Big Country Flying

Hiatus

2007-08-30T04:18:00.000-07:00

Sorry for the absence, folks. With getting the new house straightened out and starting the full time MBA program at UVA, I haven't had time to sleep, much less blog.

I did manage to sneak in an hour of flying at Eagle's Nest airport in Waynesboro, VA. I am now checked out in C172's for rental and, when I can squeeze some time out of the schedule, plan to go flying.

I am told W13 is the shortest paved runway in the state of Virginia, and it is definitely the shortest runway I have landed on. Although I flew into a few 2500ft runways, most of the runways I used in SOCAL ranged from 3500 to 12000 ft. I think it will be good for my technique to get used to landing on shorter runways.

Not much time. Class is starting in a few minutes. Marketing. Fun.

Cheers,
BC

The Long Taxi

2007-07-26T03:59:00.000-07:00

I did it! I have finally departed SOCAL and arrived in The Old Dominion.

Vital Stats:
Distance: 2564.3 SM
Days: 4
Hours behind the wheel: 36.4

I've been to Tuscon, Las Cruces, godforsaken West Texas
Odessa, Abilene, more of Texas that I seen,
Texarkana, Little Rock, Memphis in my truck,
Knoxville I'm almost there
I've been everywhere

Safe and sound in the Virginia countryside. I'm going tomorrow for my check flight at a local FBO and should hopefully be back to flying soon.

All the best,
BC

Waking them up...

2007-07-16T21:50:00.000-07:00

Over the weekend, a Piper crashed in the mountains east of San Diego. As reported, the first indication of the accident was when a Sheriff's helicopter on routine patrol saw the wreckage. Although the plane probably crashed Friday, it wasn't spotted until Saturday and it made the local news Saturday night without identifying the type of airplane or the victims.

By Sunday night, the story was running on the national wires identifying that two Navy personnel had been killed in a Piper after departing MYF. My heart goes out to the families of the two victims. Requiem aeternam dona eis Domine, et lux perpetua luceat eis.

This one hit a little close to home. When I first heard about a plane going down, my primary concern was for the members of my clubs, hoping it wasn't one of them. Once the national story hit, the only thing I could think is that my wife and/or parents would hear about it on the news and be out of their minds before they could reach me. I put in a few phone calls at midnight east coast time to let them know about the accident and that I was safe on deck. An ounce of prevention and all that.

The accident aircraft was not a part of either of my flying clubs.

When I first started flying, I filed a VFR flight plan for every flight, including local hops. As I have become more comfortable flying, I've stopped doing this, only filing for cross country over the mountains or when flying out of one club that requires it. The VFR flight plan, like flight following, is an insurance policy. It's free (for now) and may make the difference between being rescued or not. I think it's time I rededicate myself to filing on every flight. It can't hurt.

I also think this is a good chance to plug support for AOPA (and every other aviation alphabet group except the ATA) in the fight against user fees. If I try to file and/or use flight following on every flight for safety, how differently will I and other pilots feel about it if we have to give up our AMEX number just to talk to a controller?

Six days and a wakeup and I'm home.

Short Final

2007-07-15T13:12:00.001-07:00

My original plan for leaving San Diego and moving to Virginia included a bit of a detour by way of Oshkosh, WI, where I planned to check out the show and meet up with some other bloggers. However, I haven't seen the Chief Photographer in six weeks with one more week to go, so I have decided to forgo Oshkosh. No offense, but as much as I like airplanes I like my wife even more.

I have five working days left as a full time Naval Officer. There are two projects I have to put some finishing touches on and I have some admin drills to close out, then I will be departing SOCAL on Friday afternoon to begin my drive back to Virginia. Three and a half days of driving will land me in Charlottesville to begin the great adventure of being an unemployed business school student.

The transition from full time military to grad student and then to the civilian business world will be challenging. If you count my four years at the Naval Academy, I have been in the Navy for 16 years, all of my adult life. In some ways it has been difficult, with long deployments and little communication with home. In other ways, it has been extremely rewarding to work with outstanding professionals who dedicate their lives to serving their fellow citizens. I won't be leaving the Navy entirely, however, as I have joined the Navy Reserve to be a part time sailor.

I am looking forward to starting this next phase of my life. I have to learn a new language and how to dress (uniforms are easy). Luckily, my wife is an experienced professional with an MBA of her own and does a good job of looking out for me.

Five days left. The gas is full, three down and locked, on centerline, on airspeed, on glideslope...

Another burger run

2007-07-08T16:36:00.000-07:00

I had set up a meet today to fly with a few friends. K and C both work in my office. K is a PPC with about 250 hrs who hasn't flown in about 9 months due to work on his house. C is the guy who showed up to take over my job as I transition to grad school. He got his PPC in August 2001 right before GA got shut down in September 2001 and never went back up. In fact, his last GA flight before today was his PPC check ride. It was a great day to not only go flying, but to show them around my club at MYF.

We had planned to go to CNO, see the museum, and hit Flo's for a gut bomb, but the weather prevailed against us. Atypical for July, the marine layer has been burning off late and closing in early over the past week, and it did it again today. By the time it burned off, it was too late to go to CNO and have time to stop for fear we wouldn't make it back before the low ceilings closed in again. Instead, we decided to make a quick burger run up to F70, a nice and easy friendly flight.

After showing them the details of an Archer, we loaded up, fired up, and called for taxi. Taxiway H and A to 28R, number 2 behind a bunch of arrivals and an IFR release, then a downwind departure over Cowles Mountain. North over Lake Jennings and Barona at 3500, transition RNM at 3500 climbing to 4500, cruise up Pauma Valley and start our descent into French Valley. I did a 5 mile 45 entry to left traffic Rwy 18 and made a fairly decent landing despite the crosswind.

After a good burger and discussing some possible future business plans, we saddled up and headed back. Same route back, cleared for the visual 28L, and one of the best landings I have made in a long time. The crosswind was 8 kts from the left. I maintained a good lineup in slip, flared correctly, the stall buzzer chirped, the left main chirped, the right main chirped, then the nosewheel settled as I gracefully slowed down and made the turn onto Taxiway G.

K enjoyed the flight and is definitely interested in getting back into flying. C is extremely interested. He needs an updated medical, probably a few practice flights with a CFI, and a BFR to get up to date. They both have the card of one of my favorite CFI's, the guy who soloed me back in the day (and also happens to be a friend of K).

I don't know how many more flights I will get in SOCAL. I am down to 11 days before I depart for the East coast. I may try for one or two more, we'll just have to see.

Disappointment

2007-07-05T13:18:00.000-07:00

I had most of the day off from work today, so I decided it would be a great time to go fly. Southern California is VFR almost every day in the summer, but today Mother Nature decided she was not going to cooperate.

KMYF 051953Z 26006KT 3SM HZ OVC003 20/17 A2990 RMK AO2 SLP121 T02000167

KSAN 051951Z 28007KT 6SM HZ FEW005 OVC006 20/17 A2991 RMK AO2 SLP126 T02000167

KSAN 051908Z 051918 22008KT 5SM HZ OVC008
    TEMPO 1922 3SM BR BKN006
    FM2200 25010KT P6SM BKN011
    FM0300 21005KT 6SM HZ OVC010
    FM0600 17004KT 5SM BR OVC009
    FM1100 18005KT 4SM BR OVC007
    FM1700 19006KT 6SM HZ BKN010

Sigh............

Proficiency flying

2007-06-24T10:40:00.000-07:00

Due to schedules and trying to wrap things up at work, it has been nearly two months since my last flight. Since it had been a while, and since I will have to do a proficiency check at the new FBO in Virginia to get renting privileges, I decided to do a basic Private Pilot proficiency flight.

Although I prefer flying the Pipers, I decided to do my flight in a 172 since that is what I will be flying in VA. I grabbed a 172 from KMYF and launched yesterday afternoon. Right downwind departure from 28R, overhead KSEE, then down into the southeast practice area for some maneuevers. I started by getting the plane trimmed out and flying well at 90kts. A set of clearing turns while I positioned the plane to make sure I was well clear of the Class B, then right into a set of steep turns. The steep turns went much better than I was expecting (it's been a while), with 45deg AOB, airspeed within 5kts, altitude within 50ft. Two sets of steep turns, then it was time for slow flight. Clean slow flight, turns in slow flight, transition to dirty slow flight, another set of clearing turns, pitch to a 60kt power off glide, then right into a power off stall. I recovered within 100ft, then did some basic maneuvering while I got the plane cleaned up and flying right. With some good maneuvers under my belt, I decided to head to SDM for some landing practice.

Winds at SDM were shifting +/- 40 degrees of runway heading at 10G14, so I was going to get some good crosswind practice. My first landing I ballooned a bit, but a touch of power and the right landing configuration and I set it down softly. The second had no balloon, but I landed a bit flat. Three, four, and five were good.

I was on downwind for number six when tower asked me to make a left 360 for spacing because a G5 was on the straight in. No problem, start a slow left turn out towards PGY. As I'm halfway through my turn, the G5 tells tower that, instead of straight in, he wants to overfly and fly the pattern because he's too high. Tower clears him for that and asks me to do another circle. No problem, circle again. As I'm finishing my second circle, tower clears me touch and go #2 following the G5, caution wake turbulence, maintain visual separation. I acknowledge the clearance and set back up on downwind. I get to the point where I would normally turn base, and the G5 is still on downwind way ahead of me flying a pattern that would make a 747 proud. A few S-turns, and the guy still hasn't turned base. Tower finally asks him to turn and I slow down to 70kts flaps 20, still doing S-turns on downwind. After the G5 passes me on final, I turn base (very far out from my normal base), then turn final and slow to 60kts flaps 30, still doing S-turns to give this guy space. I see his tires chirp, then tell tower I'm going to land a bit long for wake turbulence. No sweat, 26R is 8000ft. The G5 is taxiing all the way to the end of the runway, and man is he going slow. At 100 AGL, just as I'm about to call my own go around, tower tells me to go around because the G5 still hasn't cleared the runway.

Cram, clean, climb, xwind, downwind, GUMPS, base, final, touch and go number six (pretty good), and I'm outta there. As tower is clearing me for frequency change and thanking me for my help, I thank them for the practice and tell them to thank the guys in the G5 for me. Tower was doing their best, but the G5 managed to screw up the whole pattern.

Back to MYF, looking for the runway in haze, cleared to land 28L, change clearance to 28R, runway in sight, wheels down, taxi and shutdown. Another 1.8hours in the book and some proficiency regained.

Two notes from today:
Just because you fly a G5, you don't own the world. I think he flew the oversize pattern because he was still too high even after overflying the airport. If you're too high, advise the controllers early and figure out a way to lose your altitude (such as a hold over PGY) and let the rest of us keep flying. Instead, he hogged the whole airport for a good five minutes while the rest of us sat on the sidelines.
Piece of advice: Know where the Class B is and understand why it exists. During this 1.8hr flight, I heard two separate aircraft get scolded by the tower controllers for surrounding Class B violations. Although it is a serious issue, everyone including me makes mistakes and I'm not going to throw any stones about that. However, one of the guys started talking back to the controller on the radio and giving him a lot of grief while making improper acknowledgements about the Class B violation, his landing clearance and sequence, and his instructions after landing. The other pilot just knicked the edge of a low shelf (probably due to wind drift), took immediate corrective actions when informed, and apologized profusely. Guess which one got told to call the number?

Cheers,
BC

I'm not dead!!!

2007-06-04T20:16:00.000-07:00

It's just been a month since I have had time to blog. So, what have we done in the past month that has limited my time to blog:

1. Hosted a visit from my parents.
2. Took said parents on a burger run from KMYF to F70, the French Valley Cafe. Since my mom can't walk so well (recovering from an injury), I loaded her into a 172 (two doors!) and flew her up while the Chief Photographer drove my dad. After a nice sightseeing flight and a squeaker of a landing, we had a great lunch. I then took my dad on a sightseeing flight while the Chief Photographer and my mom drove back. Great day!
3. Bought a handheld. It's a basic talk/listen only (no nav), but it's great and I'm able to sit in the cell phone lot at KSAN and listen for my parents/friends flight to arrive so I don't have to pay too much money to the parking gods.
4. Hosted a visit from an old friend from back east.
5. Bought a house in Charlottesville, VA. It cost us a little more than the handheld did, but CP loves it and it has a great view of the Blue Ridge mountains.
6. Packed up all the household goods in the house in CA and let the moving company take them.
7. Drove CP, two cats, several plants, one car, and a bunch of clothes from California to Virginia.
8. Painted three rooms (one four times) in the new house, plus other assorted new home maintenance items.
9. Took delivery of the household goods, started unpacking, set up the entertainment system and one office, installed the washer and dryer.
10. Bought a lawnmower. It cost a little more than the handheld, but not as much as the house. I tried to convince CP that I needed a lawn tractor, but she wasn't buying it.
11. Flew JetBlue back to San Diego. It was a nice flight (except for some pretty significant turbulence) and I will definitely use JetBlue again.
12. Set up camp in the (now empty) bedroom of my house in Coronado, where I will play bachelor for a few weeks while finishing up my active Navy service.

CP and I are now officially residents of the Commonwealth of Virginia for the next few years. J and K, watch out!!! I may have to fly down by JGG later this summer.

As you can see, there has been little time for blogging.

During my temporary bachelor hood, I plan on doing a decent bit of flying with a few friends and making a few training videos for one of my flying clubs before I leave. At least if I am doing something productive I can't get into too much trouble.

Hope everyone is doing well. I am now back on frequency and hope to post a little more often.

