Winter's Here

Welcome to winter flying in the Northeast.

The forecast for today looked great and N94006 was open, so late last evening I jumped on the schedule. The snow didn't seem like it had amounted to much so I figured I'd get to the airport early, get the plane preheated while I cleared off the snow that had accumulated, and get some quick time in the air before heading home to attend to housework, school work, etc. Long story short, I never did get to fly.

The snowy/slushy mixture that we'd received last evening had frozen overnight. All of the planes that were outdoors (including 006) were encased in a solid layer of ice. And the runway, which hadn't been plowed overnight, was a gritty icy tundra.

Jake called me at 7:30 and offered to put 006 in the hangar for me. Even with this, the plane was still frozen at 9:30 and with a temp hovering at about 29 degrees, the runway condition hadn't changed much. I walked the runway several times while waiting for things to melt and found it to be sort of a frozen slush. Traction was definitely decreased but it wasn't quite slippery. There was also a moderate crosswind at about 6-8 kts. Made for tough ADM as there was nothing that immediately said not to launch, but having very limited experience on snow/ice there were enough variables to give me pause.

Long story short, after waiting almost two hours I finally scratched the flight. I've got a ton of stuff to do around the house and am in the final weeks of the semester and have hours of schoolwork ahead of me in the coming days. I may try to sneak back to the airport this afternoon, although that seems unlikely.

I just checked the webcam and it looks like the runway has thawed enough for the plow to have done its work. Unfortunately, I was just a few hours too early.

Like I said, welcome to winter flying in the Northeast.

Two flights in one week!

Two flights in one week may not seem like a cause for celebration, but given how busy I've been lately with work, school and the kids, it's nothing short of a miracle.

The flying week started with a Sunday afternoon hop. I'd planned to log a long x-c out to Zerby, until Rob sent me a text on Saturday afternoon saying that a couple of POA guys were working on a lunch meet up at Chester County. So I quickly changed my plans, pulled the right airport kneeboard plates from AOPA, and flew on Sunday to meet the guys. Had a great time. Got to chat with Rob and meet his daughter Ally; finally got to meet Gary Mascelli in person (feel like I've known him for years); and had the pleasure of being introduced to Dave (M35) and Ron Levy. I could have spent all afternoon sitting at the table at The Flying Machine Cafe, but I had the rental "Cinderella Cessna" that I had to have back by 4pm so I had to cut lunch short. Had a nice tailwind on the way home and walked through the gate at DYL at 3:59:56. Would have had the keys on the counter right at 4pm, but somebody who was watching airplanes pulled me aside with a hundred questions and so I was still technically "late." Oh well, nobody was waiting.

Made it back to the airport on Tuesday for the flying portion of my BFR. Was breezy all day but winds were forecast to calm down as the sun set. We taxiied out at 4:25 and, just as predicted, things began to settle. My reservation was moved to 6086G because the landing light in 789'er was inop. Kian had me do a short field takeoff followed by a downwind departure. Once we were a safe distance from the field he had me run through the usual maneuvers... slow flight, power off stall, power on stall. A few turns to headings and then he pulled the engine on me. Field made, we were off to ARD for some VOR work and then into TTN for some pattern work. TTN was busy and I wasn't quite used to 86G, so Kian helped with the radios and pointed out traffic as I set up as #3 in right traffic with #1 and #2 flying a left hand pattern. Finally saw the traffic we were to follow and was able to turn towards the runway. First landing was acceptible, albeit not perfect. I still struggle with the varying sight pictures as I jump between different models of aircraft. My speeds were right on but I was a little early with the flare and dropped it in with modest thump. Made it a touch and go and made left traffic for another attempt. This one was much better... a greaser, in fact. Having demonstrated that I could indeed land, Kian had me track back to ARD and we were on our way home.

