Cleared for the Option

Cha-Cha-Changes...

2009-10-19T18:13:00.000-07:00

As mentioned in a previous post, the configuration of runways/taxiways has changed recently at Willow Run. I was able to snap a decent picture of the airport from a higher altitude, on our climb out departing DTW on a recent vacation to Maui (pics in another post).

Check out the Willow Run "master plan" dated 2005. From what I understand (which arguably may not be much on the subject) is that the FAA wants to see Willow Run have fewer runways. By eliminating the southern east/west runway (9R/27L) it gains a taxiway, and they have adjusted the western end so that you can't possibly taxi straight onto runway 5R (thus eliminating a previously existing runway incursion danger zone). I have not heard any word on the airport closing runway 32/14, which differs from the master plan version.

By eliminating the runway on the southern end of the field, it also frees up some of the airport property to be developed by on-airport businesses. This is mentioned in the master plan document. As to the various proposals for lengthening runways, I have no idea which one they are shooting for, they are all already plenty long enough for me!

This picture is shot from slightly southwest of the field looking approximately east-northeast. For those not compass-minded readers that means north is to the left ;)

I haven't flown in over a month! The vacation was a nice break from the punishing mental game which is instrument training. I hope to jump back into the Warrior with my instructor soon. I will include (mostly) aviation themed pics from Hawaii in my next post.

IFR lesson 10: 4 approaches, 1 blown tire

2009-09-19T17:22:00.000-07:00

NOTAM. please note the runway/taxiway changes at Willow Run (Runway 9L/27R is not called 27 Right anymore, the image above shows the new configuration at YIP (taken southwest, looking northeast) runway 9R/27L has been turned into Taxiway Hotel, and the ends of runway 5L and 5R have been reworked. The northern east/west runway is now called runway 9/27)

The lesson started off fine, we departed runway 27 and headed northwest before calling Detroit approach. Detroit then vectored me for the first of two runway 27L Localizer Back Course approaches at Pontiac international. Soon after I was cleared for the approach and handed off to Pontiac tower. My instructor and I were discussing the setup for the approach, the reverse sensing of the CDI, and I watched as I blew right through the final approach course (didn't we just talk about reverse sensing?! forehead smack). Right then tower came over the radio to give me my missed approach instructions, which further task saturated me. I asked them to repeat the last transmission as I adjusted my course to correct back onto the localizer. Not a great start.

My second approach was much improved, with the mantra "the needle is the plane!" drumming in my head. Next it was north to Flint to fly two ASR (airport surveillance radar) approaches. It took some time to get these setup, not on my part but rather Flint had to set aside a scope and a frequency just for me (they need to practice these anyway, so don't think this was special treatment!). My job as a pilot in an ASR approach is pretty simple, know the MDA (minimum descent altitude) for the approach, hold assigned headings and be able to descend and maintain altitudes. The controller has the much more complex job of tracking my path in relation to the extended center line, adjust that track by requesting heading changes, and provide vertical approach guidance via step down altitudes.

Both ASR approaches went well, and were actually fun for a change. It's different to hear a running commentary of your approach as you fly towards the airport... "Cherokee 14niner, you are 2.0 miles from the airport slightly right of course correcting slowly, turn left heading 268"

On the return to Willow Run my vacuum pump failed (simulated) and so I continued partial panel. After completing a VOR alpha approach my vacuum pump fixed itself, and I was allowed to continue visually for landing on runway 23L which is when things got REAL interesting.

On short final we noticed the landing light was inop even though it had been squawked as fixed, so I turned the switch off and prepared myself mentally for a no-landing light landing (which I had already practiced earlier in the month). Flying into ground effect, I had full flaps extended and I didn't want to develop too much of a sink rate as it it a bit more difficult to judge height above ground without the landing light so I added a smidge of power. After touchdown, I was rolling out on center line and tower called "Cherokee 14niner, turn left runway 32/14 taxi Hotel to the ramp"... which is exactly the moment I felt the start of an uncommanded yaw to the right.

Progressively more left rudder, left brake, throttle to idle. .. what the hell? ... key the mike "Tower Cherokee 14niner has a flat tire"
Above is a picture from Google Earth of my GPS track showing the end of my flight. The last 80 feet of rollout put me 50 feet right of center line with no way to move off the runway without causing further damage to the aircraft and the airport lighting. I will spare you the details of the next two hours, suffice to say we were able to negotiate with the tower to send a tug out to retrieve the plane, the runway was closed for a few minutes, the tire was fixed the next day, and I didn't scratch my favorite airplane :D I later learned that the valve stem had been completely sheared off, which is why I suffered such a quick loss of tire pressure. Why the valve stem sheared remains a mystery.

I've already flown lesson 11, the landing light still doesn't work, however the new tire does so that is good. That write-up will have to wait for another blog post. Here is a sunset picture a friend from work took as he played co-pilot on a recent cross country flight to Port Huron, MI.