Cheers,
BC

The Good, The Bad, and the (just plane) Weird

2007-04-29T14:17:00.000-07:00

I apologize for being a day late and a dollar short on this post. Since the beginning of April, I have been to Virginia, bought a house, returned to San Diego, worked a lot, went to Honolulu, worked a lot, and finally drug myself home last night. Whew!!! Anyway, you can thank United Airlines for missing my post deadline. Like K, I haven't been flying too long, so most of my (mis)adventures are already written up. I'll just give you a brief synopsis and a link to the previous post in case you missed it.

The good: My best flight so far has probably been my trip to Las Vegas. This is what flying is about. I was able to to use the airplane as a form of transportation to get from Point A to Point B, do some great desert flying, practice my navigation, etc. This definitely improved my confidence as a pilot.

The bad: Flying into KPSP on my long solo cross country. The original post is here, but that is only a partial story. It was my early days of blogging and I was nervous about putting things up. As Paul Harvey says, here is the rest of the story (assuming you have read the original post). The controller called my final late because he was shooting the breeze on the tower control frequency with other pilots about the shiny jet at the hold short line (a Navy T-45). I could hear the whole conversation, but I couldn't get a word in edgewise to request my clearance to final. When he finally turned me to final (after overshooting), I banked to the left. As I turned, I spotted some very close traffic, too close in my book, that I previously hadn't seen due to our separate approaches to the runway. Had the controller not unnecessarily delayed my clearance to final, the separation would have been adequate. I immediately steepened my descent to gain vertical separation and called "N12345, Close Traffic" on the tower frequency. The tower controller immediately responded that I shouldn't be making unnecessary transmissions on his frequency. I finished the landing to make it legal for my logs, then cancelled my previous request to fly closed pattern and requested a straight out departure. I wasn't going to hang around that idiot's airspace any longer than I had to.

The just plane weird: I would have to say that my weirdest flight so far has been in The Crooked Indian. The radios didn't work right, the plane flew crooked, and I felt like I was leaning to the left the whole flight. I haven't flown that airplane since, which hasn't kept the Chief Photographer from hitting me in the head for other reasons, some of which may be my fault.

In other news, we are in the process of setting up our move back to the Old Dominion. The Chief Photographer picked out a great house with a nice view of the Blue Ridge Mountains, so she will be moving at the end of May. I will remain under SOCAL/LA Center airspace until mid-July, then I will head to Washington Center to begin grad school. I have found a nearby airport to rent airplanes when time and money allow, so I will be doing some sightseeing flights up and down the Shenandoah Valley. Additionally, the Chief Photographer finally agreed that I could buy my very own airplane. That's the good news. The bad news is that I have to wait until I am out of graduate school and employed again before I can buy it. You can't win them all, but I'm going to start keeping a closer eye on airplane prices.

Cheers,
BC

The Old Dominion (Redux)

2007-04-17T17:32:00.000-07:00

As a new Hoo, I join with the rest of the Old Dominion in writing that today we are all Hokies.

Hokie Flying Club

A few electrons short of a full charge

2007-04-01T07:52:00.000-07:00

I had a promise to keep to the Chief Photographer. She has only made a few flights with me and I am trying to get her to fly with me more leading up to the inevitable day when, post-MBA and employed, I beg for an airplane. However, she didn't want to do any more $100 hamburger runs to the French Valley Cafe. She wanted to "go somewhere."
Accordingly, I planned a flight to Santa Catalina Island. Catalina is one of the Channel Islands off the coast of California near LA. Having been at various times a smuggling station, ranch, mine, etc, it is now under conservation and has one airport, two towns, and is a favorite destination among Southern Californians. The plan was to fly over in the morning, take the shuttle to Avalon for the day, then shuttle back to the airport and fly home in the evening. I reserved a Warrior out of KMYF and called it a plan.
Knowing the problems that can crop up with rental planes, especially club planes, I went to the airport Friday night to preflight the plane. It looked great, it had just come out of annual, and the gas was clean and filled to the tabs. Perfect!
Saturday morning, we went to the airport, did the preflight, loaded up and started up. I noticed a slight buzz in my radios, but nothing that is unusual for we pilots who fly older airplanes. We taxied out to 28R, did the runup, cleared for takeoff, let's go! Everything looks normal on the takeoff roll, liftoff, all conditions normal, we're on our way.
As I passed 500AGL or so, the buzzing faded away. I figured there must have been a little moisture in the contacts or something and it had cooked off. I climbed to 1500MSL, turned north along the coast, then called SOCAL for flight following since I would be conducting an extended overwater flight. I flew north of the 1800ft Class B shelf, started climbing to my cruise altitude of 4500MSL, and SOCAL was passing me my squawk and ident.
I dialed in the squawk, but the ident light didn't light when I hit the button. Funny. Hit it again. Zip. Cycle transponder off and back on. Nada. Do it again, same thing. "Cherokee 12345, SOCAL Approach, I have you on primary target but negative transponder. Please reset." "SOCAL this is Cherokee 12345, roger, standby." I shielded the top of the glareshield from the sun streaming in the passenger side windows and saw what I had feared, the ALT warning light on the panel that I had been unable to see due to the glare. A quick look at the Alternator output meter, reading zero, and I realized my alternator had tripped off the line.
Okay, Country, think. What's next. Airplane is trimmed and flying fine (aviate), you know where you are (navigate). Alternator master off, back on. The meter jumps up, the buzzing comes back for about three seconds, and goes away as the alternator trips back off. I call SOCAL (communicate), tell them I have lost my alternator and that I need an immediate return to KMYF. As I call them, the lights on COM2 (the radio I was working) go out, but come back on when I release the transmit button. SOCAL hears me and responds, but I am definitely wearing down the battery quickly. COM1 Off, transponder off, lights off, everything off but COM2. SOCAL clears me through the Class B direct KMYF without restrictions (Miramar was closed), do you want to declare an emergency? Acknowledge clearance, negative emergency, and as I acknowledge my clearance the lights on COM2 stay on. Good. I'd like to keep at least one radio working as I fly through Class B with no transponder into one of the busiest GA airports in America on a Saturday morning.
I point the aircraft directly at KMYF, start descending to pattern altitude, and focus on aviating. I tell the Chief Photographer that we have lost the alternator but that the battery will keep the radio going for a while and that the engine will keep running forever. Request quiet now as I make the approach. Approach and landing checklists complete. Switch to tower freq (already dialed in, just hit the button), briefest of transmissions to save the battery. Tower clears me to land #1 28R. Hit the speeds, hit the points, landing a little firm in my opinion but nothing that would get me yelled at by a CFI. Cleared to taxi same freq no restrictions. Ack the taxi clearance, back to the line, shut down. Done.
In retrospect, I probably should have declared the emergency. When I think of "declaring an emergency," I think of crash trucks rolling and the Feds landing on your head. Being without electricity in the cabin is no big deal, for some pilots it's their normal mode of operation, just not in Class B and busy Class D airspace. What I really needed was priority handling and the shortest route home. The controllers were great and gave me exactly the help I needed, but declaring the emergency would have formalized this process, especially in airspace as busy as we are. When do I declare the emergency, when the radios won't transmit anymore? Too late then. Declaring an emergency is free, may cost you a little paperwork (emphasis on may), but can get you the help you need when you need it.
I will probably also buy a handheld. Many folks say it is handy for VFR and a must have for IFR. As much flying as I do in and around Class B airspace, having no radios is not a good option.

Aftermath

We secured the plane, called the owner and the club to let them know it was grounded, then found another plane (an Archer) and flew to Catalina. It was a beautiful day and I was going to fly, by God. By the time we got there it wasn't worth taking the shuttle into town due to limited time. Instead, we had a relaxing $100 lunch at the Airport in the Sky, took some pictures of this classic airport, and headed back out. We circled the island to enjoy the view, then headed home. A nice finish to a bad start. I'll post some pictures once we download them from the Chief Photographer's camera and she has time to do some of her fancy photographer stuff to them.

Cheers,
BC

Confidence Restored

2007-03-11T07:57:00.000-07:00

My brother is visiting us in San Diego this weekend, so I decided to take him up to KCNO to see the Planes of Fame museum and grab some lunch at Flo's. After my last flight, my confidence was a bit shot, so I approached this flight very methodically.

Since neither my brother or I are small guys, I had gone to the airport Friday night and run the weight and balance on the plane (a Cessna 172 with the 180HP engine). We were fine on max gross, but very very close to the front edge of the envelope for balance. Very close. So, I decided to put some ballast in the plane. I put about 60 lbs of water (the cheap 2.5gal drinking kind you buy at the store) in the trunk and that moved us comfortably inside the evelope.

As we arrived at the airport Saturday morning, some low clouds and haze were still hanging around, so we took our time doing the preflight. We finished up just as the skies cleared, copied the ATIS, then called MYF ground requesting the northbound departure with Miramar Class B transition.

This is a very interesting departure.

The San Diego airspace is very crowded with Class B. MYF and sits inside a corridor under a 4800MSL shelf, with more restrictive class B north (for Marine Corps Air Station Miramar, KNKX) and south (for Lindbergh KSAN). You normally have to depart the airport eastbound staying under the shelf or westbound under an 1800MSL shelf and over the water, then pick your way around the Class B to get going in the correct direction. If you are heading up the inner valley, this is a significant deviation from DIRECT TO, so it takes a few minutes. However, the controllers around here are very friendly and will often let you transition the Class B.

The normal eastbound and westbound departures, shown in red below, are mostly flown from 28R, with 28L being used for closed pattern, small plane arrivals, and some departures. The Miramar transition, shown in green, is normally flown from 28L. I normally request the Miramar transition on ground control when I call for taxi so that they give me 28L and to allow them time to set up the transition. As I was taxiing, ground control passed me my clearance: "Cleared into the San Diego Miramar Class B airspace, upon departure make a climbing left 270 overhead the field, cross Hwy 52 at or above 2700, upon frequency change contact Miramar tower on 135.2."
This transition is easy to fly, saves you 10 minutes or so of deviations, and sets you up for flight following.

Departure was normal, executed the transition, picked up flight following, and we were on our way to CNO. With the large number of aircraft up Saturday and the haze cutting into visibility, the traffic calls from SOCAL were invaluable. The flight up to CNO was uneventful with the exception of having trouble finding the airport visually due to haze. A timely vector from the tower controller set us up on a base leg for 26R and a decent landing followed.

After a visit to the museum and some Patty Melts at Flo's, we loaded up the steed and launched for home. Once we were stable on altitude and once again under the watchful eye of the wonderful SOCAL controllers, I let my brother follow me on the yoke for a while to demonstrate how the plane maneuvered.

We were given another Class B transition over Miramar, but they held us at 3500MSL (3000AGL) until we were almost on top of the airport. The controllers flew me overhead MYF while descending and fly an extended left downwind for 26L to stabilize my approach. I came in with airspeed right on the mark, slightly high on the glideslope, on centerline, and with some timely power adjustments managed to put the wheels down at the top of the numbers with one of those greasers that makes you wonder whether, in fact, you have landed or are still flying. Just goes to prove it's better to be lucky than good.

This flight was great because, after destroying my confidence during my last flight, this trip restored my faith in my ability to pilot an airplane in a professional manner. It also allowed me to spend some quality time with my bro and see the sights.

If you have a minute, dig into the April issue of AOPA FLight Training. In it, you will find a great article by k about her first solo. K, congrats on being published.

Y'all have a great week.

BC

Crab cakes

2007-03-01T14:19:00.000-08:00

They say the way to a man's heart is through his stomach. My wife says I have a big (although sometimes cold) heart, so my big stomach is a requirement to supply that. This being the case, I am a big fan of gastronomical tourism, but not of the $200 pate and $500 bottle of wine variety. My tourism is usually limited to out of the way BBQ joints and restaurants dotted across the south, with the occasional "nice" restaurant thrown in for scenery.

Living on the left coast, my wife and I miss the flavors of home, most especially sweet iced tea and really good barbecue. We can usually make do, but lately we have had a hankering for one food we have not been able to find: crab cakes and hush puppies. Last night, we satisfied our desperation and the Chief Photographer treated myself and her parents to dinner at Lynnhaven Fish House.

Although it is not my usual backcountry fare, it is an excellent restaurant with delicious food. She-crab soup, crab cakes, and hush puppies for all. A most excellent meal for which I heartily thank my long-suffering wife.

If you ever find yourself in the Norfolk-Virginia Beach area, stop in to Lynnhaven Fish House and give it a try.

Disclaimer: I received no commercial compensation for the above post.

The Old Dominion

2007-02-24T09:17:00.000-08:00

Location: ORF VORTAC 293/4.4DME, 7 MSL.

After spending the better part of a day strapped in the cattle car section of a Long Beach Death Tube, I finally arrived back in the Old Dominion last night. In conjunction with a work trip that I had to make to Norfolk, we are going to do some house hunting in Charlottesville. It will be nice to finally be in an area where a normal house doesn't cost $600K and involve an hour-plus commute to work.

Although normal winter delays prevailed, it was a good flight. I sometimes wonder if every pilot has the same internal conversation I do:
"Gee, it would be nice if I were flying this thing myself. Then again, I can barely fly a Cessna. I sure am glad there is someone significantly more competent than me flying this thing."

Off to go look at real estate.

Hasta,
BC

Bad Flight

2007-02-17T20:08:00.000-08:00

It was one of those days where I wonder if I should be allowed to fly airplanes. I'd rather not go into details here, just suffice it to say that within ten minutes of takeoff I had decided that I had had enough and returned to the airport. I have filed an ASRS report. To top it all off, some a**hole in a Pitts couldn't listen to his clearances from tower and was flying the pattern every way except correctly, almost screwing up my landing.

