flying.

We went Flying today!

Maybe the title of this post doesn't mean much to you but for me, it was a big deal. Let me explain. Two weeks ago I made my normal 6:30 AM checks for a 9:00 AM Flight Lesson. Weather was marginal but Bruce is an advanced student and I was sure we could accomplish what I had planned. Something came up so he couldn't make it. The plane was ready, I was ready so I took the slot for my self.

Ducati Voltage Rectifier

Clean-up

The flight up to Zephyrhills was good. A bit choppy under the low clouds and visibility was about 7-8 miles in mist. Winds were light and southerly so the landing was on RWY23 (RH Pattern). Meat Missiles were in the air so I did a 360° before entering on the 45°. I landed in front of an Autogyro and watched him make a simulted engine failure landing as I taxied back. Looked like fun. As I approached the hold short line, the jump plane called on short final to land on RWY01. I had a front-row seat to the airshow today!

Sally and I departed to the south to head back to KVDF. As I began to set up my entry to RWY23 the winds changed to northerly so we switched to RWY05. Light traffic at home field allowed for easy pattern work. As I announced my exit Sally alerted me to low voltage.

Aaah, Leo had told me that he had experienced low voltage indications during his last solo. I suspected that the voltage rectifier was failing. I taxied back to the south hangars and put Sally away. It was 95°F at noon.

I ordered a new voltage rectifier from Certus. It would be my 5th replacement since new. A better device is available but hasn't been approved by Czech Sport Aviation for use in their S-LSA fleet. Too bad.

The next day the low-pressure system arrived. It had a cold/warm/stationary front and trough attached to it that made weather on the Florida west coast unflyable. The normal afternoon showers arrived offshore at sunrise with low cumulus clouds that would build into thunderstorms by mid-morning. Individual cells would roam the peninsula until sunset. Two weeks of flights were canceled. I replaced the part, cleaned up the new canopy guides, polished the paint and did other chores waiting for the weather to improve.

Today I got to fly with Joe on his first lesson. The weather wasn't great but we were able to get in some practice on the fundamentals and a little bit of taxi practice after landing.

He did well. I felt great. Sally was happy with her voltage.