First (and hopefully last) time I close a runway!

2009-09-13T20:40:00.000-07:00

81 ft. I checked it on the GPS track. That's the distance I traveled from tracking the center line on roll out to ending up pointed at the grass at the side of the runway with a flat right main tire. Thanks to Willow Run for having a wide runway for me, and thanks to the airport ops folks that came out to lend a hand with my wounded bird. Right now I am exhausted and ready for bed. Full write up soon...

Instrument Lesson #9: Chasing needles

2009-08-26T19:23:00.000-07:00

Sunday's flight lesson didn't happen. The aircraft was delayed because of a mechanical problem, so my CFII and I did a nice ground school about all sorts of stuff. We scheduled the next flight for Tuesday evening, which did happen. Here is what transpired.

We departed Willow Run VFR to the northwest, and soon climbed up to 3500 once clear of Detroit's class B shelf. Once level at 3500, we practiced more compass turns. The compass is a funny instrument the way it spins and tilts all around. However, since it works with the earth's magnetic field, it never needs power, which is cool. It just needs to be understood is all.

We moved on to DME arcs next, first flying a simulated 10 dme arc off of the Salem VOR. The red arrows show the turns onto the arc (west) and the exit turn to the south (on the north side of the arc). The green arrows show the 7nm dme arc that we flew next. Both arcs were flown with a nice breeze from the southwest, and the changing crosswind component made for a fun challenge. I had flown dme arcs in flight sim, and so I was reasonably comfortable with the "how" of the procedure. The yellow square in the image below is the Salem VOR.

Next, we gave Detroit approach a call as the sun began to creep below the horizon, and requested vectors to Detroit City (DET) airport for 3 practice approaches (2 ILS runway 15, and 1 NDB runway 15). In the image below, the blue dots represent the approximate position of runway 15 at City. The green arrow shows the direction of travel along the GPS track on our vector for the first approach, the cyan arrows show the turns to the north on the missed approaches, and the turns inbound for the 2nd ILS and the NDB approach. The red arrow is us leaving to go back to Willow Run.
Both ILS approaches found me chasing the needles, the effect of which kept getting more pronounced the closer we got to the runway. My instructor said they were good for my first ones not simulated in FSX, neither ended with a full scale deflection of the needles. The biggest issue was the wind changing on the descent down the glideslope. Just when I would get the correct heading to account for the wind, the wind would change... and the last several hundred feet had some nice turbulence thrown in just for kicks. My instructor repeated 3 times that the needles on the ILS are twice as sensitive than a VOR, but my thick skull was having none of it. More practice needed.

The NDB approach differed from the last one that I flew down at Grosse Ile, because the NDB itself is not located on the airport. At Detroit City, the outer marker is the NDB so you fly to it with the arrow pointed up on the ADF, and once you pass it, you fly with the arrow pointing down on the ADF. The same southwest wind played games with my approach, and you can just make out the large correction I had to make in the image above (we got left of center line and had to correct back to the right). I learned an important lesson on this one, look for the runway! My new timer worked great, it beeped and flashed, I looked up, no airport! I'm thinking "well, sh*t". Just then, my instructor banks the plane to the right and points down, there's the runway, we are right over it! I dinged myself for getting too fast on the approach as well, better speed management would have given more time to look for the runway before my missed approach point timer ran out.

We cancelled flight following after that and my CFII gave me simulated vectors back to home base for a night landing.

Here is a shot of my iPhone in the RAM mount I purchased several months back. The RAM mount works very well in the car and in the airplane. The positives are many, the suction cup is awesome, and the double jointed connector arm provides a great amount of flexibility in positioning the device. My only gripe is the retaining clip thing at the top catches on the SIM card access door when you go to remove the phone, so extra care is required to keep it from scraping.Next is a shot of my yoke clip and ASA timer. As an industrial designer, the yoke clip is begging for some TLC and tweaking of its design. A separate attachment that can be screwed on as a location for the flight timer reduces the amount of travel of the clip itself so it remains un-installed for now. Overall, the sharp edges of most of the metal pieces have not been "knocked down" and so I will attack it with a metal file sometime in the future. As a happy accident, the ASA timer fits onto the clip itself and remained in position and usable for its first test flight. The timer itself, while on the pricey side of the spectrum, performed flawlessly and is packed with all kinds of usable features. I will do a more in-depth review of the clip and timer once I have more flight time with them.

Time this flight: 2.0
Total Time: 159.9 (this includes my recently completed BFR)
Simulated Logged: 1.6

While the plane is away....I will play

2009-08-20T19:37:00.000-07:00

My next lesson is on Sunday, and the Cherokee is away on a trip with someone else at the club. Ideally I'd like to keep my skills sharp, so I am doing a bit of practice flying in FSX. Aside from the trim issues I have with FSX, I am able to do some good simming with my CH yoke and RealityXP Garmin 430 add-ons.

