Those of us who have been flying a while and have hundreds or thousands of landings logged have a hard time remembering how many balls have to be juggled to successfully land an airplane.
We also forget how rugged training airplane gear is. So once in a while a student working on his or her first landings will bring all that back, and remind us why non-fliers think landing is the hardest part of flying. In some ways, it is.
A successful, smooth landing with minimal ground roll requires minor course corrections to maintain centerline, descent at specific airspeed and configuration, and a smooth transition to level flight a foot above the surface. All this happens as the control effectiveness is reduced by changing speed, and wind variations caused by trees and houses and hangars change steady winds at 100 feet into tumbling, variable, unpredictable cauldrons at ground level.
Meanwhile, the very thing that we takeoff to avoid -- the ground -- is fast filling the windscreen.
So take a moment to remember the challenges of landing, and give a student a break next time you're sharing the pattern and he or she flies bit wide to take more time to line everything up just so. There's lots going on!
Wednesday, August 24, 2011
Thursday, August 11, 2011
Nice Morning Flight over Lancaster County
Took some pictures with my Blackberry while flying over Lancaster during instruction.
Over the Susquehanna River, York County on the far bank.
Looking northwest towards Lancaster City from 3000 feet.
Route 30 Business just east of Lancaster. Rockvale and Tanger outlets below.
The black line is the propeller flashing through as the image was taken.
Smoketown Airport
Sunday, July 31, 2011
Beautiful Morning Over Lancaster County
Took a few pictures while flying over Lancaster early this morning during a lesson:
Rick did the takeoff with a bit of assistance, then we did slow flight, stalls, 360 turns at 30 degrees, emergency procedures (Glide, Grass, Gas), and ascending turns and entering the traffic pattern.
It's amazing how quickly an hour goes by in the air!
Rick did the takeoff with a bit of assistance, then we did slow flight, stalls, 360 turns at 30 degrees, emergency procedures (Glide, Grass, Gas), and ascending turns and entering the traffic pattern.
It's amazing how quickly an hour goes by in the air!
Monday, July 25, 2011
Return to the sky
It's been a very busy spring. I took a new position as a senior Solutions Architect with Perficient working in the Exton, Pennsylvania office (and at various client sites within 100 miles of Exton).
For three months I commuted each Monday morning from Western Pennsylvania to Exton until we could sell our house and move. The market is as bad in Fayette County as anywhere else, so after very little activity and no offers, we put the house up as a rental.
We finally discovered a very nice apartment complex in Mount Joy (Crest at Elm Tree) and moved in June 8th (at 94 degrees, it was fairly hot to be moving furniture!)
Of course all this commuting and moving cramped my flying time, so I logged only 2 hours from April to June!
We returned to Fayette County, moved some more stuff from our house to storage in my hangar, and spent June 11th celebrating our grandson Luca (1) and our son Nathaniel (21) birthdays. Sunday I met Bill and we flew the C205 from VVS to WAY for an annual.
I've reconnected with some former students from my LCS teaching days and a couple have expressed an interest in flying. Jeane's husband Curtis has a C150 at Smoketown (S37). After some weather and conflicting schedule problem we finally had time to fly this Saturday.
Smoketown is a nice little strip tucked in along Old Philadelphia Pike just east of Lancaster. I had flown here a few times and knew the airport, but it's been while.
Curt gave me the background on the airplane, then did a thorough preflight. The airplane could use some P&I but mechanically it is sound.
I said I'd be fine in the right seat and then we did the usual Cessna 150 gymnastics to get in and belted, then started it up. It started on the first flip of the magneto and then hummed contentedly -- an auspicious start.
Curt said, "It's yours!" I said, "Oh, I thought you were going to fly...?"
I didn't argue, pushed in the power and we rolled onto the taxiway.
The airport was quiet. Dark clouds hovered just south and a higher layer obscured most of the sky, but there were no radar returns within 100 miles and the forecast was benign. It was warm already but not hot enough to cause high DA conditions.
A quick runup, all systems go, lined up, elevator down into the slight right crosswind, and rolling. The airplane responded well and we were airborne long before the abort point.
Even though there was a slight breeze there was no turbulence on climb out -- quite a change from Western PA and WV flying, where the slightest wind burbles over every little hill, ridge, and valley ensuring a fun ride for the first 1000 feet. It was my first time in this airplane so I turned right towards large, flat farm fields just north of the railroad tracks along the edge of the airfield. We continued climbing, and I leveled off at 1500'. With full power and level we reached 90 MPH -- not bad (probably not a climb prop on here).
