Thursday, December 09, 2010
Meanwhile, The Dad came through with an early Christmas present: A Spot Satellite Messenger with GPS. Look for implementation of that on this website soon! Wish we had one of those when we made the Alaska trip in '05.
Oh, and with the most recent flight, the logbook hit 700.0 total hours!!!
Tuesday, September 14, 2010
Friday, August 13, 2010
Watch this amazing video of the ferry and its crew coming to the rescue. Note also that the airplane sunk in less than the 2 minutes that this video lasts.
Friday, June 18, 2010
Thursday, June 17, 2010
However, I had to take to the skies because I needed 3 instrument approaches to remain current. So, I enlisted a brave CFI, DC, and we blasted off into skies that were reported SCT to OVC between 1300 to 1500. Perfect - low enough to do the approaches in actual, but reasonably high enough that we'd be able to return to the Home Base, which is VFR only.
I filed a flight plan just in case. Always strange to have departure and landing points be the same, and you've really got to finagle the AOPA Flight Planner to let you file something like that. I ended up using just a local intersection as an intermediate waypoint and put into the remarks section, "Requesting multiple instrument approaches."
Takeoff was a non-issue, and we remained VFR while contacting Akron Approach. We got the approaches we asked for: ILS 1 @ CAK, LOC 25 @ AKR, and GPS 2 @ 3G3.
When it was all said and done, about 1.5 hours later, I had 1.2 hours of actual, .2 hours of simulated instrument, and a great deal more confidence. While I used the autopilot for a lot of the vectoring and maneuvering, I hand flew the actual approaches, keeping things mostly within PTS.
The only hiccups were that I had a bit of trouble getting the Garmin 480 to understand that after AKR, I wanted to proceed direct DALTS and then turn inbound to execute the approach. Apparently, a bit more time with the GNS 480 manual and quick reference book are in order. The other hiccup was a 100 foot altitude excursion that I'm blame entirely on the autopilot. I put it into ALT mode at 2600', but it descended to 2500' and held that.
All in all, a good workout and confidence builder. Sorry, no pictures -- too busy flying!
Sunday, June 13, 2010
The insurance company required that we get checked out. So, while MS flew with the CFI, the IFR Pilot got the chance to shoot some video. In 7 years of flying together, this is the only video that I've located that actually shows MS at the controls.
He made a fine approach and the landing, although it appears rough, was pretty good when you consider it was his first time landing 2TB.
Enjoy. Godspeed, MS.
Friday, April 23, 2010
That is all.
Friday, April 09, 2010
MS spotted a lovely dam in the mountains:
Here we are landing at KAHN, Athens, Georgia:
There, we saw a lovely Avanti on the tarmac, just waiting for us to fly it. Alas, we didn't get a chance to do so. Perhaps someday?
They had an AWESOME objet d'art hanging from the room of the FBO at Athens. Witnesseth:
Finally, at TLH, we were joined by some Jet-A burners from the Navy:
Friday, April 02, 2010
KCLE 021551Z 20009KT 10SM FEW120 BKN250 26/07 A3002 RMK AO2 SLP160 T02610072
Unfortunately, after spending the last 1.5 days on the couch, doing battle with some sort of flu-like bug, the IFR Pilot is strapped into the left seat in his office, pushing around papers.
The good news: MS and the IFR Pilot are off on a journey to Florida next Friday. Good times abound for the approximately-36-hour trip we're planning.
Tuesday, March 30, 2010
Wednesday, March 24, 2010
In the meantime, here's what arrived in today's "West Headnote of the Day":
|48Bk122 k. Certificate or license in general.|
It was not abuse of discretion for the Federal Aviation Agency to reject individual application for exemptions from the Agency's "Age 60 Rule" even if applicant demonstrated that he personally was a Superman immune from impairments that age normally inflicts.
Starr v. Fed. Aviation Admin., 589 F.2d 307 (7th Cir. 1978)