I am in the middle of a mega-tour of Michigan. Here is my flight plan, airports are in bold, when I quit for the day I do a full stop landing (everything else ends in a missed approach).

YIP - SVM - LAYNE - FNT - BIRRS - MBS - AILES - APN - PLN - SLH - IROTO - TVC - CEMOB - MBL - MKG - MKG - SINNI - PMM - 35D - BRONZ - LEROY - EKCDO - JXN - CRUXX - YIP

Total distance 625.3 nm (I just landed at KSLH tonight)

Ok, Good, Better, Best

2009-08-13T18:43:00.000-07:00

Originally the plan (and what I filed) for this flight was to head up to Pontiac airport (PTK) and fly practice back course approaches. When my instructor arrived at the airport, he announced a change of plans. The new plan was to go to Grosse Ille (ONZ), and shoot practice NDB approaches. The only wrinkle was confirming the amendment with Willow Run ground as part of my clearance. The flight path track starts southwest of the YIP in mid-air as my CFII helped me out by turning on my Geko GPS.

My first approach was just ok, I ended up left of the approach course. On the missed approach we entered the published hold which required a parallel entry. Exiting the hold we flew the complete approach with a procedure turn course reversal (which was good), followed by a vectored approach this time using the GPS "overlay" approach (which was better). The important aspect of each of the approaches was that I improved each time. I also learned that when my task saturation level peaked, my radio work went to hell. Just prior to this flight I had completed the ASF "Say it right" course with a score of 100% and felt like a supreme dork committing errors in technique that I had just been quizzed on.

After the NDB work, it was vectors back to Willow Run and the RNAV GPS 5R approach which was my best approach of the day. I told my instructor that the flight was "grueling" and he said "that's the point" with a wry smile!

Items I ordered to help my cockpit organization: a yoke clip, and an ASA flight timer

Next up is DME arcs and back course approaches.

Time this flight: 1.7
Total Time: 157.0
Simulated Logged: 1.5

IFR Lesson 7: 2 out of 4 = improvement

2009-08-10T20:07:00.000-07:00

Today's flight was my first filing of an IFR flight plan. YIP-SVM-ARB-YIP with MPLA in the remarks (which is an acronym for multiple practice low approaches). The plan was simple, get in the system, enter and fly two trips around a holding pattern, then fly two approaches at Ann Arbor, then back to Willow Run for two more. Here is what all of that looks like on the GPS track:

The second VOR approach at Ann Arbor was my best VOR so far, with the voice of my instructor in my headset "keep the scan going, keep the scan going" and a solid crosswind correction angle held. The RNAV 23L approach at Willow Run was fun because Detroit approach gave me a relatively long final approach segment which allowed me to once again tackle the effect of crosswind and my power settings were working as intended to follow the GPS derived glideslope on this LPV approach. The other two approaches were not the best, but mostly ok.

Big time learning today with correcting for drift with a crosswind, and how it changes with altitude. All of my holding patterns were droopy, I expect we will be practicing these some more in the future. Next flight is blocked for Wednesday evening, when we may practice NDB, ILS, and back course approaches.

Time this flight: 2.0
Total Time: 155.3
Simulated Logged: 1.8

2 in 2

2009-08-05T19:18:00.000-07:00

Two flights in two days.

Last night was just me and the plane practicing crosswind technique at dusk. Performed one simulated engine-out to a go-around for practice.

Tonight was more instrument training. My CFII gave me a simulated departure clearance up towards Flint Bishop International (north of Detroit) and had me perform another instrument takeoff. I did something I have never done before and that was settle back onto the runway. When I rotated at 60 mph a buzzing noise started which I took to be the stall warning (it was not) and I relaxed pressure on the yoke. Plunk! there was the runway again, and then I took off for the second time.

He gave me various heading and altitude changes to simulate departure control, and soon I was on my way to intercepting a radial outbound from the DXO VOR. Once near Flint, we called approach and asked for several practice approaches.

Here is my flight path in Google Earth, this is from a point east of the airport, looking west. The red dots overlay the VOR approaches, the green dot marks the RNAV (GPS) runway 27 approach, and the yellow dot is Flint airport. The flight path to the south is me coming back for VOR runway 27 approach #2 and the flight path to the north is me being vectored for the GPS approach.

After Flint we were handed off to Detroit approach, who we asked to vector us for the RNAV Runway 5 approach into Willow Run.

I can't wait to practice more, my serpentine final approach courses show how much improvement is needed, step down altitude control needs work, crosswind correction needs work, setting up for the approach, it all needs work.

Next lesson tentatively scheduled for Saturday!

