Happy Halloween

 

KVDF-KZPH-X39-KPCM-KVDF

The Florida weather is changing. It was in the mid-'60s when I arrived at the airport. The early morning low clouds were clearing. The winds were predicted to start gusting by mid-afternoon so I had a window of about 3 or 4 hours to give Sally some exercise. While I have been active flying, it just hasn't been in Sally. This would be fun.

Certus is temporarily using my hangar so Sally is using the covered tie-down spot. So it took me extra time to get the covers and plugs removed and untie the tie-down ropes. (So much easier in a hangar.) Everything easily fit in the trunk.

The nose tire was nearly flat and the right main was low. The compressor was back in the hangar, but I had brought along my wife's bicycle pump. A small device, slightly larger than a cell phone, it worked great to inflate the tires without removing the wheel pants! This will become a standard tool in my kit.

The first stop would be KZPH. The jump plane warned me that jumpers would be in the air in two minutes so I decided to practice some steep turns while waiting. A beautiful day with a clear horizon made me realize I need more practice before my Flight Review. I entered the RWY05 pattern on the 45 and did two beautiful T&Gs before the next wave of jumpers. I departed to the west as the jump plane took off beneath me.

I'm just not in love with my Garmin 796. The functionality is fantastic but the ergonomics...well let's just say I liked the 696 better. Trying to touch icons in bumpy air is a challenge. My next destination was X39. The database didn't recognize that. I spent way too much time trying to input this simple "direct to" before I gave up and went to the map mode. I selected the airport from the map, hit the direct button, and bingo, I was on my way. Now I could use the system to check runways, and tune frequencies. Nice. X39 has a nice runway restaurant and their ramp was full but the pattern was empty. I did two more beautiful landings then departed to the east. 

The next stop was KPCM. ASOS told me the winds were out of the west at about 8kts so I planned to enter the pattern for RWY28. But once with 5 miles, the winds had changed to easterly. So I set up for RWY10. I diligently made all of my position calls and was surprised no one else was in the pattern. hmmm. Checked the radio and found there was a Skycatcher on downwind. I just have to be more diligent using that touch screen. Three more beautiful landings and it was time to go home. 

I love flying this airplane.

Going Around

 Video Link: Going Around 

Jake and I have been focused on the landing pattern for the last few flights. Plant City (KPCM) is only a few miles to the west so he is busy when leaving the controlled airspace of KLAL to get ready for a normal entry into a non-towered field. He is getting good at it. On this flight, I wanted to fine-tune all of the procedures and was pretty much non-stop instructing as he maneuvered for the 45 entry. A plane made a courtesy call that he would be passing over the airport midfield at 1500'. I had that plane in sight but the student failed to make his downwind call. The other pilot reminded us, a lesson learned.

I haven't been flying Sally as much as I would like. The weather has been horrible and when it does stop raining I've been trying to get Jake up in his airplane. Today was a good day to give Sally some exercise. Thunderstorms were expected by mid-afternoon so we taxied out about noontime. Hot. OAT read 32. (So 2 x 32 + 32 = 96F). The CHT was good through the runup at about 235, but a long hold short pushed it up to 250. Sally told me she didn't like that. When the last student in front of us finally cleared the runway, CHT had gone past 253. (255 is my abort number.) By the time I turned crosswind, she was back in the 240s.

Normal to light traffic today. Not many students. It seemed like one or two pilots from nearby fields were out for some exercise on a Sunday afternoon. As I was about to finish up a student missed my position calls and took the runway as I was turning short final. Well, that was interesting. I haven't had to do an actual go-around in a while. 

I'm thinking that with all of the advanced technology out there (the "fishfinders" - I hate that term), it still comes down to putting your eyeball on the target. 

Traffic

This time I got up before the alarm clock went off. I put a k-cup in the machine then shuffled back to the PC to check on the weather. All green dots in the local area, TAFs said to expect thunderstorms by early afternoon. Time to go.

As I approached the railroad crossing at the head of Dover Road traffic came to a stop. As I looked at MLK Drive that traffic was also stopped. Maybe an accident? So I changed my plan and continued north to SR92. BAM!, more traffic. School has started. I nudged my way into the "congo line" (thanks to the nice lady in the silver minivan) and slowly made my way westward toward the airport. 30 minutes turned into 45 by the time the traffic finally cleared. I'll use alternate routing next time.