On the upside, it was one of the best landings I have ever made and I was able to back up the controller when they gave me clearance to land on the wrong runway. There must be some points given for grace under pressure.

Snow and Flying

2007-02-05T15:48:00.000-08:00

The Chief Photographer and I had a wonderful vacation in the mountains of Colorado hitting some downhill, even a black diamond and some moguls (me) and some snowshoeing (the Chief Photographer and her friend K). The snow was wonderful champagne powder that is a pleasure to ski and I only fell twice, both on moguls. Here are a few pictures of the lovely views.

After returning home and getting caught up at work, I went out this past weekend for a little flying. Nothing exciting. 1.1 hours of complex time, NZY to SDM, five landings, back to NZY for 1 landing. I did put the gear up on every takeoff and remembered to put it down for every landing, so I consider this a success.

I'm hoping to get up at least once more this month, taking the Chief Photographer to Big Bear for lunch. Big Bear is an airport up in the mountains east of LA. Due to it's high density altitude it is difficult to get in and out in the summer, but the winter provides plenty of lift and great views of the snow covered mountains, not to mention good Chinese food. After that, it's big iron back to the Old Dominion to start looking for a place to live.

Have a great week.

Cheers,
BC

Near-minimum approach in snow

2007-01-22T20:14:00.000-08:00

Me? Are you kidding? No, it was the Delta pilot flying into KDEN taking the Chief Photographer and I on our annual ski vacation to Keystone resort in Colorado. Today we were swishing down the slopes cutting through fresh powder from last night and breathing the crisp mountain air.

I'll post some pictures when we get them.

Cheers,
BC

Airplane Maintenance

2007-01-18T20:21:00.000-08:00

Sorry it's been a while since my last post. My dear Uncle Sam forced me to fly left rear (way rear) seat on some big iron to the Republic of Texas to earn my paycheck. Thanks, buddy.

When I returned, I found out that my primary flying club had decided to do a maintenance standown and pulled all the planes off the line for upkeep maintenance, including oil changes, deferred repairs, and corrosion control. Being a good club member, I went out to the airfield and spent my three day weekend working on airplanes.

Positives:
I learned a hell of a lot about airplanes and maintenance and upkeep.
I got to make a positive contribution to the club.
I spent time with a bunch of guys who, like yours truly, enjoy flying for the fun of it.

Negatives:
Have you ever sneezed paint dust for three days?
Why do you think they say "keep the shiny side up." The "non-shiny" side is a pain in the butt to clean.

In short, I learned a lot about the planes and got to make a positive contribution to my club.

Cheers,
BC

Another Runway Incursion

2007-01-05T19:21:00.000-08:00

Looks like some bloke screwed the pooch on this one. Not enough info yet to tell if it was the charter pilot or the controller.

Revised Goals

2007-01-05T14:01:00.000-08:00

Thanks to all of you for your comments on my previous post. After much debate and discussion with a few other pilots here locally, I have decided not to pursue my instrument rating. I would like to address a few of the points brought up by some of the comments:

Between school and a new job following, it will probably be at least five years before I am in a position to use an airplane as regular transportation. Until then it is recreational flying only. The most I would use an instrument rating for is to punch through the ceiling on a MVFR day when I should probably be home studying.

IFRPilot and FD: You are definitely correct about the IFR rating improving your flying skills. In this arena I do have one advantage over many other Private Pilots. Having learned to fly here in SOCAL, in and around a lot of Class B, C, D, TRSA, etc, and with a TRACON and ARTCC close at hand, I am very comfortable flying under ATC direction using instrument navigation for VFR flight. I had a Class B endorsement as a student and have flown many a mile in what I call "IFR-lite" routing, using airway navigation and flight following around and through controlled airspace and cross-country, even going so far as to use instrument charts and instrument approach guidance where possible to improve my navigation.

By the way, I did say TRSA. If you think those didn't exist anymore, fly to Palm Springs (KPSP).

I have also done some good follow-on hood training to supplement my VFR Private Pilot training, with one full IFR flight and some practice approaches (PAR, VOR, VOR/DME, and ILS) under my belt. As long as I continue to practice this, it will help me in the event of the dreaded VFR into IMC (which I go to great lengths to avoid).

At this point, and for a few more years, I'm flying just for fun. Rather than pay for the instrument rating twice (once now and again a few years from now to get really proficient again), I have decided to use my scarce flying dollars to achieve the following goals before I leave SOCAL:

1. 150 total hours
2. Tailwheel endorsement
3. High performance endorsement (in a T-34)

This will set me up to have a lot of fun in the next six months while giving me the endorsements to fly just about any plane I could possibly rent in the next few years.

Thanks again for all the great comments. Keep flying safe!

Rethinking the Instrument Rating

2007-01-02T15:06:00.000-08:00

In getting ready for my transition from employed Navy guy to unemployed graduate student (in August), I have been thinking about whether or not to go ahead and get my Instrument rating.

In the two years I am in grad school, I will be lucky if I have enough time to maintain my VFR currency, much less IFR proficiency (yes, I used different terms for a reason). Following my graduation, I will hopefully be starting a new job that will place significant demands on my time, again limiting my ability to stay IFR proficient. So, if I am not going to be able to maintain my IFR proficiency and, therefore, will not be using my Instrument rating, should I wait to get it until I can actually maintain and use it?

Pros: Having my Instrument rating will let my fly IFR if I can maintain it and may reduce my life insurance rate.

Cons: If I can't maintain it, I won't be comfortable flying with it nor will I be able to fly it safely without significant retraining once (a few years from now) I am able to spend more time flying.

If I don't get my Instrument rating, I will probably spend my remaining time flying for fun and, maybe, getting a few more endorsements such as high performance, tailwheel, and possibly flying a T-34.

What do you think? Your thoughts are welcome.

Christmas by the Numbers

2006-12-31T08:38:00.000-08:00

During the Christmas break, I have managed to do a lot of flying and completed a few significant milestones in my flying hobby. Here are the numbers:

Total hours: 101.5 (I passed the magic 100hr mark on Thursday)
Hours in 2006: 90.3
Night hours: 14.4 (I completed the night checkout required for one of my flying clubs)
Complex hours: 10.4 (I completed my initial complex checkout)
First flights: 4 in the past week (6 total)
Max crosswind landing: 15kts (at night, with a CFI holding my hand)

On Christmas Eve, I took my best friend up for a sightseeing flight over SOCAL. We launched right at sunset, so we got to see the sun setting over the Pacific Ocean and then view a lot of Christmas lights, including the Del Mar racetrack, from the air.

This past Thursday, CFI K and I went up to finish my complex checkout, night checkout, and work on the crosswind landings. Since we needed to burn some time, we flew up to SBD. It's a former military airfield, so it's the first uncontrolled airfield I have flown into that has 10000ft runways. When we called up the AWOS, the winds were high and gusty with a 15kt crosswind component, right at our limits for the CFI's. What better way to work on crosswind landings?

We made the first approach at Flaps 20, 70 kts. On downwind, I had to hold about 25 degrees of crab to stay on track. As we turned final, I was hunting back and forth across the track with the nose waving around. I got it over the numbers, then plunked it down, promptly rolling out the crosswind correction (BAD IDEA). We managed to keep the airplane under control without overloading the gear, stopped, then took off again. As we took off for the next circuit, we debriefed what I had done wrong. On the second pass, again at 20/70, it was squirrely again and we encountered a little wind shear, so I went around. The third pass was him demonstrating how to do it, so I got an example. For the fourth through seventh passes, I used flaps 10, 80kts, and was able to fly acceptable approaches. After seven laps around SDB we had had enough, so we turned for home. We flew to SDM, shot three patterns there, then flew back to NZY for three more patterns and called it a day. I was wiped out, but I had successfully completed my complex checkout, night checkout, and a BFR (based upon some ground work we did and all of our flying during the checkout phase).

Yesterday, another first flight. I took one of the Chief Photographer's friends and his 13 year old son up for some sightseeing. The son wants to be a pilot, so the flight was a Christmas present from his Dad (pro rata, of course, per the FAR's). The son, E, seemed to truly enjoy the flight and is excited about learning to fly when he gets a few years older.

That's all the flying for this year, folks. I plan on settling back, watching some football, and enjoying some chili and cornbread. Y'all have a great New Years and we will see you in 2007, when I hope to get my instrument rating and move back to the Old Dominion.

All the best,
BC

Sightseeing in SOCAL, Rant, Christmas Greetings

2006-12-24T07:52:00.000-08:00

I took my father in law for his first flight in a small plane yesterday, a sightseeing tour around San Diego. We went straight out from 28L at MYF, turned northbound and went up the coast at 1500 as far as Del Mar racetrack. We turned around and cruised southbound looking at Torrey Pines and Mt Soledad before dropping to 500ft.

Flying at 500ft over the ocean with cliffs for a beach isn't the most comfortable experience, but you get used to it. In San Diego, this "shoreline transition" lets you through the Class B while letting your passengers see Sunset Cliffs.

Once we cleared Pt. Loma southbound, we flew over Coronado (NZY was closed, so the Class D was now Class G), down the Bay, around the city, up to Palomar observatory, then back to MYF for a straight in to 28L that then became an offset to 28R.

My father in law, a retired economics professor from Norfolk, VA, really enjoyed himself, so I was happy.

Separate Rant: Why do some people act like their lives and plans are more important than yours? My wife took a call from a fellow club member (at MYF, not NZY) who told her to tell me to change my reservation time so he could go on a cross country (in such a tone that she thought he was the airplane owner). When I returned his call, he told me he needed me to shorten my reservation to support him leaving early on a XC for Christmas (no please or anything) while also complaining to me that another member hadn't cancelled their reservation in the plane that he really wanted to support his Christmas weekend(huh?). I was going to change it anyway, so I told him I would shorten it and that I may be back a little earlier than planned if he wanted to come out to the airport and wait for the plane. "No," he replied, "just call me when you get back and I'll come out there." What am I, your secretary? I don't think so.

I flew my flight, didn't call him to tell him the plane was back (he can figure it out for himself), then went home. I thought the interaction was over. Nay, nay, readers. He calls my house last night by accidentally redialing the wrong received call in his cell phone. When he realizes that he's talking to "the guy about that plane," he tells me he decided not to take that plane because it was "trashed". I got very defensive because I leave planes cleaner than I find them. It turns out, his definition of "trashed" has nothing to do with dirty, it has to do with the fact that the plane is older and doesn't have a GPS. Give me a break!

I do have to say that this clown is not indicative of most of the members of the flying club at MYF. Most of the members at this club are outstanding pilots who love to fly and who take reasonable care of the airplanes. You have a few who don't call in their squawks, but this A$$H0L3 is well beyond the norms (outside six sigma for you stats geeks).

End Rant.

Now, for a Christmas greeting. To all of my readers out there (however few they may be) the Chief Photographer and I wish you all a very merry Christmas. Enjoy the day with your family and friends and enjoy your presents. Most of all, remember that the best present you can get is the affection of your friends and family.

Merry Christmas from all of your friends at Big Country Flying Service!

Abuse at the hands of a CFI

2006-12-23T08:58:00.000-08:00

As of yesterday morning, I need 5.9 hours in a 172RG to complete my initial complex checkout. Having flown a bunch of patterns during my last flight, the CFI (K) and I decided to do some work towards my Instrument at the same time we are cooking off complex hours. Best to kill two birds with one stone. Accordingly, we decided to file and fly IFR from NZY to AVX (Catalina Island) for lunch, then go back over SOCAL and do some airwork. I was in for a day of abuse.

I now understand why single pilot IFR, especially without an autopilot, is a dangerous proposition and VFR into IMC is a dramatic way to commit suicide. I can't say that I was task saturated, I was so far past the point of saturation that, had I not had the CFI as safety pilot, I would have been in serious trouble. Granted, it was my first time flying long-term instrument flight and attitude control, but it was damn hard.

We filed NASNI4.NASNI SANM1 at 6000 for the VOR-A into AVX. Of course, when we called clearance delivery, it was an entirely different beast. Cleared to AVX via NASNI4.NASNI Vectors to MZB V23 OCN V208 PACIF V27 SXC direct AVX, climb and maintain 2000, expect 6000 five minutes after departure, squawk 1234, contact Departure 125.15. Lucky for me, I had been practicing my clearance copy skills. I was able to copy and readback correct without needing a repeat. WHEW! We were cleared for takeoff, wheels up, then the hood came on.

No amended clearance, so we flew our first route. I noticed one thing right away: scan fixation. I had read about it, told myself not to do it, and found myself doing it anyway. Altitudes off, fix altitude. While fixing altitude, ignored heading. Headings off, fix heading. While fixing heading, altitude drifts off, fix altitude. Very painful.

After working our way to AVX without getting in an unusual attitude, I briefed our approach (at least I got one thing right), then flew a hold over the VOR, then direct to the airport. Because it was pretty rough, he didn't make me go missed and let me see the field. We entered the pattern, configured for landing, then went for it. However, there was a steady 15kt crosswind. I'm okay up to about 8kts, but 15kts is well outside my normal boundaries, definitely a good exercise to do with a CFI in the plane. The first approach was so bad that, at about 15' AGL, I went around. There was no way I was going to salvage it. On the second lap, I managed to get the plane on the runway without veering off the side, but it definitely is not going on record as one of my better landings.

After a nice lunch at the airport in the sky (and paying the dude in the tower $20 for the privilege of having landed there), I did a nice crosswind takeoff and we headed back to shore. We flew up to the northeast practice area where we did slow flight, stalls, steep turns, and an emergency gear extension. For not having done the maneuvers in that model plane, they went surprisingly well. After I demonstrated that I could control the airplane, we headed back to NZY to call it a day. When we got back to the field, we set up for a few touch and goes on the crosswind runway to practice my crosswind skills some more, then called it quits.