Time this flight: 2.2
Total Time: 153.3
Simulated Logged: 2.0

Better Beee's

2009-07-21T19:45:00.000-07:00

Today was a near-carbon copy of the last flight, except the air was smooth and things went better this time. We started out with a "simulated Zero-Zero" takeoff, which was fun and scary all at the same time. When the mains broke free of the ground, I experienced a vertigo type sensation as I pitched for best angle climbout speed. Why someone would takeoff on instruments is beyond my current comprehension, but we are "allowed" to do it according to the FAR's.

We flew more pattern B today, this time with the autopilot added in for fun. More review of compass turns, my instructor forgot his suction cups so no partial panel for me this lesson. We finished the lesson with a full VOR-A approach back to Willow Run. Here is a picture of my first procedure turn (the fish hook looking part of my GPS track at the top of the image), the white ruler line is showing the "remain within 10miles radius".

Felt alot better today! Altitudes, headings, VOR radials, speeds, seemed to work together. Got fixated a few times, but for the most part my practice with scanning is helping. Started working on the MARTHA memory aid (Missed Approach, Radios, Time, Heading, Altitude) for setting up and flying an approach.

Next up will be more partial panel practice, filing and flying multiple low approaches to airports in the vicinity (Lansing, Jackson, Flint, Pontiac, or Detroit City). Fun stuff!

Time this flight: 1.4
Total Time: 149.9
Simulated Logged: 1.2

Airplane Photo Series (3) Vintage Wings

2009-07-15T18:38:00.001-07:00

Going old school. A coworker had old newspapers laying around, so I scrounged through them to look for any aviation content. I have enough images for another 2 blog posts, so I will continue the "Airplane Photo Series" using them in the near future.

The photo is from the Detroit Free Press dated Sunday, May 10, 1931 and the caption reads "General Motors provides luxurious aerial transportation in the product of its affiliated company, Fokker Aircraft Corporation of America. At right is shown a compartment of the Fokker F-32 with accomodations for 30 day passengers or 16 sleeping berths. This giant of the air has baggage rooms, lavatory, kitchenette and pilots' control rooms. Below is an exterior view of this four-motored Fokker ready to take off and cruise at the rate of 120 miles an hour."

Let's go find some wiki-info: It has four engines, on two nacelles! The front engine swings a two bladed prop, and the rear engine (in a pusher configuration) swings a three bladed prop. It had problems with cooling as well as inefficient thrust production from the rear engine. Only ten of these aircraft were made in Teterboro, NJ (maybe there were 7 production + 3 prototypes?). It was the first four engined aircraft designed and built in the US, and completed it's maiden flight in 1929

Here is a more illustrative picture from Wikipedia:

Instrument Lesson #4: Pattern B

2009-07-12T18:56:00.000-07:00

"Thanks for getting me frazzled today" I told my instructor. "I'm an instructor, that's what I do" he replied with a grin as he helped me push the Cherokee back into the hangar after today's flight.

Today was a bumpy mess of a flight from where I was sitting. Maybe the continuous turbulence was enhanced by my view limiting devices, it was a challenge enough to keep the wings level with all the available instruments ... and then my CFII starts pulling out these suction cup things to make me "lose my vacuum pump"... yikes!

We flew a short review of the previous lesson, and then we got into Pattern B which is a series of segments flown in series to practice the different components of instrument flight (course reversal, final approach course, missed approach, etc). The big monkey wrench that gets thrown in between Pattern's A and B is the addition of altitude and speed changes.

Next we reviewed the whiskey compass, and its ummm let's call them "quirks". Lag north, lead south, accelerate north, decelerate south. I know all this stuff from book learning. Putting it to good use in the cockpit, is a completely different story. More practice needed here.

Then came the sticky things, my attitude indicator and directional gyro grew suction cups and it was partial panel practice time. This included climbing turns and descending turns and a practice VOR-A approach back to Willow Run.

Basically I feel like I got my ass handed to me. More practice needed in all areas. The one good part was that I pretty much have all my pitch/power combo's memorized. My next goal is to optimize my scan for the different conditions that are asked of me, straight and level I can do no problem, constant speed descending timed turn is not all there yet.

Here is the path of flight, you can pick out the Bravo pattern at the beginning, and the VOR-A approach at the end (crossing Salem VOR).

My instructor wrote something in his notes at the start of the lesson, and told me that everyone says "this" at this point in the training. I ended up not saying "it", so we agreed to save it until the next lesson. If you know what "this" is DON'T TELL ME! I want it to be a surprise :D

I told him I want to practice more, he said "that's not it".

Time this flight: 1.3
Total Time: 148.5
Simulated Logged: 1.1

Life isn't all about flying...redux

2009-07-09T18:34:00.000-07:00

Sulako over on Sulako's Blog had a recent yummy post about his foodie interests that might be considered even more dangerous than aviation.