It was pitch black by now and I hadn't flown into DYL after dark, so we used the time to play with the REILs and Kian pointed out landmarks to help me find the field after dark. Shot a straight in approach for 23 and was right on the speeds and glideslope the whole way. Just as we came across the road before the threshold, Kian called a go around. Back in the pattern I got a few more minutes to take in the awesome nighttime scenery and full moon. For this one Kian wanted a short field landing. I flew this pattern tight and was high on final, so I slipped it in aggressively to burn off altitute without gaining airspeed. Slip was textbook and I hit the numbers right on speed with a picture perfect landing. Probably could have made the first taxiway but I didn't want to risk smoking the tires, so we slowly made our way down the runway to the far taxiway. Kian congratulated me on being signed off for another two years.

Felt good to get the BFR out of the way. I also really like Kian's teaching style, so I'm relieved to have found another CFI-I since Travis left to go back to Nebraska. My two days of flying, in addition to the hassle of having to get the rental home on time, have also reignited my itch to own. Still no decent leads on partnerships at DYL, though. And, despite recommendations to the contrary, I'm still thinking that I C150 could be the perfect first plane. I know that it won't fit my long term family hauling mission, but I really don't think that I want to pile the family in for trips until I've got at least 300 hours or so. Which means that my near term mission is really just time building. More specifically, cheap time building. With reasonable purchase prices, simple mx, and 6gph, the 150 seems to fit this bill. Useful load is still a concern, but I could deal with that.

I was on Barnstormers on Monday and came across an ad for a C150 at Doylestown. I know the plane but there wasn't a sign so I didn't realize that it was for sale. Asking price is $16,500 which, for a short time, got me excited. It's a 1966, however, and it just looked and felt old. The panel was ancient and poorly laid out. Paint was fair to decent (2001) and interior was servicable. It also had an off field landing in 2000 due to engine failure (mud wasps clogged the fuel vents and starved the engine). But for a little more money I can get something with a better panel, more modern look, and NDH. 1968 or so seem to be when they squared the dash (improving the instrument layout) and got rid of those awful rectangular yokes. By my math, assuming a grass tie down and no major repairs, I think I can own for the same cost as renting between 4-5 hours month. Granted there's the gamble of incurring a major repair plus the hassle of caring for a plane, but I've really got the ownership itch... badly. Now, if I could just come up with the money. Kelly wants me to sell the Jeep, but I haven't come to terms with that decision yet.

Here's what a 1966 C150F with 3452TT/756SMOH looks like. The panel shots got a wicked glare but hopefully you can get the gist. I may test the owner's interest in letting me fly it while he tries to sell, but I think I'd outgrow this particular plane pretty quickly and for just a few AMUs more could buy a lot more niceities (is that a word?) Then again, it's very easy to spend money I don't have.

Halfway There

BFR time.

My last Biennial Flight Review was in November of 2007, so I've been trying to get a new one in the log book so that I can continue to exercise my Private Pilot privileges beyond the end of this month. I'd planned to fly it with my friend and CFI Travis, but his unexpected departure from DYL last month negated those plans. I'd also entertained the prospect of getting my tailwheel endorsement up at VanSant and having that count for my BFR, but after discussing it with Jay (the new FBO owner) we decided that it would be better to get the BFR done at DYL and then work on the tailwheel at my own pace. I'm budgeting 6-10 hours for the tailwheel and wasn't sure how quickly I'd be able to get it done, so I didn't want to be grounded with an expired BFR until that occurs. So, I met the new CFI at Leading Edge while on the ramp a few weeks ago and decided to jump on his schedule. We scheduled 10:30am to 1:30pm on Friday 11/20 for ground and airwork in N92789'er.