A good solid preflight. No leaks, no flats, just a dusty canopy from sitting in the hangar too long. Good run-up, although I had to wait a few minutes for the oil temperature to warm up. (85+F and the engine is running cool. Love it.)

So I get to the hold short line and there are 4 students in the pattern practicing T&Gs, perfectly spaced so that one turns final as another clears the runway. About 30 minutes later there is a break in the action for me to depart. I went over to Plant City which is about 10 miles east. Just one in the pattern there and we each did about 5 landings before departing.

CTAF at home was still very busy. The Traffic Pattern was full and returning traffic was reporting in from all quadrants. I entered the downwind leg from the 45 behind two Cessnas and slowed down accordingly. An Archer reported holding short. So I called back advising him that I would extend my downwind allowing him an interval to depart. I was a little bit nervous that one of the students might have missed my call and turn on base in front of me but that didn't happen. As I turned (a very deep) final the Archer was able to line up and wait and was on the roll as I descended past 500ft.

I landed and was off at the first taxiway causing minimal interruption to the rest of the traffic.

Staying in the Pattern.

I wouldn't have been able to do this before the exhaust wrap was installed. It was about 90F, 65% humidity with light winds. I had to wait in the runup area for the oil temperature to come up. There was a 'Gyro doing touch and goes and a Gulfstream reported a 3-mile base for runway 05. An almost unintelligible student reported 10 miles north (I think). I took off after the Gulfstream cleared the runway and followed behind the Auto-Gyro. I stayed wide and deep giving him plenty of room. The final was a bit long but I nailed it just the same.

The 'Gyro departed and another Cessna entered behind me with a teardrop entry. The next landing was beautiful, almost rolled it on. The next one was a go-around, high and fast. I would grade the last 3 as above average.

The flight lasted less than an hour. What a great vacation.

Back in the hangar.

Out Among the Clouds

I planned a trip to fly down to Okeechobee County Airport (KOBE). The weather forecast showed typical Florida convection with build-ups in the early afternoon. If I got an early start I could get there and back before the thunderstorms rolled in. 

I got a late start. A lot of little things captured me at my desk. It's amazing how much time it takes to get through appointments, phone calls, and email. Still, I thought I was at the airport in time to make the flight. A few minor discrepancies during the preflight. She needed a little oil, the nose tire needed air, The canopy needed to be cleaned. She also needs a bath but that can be done on a no-fly day. She burped after 15.

Another weather check was still good. Taxi and run-up revealed no issues although I had to wait for the engine to warm up...on a hot day in July. I think the exhaust wrap may be a big step forward in controlling the CHT issue. I was concerned that I didn't see any ADSB weather prior to take off. Clearly, there were clouds all around me but nothing was shown on my GPS. This would be a good test of the weather capabilities of the system.

Normal take-off on RWY05. (No gators this time.) Light traffic in the area and I saw the little arrows for traffic alerts, and suddenly I had full weather by the time I was passing 1500'. The smooth air and excellent visibility were encouraging but the clouds were building quicker than expected. I decided to climb above them to see where the tops were. Since I live under a Class B I had to do this in steps. The GPS alerted me each time I approached a border or a floor of the airspace. I'm still getting accustomed to the touch screen and have found comfortable places to rest my hand prior to poking at the information I want. ""East is odd, West is even +500ft". I decided to climb to 7500ft. That wouldn't cut it. So I checked the weather down at Lake Okeechobee. Well, it was looking "iffy". Too many reds and yellows for a fun flight. Let's go to plan "B".  So after passing 8500ft we turned north and started looking for a hole.

I pulled the power to idle and trimmed for 100KTS. The view was spectacular. Towering clouds on either side as we flew down the valley between them. I forgot how long it takes to get down. The bottoms were at 3000+ft and I turned toward Plant City for some touch-and-goes. I forgot about engine cooling during descent. As I put the power up I got a "High RPM" alert as I advance the throttle. The oil tempertaure had dropped below 122. So I set it at 4000RPM and used pitch to control it by pitching up a bit whenever I go the audio alert. After a short time, it was back to normal. 

I'll put KOBE on my list for another day. This flight was a successful day for systems checks. ADSB weather works and the exhaust wrap seems to be effective.