In that spirit, I will share some pictures from a "hobby" of mine that is both exciting and not without risk. This is a shot of me on my (almost classic/vintage) 1995 CBR 600F3 navigating turn 8 aka "Madness" at Mid-Ohio raceway at a track day in June. This was my third track day (2nd at Mid-Ohio) and I have two more planned for this summer. It is absolutely, without any doubt whatsoever, the most fun you can have on two wheels.
Even though there are not many instruments to scan, I find it a bit like my IR training... set the condition, verify the desired performance. Brake to corner entry speed, get the knee out, establish the turn, make adjustments with throttle (not too much!, scrape your knee puck a bit, look for your exit point, and roll out on your new heading :D
Knee pucks after a good day at Mid-Ohio

In the pit area between sessions.

Keeping night currency

2009-07-07T20:04:00.000-07:00

This past weekend I scheduled the Warrior from 9pm until 11pm with the intention of getting my required 3 takeoff and landings 1 hour after sunset to remain night current. I ended up flying to Mettetal to pick up my mom-in-law for some nightseeing. She had a hunch about the sky reflecting on the lakes after the sun set, and so we launched into the air at the end of "civil twilight" to test her theory. A Cessna 172 taxied out in front of us and announced "remaining in the pattern". After the Cessna performed a go-around on her first approach we departed to the west. A waxing moon joined us as we chased the fading light, and sure enough the lakes west of Detroit could be picked out easily amongst the rest of the terrain. People were shooting off fireworks, at one location in particular the flashes looked like the strobes on an aircraft, and so I made a heading adjustment for an airplane that wasn't there. We circled around Whitmore Lake and made note of the car traffic on US-23 and more post-July 4th fireworks.

As we returned to Mettetal we could hear the Cessna still in the pattern, the huge expanse of lights that is the Metro Detroit "lightscape" helping to make a task of picking out the rotating beacon at our destination. As I manuevered to join the pattern, and locate the Cessna it got me thinking about how the night currency "thing" works. The pilot in the Cessna was doing it correct according to the rules, and so was I. Hopping in your plane and taking three trips around the pattern may satisfy the FAR requirement, but I gotta believe it won't help you stay a good night time pilot. Actually watching the horizon go away as the sun's last rays were extinguished, was a good reminder about how important your instruments are. Picking out the beacon among city lights was a good challenge, trying to spot traffic at the airport was another. There are more challenges to night flight than just runway illusions right?

It may sound kind of crass, but I'd like to think I got more out of my night time currency practice than the other pilot. Maybe the FAR's should require more from us than just buzzing around the patch a few times? How do you stay night current?

Total time: 147.2
Total night time: 14.8
Total night landings: 35

Instrument Lesson #3: Timing turns and bit of Alpha

2009-06-27T20:24:00.000-07:00

The picture below is my GPS track from tonight's lesson. My direction of flight along the loop is "up" on the track starting in the middle of the picture, and we are headed "down" the part of the track to the right of center. Most of the early part of the flight was trying to test how accurate the turn coordinator is in my aircraft. We would do timed turns using the clock and turn coordinator then check it against how much turn we actually achieved on the directional gyro. From all this we arrived at the bank angles necessary for standard and half standard rate turns.

Once the bank angles were known, we flew elements of the "Alpha" pattern. The alpha pattern is flown at one altitude, and is meant as a practice of the different types of turns a pilot might be asked to perform in the IFR environment: holding patterns, course reversal, and procedure turns for example. Next time, my instructor wants to do the Bravo pattern, which is the same type of thing except with altitude changes to simulate approach type maneuvers.

I recently purchased a set of yoke and rudders by CH Products, to be used for flight sim practice. It is my hope that I can practice on my off days, so that my lessons can be as productive as possible.

I took a friend from work up flying this past week, I am working on getting the HD video he shot during the flight uploaded into a future post.

Time this flight: 1.4
Total Time: 145.7
Simulated Logged: 1.1

EAA pancake breakfast and airplanes

2009-06-21T18:57:00.000-07:00

Went to the annual Father's day fly-in / EAA pancake breakfast at my old stomping grounds. Belly full my wife and I walked the ramp snapping pics of cool planes. My wife commented that the Piper Aerostar pictured below looked like it could "get you where you need to go fast"... indeed.

This particular example is a 1982 Aerostar 602P (fun fact: it is sometimes called the Sequoya). It has two Lycoming 540's, is one of 124 built, and is a mid-wing cantilever monoplane.

Couldn't find too much info about this plane except that it is a kit plane, called the "Express 2000", and it has a Continental 550 out front. Coupled with the sleek shape and composite construction, it's not hard to imagine that this puppy scoots!

My old cell phone is gone, it has been replaced by the new 3GS iPhone. The latest flying related app I picked up is called "Airports" by AOPA (in cooperation with the folks at ForeFlight).

IFR training lesson #2

2009-06-19T16:35:00.000-07:00

The only thing that I can compare the mental game being played while scanning a panel in simulated instrument flight, is to my early days of riding a motorcycle on the street... what is about to happen next?! I can remember then, being mentally exhausted from playing the game "who is trying to kill me now?". I know now that not every person I am sharing the road with is actively trying to kill me, and my mental games are much more tuned to the point that I can enjoy riding. So I think it will be with instrument flying, right now it feels like overload... but with practice I am confident I can relax and "love the scan".