I woke up Friday morning to bright sunshine, clear skies, and calm winds. It looked like a perfect day to fly but a quick check of the TAF predicted otherwise. Winds were forecast to pick up mid-morning and get quite gusty as the morning progressed. Right on schedule, the wind speeds climbed and I closely watched the METARs as my BFR time neared. I got Doylestown at about 10am and parked near the departure end of Runway 5 to get my stuff together and reassess the weather situation. Automated weather was reporting winds 310 at 16G23!! Ugh. The windsock was pegged with almost a direct crosswind. I called for a formal briefing and was not surprised to hear that Airmet Tango was in effect through 03Z. The briefer repeated the winds for DYL at 310/16G23 and I also asked for our intended destination, TTN, which was reporting 330/13G19. Some quick calculations showed at +/- 22 crosswind component, which is well beyond both my personal and the aircraft limitations. I packed up and headed to the FBO knowing that I may not get to fly today.

Kian was ready and waiting for me. First question out of his mouth was "do you think we should fly today?" I quickly gave him the weather summary, shared my calculcations, and offered my opinion. In short, I told him that I would not launch solo into these condition. He got a big smile and said that I'd just passed the ADM portion of the BFR. Apparently, he too had no intentions of going flying, but was testing me. Off to a good start.

For the next hour and a half he grilled me on flying topics, interspersed with the occasional flying chit chat. Long story short, he's a young guy, recently ex-Piedmont Airlines pilot. Got tired of the schedule and saw furloughs on the horizon and decided to make a change. He's a wealth of information and is eager to share and teach. I think it will be a very good resource for me. I did well on the oral portion of the BFR, brushed off a few cob webs, and learned some new things.

We decided to try to fly again this Friday and booked 789'er from 12 - 3. Long range forecast looks decent. Will be closely watching in the coming days to see how things progress.

Happy Thanksgiving!

I think I'm going to do it...

Tailwheel. Yep. I'm going for it!

This has long been a dream of mine. My non-equity prospects have dried up. I'm in grad school through August so pursuing the IR in earnest right now is probably foolish. And our recent house appraisal was shocking and disappointing so now's not the best time to dive into full share ownership. I think that the tailwheel time might be the perfect way for me to do something new in flying without a huge financial or time commitment. Plus, I'm certain that it will help improve my technical skills.

My BFR expires at the end of November and I'm budgeting 6-10 hours for the tailwheel. While the endorsement would qualify as my BFR, I realize that my schedule, the weather and turf condition (VanSant is grass) may make this a several-week process. I don't want to be grounded if I let my BFR expire, so my plan is to knock that out at DYL in the next few weeks and then get on schedule up at Van Sant.

I was up there this morning and the place just overflows with classic airport charm. Bud was working the FBO desk at the new Vintage Aero and very graciously let me go snoop around the hangar. All I can say is "wow!" I had Delaney with me, and she and I cracked the big metal hangar door and peeked inside. Utterly amazing.

The photo below does not do justice to the collection of aircraft in the hangar at Van Sant. For the next 20 minutes she and I respectfully gawked at the planes. On this quiet, rainy, windy morning, Delaney and I stood alone in this hangar surrounded by flying time machines. Even she seemed to sense the significance of the moment. It was quite an experience.

We left as quietly as we'd entered, pulling the huge hangar door closed to keep out the howling winds. I am excited to return, hopefully next time behind the controls of the J3.

Beautiful Flying Weekend

Wow! What a perfect flying weekend. Mild temps, light breezes and abundant sunshine. Doesn't get much better than this in the Northeast in November.

Despite a to-do list that is out of control, I managed to squeeze in 0.8 in N94006 on Saturday morning. Had initially planned to fly to PTW and then home via a low approach at Van Sant (no grass in the rental). Saturday morning I thought I'd change the plans and make a stop at N10, but a briefing for busy jump operations made me decide otherwise. In the end, I just decided to sight see. I flew up and over Van Sant at 1000' above TPA and then just took my time coming home across the north end of Lake Nockamixon and then over Lake Galena before joining the pattern at Doylestown.