Unintentional Flight

Do your checklist. Even if you plan to just taxi to the other side of the ramp. There really are reasons why items are on the checklist and why they are there in that order.

I've been fighting the engine cylinder head temperature for a long time now. Now with summertime at full strength in Florida, it was likely to become a real show stopper. I've done my best to mitigate the problem by changing the radiator, oil cooler, swapping temperature sensors, and inspecting for coolant leaks. All of these things helped but didn't eliminate the problem. She was still getting up to 250-degree range approaching top of climb. Bruce was having a similar problem made worse by flying out of a busy airport with long hold short times. He decided to try this wrap. Now, even on the hottest days, his CHT stabilizes at 230-degrees. So seeing the successful implementation of this solution I asked CERTUS to do Sally. Yesterday we spent the morning installing the wrap on all of the exhaust pipes.

Before I continue it must be understood that I had no intention of flying. The weather conditions were marginal with thunder and lightning in the vicinity. My thought was to taxi to the farthest runway, point the nose OUT of the wind to minimize cooling and do a very long, deliberate runup. OAT 88F and high Florida humidity yielded about 220-degrees on the CHT. So I planned to do an aborted takeoff and a long slow taxi back on RWY23. No one else was in the pattern so I announced my intentions and took the runway. All indications were good. But there was a black spot on the runway centerline. Now this runway has just undergone a major improvement program so my first thought was maintenance debris. Nope. It was a gator. Probably 6' or 7' right on the centerline. Too late to abort or go around I instinctively pulled back....and went flying.

I radioed Skyport Aviation and they sent a crew out to chase it away. I made one pass to ensure it was clear then made a full stop landing. I was done for the day. The temperature never got above 230-degrees. There is nothing boring about flying in Florida.

Maintenance Check Flight

Venice Municipal Airport

Video: KVNC

Your Gateway to the Gulf Coast

The Venice Municipal Airport is a general aviation facility located 1.7 miles south of the downtown area, along the Gulf of Mexico shoreline, on approximately 835 acres. It has two 5,000-foot runways which intersect each other. They are both 150 feet wide, have medium intensity runway lighting (MIRL), runway end identifier lights (REILS) and precision approach path indicators (PAPIs).

The airport was built during the 1940s by the United States Army Air Forces and served as a military flight training facility. It also was used by Air Transport Command to deliver US-built aircraft destined for Britain under Lend-lease from the factories on the West Coast or for assignment to selected British pilots. Some of the aircraft were partially disassembled and prepared for being loaded on board ships for the trip across the Atlantic Ocean.

After World War II, the U.S. government gave airport control to the City of Venice, naming the city the airport sponsor through various Federal grant assurances.

After the September 11 attacks of 2001, local, state and national authorities discovered that three of the 9/11 terrorists, Mohamed Atta, Marwan al-Shehhi, and Ziad Jarrah, had all enrolled at the now-defunct Huffman Aviation flight training school at VNC for general aviation flight training.

There had been some forum discussions about the use of Avgas vs Mogas (with ethanol) on the internet. I've found that in the Florida heat it is wise to consider the possibility of vapor lock so I try to keep about a 60/40 mix (Mogas/Avgas). Ethanol doesn't seem to matter for a PiperSport so I usually go to the local Wawa for premium gas. Today I topped her off at the FBO to keep my normal mix.

It was a great opportunity for a systems check. All avionics works well. I even coupled my autopilot to a VOR station and watched her track inbound. CHT seems to be under control but still gets up to 245+ at top of climb. Certus has installed some exhaust wrap on other planes and is seeing good results. Sally may get some during his next visit.

The flight was routine. A beautiful day with some puffy clouds at about 2,500'. OAT in the mid-80's F and light breezes. Don't get complacent! As I descended into the pattern a flock of large birds passed by my left wing. Later, as I was crossing over the beach another flock (about a dozen) swooped by my left side. I don't think Sally would survive a battle with just one, let alone a dozen. Big birds.

The traffic back at KVDF was busy mostly with students. That's good news for the flight schools. I'm happy to see the comeback following the disastrous COVID pandemic. Just something to think about for the CFIs out there. If you see 2,3 or 4 planes at the hold short line it might be wise to extend your downwind a bit to let some of the planes on the ground depart. I know it messes up the pattern for your student but courtesy is also a good lesson to learn.