I logged 3.2 hours of complex time, so I have 2.7 hours left to finish my initial complex cert, which I plan to do this coming week. Having demonstrated that I can fly the plane, we will use that time to work on my instrument scan and basic attitude instrument flying.

My in-laws are in town from Norfolk, VA (Yeah VA!!!), so I am going to spend this nice SOCAL CAVU day taking my father in law on a sightseeing flight.

Cheers,
BC

Wave off

2006-12-21T09:05:00.000-08:00

Waved off from Wharton Business School. Details on my MBA Blog.

Going flying tomorrow!!!

Cheers,
BC

Complex Checkout

2006-12-18T14:47:00.000-08:00

At a meeting on Thursday, I found out that the owner of the 172RG at my primary flying club will be taking the plane off the line as of January 1st. I am 4.1 hours into a 10 hour initial complex checkout, so I have received permission from the Chief Photographer to fly for 5.9 hours over the next week or two in order to get the complex checkout done before the plane goes off the line. If I don't get it finished, I'll have to finish it up at my other flying club, a significantly more expensive proposition.

One slight problem: The CFI I started the checkout with is leaving town today and won't be back until the New Year. However, he turned me over, with a status update, to our Chief Pilot who is going to finish the checkout with me.

I'm on the schedule for most of the day Friday. I have done a good number of patterns, but I still need to do the Private Pilot Maneuvers (stalls, steeps, blah blah blah) and burn the minimum hours. I think we're going to go do a few hours of airwork, hopefully including some IR time, stop at a local airport for some fuel and food, then do a few more hours on our way back to home base. Kill the hours, get some airwork, get some good hood time, and get 'r done.

Side note: I have started a second blog dedicated to my quest for an MBA. You can check it out by heading over to Big Country Goes to Skool.

Have a great week.

Requiem for a classmate

2006-12-12T08:45:00.000-08:00

Major Megan McClung, USMC.
Ramadi, Iraq
December 6, 2006

Megan was one of the first people I met at the Naval Academy, where we were classmates in the same company. Always outgoing and boisterous, she knew she wanted to be a Marine and let nothing stand in her way. Although we parted ways at graduation and I haven’t seen her since, her passing reminds me of the sacrifices our Marines, soldiers, and sailors are making on the front lines every day.

After inspecting the guys guarding the Pearly Gates, find Erik K and give a big shout of NINETY FIVE. We’ll hear you.

Requiem aeternam dona eis Domine, et lux perpetua luceat eis.

The quest for the MBA

2006-12-11T16:13:00.000-08:00

Well, here is the status as of today:

Darden (UVA): Accepted, offered $20K/yr scholarship.
Fuqua (Duke): Will find out on 19 Dec.
Wharton (UPenn): Interviewed, will find out on 21 Dec.
Harvard: They have had my application for two months now, nothing heard. Probably drawing dead on that hand, won't know for sure until 13 Jan.

Looks like the case is getting better and better for Darden. First of all, I tend to like people that like me, and they seem to like me. Second, my wife and I love the school (fantastic people and facilities), love the area (Virginia is a great state), and the school itself is one of the top business schools in the world. Our decision may be easy. I will wait to find out all the results before I make my final decision, but Darden is looking better and better.

Cheers,
BC

The Old Dominion and some complex time

2006-12-08T21:40:00.000-08:00

On Wednesday afternoon, I got a voice mail from the Director of Admissions at the University of Virginia Darden School of Business.

"Big Country, please give me a call. I'd love to speak with you."

Was this what I think? Was I accepted? A few minutes later I spoke to the Director who, in fact, offered me admission to the MBA program at Darden. I think I screamed "WAHOO!", only to realize later that the Wahoo is the mascot for UVA.

The Chief Photographer and I are excited about moving back to the Old Dominion. When I informed her that I had been accepted, her response wasn't "That's great dear" or "Congratulations," it was "We're going home!!!" She told me the rest of that later, but we will definitely be glad to get back to the land with four real seasons and sweet tea at the restaurants.

On Thursday, to celebrate my (upcoming) birthday and my admission to Darden, I decided to get some complex time with a CFI. J, who instructed me through my solo, volunteered, so off we went. We took a 172RG and went from NZY to CRQ where I did some pattern work on power settings (I have to set RPM and MP?) and on remembering to put the gear down (and check it, and check it again, and check it a few more times for good measure).

Once he was comfortable with my pattern work, we headed across the big water to Catalina Island (AVX), an old airport carved out of two mountains with the gap filled in. Long overwater flight, but great for VOR flying and finding a new airport. After a brief stop to pay the $20 landing fee, we were back in 96V and heading east, back over the water, then up into the mountains to Big Bear Lake, a strip at 6800ft in the mountains east of LA. This was the flight portion of my "mountain flying/high density altitude airport" checkout. We stopped for about an hour to check the fuel in the plane and refill the pilots with some Chinese food, then a brief 1.1hrs home back to NZY for a night landing. Gear down, landed on the tires instead of the belly, kept the MP below the RPM, and all was right with the world.

I'm heading out tomorrow to the EAA's Sport Pilot road show at SDM. It should be interesting to see what it is all about and maybe get a few demo rides from some guys trying to sell me an airplane.

Until later...

A Christmas Song

2006-12-03T19:38:00.000-08:00

(To the tune of "Let it Snow")

Well the sun outside is shining,
It's a great day to be flying,
But since we got HDTV
Must get free, must get free, must get free.

With our new 42 inches of living plasma high definition color, it's been hard to get away from the television. Yesterday, I watched Navy destroy Army in the annual classic. Every ten minutes, either the Chief Photographer or I would say "Damn, that's a nice picture."

Today, for the umpteenth time this week, it was severe clear in SOCAL, so I used the weather as my intervention to get me out from in front of that glorious screen and out into the sunshine. I had to go flying!!!

Nothing complicated, just a quick trip from MYF to HMT and back, with some short field landings and some private pilot maneuvers on the way back. Steep turns, slow flight, stalls. Slow flight and stalls went well, but the steep turns were definitely rusty. The first set was not within PTS standards, the second was within standards but not up to my liking, and the third set was finally acceptable. I must be sure to take some flying time every once in a while to practice my basic Private Pilot skills to keep them sharp.

Only five days until we hear from the Darden Graduate School of Business at the University of Virginia. Either I cut the mustard, or their quota for old washed up ex-Navy hangar rats was full. We are really hoping that I get accepted at UVA so that we can move back to the Old Dominion, so keep your fingers crossed, pray your rosary, light candles, chant, whatever it is you do for good luck and send it my way.

Cheers,
BC

Part 121 Experience

2006-11-22T06:05:00.000-08:00

Yesterday, I got to serve as a crewmember on a Part 121 carrier. I was serving as Seventh Deputy Underassistant Copilot for Customer Service. For those of you who don't know what that is, it's the guy snoring in 26C on the redeye from SLC to ATL.

On Sunday night, KSAN closed due to heavy fog (near zero/zero). The KSAN TAF for Monday night, my scheduled departure, was more of the same: CAVU all day, heavy fog after sunset. I planned my own reroute to avoid the inevitable cancellation, then called one of our great american air carriers to execute said reroute.

Dude at Call Center in India: I'm sorry, sir, we can't reroute you, that flight has already departed.
BC: No, it actually leaves in eight hours, but it isn't going anywhere, please reroute me through SLC.
Dude: Our system shows your flight is on time. You don't need to reroute, everything will be fine.
BC: No, it won't.
Dude: Well, sir, my system won't let me do anything for you. My supervisor has to do it.
Supervisor: Sir, you don't need to reroute your flight. The weather in San Diego is perfect.
BC: Yes, it's perfect right now, but not eight hours from now. I'm trying to get back east to see the 'rents and the Chief Photographer. Please change my flight.
Supervisor: It will cost you $300 to change your flight. If you wait another hour, within three hours of the departure to SLC, you will be able to change to that flight for only $25.
BC: Huh?
Supervisor: Within three hours of the departure, you can change to that flight for only $25.
BC: Let me get this straight. The weather is going to cancel my flight tonight, so I'm trying to help you out by shifting to an earlier flight, minimizing the amount of people you have to rebook. If I do it now, it's going to cost me $300. If I wait 55 minutes, it will only cost me $25. Is that right?
Supervisor: That's absolutely correct. Is there anything else we can help with?
BC: Grrrr. No. Bye.

So, now I am biding the requisite 55 minutes, so I call the Chief Photographer and let her know what I am trying to do. About 25 minutes after I got off the phone with the airline, my cell phone starts ringing. A recorded voice greets me: "This is Great American Bankrupt Air Carrier. We have canceled your flight for tonight. We have rebooked you on a flight for tomorrow morning. If you need any assistance, please call us. Thank you."

I pick up the phone and now get to call the rebooking center somewhere in the southern USA.

Rebooking Center: Yes, your flight was cancelled. We have rebooked you on a flight tomorrow morning. Can I help you with something?
BC: I'd like to leave tonight, rerouting on the earlier departure to SLC, then ATL, then my original connection to TYS. Can we do that?
Rebooking Center: No problem. (A few minutes of keystrokes). Done. Have a great flight!
BC: Thanks.

I just don't understand.

So, now that I have returned to to the land of my youth for a great Thanksgiving holiday with my family, it's time to relax, watch football, and adjust my W&B.

MBA Update:
Harvard: Application submitted, waiting on interview.
Wharton: Invited to interview, interview complete, waiting on results.
Darden: Application and interview complete. Waiting on results.
Duke: Application and interview complete. Waiting on results.

Y'all have a great Thanksgiving holiday.

Cheers,
BC

$133.41 Hamburger

2006-11-12T15:57:00.000-08:00

With the sunshine in SOCAL, and my temporary bachelorhood, I decided to scoot up to French Valley for lunch. Departed NZY, Lindbergh transition direct MZB direct F70 own navigation with flight following. There was a direct crosswind at F70 and my crosswind skills are a bit rusty, so I decided to make two passes there for practice. They both went well, to my surprise, so I shut down and had a quick bite of lunch. After a tasty burger, I loaded up the steed and headed back to NZY. There were a few planes who had decided to orbit at my altitude, so SOCAL climbed me to 5500, over the traffic, then back to 3500 for the rest of the way. Crossed Lindbergh at 1000, then a no-flaps landing.

Hours: 1.9
Plane: $123.50
Hamburger and Iced Tea: $9.91
Nailing a landing in an 11kt wind gusting to 15 with crosswind: Priceless.

A good time was had by all.

My first (really) long cross country

2006-11-12T08:07:00.000-08:00

I'm playing bachelor right now, the Chief Photographer having left me to my own devices for a few days to visit family back east. Friday was a holiday. Hmm, what shall I do with my time?

Well, I decided that it was finally time to stretch my legs a bit. Since I got my ticket, I haven't flown farther than 80 miles from my home airport. Lack of time, nervousness, whatever, it just hasn't happened. So, I figured it was finally time to actually use an airplane to cover a long distance, so I planned a flight to North Las Vegas Airport, KVGT. The planning phase was actually pretty simple, since I had planned this flight as the cross country portion of my private pilot exam, but now I had to actually go fly it.

I had booked a Warrior for the whole day, so I got to the airport at 7am to preflight and file. I walked straight to the airplane door, checked the squawk sheet, and ran a W&B. Since we normally only fill the Pipers to the tabs (34 gal) and I would be flying over the desert, I wanted full fuel (48 gal), so had to make sure the W&B would take it. After confirming, I started preflighting the airplane. As I did the initial walk around, I noticed a MAJOR problem: the left main was sitting on the rim, flat as a pancake. This plane wasn't going anywhere, and none of the maintenance places were open yet. Not good.

I secured the airplane, then went into the club building. Lucky for me, there was another Warrior that was open for the whole day, so I quickly changed my reservation. New W&B, call for fuel, preflight, weather brief and file on DUATS, and I was able to take off only 15 minutes later than I had planned.

I departed SOCAL to the east over JULIAN VOR and picked up flight following right after I activated my flight plan. LA Center had me climb to 11500 to get over the Palm Springs TRSA, which was a beehive of activity due to the AOPA convention. KPSP was closed due to lack of parking, Thermal and Bermuda Dunes were nearing capacity, planes coming in from all over, so I stayed well above the fray. As I approached TNP VOR, Center advised me to remain clear of a few restricted areas and MOAs, but I told them my route was the Victor Airway (V514) which remains clear of all, so they were happy with me.

I had planned to take the Showboat arrival into VGT (from the east over Lake Meade), but when Center handed me off to Las Vegas Approach, they were unable due to the arrival pattern for McCarran. Instead, they vectored me overhead Henderson Airport, direct the numbers of 25 at McCarran, then direct VGT. This gave me a great view of the strip. When Approach handed me off to VGT tower, they cleared me to land on 31L, but I was too high from my previous clearance, so I called a go around and circled to land.

After landing, I went to the terminal building, ordered my fuel, then went upstairs to the restaurant. It's a decent little burger place where they let you sign the walls. After signing "Big Country Flying" and my tail number, I sat out on the patio to watch the traffic and ordered a patty melt. It was actually pretty good for an airport cafe.

After a tasty lunch, I got another weather brief and filed the return (nice planning room, free WiFi), then launched. Smooth ride home, over the top of the TRSA nightmare, then a long glide back to MYF.

I would have said a lot more, but it was an uneventful flight. For my first really long cross country, it couldn't have gone better. I think this will help my confidence in stretching my legs a bit more and flying to a few further away places.