Yesterday's flight was performed entirely hidden from view by "JeppShades" (review forthcoming) from 5 minutes into the flight until on a 1 mile final for landing. My instructor had me perform straight and level, constant rate climbs and descents, constant speed climbs and descents, and permutations of those with turns thrown in for fun. We would stabilize every 15 minutes or so, and he would have me peak at the wet compass to reset the directional gyro (whose accuracy degrades over time, and with turning). We performed standard rate and half standard rate turns. To prove the point about why turns are done at standard rate, he had me do two steep turns ( a left 360, followed by a right 360) to demonstrate that your inner ear sets up a confusing dialogue with your brain after cranking and banking. We also flew slow flight into a power off stall and recovery.

The sensations of flying while wearing a view limiting device can be really weird, but apart from not being able to keep track of where we were (by looking out the window, or on a GPS display) I felt pretty good about how the entire flight went. I will be striving to improve my scan in climbing and descending turns, as these proved to be the most tricky manuever of the day.

On the return to the airport, my instructor set up the radios and had me make the calls while he gave me altitude and heading assignments to simulate ATC calls. "Okay flip your foggles up" and it was reassuring to see the runway straight out in front of the nose.

Time this flight: 1.1
Total Time: 142.8
Simulated Logged: 0.9

Product Review: Piloti Spyder SV "Flying" shoes

2009-06-15T16:56:00.000-07:00

Ok ok, these are not really flying shoes. What they are, is a pair of Spyder SV driving shoes by Piloti, which I have bought to use while flying. I have a soft spot in my heart for this brand of shoe because the company founder is a product designer (like myself) and so I have always wanted to "reward" him for his entreprenuerial spirit. Although he may not have meant this shoe to be used in this particular context, I hope he appreciates the purchase nonetheless.

This model comes in different color schemes, I chose stylistic black. The shoe seems very well put together in terms of stitching and materials, only time will tell about its ultimate durability inside and out of the airplane.

One of the reasons I like this shoe is the rounded heel shape, which helps keep your feet comfortable when resting on the floor, or pressed against the rudder pedals, and the grippy tread (which has a vaguely 1960's Formula 1 race tire tread feel to them) works great when your feet are active on the pedals working a crosswind correction.
A unique feature specifically meant for driving is a patch of the bottom tread than runs up the outside edge of the right shoe (but not the left) which is meant for better "heel & toe" shifting. No telling if this helps making better yaw adjustments to the right!

The shoes have one big stretchy lace than is pulled up through this spring loaded tension device. They slip on very easy with the help of a large heel pull tab. I suspect it might be bad to use these shoes as everyday footwear because of the minimal arch support, but I cannot complain as they are marketed as driving shoes.

Summary: I am glad to now have these shoes in my "flight bag", they work as well in the cockpit as they do in the pre-flight walk around. They are lightweight (every bit of useful load counts right?) as well as stylish, and have plenty of functionality to justify using them over a regular set of tennis shoes. $59.94 shipped from Amazon to your front door.

Foggles optional = logging actual

2009-06-11T18:00:00.000-07:00

Well I got my wish! The cowl latches stayed latched, and the forecast storms stayed well off to the southwest of Fort Wayne (KFWA) which was the destination for my first instrument lesson. I had previously indicated to my CFII that I wanted to do a non-standard first lesson, and actually fly an IFR flight. We did a pre-flight briefing of the clearance, what to expect on the radios, the concept of the instrument scan, and a summary of the syllabus for my instrument training.

After a standard aircraft pre-flight, we taxied out and I prepared to copy my first IFR clearance. Surprise! the route we received was not the route filed, so I took extra care to make sure my readback was correct. I got to hear new things through my headset like "position and hold, awaiting IFR release"... cool!

Soon after switching to Detroit departure on climbout, my CFII had me don the famous "Foggles" view limiting device and I got down to the business of setting up my radial scan. It quickly became evident that the attitude indicator (which goes mostly unused for VFR flight) was going to be unreliable in communicating bank information, so I ended up getting a good intro to instrument cross check and partial panel flying.

Not long after switching over to Toledo approach, my instructor says "why don't you take the foggles off" lo and behold we were in the clouds and I was able to log actual instrument time. Fort Wayne was IFR when we arrived and we were vectored for the ILS runway 5 approach. One touch-and-go later, we were winging our way back to Willow Run with a new clearance and a new cruise altitude. Back into the clouds for some more actual, and it was night by the time we landed back at KYIP.

So ended a truly memorable first instrument flight! Flying in clouds, was both exhilarating and humbling at the same time. So much to learn, new skills to acquire, knowledge to retain. I got home and couldn't sleep for awhile I was so excited.