I knew the weather would bring people out of the woodwork to go flying, and tried to get airborne on the earlier side of the day. I was also exhaused from work and school this week so I didn't do a dawn patrol. I had a reservation from 9:30 - 11am, but got there around 9am. Temps the night prior had dropped to about 28 and there was still frost on the cars when I left, so I drove to the airport fully expecting to have to de-ice. Much to my delight, the sun had worked it's magic and 006 was frost-free when I preflighted. Leading Edge wasn't pre-heating on Saturday so I primed liberally and let her idle for a while before taxiing to the hold short line. Take off and climb were nice and smooth and the old 152 didn't do badly in the cool morning air. Radio was busy and almost immediatley I was looking for traffic. Lots of back and forth with other guys sharing the airspace but everyone's position calls were clear.

On the way home from Nockamixon, I cruised in via Lake Galena with the intent of entering the pattern on an extended crosswind. Just as I made the call, a twin Cessna inbound from the west announced his intent to also enter on the crosswind. Knowing that he further out but much faster, I initiated and called a 360 for spacing, for which he thanked me. This is where it gets interesting. I flew the 360 and re-established the extended crosswind, announcing the whole way. Just then, I see a small high wing (TriPacer, I think) climbing out on the upwind between myself and the twin Cessna. No biggie, I know the plane and believe he flies NORDO. But hot on his tail is a red and white RV. Mind you, the twin Cessna and I have been making clear position calls and the RV called his departure so I know he's on the radio. He takes off and climbs like a bandit aiming right for me! I call my position and ask him to confirm that he has me in sight... no reply. I expedited my turn to downwind and he climbs out behind and below me. By this time there's also a Mooney that is following me on the crosswind, whom this renegade RV cuts between. I call the midfield downwind because now I can't see the RV, and the Mooney gives me a head's up that the RV is very close. "Don't worry" the RV pilot now replies, we're departing to the SE. With that, he passes me from behind off my right wing at the same altitude! I made a sweet landing and probably could have made the first taxiway if I'd really wanted to. Cleaned her up and went around again. Another nice landing wrapped up a nice morning of flying.

Check out this picture. This plane landed gear up at Doylestown on Friday. I was told that is was not a mechanical failure, but simple pilot error. Apparently the guy was flying in for some sort of meeting with the local DPE. Bummer.

On another note, I'm thinking about enrolling in an Instrument Rating ground course at Doylestown in January. It's like $279 and runs two nights a week for a month. I haven't mentioned it to Kelly yet until I decide whether it's a good idea. Any thoughts? Anybody interested in joining me?

Van Sant Airport (9N1)

My plane is back on the rental line but the wx's been IFR for days. I needed some sort of flying fix, so I packed the kids in the car this morning and headed up to Van Sant. I have one landing at 9N1 in my logbook but that was about 5 years ago, so I thought it would be fun to stop by and take a look.

It's a great little grass strip airport, located only about 9nm from KDYL. This little gem is practially in our back yard. It has all the characteristics of a true, classic airport, including a turf strip. I've always wanted to get my tailwheel endorsement and just recently added it to my short flying to-do list.

The kids were sound asleep when I got to Van Sant so I wasn't able to go into the FBO to say hello. Seeing the grass strip in person got me motivated to pursue the tailwheel endorsement, and I called when I get home to get some more info on what would be required. Sadly, I was told that Sport Aviation is going out of business next week and the future of their planes and instruction is in jeopardy. They told me to call after November 1 to see if the J3 would still be available for instruction and rental.

I'm bummed but not totally surprised. I saw a post a few weeks ago on AirNav noting that the owner's retirement was imminent... just didn't imagine that it would happen this quickly. Keeping my fingers crossed that things remain as they are with the new owners. In the meantime, I've rekindled my interest in the grass. I have an upcoming BFR and may seek permission to work on the grass operations and take the plane into 9N1.

N92789

I found this old picture of N92789. This was taken in December of 1994, during a Discovery Flight that I took with my dad.

She's wearing a new paint scheme now but 789er's still working the rental line. This will always been one of those special planes because of this one flight.