A few lessons learned for a long cross country:
1. Preflight the night before. Save yourself some heartache.
2. Book a plane with an autopilot. Just having the heading hold function made the flight much more enjoyable.
3. Don't drink a large coffee shortly before takeoff. 'Nuf said.

If anyone is looking to fly into Las Vegas, VGT is the way to go. Cheap fuel, plenty of parking, cheap overnights, and a free shuttle to the strip. McCarran is very overpriced and (from what I hear) they treat piston single guys slightly worse than they do the vagrants.

I might make it up today to bag a few more XC hours, then it will be time to work on my Instrument.

Cheers,
BC

PS-For those of you interested in my MBA quest, last week I received an invitation to interview with Wharton. YEAAAAAAAAAAAH!!!!!!!!! The interview is Thursday, so I'll let you know.

Has it been two months?

2006-10-30T05:33:00.000-08:00

Has it been two months since my last post? Holy small airplanes, Batman!

So, here's a laundry list of why I haven't posted in two months:

Trip to visit UVA Darden Business School, Wharton Business School, Duke Fuqua Business School: Complete
Two weeks at sea monitoring an exercise: Complete
Trip to visit Harvard Business School: Complete
Harvard Application: Done, no response to date
Wharton Application: Done, no response to date
One week trip to Japan for a conference: Complete
UVA Application: Done, no response to date
Duke Application: Finished last night!!!

I have now managed to finish all of my business school applications! Thank God. They were a ton of work, but I hope I get into at least one school on my list (keeping my fingers crossed for UVA and Harvard). As we work our way through the B-school process, you may see more posts in here about B-school stuff. I'll primarily try to stay focused on the flying.

I have managed to sneak in a little bit of flying. Weekend before last, I got 0.8 hrs on Saturday doing pattern proficiency at KMYF, on Sunday I got 1.6 hrs of night proficiency at KMYF and KSDM. I haven't logged a cross-country hour in over two months, so my goal of getting 35 hours of XC PIC before I start my Instrument rating keeps getting pushed back. I need to get this thing banged out before I quit my job and become a student again. The Chief Photographer will be going back east for a few weeks this month, so during my temporary bachelorhood I am going to try and get some long XC trips in to rack up those hours. By the way, if you know of your favorite $100 hamburger place in the Phoenix area, do let me know.

That's it for now.

Cheers,
BC

Changes in altitude, changes in attitude

2006-09-01T12:37:00.000-07:00

As I have spent more time flying Pipers, one of the things that I have noticed, maybe only in the ones that I fly, is that they are very nose heavy (Post Facto Editors note: PA-28-161's, the 181's are great) . When flying solo, I have a hard time getting the nose up into a proper flare at landing and usually end up running the trim wheel ANU in order to see a good picture. Two of them at our local club are so nose heavy that the owner put 40 lbs of water in the luggage area to shift the CG aft.

I had the opportunity to take a friend of mine, W, up for a flight yesterday, in one of the Pipers (a 161). This is one of the planes with the water in the tail. Neither one of us are small guys, so when I did the weight and balance, we were out of limits forward. Ruh-roh. He said that he would still like to go, even in the backseat, so he got in the back and off we went. Unfortunately, this particular airplane doesn't have headset jacks in the back, so he could only have the headset on if he was leaning forward (ie, not during takeoff, landing, or every few minutes to rest his back). With him in the backseat, CG was right in the middle of the envelope and the plane flew well. Actually, I made two of the best landings that I have in a long time.

W has always been interested in learning how to fly (he still has to put two kids through college), so it was a good mix. He followed me through brief and preflight and asked a lot of good questions both then and during the flight.

We left out of MYF and flew up to my favorite just-far-enough-to-be-a-legal-XC airport, KHMT. On the way, I was able to point out a lot of the sights (Barona Casino, Palomar Observatory, the French Valley wine country), etc. We landed at HMT which was a little tricky because of the wind. It was only about 4 kts but was shifting back and forth 30 degrees across centerline. We made the landing a full stop because of the relatively short runway and the high density altitude, then took off again. On the way home, I demonstrated steep turns and ground reference maneuvers, then we flew out by Coronado so he could see the coastline. We finally returned to MYF after 2.3 hours of flying where I made a pretty decent landing. Afterwards, he shook my hand and said "That was awesome."

I was thoroughly impressed with the difference the CG made in the airplane's handling characteristics. I may have to start bribing people to sit in the back seat.

I learned three important lessons yesterday. First, I need to buy a headset extension cord. I guess I need to make a quick trip to Marv Goldens, darn the bad luck. Second, always always always calculate the weight and balance. I was taught that and have done so, but I have seen people who assume that they are good if they are well under max gross. Although I knew we were good on weight, if I had assumed the balance was good I would have been in deep crap. This was the first time I had ever calculated one out of balance, so I'm glad I have never gotten complacent. Finally, having a passenger that is truly interested in aviation and is excited about flying can really make the trip worthwhile.

Until later my friends...

Changing Channels

2006-08-30T21:20:00.000-07:00

I once said that, like Jimmy Buffett in "The Wino and I Know," I would like to live my life like a song. As I mentioned in my previous post, a job change is in the works, so the next song would be "Changing Channels." More appropriate to this blog, I guess, would be "Cleared to switch."

The Chief Photographer and I have decided that it is time to hang up the blues of Uncle Sam's Navy and actually try to make my way in the world. I have been a Submarine Officer for 11 years, so trying to switch careers at age 33 will definitely be a challenge. That is why I am applying to business school. I had someone teach me submarines, I had someone teach me French, I had someone teach me to fly. Business school will teach me business, a language as foreign to me right now as Attic Greek.

I think the hardest part will be trying to decide what to wear to work in the morning. Right now, my decision is easy. Every morning, I have a decision between brown, brown, and brown. The biggest question is shoes: black or black. Sometimes it makes my head hurt. Last week, the Chief Photographer and I went clothes shopping for yours truly. I definitely had to take her, as I would have blown the budget on a few tacky shirts, a new ball cap, some shades, and a handheld GPS. As it stands, I bought two suits, two pairs of slacks, four shirts, three ties, and some fancy shoes. I almost cried when I converted the cost into hours of flying. (At $75/hr for a cheap Cessna, that closet full of clothes is worth XX hours).

Alas, all is not lost. I'm going to take a buddy of mine from work up for a few hours tomorrow (just before I pick up the new duds from the tailor). Then I have to come home and polish the resume before my school visits and interviews next week.

Hasta,
BC

A little history

2006-08-28T19:55:00.000-07:00

I have been doing some flying lately, but between travel for work and other irons in the fire, it's been catch as catch can. I've been trying to build my XC hours to get ready for my IFR training, so I've been flying to KIPL (K-Hotter than Hell) and KHMT a lot, since they are both legal cross countries. I want to get up into and past the LA basin, stretch my legs so to speak, but with the abnormally hot weather and the fickle marine layer, I just haven't made it.

During my last business trip, embarked on the USS EISENHOWER and USS THEODORE ROOSEVELT (both aircraft carriers), I had the chance to witness a piece of history. Onboard TR, the Tomcatters of Fighter Squadron Three One (VF 31) conducted the last operational embark of the F-14 fighter. A mainstay of naval aviation for thirty years, the Tomcat will be officially retired in September. It is being replaced by the F/A-18E/F Super Hornet (affectionately known as Rhinos). The picture below is an official Navy photograph of the last arrested landing of a Tomcat onboard a carrier (I, of course, didn't take my camera to sea).

I am not a Naval Aviator, but I have all the respect in the world for my brethren who fly (and trap, at night, in horrible conditions) all sorts of aircraft onboard a pitching deck at sea. It is an awesome feeling to be standing on the launch line, ten feet from a Rhino in afterburner, then watch him get catapulted into the air. Much more awesome, although I have only done it in the passenger section of a COD, is taking the catapult shot itself. It feels like getting kicked by a mule, then launching on a roller coaster.

When I have not been at sea, or burning up my hard earned dollers turning 100LL into propeller noise, I have been slaving away at my computer. I will be getting out of the Navy next year, so I have to make some money. I can't afford to slog away in the bowels of commercial aviation, therefore I will be applying to Harvard Business School (among others). Each school requires not only a normal application, but a significant amount of essay writing. It's easier to apply for a mortgage. I'll keep you posted on how it goes.

If you have a minute, Aviatrix (of Aviatrix Logbook) successfully passed her CFI checkride. Go on over and post her a congrats (and book a lesson).

For any afficionados of Italy, I have added a new blog to my list, Andrew's Rome Journal. It was kept by my friend's husband while he taught in Rome. It's a great read!

Cheers,
Country

Requiem

2006-08-27T21:28:00.000-07:00

Since I have not posted in over a month, I had a lot to tell you today. About some great flights I took. About watching the last operational F-14D flights from the deck of an aircraft carrier. About why I didn't have time to blog because I was slaving away working on my essays for Harvard Business School.

But for now, I will post a requiem.

Today, COMAIR 5191 crashed on departure from KLEX just before dawn, bringing to an end one of the safest periods in commerical aviation history. There was one survivor. According to current reports, the CRJ 100 attempted to depart from a runway that was too short. I will withhold further comment until the report is published, as we all know how lousy aviation reporting in the media can be.

Kudos to the rescue personnel who risked injury to extract the FO from the flight deck.

Requiem aeternam dona eis Domine, et lux perpetua luceat eis.

One month later, an update

2006-07-06T16:34:00.000-07:00

It's been a month since my last post, but that doesn't mean I haven't been busy. Shortly after my last post, I had to travel to the lovely island of Guam (they brag about having the world's largest K-Mart) for a while, then Honolulu, then finally back home last week. Not much to report, just work. I did check into plane rentals in Honolulu (I travel there often for work), but the going rate for a 172 was over $100/hr, and I had to fly with that FBO every 30 days or get a fresh checkout every time. Not worth it.

I'm going to digress a minute about engines, because it leads to the next few events in my update. I'm very comfortable with engines of all kinds. Diesel, gas, it doesn't matter. I've overhauled crane engines, installed go-kart engines, and rebuilt the V8 in my (former) boat, among other things, so I get along well with just about any reciprocating engine.

Saturday morning, the Chief Photographer and I decided to fly up to French Valley for pancakes. I rented a T-41 (172F) from NZY and we launched into the bright SOCAL sunshine. After an uneventful flight into F70, we parked and had a delicious breakfast while watching all manner of planes fly in and out (pictures included).

After breakfast, we loaded up the steed and headed back towards San Diego. As I was approaching Ramona airport, talking with tower to transition their Class D, I looked over at my engine gauges and saw that the oil temp was past the red and sitting at the high peg. Oil pressure was fine and the engine was running well, so I requested a precautionary landing from tower (no, I don't want to declare an emergency...yet), then headed for the pattern. Since this was my first real in-flight problem, I did my best to remain calm. There were two thoughts in my head. First, the engine is still running well, so this is a normal approach. The second was a little more odd. I remembered a talk with a CFI, or an article I had read, about some guy who had oil pressure/temp problems, so he shut the engine off to try and save it. Subsequently, he balled up the airplane making an off-airport landing. I wasn't going to be that guy.

I throttled back to a lower power setting, pushed full rich, and started a 110mph (yes, the plane is that old) descent to try and cool the engine. No joy. I leveled off at TPA and proceeded downwind for a normal landing, taxied to transient parking, and shut down. I opened up the access panel to provide some air cooling to the engine, then checked the oil. Yup, 7 qts, just like it was 20 minutes ago when I left French Valley. The oil didn't seem excessively hot, and no breakdown was noticeable. I closed my flight plan (no sense having FSS call out the cavalry), then called the club. They told me to just leave it there, someone would come take a look at it. Thirty minutes after shutdown, the temp indicator was still very high in the green arc, so I thought that was prudent.

We walked over to the FBO, where an A&P just happened to be going to his girlfriend's house in the same block as ours, so we didn't have to take a 45 mile cab ride.

When we got back to Coronado, I called the club manager. He and the club A&P had gone over and checked it out and had fixed the faulty temperature sensor. Doing my club duty, I drove back to NZY where I grabbed another plane and a CFI and flew him up to RNM to ferry the plane home. Ah, fun with engines.

Sunday, having missed my Saturday yard chores, I got up early and started trimming shrubs. After making a big pile of limbs and branches, I went to Home Depot to rent a chipper/shredder to mulch the waste. The guy at the store ran it for 30 seconds, then shut it down and I towed it home. Once home, I started it up and started shredding. It ran for about 3 minutes, then stopped. Nothing I could do, including all of my engine tricks, would get it to run again. My neighbor, who also works engines, couldn't get it to run either. After my hands were swollen from pulling the starter cord so many times, I drove it back to Home Depot. The clerk's response was "You must not be doing it right." Five minutes later, he came back inside and gave me my money back. Thus, my weekend of being foiled by engines drew to a close.

For the 4th of July, I decided to celebrate my good Southern roots by smoking some real pork BBQ. I got off early on Monday, so I was able to smoke the meat for 13 hours, turning out some truly fabulous BBQ.

The 4th of July in Coronado, CA is the biggest holiday of the year, sort of like Christmas, New Year, and Mardi Gras rolled into one. A parade, parties all over town, fireworks, the whole nine yards. We started at the neighbor's breakfast party, went to the parade which included a T-34 flyover (see pictures below), then home to enjoy our BBQ. After that, it was the ice cream social next door, then two sets of fireworks viewed from our roof. All in all, a good 4th.