Time this flight: 2.7
Total Time: 141.7
Actual Logged: 0.8
Simulated Logged: 0.8

My new flying shoes worked very well, pics and a review forthcoming.

First instrument training flight....

2009-06-09T20:28:00.000-07:00

maybe.

The Warrior has a squawk concerning cowl latches. I will have no trouble scrubbing tomorrow's flight if these can't be fixed (prefer cowl latches to stay latched while in flight).

Even if the latches get repaired in time, I may have to scrub due to weather. My instructor and I are going to attempt to get as much "actual" instrument training time, as long as that doesn't mean actually flying in thunderstorms (which are being forecast for my flight path/time).

On a positive note, I got my new "pilot" shoes! As soon as I get to fly with 'em, I will post up a review. Look it says "pilot" right in the name :)

Sharing the love

2009-06-08T19:53:00.000-07:00

Could not have asked for a better day to take a friend from work and his 5 year old son up for a flight around the local area. Blue skies, high clouds, with a light breeze blowing in from the the northeast.

This little guy wants to go flying... like now!

Keeping his eyes peeled for the occasional Fokker Dreidecker, or maybe a Sopwith Camel. We had to settle for a Cessna who was inbound to Willow Run as we scooted to the northwest headed for Howell (OZW).

Sailboats on the lake.

I took it as a compliment that my flying put him to sleep, maybe he was exhausted from trying to spot Rene Fonck in his Spad S XII (I was told my passenger is a big fan of the WWI film "Flyboys") We did three full stop circuits at Livingston County airport, then headed southeast to make one landing at Mettetal (1D2). Back at Willow Run (which is undergoing some hefty pavement changes) I made my 400th landing!

Making the #1 sign in honor of his first GA flight. Something about his smile makes me think this won't be his last ;)

Time this flight: 2.5
Total Time: 139.0
Landings: 400

Does a turkey burger count?

2009-06-03T18:41:00.000-07:00

So if I go flying somewhere new and eat a turkey burger, does that still count as a $100 Hamburger trip? It was yummy for sure. Here look:

Climbing to cruise altitude as we wing our way west towards BEH (Benton Harbor)

This pic shows how the haze can have a defined "top".

Lined up on final approach. This was a straight in, which I usually avoid doing at uncontrolled airports, but on that particular day it made the most sense. If you squint you can see the runway hiding behind the prop blur just below the shoreline.

Here is the old control tower at Benton Harbor airport which operated from 1973 until 1981

Vancouver Redux

2009-04-21T21:18:00.000-07:00

This post is to say thanks to the fine folks at Harbor Air in Vancouver BC, for making our two day outing to Victoria a convenient and pleasant experience.

As we boarded, our pilot (George) said to me "why don't you sit up front, you'll have more legroom. Needless to say, he didn't have to ask twice! Best seat in the house!

Taxiing away from the dock, the PT-6 is purring nicely up front.

We flew a tower-transition-ish flight path directly over the top of Vancouver International. If you look closely, you might be able to pick out the airliner on upwind.

Our flight out to Victoria was a bit dicey, as the winds were blowing pretty strong that day. George was optimistic that conditions would improve and so we pressed on. We are turning to the left, to set up on a 45 degree entry into the right downwind for the harbor in Victoria.

The practiced eye can "read" the winds in this image based what the water is doing. The narrow part of the channel had a funneling effect on the wind, ultimately making for a very short "water roll"

When you visit Victoria, you have to stop by this local favorite "Red Fish, Blue Fish" just up the docks from Harbor Air's building. This re-purposed shipping container servers some very unique and delectable seafood eats. We lucked out, 5 minutes after this photo was taken the line was 15 people long.

My seat for the return flight was not as fun, but still had good leg room!

The captain has just applied takeoff power for the flight back to Vancouver harbor. Note that the ailerons droop along with the flaps for extra lift.

Downtown Vancouver as we fly inbound from the southeast.

Spring fling

2009-03-14T20:46:00.000-07:00

Well that was too much flying hibernation folks! Picked a nice flying day to get back into the air, clear skies (well, some high cirrus) and a light southerly breeze. Flew a short "round robin" from YIP over to Livingston County (OZW), back down to Mettetal (1D2), and returned to YIP. It felt good to be piloting again.

Taken with my new Lumix digicam set on "Aerial Photo" mode.

Went back to Vancouver BC recently, and this is a teaser image for my next blog post.

Book Review: "The Pilot's Air Traffic Control Handbook"

2008-12-28T12:18:00.000-08:00

Picked this book up from the library, figuring it would be good to learn something new while the flying weather is not cooperating. I am very glad I did, as it was not at all what I was expecting based on the title alone. This is the 3rd edition of this book, published in 1999. Any fears of the info contained in the pages not being current are quickly squashed when you realize the scope and purpose of this book. I was surprised to find out that this is not a say this when in this situation type of book (in the vein of "Say Again, Please" which has it's own advantages), but rather its a more holistic view of the air traffic control system and how we as pilots fit in.