Since the Chief Photographer has a photo shoot on Saturday, at which I would be particularly bored, she suggested I go flying. You don't have to tell me twice! I haven't decided where I'll be going, but it will involve at least one new airport and some good cross country time. Until then...

Karma and the FAA

2006-06-10T20:48:00.001-07:00

Since passing my Private Pilot checkride back in April, I have anxiously awaited the arrival of my "real" certificate. It may just be a piece of plastic, but it is solid piece of material that says I'm a pilot. On Thursday, a large envelope was waiting in my mailbox. Was this it? Unfortunately, no. It was a survey from CAMI asking me to fill in a bunch of bubbles about how my training and checkride went.

"To better serve aviation safety, the FAA is conducting a national survey on the overall quality of flight training and testing experiences to see if they meet the FAA's current standards. The enclosed questionnaire is voluntary and anonymous, so please be open and candid."

Great. Just like the FAA to produce even more paperwork, and send me the paperwork before they even send me my certificate! In order to protect my karma with the Feds, I went ahead and filled it out and had the Chief Photographer drop it in the mail on her way to work. Amazingly enough, it worked. When I got home from work on Friday, there was a nice little envelope with my certificate in it! Yeah!

Since work is going to be busy over the next few weeks, this weekend was my last opportunity to fly until the beginning of July. I really wanted to get a few hours on the new certificate before I had to start the slave grind. It didn't look like the weather gods were going to allow that. The past few days have been "June Gloom" here in San Diego, low ceilings 24/7 with haze and fog, and today was forecast to be more of the same. On our way back from a photo shoot (unlike yours truly, the Chief Photographer does make real money with her hobby), I looked up and the skies were clearing. Hallelujah!

My plan for the afternoon had been to drive the Chief Photographer to the mini-camp for the San Diego Chargers so she could shoot pictures. As I am not an NFL fan, preferring college sports, this would have been about as exciting as cleaning my toe jam. Since the Chargers training facility is right underneath final for 28R at KMYF, I would have spent the entire time watching the IFR guys fly in while I sat on the ground. In fact, the photo at the top was taken from the camp (not me in the plane).

Very quickly, the Chief Photographer (my long suffering wife) and I reached a compromise. She dropped me off at KMYF so I could get a hop in while she took pictures around the corner, then she would come back and pick me up. I was able to get a Piper, so I got a quick brief from DUATS and off I went.

In my quest to pick up XC PIC time towards my Instrument prerequisites, I had planned to scoot up to HMT and back. However, HMT was closed by NOTAM for a parachute demo. Time for Plan B. I left MYF, flew south to SDM for a touch and go, then north to F70 for a touch and go (the distance from SDM to F70 making it a legal XC), then back to MYF.

This was my first time flying this particular plane, and definitely my last. Since all Cherokee names are related to Indian terms, I have decided to dub this particular airframe "The Crooked Indian." Preflight was fine, but when I started her up there was a problem with the radio. I could hear myself on I/C fine, but I couldn't hear anything on the frequency. I figured maybe ground was just quiet for a minute, so I called ground for a radio check, no joy. Toggled the COM1/COM2 switch, tried COM 2, no joy. I finally resorted to shutting off and restarting the radio and IC stack, then got good comms. I also got a chewing from ground control for stepping on other people while I was trying to get positive comms. I then apologized to ground, explaining I had had radio problems. After my apology, some nameless, helpful soul (not ground) got on the air and said "Listen first, then talk." Gee thanks, buddy. If I could have listened, I would have. Karma again, he'll get his one day.

After I was airborne, I had this weird sensation during part of the flight that the plane was flying crooked. I was flying visually, but cross checking my instruments. When I held the "straight and level" picture, the airplane would turn. When I held the instruments solid (AI vertical and on the line, DG steady, Turn Coordinator level, ball centered, altimeter steady), the visual picture looked as if I was in a slightly nose down left bank. Weird. Hence the name "Crooked Indian."

Flight was fine, if a little bumpy. Due to the sudden change in the forecast, from crap to good, there were few planes in the air, so it wasn't crowded. The warming of the rocks did lead to a good bit of light chop, but nothing scary. 1.8 hrs of XC PIC in the log.

Once back at MYF, I put the Crooked Indian to bed and went in to pay the tab. As I was signing the credit card receipt, I noticed someone else's credit card on the table, with no one else around. Several weeks ago, I had left my checkbook in an airplane and the good soul who found it had left it with the counter staff at the FBO (instead of stealing it) and had called me to let me know where it was. In consideration of this favor, I decided to pay it forward to the owner of the credit card. I looked up the owner of the card on our club roster, turned the card in at the counter, then stepped outside to call the owner. When a female voice answered, I asked for the male name of the card owner. The student pilot at the next table over said "That's me!" His card got returned, his CFI thanked me for my honesty, and I made an exit. Doing the right thing may sometimes be a tad inconvenient, but it isn't that hard and will always come back to you. Good karma.

The Chief Photographer swung by and picked me up, then it was back to the hacienda for the traditional family Saturday night hamburgers. On the way home, I told her that if I ever told her we were going to fly The Crooked Indian, she was to hit me over the head until I changed my mind.

Will probably be a few weeks until my next post. Until then, keep the shiny side up and fly safe.

Big Country

Private Pilot Maneuvers

2006-06-03T18:31:00.000-07:00

Since I have started flying Pipers, with the exception of my club checkout I have only done point to point trips. The chief photographer and I had to cancel the long XC to Sin City (work issues), so I decided I needed to do some Private Pilot maneuvers in the Piper to really get the feel of the aircraft. I figured I could hit HMT (55 nm from MYF) to log it as XC PIC, then do some maneuvers (sans the chief photographer, who decided that yanking and banking wasn't her idea of a good time).

It was clear and sunny in SOCAL, but hot. When I got to MYF, it was about 90F. I took a good look at the performance charts for 06N, the Piper Cadet I would be flying today, to make sure I wouldn't have any issues with density altitude. MYF is about 400MSL, so no problem there, but at HMT it was 100F with a field elevation of 1500MSL, so the density altitude was 4500 ft. With a 4000 ft runway at that density altitude, I didn't want to take any chances.

I did a soft field takeoff from MYF, then got the NKX Class B transition direct northbound. Climbed up to 6500MSL, where it was a cool 80F, then headed to HMT. Picked up VFR flight following enroute, then descended over the lake south of HMT to TPA, where I entered the pattern on the 45. I did a soft field landing to a full stop (take no chances when I eat up that much runway at that density altitude), taxied back for a short field takeoff, lap around the pattern, short field landing to touch and go. My decision point was that if I didn't stick it on the numbers or was slow to reconfigure, it would be a full stop. If everything went right, I would roll with the T&G. I put it on the numbers, reconfigured quickly, and was airborne before the halfway point on the runway. From there, I made a left 45 departure back towards San Diego.

I climbed to 5500MSL on a heading of 150 until I got to Pauma Valley, the north practice area for San Diego. Once over Pauma Valley, I did two sets of steep turns (left, right, left, right), clean slow flight, dirty slow flight, power off stall, another set of steep turns, then an engine out (yes, I did clearing turns and a self announce before each maneuver). All of the maneuvers were well within PTS standards, except for the engine out.

From 5500MSL, that Piper will glide forever. I flew around losing altitude for a few minutes, with multiple fields to choose from, then decided to make my "emergency landing" to Pauma Valley Airpark, a private strip. As I turned from base to final, I realized I was WAY too high (yet not high enough for another pass), so I slipped like a madman to get back on glideslope. I didn't want to put the flaps in yet because once I put them in, I don't like to take them out again, so I would rather wait till the last minute to put the flaps in, slipping beforehand if needed. Once I was on glideslope at 100AGL, I went around and climbed back up to 35ooMSL to head for home. I was tempted to actually land it, but it is a private strip and I didn't have permission, so I didn't want to piss off the locals.

Once back at altitude, I made one final self announce, then called up SOCAL to get flight following and clearance through the Class B back to MYF. Smooth ride home, okay landing on the numbers, shut her down and called it a day.

Given that this was the first time I had done PPL Maneuvers in a Piper, I was happy with the results. All of my airwork was well within PTS (+/- 50 ft altitude, +/- 5kts airspeed, +/- 5 deg heading), but the short/soft field landings still need a little work (I have to refine my sight picture and power settings for the Pipers).

As far as the engine out is concerned, I am still having a little trouble with the glide characteristics of the Piper. Once I realized I was high, I figured I had several options:
A. Slip to get back on glideslope (the one I chose)
B. Put in a notch or two of flaps (the one I decided against since I don't like to screw with the lift/drag configuration until I know I have the field made)
C. S-turns or a 360 (scared to death of the dreaded spin/stall at low altitude trying to stretch a glide or maneuver significantly)

If any of you experienced folks/CFI's out there have any suggestions to make, I'm all ears.

Fly safe!

Big Country

Cross Country

2006-05-28T21:06:00.000-07:00

Yesterday, the lovely wife and I decided to try and get up to Hemet (HMT) and French Valley to log some more XC PIC and get some dinner. The weekend plan involved a short XC for Saturday and a longer XC for Monday. We wanted to see a few sights and try out the airsickness pills for C before we tried to go further afield (ie North Las Vegas).

A cold front and the marine layer together were playing havoc with the weather here in SOCAL on Saturday. When we went out to the field, they were calling BKN 025 at MYF and SCT 025 at SEE (about 10 miles east of MYF), with SKC further north. We launched out of MYF eastbound in a C172 to try and find the SCT clouds, but couldn't find anything but low ceilings and high terrain. After about ten minutes, I decided that discretion was the better part of valor, so I turned around and headed back to MYF. On the inbound, I carried too much speed into final and was floating like crazy, so I called a go around and tried again. Nailed a nice little landing on 23 at MYF and called it a day.

As I was planning our flight for tomorrow, I pulled down the TAF's (and METARS) for a trip to Chino, CA (CNO). Holy clear skies, Batman! The weather was going to be clear all day long with the marine layer moving back in about midnight (making tomorrow the normal SOCAL crap shoot). I convinced my long-suffering wife to push our CNO trip up to today, and we headed out to MYF. The only plane available for the whole afternoon was the Archer I flew on Thursday, so we booked it and boogied. Preflight, file, and launch. Picked up flight following with a shortcut through the Class B and we flew I-15 all the way to Chino (IFR: I Fly Roads). Chino Tower brought me in on 26R for a short taxi to the FBO.

Once in Chino, we parked at Championship Aviation and went to the Planes of Fame Museum. They have an awesome collection of classic warbirds and civilian craft. Mustangs, Spitfires, a Zero, B-25, and much, much more. Truly a great view of some classic planes.

We then headed down to Flo's Cafe to refuel the PIC and the chief photographer. They had great food and good prices. Big Country had the patty melt, and the chief photographer (also known as my darling wife) had the chicken finger snack plate. I can highly recommend both.

A few hours after arrival, we hopped back in the Archer and got ready to head home (after preflight and weather update). One small issue with the upper door latch (quickly fixed with the handy fuel tester screwdriver), and we were airborne for the return. Picked up SOCAL flight following, then flew the I-15 back to San Diego (I love Interstates). Cleared direct through the Class B to MYF, first pass squeaker, parked the bird and called it a day.

Some highlights:
The airsickness pills for the chief photographer worked well. Even though we hit some turbulence and a few less than smooth maneuvers (that's my fault), she did really well. I think we have hit the jackpot.

If you are looking for someplace to fly for a day trip, go to Chino. Great museum, good food at Flo's, and easy in and out of the airfield (a little Class C overhead to contend with, but it wasn't hard at all).

Park at Championship Aviation. It's on the same side of the airfield as the museum. Although I wasn't taking on fuel, they didn't charge me a nickel to park for a few hours. Chocked the tires, laid a red carpet down by the step, the whole nine yards. The front desk girl wouldn't even take a tip for giving us directions. The line boy guided us in to parking, guided us out, and treated us like we were driving a Gulfstream. Thank goodness he accepted my tip, otherwise I would have felt like a total mooch. All in all, a great experience for a rental flyer.

I hope to post some pictures once the chief photographer finishes photoshopping them.

Cheers,
BC

Archer

2006-05-25T21:35:00.000-07:00

This evening I flew a checkout for the flying club I just joined, Plus One Flyers at KMYF in San Diego. My instructor, J, and I go back a ways, as he was the CFI who soloed me at my other club back in December when I was just beginning my PPL. At his suggestion, since all of my time is in Cessna's, we decided to fly a low wing so I could get checked out in the Pipers. I picked an Archer, PA-28-180, so I could get used to some more horsepower at the same time.

We took some time talking about MYF airspace since I haven't flown there before (and it's right smack dab in the middle of the KSAN Class B). We then took a good bit of time preflighting the plane and discussing the systems and panel. Finally, it was time to launch.

Man, that thing got out of there in a hurry! Compared to the 145 hp Cessna's that I have flown to date, the extra 35 hp really made a difference. I couldn't get it to stop climbing! I'm trimming down, throttling back, and it still want's to climb like a bat out of hell. It took a little while, but I got it settled down. While we flew out to the practice area, he showed me how to work the autopilot (single axis) and the HSI. We did some PPL maneuvers, including stalls and engine out landing, then headed back to MYF where we just beat the marine layer ceiling in.

So what are my likes/dislikes about the Archer:
Like:
Power!
Stall characteristics (very benign in the stall)
Visibility when looking for traffic
Not having to climb the nose to check the fuel levels.

Dislike:
Location of fuel selector and trim wheel. The trim wheel will just take a little getting used to. The fuel selector I just don't like.
Single door access. I don't want to depend on my passenger's motivation when I want to get out of that plane in a hurry.
Having to stoop that low to sump the wings.

Mixed bag:
Flap selector. I like having notched flaps that don't rely on electrical power. However, having a flap selector that I might think is an emergency brake will take a little getting used to.

All in all, I think I will continue to fly the low wings. They fly well and I should learn to be as comfortable in them as I am in the Cessna.

Fly safe,
Big Country

Unions

2006-05-24T19:06:00.000-07:00

As a general rule, I'm a pretty conservative guy. I vote (mostly) Republican, support the war, pay my taxes, believe in law and order...and I am mostly against unions. All the ALPA/AFL/CIO/Teamsters/etc guys can disagree with me, but I believe that the primary days of unions, where they kept people from working 23.5 hr days in death trap factories for pennies per hour has come and gone.

(several generalizations follow, and anyone can pick one case as the exception that proves the rule, so please don't overload the comments)

For the most part, minumum wages and minimum safe working conditions are now prescribed by law and enforced by Dept of Labor, OSHA, and numerous other alphabet agencies. In many cases, unions exist for one purpose only: to continue the union at the expense of it's members. Look at what the Mechanic's Union did to Eastern Airlines. They were very proud of themselves that they didn't budge an inch and give in to the evil old airline. Now, did it matter to them that all of their members were out of a job and had to figure out how to feed their families?

Note to readers: The Eastern example is just that, an example that happens to be aviation related. I do not want to get into an argument about airline unions. I don't own airline stock, I'm not an ALPA member, and I don't have any direct experience, so please don't start ranting to me about airlines or their unions (pro or con).

I am originally from a right to work state (Georgia), and I believe that people have a right to work whether they are in a union or not. If you want to join a union, go right ahead, it's a free country. People should not be forced to join a union just to get a job (closed shop), nor should they be labelled scabs just because they choose to work instead of strike in order to keep the mortgage paid.

I also believe that a company's primary fiduciary responsibility is to its shareholders. It has a duty to pay its employees a fair wage with safe working conditions. It has a duty to its customers to provide a quality product. But its primary duty is to show a profit to the people who own the company, the shareholders. Not the unions.

So, you say, what does this have to with a blog about Part 91 GA flying? Last night, I sat through an AOPA town hall meeting with Phil Boyer here in San Diego. Along with several luminary guests (including John and Martha King who are based here), Phil got up and told us what the critical issues facing GA were, what we should be concerned about, and what AOPA was using my membership dues to do about it.

Then it struck me: I am in a union. A union of GA pilots trying to keep our airports and airspace open, along with other issues. Lobbying organizations are really unions trying to protect their segment of the population.

So, philisophically, if I am generally anti-union, do I have a problem with this? I had to think about it, but I think not. First, AOPA uses my money to press for causes that are important to me, just as if I were in the AARP (a few more years yet) or the NRA. Second, and more importantly, is that it is an organization of like-minded individuals who choose to freely associate without condemnation of non-members. You don't hear about anyone who is not an AOPA member being called a scab and having the tires of his Cessna slashed. Much as in many right-to-work states, the union (in this case AOPA) works to improve conditions for everyone, then hopes people will join because they like what the union is doing for them, not because they are forced.

I'm okay with that.

Updates, etc.

2006-05-22T18:54:00.000-07:00

I am in the process of updating my blog as a whole. I will try to add pictures when I can. Some notes:

The Aviation Mentor, a new blog by our old friend John of Freight Dog Tales is linked. John has rejoined the world of Part 91 (and 61 or 141 as may be), so he will be starting fresh. I think the title is apt as there are many lessons I have learned from reading his blog and I hope to continue learning from his posts.

I have also added Vectors to Final, a blog from my wife's home area of Hampton Roads, VA. I have to get out there and go flying sometime.

Yesterday, I joined Plus One Flyers here in San Diego. My hope is to take advantage of their multiple planes/locations to get some flying in when the weather at NZY is below minimums due to the marine layer. They also only have a 1hr/day cross country minimum, so maybe I will get some long cross countries in. I think I need a little bit more experience before I go coast to coast, so we are going to try shorter trips, like Lost Wages, to get some more experience.

I am also planning on starting my Instrument Rating soon. I spoke with my prospective instructor, J, yesterday about it. He is going to check me out in the Plus One planes on Thursday, so we can talk about it a little more then. I think I am going to try and get my XC PIC hours up to 35-40 or so, then focus on Instrument Training. I do better when I focus on something rather than drag it out, so I am better off this way. For those of you who might recommend one of the 10 day courses for me, I would like to but there is no way I can take 10 days off from work to go flying. Ain't gonna happen.

So, where am I six weeks after getting my PPL:
TT: 51.0 hrs (4.5 since getting my PPL)
XC PIC: 7.5 hrs

Only 4.5 hrs in 6 weeks, but that's not too bad considering I was in Japan for a week and I had to take two weeks off for the broken finger (plus I have a wife, a full time job, and bills to pay other than flying).

Ciao,
BC

2006-05-21T20:26:00.000-07:00

As promised, here are some of the pictures from our flight yesterday. My darling wife took these with a Canon EOS 20D.

Legal note: All pictures copyright Chandra Brooks Photography. www.chandrabrooksphotography.com

First, an overhead shot of a Southwest 737 at Lindbergh Field in San Diego (KSAN).
Altitude: 1000 MSL. and climbing
Airspeed: 75 kts.

Since I had to abandon my wife at F70 and get the plane back to NZY, she stuck around and took pictures while I was gone.

Here's me leaving her behind to fly off into the sunset.

Here's a nifty little plane zipping over the runway at F70.

Another Cessna on climb out from F70.

$100 Hamburgers make my day.

2006-05-20T22:19:00.000-07:00

The gloom over SOCAL finally broke up today, so my darling wife and I went to try and get a $100 Hamburger. We had 50F reserved for a few hours this afternoon, so we were wheels up around 1530 PDT. We got clearance from NZY overhead Lindbergh Field through the Class B. Our route was NZY direct SAN direct MZB direct Del Mar, own navigation to French Valley. I like to fly to French Valley (F70), because it is 52.7 nm from NZY, so I get to log some XC PIC towards my instrument rating.

As we were coming into French Valley, we hit a bit of turbulence. After 1 Touch and Go, we made a full stop and went in to the cafe at French Valley Airport (F70) at about 1615. Unfortunately, the turbulence had made my darling wife a bit airsick.

The cafe had great food!!! I highly recommend it. It's a nice little cafe right on the transient line, with patio seating that overlooks the airfield. We had some cheese sticks for starters, and then I had a burger and my wife had a club sandwich. At the end of the meal, she was still feeling a few butterflies, so we made the decision for me to fly home and then come back and pick her up (about an hour drive one way).

After dinner, I was wheels up at 1730, then picked up flight following south of Temecula. The controller cleared me for "follow the 15 (I-15) at or above 3500," so I took the interstate home. The flight home was smooth as silk, and I did some of the best flying holding heading/altitude/airspeed that I have ever done. Once again, I was given the Lindbergh overhead transition for a direct to NZY. As I was on downwind, the knob for the carb heat came off and fell on the floorboard. Luckily, carb heat was already on, so I didn't have to worry about it. I landed, put the plane to bed, then hopped in the car to drive back to F70 to get my wife.

Should have been about an hour drive, so I would have been there by 1930. When I was almost there, traffic on the 15 (yes, the same 15) came to a crawl because someone's Winnebago was on fire. I finally made it to F70 and picked up my wife around 2000. She had enjoyed herself taking pictures while I was gone (maybe I'll post some later), but she was glad to be heading home.

On the way home, I remembered that I had forgotten to find the carb heat knob and put it back on. Oh, well, nobody was scheduled to take the plane tonight, so I'll just drive back and put it back on.

When I get back to the club, the plane is gone. I waited a few minutes, and the crew that had taken it out brought it back. They had found and reinstalled the carb heat knob prior to departure. After I made some very profuse apologies, the said it was no big deal. They had originally planned to take a different plane, but the landing light was burnt out, so they took 50F instead. They actually thanked me for remembering to come back and fix it.

So, after one airsick passenger, one carb heat knob, two trips to the club, and a drive back and forth to Temecula, was my $100 hamburger worth it? You bet your ass!

In the air again!!!

2006-05-15T19:10:00.000-07:00

Alright, I finally made it up again! The finger is good enough to fly, so I booked a plane for my lovely wife and I to fly up to French Valley (F70) to have a $100 hamburger. Unfortunately, the May Gray didn't cooperate. Low ceilings all over the place. They cleared enough for us to make it out for some local sightseeing, but I wasn't willing to tempt the weather gods by flying cross country and not being able to make it back due to ceiling.

We flew the coop to Proctor Valley, then flew down to Barret Lake, up over Loveland Reservoir, then down over the Southeast Practice area. I showed my wife a few ground reference maneuvers, then flew over to SDM to do 2 touch and go's (which, when combined with my landing at home base, would reset my proficiency counter). The T&G's were okay, but while we were on downwind and putting in the first notch of flaps for the second one, my wife told me she was getting airsick. I guess she wasn't ready for the previous ground maneuvers. She told me I could finish the 2nd T&G, so we hit it then made a beeline for home. One nice soft landing later, we shut the plane down and she got out. Luckily, she was only queasy and not truly sick. From now on I will treat her to nice gentle slow turns whenever possible.

For those of you who don't fly in Southern California, the May Gray (and June Gloom) is a thick marine layer of low clouds and fog that hangs right along the coast (due to winds and water temperature). If you look at a satellite picture of SOCAL, you will see a large cloud formation right along the coast that hangs around for most of this time of year. Some days it moves far inshore, so everyone in this area is stuck with low ceilings. Other days, it will retreat to just offshore and you have clear skies. It's a little frustrating to have 1200 ft ceilings at my home field (NZY, right on the water), while SAN two miles away is reporting clear skies. Our club has a 1500ft ceiling limit for day VFR, so if the marine layer is overhead, you're sitting on the ground, no matter what it looks like two miles away. Better safe than sorry, though. When the marine layer decides to close in hard (which can happen while you're in the training area for a short hop), the field can go from clear to 0/0 in about ten minutes.

I have another plane booked for Saturday to try and get back to French Valley for my first $100 burger, and my wife and I are planning our first "long" cross country, to Las Vegas in early June.

Keep the shiny side up!

Country

(Lack of) Flying Update

2006-04-28T15:53:00.000-07:00

Okay, sports fans, here's the play by play

United Airlines SAN-SFO-Narita (Tokyo) Japan for a long business trip. Thank God for Economy Plus seating and Channel 9 on the long leg.

Came home same route, looking forward to doing some flying. My lovely wife was out of town, so what better time to burn some hours on the Hobbs? Unfortunately, right after I got back, I broke my finger in a softball game, so right now I have a big splint and am taking 800mg Motrin, so flying is out for a few days. Hopefully, in a few weeks, I can get back in the air.

Until then, my friends, fly safe!

BC

PS-For those of you who hadn't noticed (including me in my crippled non-blogging condition), Clumping Litter (Aviatrix Logbook) passed her Commercial Checkride. Go on over and post her a congrats.

My first passenger

2006-04-15T19:44:00.000-07:00

Although, technically, the DPE counted as my first passenger (I was, after all, logging PIC), I gave my first real passenger ride today. With the ink barely dry on my temporary certificate, my darling wife and I went up for a little sightseeing. The weather was awful here yesterday, and poor this morning, but the ceilings lifted enough for us to get out this afternoon. The coastline was CIG 3000, P6SM, so the clouds were right at my personal minimums. We decided to do a nice little low altitude jaunt up the shoreline to show her what it looked like from the air.

After takeoff, we headed out to the shoreline. Cleared NZY's Class D, then transitioned the SAN Class B offshore at 400ft (cleared at or below 500). Once north of Crystal Pier, we climbed to 1500 and headed north, checking out Mt. Soledad, La Jolla, Torrey Pines, and the Del Mar racetrack. I had planned to do a touch and go at CRQ so my wife could see the Carlsbad Flower Fields close up, but when I tuned in ATIS they were reporting CIG 1500 (a little low for my blood, where TPA is right at the FAR's "500 ft below clouds" rule). Instead, we just turned around and headed back south. Transitioned the Class B southbound, then NZY gave us permission to transit San Diego Bay from Pt. Loma all the way to South Bay at 800 ft. Great views of the harbor and downtown! Once we reached Point Charlie (the old Blue Crane), we went direct to home base, where I executed a beautiful greaser (luck happens).

Although the weather was marginal (for my personal minimums), the trip we made was within my comfort zone, and discretion was definitely the better part of valor on forgoing CRQ. My darling wife, who hates flying in something as small as a CRJ and had never flown in any ASEL before, actually said she enjoyed the trip and would be willing to fly with me again. WOOHOO! Maybe there is some family future in this.

Ciao,
BC

PS - As a present for getting my certificate, I handed down my old Avcomm headset to my wife and strapped on a brand new Lightspeed 20 3G. Only one word is required: nice.

I PASSED!!!!!!!!!!!!!!!!!!!!!!!!!!!!

2006-04-13T16:26:00.000-07:00

I did it! Whoopee! Holy cow, I passed my Private Pilot Checkride! As of today, I am a duly certificated Private Pilot (ASEL). YEAH!!!

Okay, for the obligatory checkride story:

Got up early, downloaded the DUATS for my flight from San Diego to KLAS. Weather was a go, so I headed off to the airfield. Got there about 8:45, preflighted the steed, then started doing all the Nav Log calculations. Finished up those, filed an actual local flight plan, then got a brief for my planned cross country. The DPE showed up right on time at 11:00, and we went right to work. The oral went pretty well. He showed me a few things and I had to look up a few things, but I passed the oral. We took a short break while I got updated weather and pulled the plane onto the line.