The author begins by taking the reader through the parallels of the history of flight in the United States, and how the needs of aviation were met by ATC as it grew into the transportation segment it is today. You will learn where the first control tower was constructed, what an A-N beacon was and how it worked, and the fact that the first "blind landing" by a commercial flight was performed back in 1938.

The rest of the book goes through each facility that a GA pilot can possibly interact with on a flight and gives a "behind the scenes" look. How many people work at a Center facility? The process of becoming a specialist, where people sit, and how your flight strip is generated and moves through the system. Some of the most informative bits resulted from the author asking controllers at the different facilities (APP, TWR, CTR etc) to give advice to the VFR GA pilot.

I came away from this book with new knowledge about the inner workings of the ATC system, how to use it, and how each piece of the puzzle is used to create a complete picture of the weather, traffic flow, emergency situations, etc.

The book was published in 1999 and so it has missed some of the more recent changes like, FSS privatization and consolidation, the Washington D.C. ADIZ, and things like ADS-B. What is great about the book is that once you read it, all the things that have happened since the book's publication have context which allows you to add on new information to your understanding of an issue.

I would certainly recommend this book to other pilot's (or those aspiring to be) as it has given me a better understanding of the wide angle view of air traffic control, and a bit more understanding of the folks we talk to on the radio.

Product Review: Foreflight Checklist

2008-11-23T17:08:00.000-08:00

Back in October I purchased an app for my iPod Touch called "Checklist"from the folks at ForeFlight. I quickly set out to replicate the checklists for the Piper Warrior I fly most frequently. Creating a checklist is relatively easy, start from scratch or tweak an existing one via the provided templates. After inputting the framework of the checklist, I decided to mentally run through a flight while sitting at home to put the app through its paces. I quickly discovered that I would need to change the checklist to better fit the way my brain works, and for the particulars of club flying. This proved to be easy, with only one small snag (that will be discussed in the summary).

Having done enough "chair flying" with the app, I decided to schedule a flight to evaluate the product in the real environment of the cockpit. My wife joined for a sunset-into-night cross country flight to Fitch Beach airport (southwest of Lansing). I made some on the fly changes to my checklist once I began my pre-flight, and this is one huge advantage a digital checklist has over a printed one. The flight went fine, the sunset was spectacular with Lansing approach giving us flight following services until about 10 miles out from our destination. The whole time, my wife was calling challenges and I was doing things and giving responses.

As we taxied back to the active, we found a good use for the bright screen of the iPod. When the item "Trim, set for takeoff" item came up, my wife beamed the screen onto the trim wheel / indicator area between our seats and it made setting the trim very easy! As it was full-on darkness at this point we made note of the brightness of the display as a potential negative (again, to be discussed in the summary). The return flight was uneventful (which is how I like my flights to go), and I jotted some notes down post flight to send on to the developers at ForeFlight.

Summary:
The good: easy to use, easy to edit, simple and elegant in design.
The bad: when adding new items, it would place them at the bottom (forcing the user to drag them up to the desired position in the checklist), and the brightness at night.

The next day I sent my comments to the ForeFlight team along with some feature requests. Early in November I got a response from Adam at ForeFlight, telling me that an updated version of Checklist (with a change to adding items and a night mode) was available at the AppStore on iTunes!

I took another flight last night with the new version of Checklist, this time my wife stayed home (something about the cold temps). The latest version has added abnormal procedures checklists, which I didn't get the chance to try out (thankfully). The night mode works great, and adding items to a checklist is a breeze.

The bottom line:

As the product disclaimer states, Checklist should be used as a companion to a hard copy version, and in that vein it works brilliantly. People are all different and unique, in the cockpit of the Warrior are 3 different paper checklists! What Checklist allows me to do is to synthesize all the best info and procedures from the paper ones into a customized digital version that fits my sensibilities. The way my checklist is set up, everything has a logical flow and I have included extra items that elevate my level of precision in the cockpit. What I learned from the both flights is that (without a mount for my iPod touch) it works best when I have someone next to me to help use the device to greatest effect. I was able to use the app while flying solo, but I could tell that it was a bit distracting to use once airborne (ForeFlight's website includes links to RAM mounts which I have been checking out since last night). I purchased Checklist from the AppStore for one-time charge of $19.99 and I will continue to get free updates until (I presume) version 2 comes out. Having had the developers respond within a months time to suggestions and comments I had about the product makes me feel very confident that I will be taken care of as a customer. Adam also mentioned that version 1.2 will include an even easier way to create / edit your checklists on your computer and upload them to your iPod. When this arrives, I will be testing that feature on the checklists for the other two aircraft in the club.

Time these flights: 3.1 (total for both)
Total time: 128.7
Landings: 382