After a passenger briefing, we started taxiing to the runup. He tried to engage me in conversation (I think to check my distraction avoidance), but I managed to stay on target. We did a short field takeoff, then checked into the cross country route. When we got over the practice area (right after my second checkpoint), he pulled the engine. I completed the engine out procedures and got us to a safe landing area, where we did a go around. After the go around, we climbed up to 2000 ft (1000 AGL) and did S-Turns across a road. We then climbed up to 3000 ft where we did IR turns to a heading. After that, three unusual attitude recoveries, then steep turns. First one to the left was great. Second, to the right, was awful. About 3/4 of the way around, as the nose was dropping and speed was about to exceed Va, I bailed out of the maneuver to avoid exceeding Va in a 45 AOB. I told him what I was doing and why (he said I shouldn't have bailed out, just corrected), then re-entered the maneuver after another clearing turn. Nailed the right hand steep turn, so we did IR turns to a heading. Next on the plate was dirty slow flight with 20 deg AOB turns, then straight into an approach stall. After I recovered the approach stall, I went straight into a departure stall (after a clearing turn). Once we finished stalls, he had me divert to SDM to do landings. I called the heading, distance, time, and fuel burn, then went into the pattern. First landing was short field, stop and go on the runway to a soft field takeoff. Next lap was a no-flap forward slip touch and go, then a short field landing touch and go. Throughout my landings, I was having trouble maintaining centerline (and I was landing a little flat), so he had me do one normal landing (T&G) maintaining centerline (which I managed to do, barely), then he demonstrated a nice precise well-flared landing (my ultimate goal). We then flew back to home base, where I made a straight in normal landing. Taxied back to the line, shut down.

Once I was shut down, he asked me if the checklist was done. When I reported yes, he said "Congratulations, give me your logbook and I'll meet you inside." HOLY COW! I PASSED!

Although not every maneuver went as well as I would have liked, I think my overall performance was satisfactory. While I definitely won't be flying left seat on a 777 anytime soon, I can manage to take my darling wife out for a flight without killing us both. As many have said, it's a license to learn.

Today 1.8 hrs.

Total 46.5

I am a pilot.

Checkride coming quickly

2006-04-11T20:49:00.000-07:00

Between the new job and getting ready for my checkride, I haven't had time to post.

Checkride is Thursday, 13 April at 1100 PDT here in sunny San Diego.

My CFI (D) and I have been working on polishing my landings. I have a tendency to flare too high, so my landings have been a little sloppy. We flew together on Saturday to refine my sight picture, then I did a solo today to practice on my own. Got 10 landings in 1.5 hrs, of which 8 I would consider to be within standards and the other 2 were close.

Okay, the cross country (San Diego to KLAS) is planned, nav log is done, 8710 is filled out, Knowledge Test Report is in the folder, check is written, maintenance logs reviewed, what else, what else, what else... D and I will meet tomorrow night to sign the 8710 and get the logbook endorsements, then Thursday morning is show time.

Here's the numbers from the 8710:

Total: 44.7 Instruction Recv'd: 30.7 Solo: 14.0 PIC: 14.0
XC Instruction: 4.6 XC Solo: 5.4 XC PIC: 5.4 Instrument: 3.8
Night Instruction: 6.2 Night T/O/Landings: 15 Night PIC: 0
Night T/O/L PIC: 0

My hope now is that everything turns out well on game day.

Hope for the best!

BC

Not much time to post lately

2006-04-02T21:38:00.000-07:00

But, I have been able to fly some. I went up week before last for some night/IFR work (2.5 hrs, 1.7 Sim IFR), then had my final stage check with the Chief Pilot to get ready for my PPL check ride. The oral exam went well, then we walked the plane. When we get to the plane, the battery was dead as a doornail. Since all the other club planes were already in use, the flying portion got cancelled. Zero hrs.

I went back yesterday to knock out the flying portion. Took off with a short field departure, flew the plan, diverted well. Came in WAY high for a short field landing, did a T&G, then circled for another short field landing. Another T&G, circled for a soft field landing. Taxied back for a soft field takeoff, then went high to do some maneuvers. Steep turns, slow flight, stalls, unusual attitudes, emergency descent. All went well except the dirty slow flight. I was holding right at stall speed, then started to turn. I forgot the increased load factor/increased stall speed thing, and ended up stalling. Recovered smoothly, did it again correctly. After the maneuvers, we headed home. A forward slip to landing, then called it a day.

Next Saturday (8th), D and I will go up for some more practice. After that, a little bit of oral review, then my PPL Check Ride on the 14th of April. It's been a long time coming, I just hope I don't blow it.

Total - 41.8 hrs

I know, it's been awhile...

2006-03-21T18:29:00.000-08:00

It's been a while since I last posted, but I haven't had much to say. After my last flight, I changed jobs (same employer, different job). My first day was spent getting set up, my second on traveling for my first business trip in the new job. I got to spend a few days in Honolulu. Unfortunately, I was unable to take my lovely wife on this trip due ot the short notice. Maybe next time.
I took a United Express (E120) from KSAN to KLAX. During boarding, none of the other passengers were capable of sitting in their correctly assigned seat, and argued with the FA when she tried to get everyone in their assigned seat. Once we had everyone on board, the crew had to move everyone as far forward as possible due to an out of limits aft CG. Yet again, many of the passengers had to complain about moving. I guess they don't understand that CG kills. We left KSAN late, and I barely made my connection in KLAX. Once on the United flight to Honolulu, I tuned in Channel 9 and got to listen in on the flight crew. The flight to PHNL was a little bumpy, but uneventful. The crew made a nice approach into 8L, then it was on the ground. The flight home, Hawaiian, was pretty vanilla.
Once I got home and got the laundry done, my darling wife let me go flying again. My former instructor, C, got hired as a freight dog, so I have a new instructor to do my wrapup and polish for my check ride. D and I went up on Sunday to practice my weakness, landings. Regular, short, soft, soft, soft, soft, soft, pattern after pattern. It was good because he was able to point out my two biggest problems, a poor sight picture and a high flare. We worked on those, and my landings improved considerably. My last landing at KSDM went well, then we flew to home base. I made an EXCELLENT soft field landing at home base. I came in so soft that, when D asked if we were on the ground, I honestly couldn't tell (we were). Now, if I can just keep up that standard. We are going back up on Thursday for some more practice and some IR time, then a final stage check on Saturday morning before my check ride.

Sunday-1.7hrs
Total-37.0hrs
Landings=Takeoffs

Another Beautiful Day in SoCal

2006-03-05T13:47:00.000-08:00

So, being an East Coast southern boy, living in California drives me nuts. However, it does have a few advantages. The almost-always-good-enough-to-fly weather in SoCal has to be one of them. Today was smooth, stable air, high ceilings, light winds, and great visibility. What more can you ask for? With my lovely wife's okay, I was able to make it up today for some more solo practice to get ready for my check ride.
I departed home base on time, with probably the best soft field takeoff I have made to date. Left the pattern and went out to the practice area. Knocked out slow flights, stalls, steep turns, and ground reference maneuevers with PTS results on all. Comfortable with maneuvers, I headed over to KSEE for some landing practice. I asked for 27R, but they gave me 27L. Unfortunately, 27L is a little too short for me to do touch and go's, so I had to do a full stop with a slight crosswind. Good results, taxied back, had to wait five minutes to get a takeoff clearance. Took off, asked for 27R again, and they gave me 27L. Another full stop (short field landing), taxi back, 5 minute wait, then takeoff clearance. I departed the pattern to the south heading for KSDM, where I hoped the pattern would be less crowded and I could do touch and go's. Once at KSDM, I was cleared for the option 26R (nice and long), so I did a regular landing, regular takeoff, soft field landing, short field takeoff, then a short field landing. While I was downwind/base for the short field landing, a jet took off. Wary of wake turbulence in my little 172, I made the short field a full stop before the jet's rotation, taxied back while the wake dissipated, then made a nice soft field takeoff. One more lap with a short approach/engine out landing, then I departed the pattern heading back to home base. High approach into a no flap/forward slip landing, then called it a day.
Given how nice the weather was today, I was surprised at how little traffic there was. Although KSEE was a bit crowded, KSDM had unusually light traffic, and I only saw one other plane in the practice area. For all of you that decided to stay home while I got some good flying in, many thanks.

Today - 2.2 hrs, 7 landings
Total - 35.3 hrs
Landings=Takeoffs, all is right with the world.

Great day for flying

2006-03-04T16:42:00.000-08:00

Another sunny day here in SoCal, so C and I headed off for a little practice. Departed the pattern and went straight under the foggles. Flew some SIM IFR for a little while as we headed over to KSEE. We entered the pattern at KSEE and worked short field landings, soft field landings, and engine out landings. My landings are "safe" but sloppy right now.
After landings, we went to the practice area and did stalls, slow flight, and steep turns under the foggles, then visual steep turns. Since steep turns is my worst maneuver, this is definitely something I wanted to practice. As it turns out, all of the steep turns I did today went pretty well.
After maneuvers, we headed back to home base, where I did a forward slip to landing. All in all, a good day to practice maneuvers and get the feel after ignoring them for several weeks doing cross country.
Tomorrow, it's solo practice. I'll do one set of each maneuver, then spend a few hours in the pattern working on my landings.
C has decided to go ahead and schedule my end of course stage check with the Chief Flight Instructor, and my PPL Check Ride with the DPE. I have to go out of town for a business trip, so it looks like I will stage check the last weekend in March and check ride the first weekend in April. All I have left to do is keep polishing my maneuvers and get the hours in the log.
Today - 1.6hrs, 0.5hrs SIM IR, 8 landings
Total - 33.1 hrs

The weather is here...

2006-03-04T06:39:00.000-08:00

Just checked the weather, and it looks like a beautiful day to go flying in SoCal. I should be heading out to the practice area to do maneuvers, then to SDM to practice landings. It's time to polish up those maneuevers for the check ride.
I do love it when the FA says OTLK...VFR.

KPSP, Solo cross countries done

2006-02-26T18:51:00.000-08:00

The weather was great, so my trusty 172 steed and I headed out for Palm Springs to finish knocking out the solo cross country requirements. I'm a Part 61 student, so I have to do the long cross country. After I got north of KRNM, I picked up SOCAL departure flight following to the Palm Springs TRSA. Flew Ramona, over French Valley, to Banning Pass, then on to PSP. Got vectored for the 31L left downwind and was told the controller would call my base and final. They put me in a 360 hold just as I should be turning base (no problem, mon), then got called to base for 31L or 31R (the controller would decide while I was on base and call my final). I flew past 31L, so I figured he would give me 31R. He's shooting the breeze on the radio with some other guy, doesn't call me final for 31R. Finally, after I've overshot final by about 1/2 mile and am about to call a go-around, he turns me to final. Squeeked in, taxied back, and got the hell out of Dodge before tower could do something else crazy to me on another lap around the pattern. Back through Banning Pass, one trip around the pattern at KHMT including a full stop, then back in the air, flight following with vectors through the San Diego class B to home. Another 3.1 hours on the books, 31.5 hours in the log, cross countries done, time to start polishing for the check ride.
Wheels down at 1400 local, gave the steed some go-juice and put it to bed, then came on home. Dinner with my lovely wife, then soon to bed for the start of yet another week. Hopefully, I'll be getting a few hours of flying in next weekend.

Ciao,
BC

PSP tomorrow?

2006-02-25T15:07:00.000-08:00

Well, the weather looks like it is going to hold off long enough for me to get to KPSP and finish my cross country requirements. Keep your fingers crossed...

I hate IT's (rant)

2006-02-24T14:12:00.000-08:00

Okay. This morning, I spent a few hours working on some correspondence for my boss, due today. Just as I was wrapping up, I hit Save for the final time. What happens? Word CRASHES! No problem, I use AutoRecover, just in case.
Open up Word, autorecover brings up my document. I've lost a few minutes of work, but nothing that can't be redone quickly. I try to save my Autorecover, Word CRASHES! Open it up again, the Autorecover is gone. Turns out, Word will only bring it up once. After that, nada.
Now, I have to go to an older version and redo a few hours worth of work. One problem, it can't find the file. Come to find out, our IT's had shut down the shared file server (this caused the original crash) and left for the day without telling anybody. I had to call them in to restart the server so I could get my work finished. Long story short, because our IT's wanted to leave, I lost a few hours worth of work and had to stay late. (END RANT)

To quote T.S. Eliot, all shall be well and all manner of things shall be well. Weather permitting, I'll be flying up to PSP this weekend. It will be nice to get a few hours in my trusty 172 steed. Besides that, just working around the house.

Have a great weekend.

Entry #1

2006-02-22T20:43:00.000-08:00

Okay, here we go. First post on the Big Country Flying Service blog. So, a little about me:

Currently working for my good ole Uncle Sam, slaving away for the man.

When I'm not working, I'm usually spending time with my lovely bride. When I find time, I can usually be found flying or trying to get into Business School. Most of my posts will focus on aviation or B-School.

Flying: I'm currently a student pilot in Southern California, 28.4 hours in my trusty 172 steed, working on my solo cross countries. Did my first to F70 last weekend. I got a little off track, but it was good. I had my second, to PSP, scheduled. Grounded due to weather. Ducking under low ceilings dodging CB's and TS's just isn't my idea of a good time.

B-School: Just took the GMAT, did pretty well, so I'll be looking to hit up H/W/Sloan/UVA/Fuqua this coming year. Working for the government is ok, but it's time for a change of scenery.

I hope you enjoy this blog.

Ciao,
Country