I practiced some steep turns, slow flight, etc to get a feel for the airplane, then we did some sightseeing over southern Lancaster county and the Susquehanna river.
Too soon we headed back, entered a left downwind on a 45, and made a full-flap landing just past the numbers on 28. I was a bit surprised I had the sight picture down -- I was sure I'd be rusty (especially since it's been about a year since I even sat in a 150 and about 10 since I flew one -- and never from the right seat).
We tied down and locked up, then visited with Marlin Horst, airport owner and airplane restorer. He has pristine flying J-3 and Waco, and a Fairchild -71 in being restored. He also showed me a Lycoming O-145 over on the engine pile (discovered and purchased at auction).
Curtis and I scheduled more flying time for his son Rick who is just starting out. It will be fun to do primary training again!
I headed over to the FBO building and got re-acquainted with Mel Glick, now the airport manager (and former owner). No hangars available yet for the Chief but I'm on the short waiting list. We'll see...
I had stuff to do at home so bid adieu and headed west to Mount Joy. But it feels good to be reconnected not only to flying, but to the whole community that forms around our obsession and is best experienced at a small field.
For three months I commuted each Monday morning from Western Pennsylvania to Exton until we could sell our house and move. The market is as bad in Fayette County as anywhere else, so after very little activity and no offers, we put the house up as a rental.
We finally discovered a very nice apartment complex in Mount Joy (Crest at Elm Tree) and moved in June 8th (at 94 degrees, it was fairly hot to be moving furniture!)
Of course all this commuting and moving cramped my flying time, so I logged only 2 hours from April to June!
We returned to Fayette County, moved some more stuff from our house to storage in my hangar, and spent June 11th celebrating our grandson Luca (1) and our son Nathaniel (21) birthdays. Sunday I met Bill and we flew the C205 from VVS to WAY for an annual.
I've reconnected with some former students from my LCS teaching days and a couple have expressed an interest in flying. Jeane's husband Curtis has a C150 at Smoketown (S37). After some weather and conflicting schedule problem we finally had time to fly this Saturday.
Smoketown is a nice little strip tucked in along Old Philadelphia Pike just east of Lancaster. I had flown here a few times and knew the airport, but it's been while.
Curt gave me the background on the airplane, then did a thorough preflight. The airplane could use some P&I but mechanically it is sound.
I said I'd be fine in the right seat and then we did the usual Cessna 150 gymnastics to get in and belted, then started it up. It started on the first flip of the magneto and then hummed contentedly -- an auspicious start.
Curt said, "It's yours!" I said, "Oh, I thought you were going to fly...?"
I didn't argue, pushed in the power and we rolled onto the taxiway.
The airport was quiet. Dark clouds hovered just south and a higher layer obscured most of the sky, but there were no radar returns within 100 miles and the forecast was benign. It was warm already but not hot enough to cause high DA conditions.
A quick runup, all systems go, lined up, elevator down into the slight right crosswind, and rolling. The airplane responded well and we were airborne long before the abort point.
Even though there was a slight breeze there was no turbulence on climb out -- quite a change from Western PA and WV flying, where the slightest wind burbles over every little hill, ridge, and valley ensuring a fun ride for the first 1000 feet. It was my first time in this airplane so I turned right towards large, flat farm fields just north of the railroad tracks along the edge of the airfield. We continued climbing, and I leveled off at 1500'. With full power and level we reached 90 MPH -- not bad (probably not a climb prop on here).
I practiced some steep turns, slow flight, etc to get a feel for the airplane, then we did some sightseeing over southern Lancaster county and the Susquehanna river.
Too soon we headed back, entered a left downwind on a 45, and made a full-flap landing just past the numbers on 28. I was a bit surprised I had the sight picture down -- I was sure I'd be rusty (especially since it's been about a year since I even sat in a 150 and about 10 since I flew one -- and never from the right seat).
We tied down and locked up, then visited with Marlin Horst, airport owner and airplane restorer. He has pristine flying J-3 and Waco, and a Fairchild -71 in being restored. He also showed me a Lycoming O-145 over on the engine pile (discovered and purchased at auction).
Curtis and I scheduled more flying time for his son Rick who is just starting out. It will be fun to do primary training again!
I headed over to the FBO building and got re-acquainted with Mel Glick, now the airport manager (and former owner). No hangars available yet for the Chief but I'm on the short waiting list. We'll see...
I had stuff to do at home so bid adieu and headed west to Mount Joy. But it feels good to be reconnected not only to flying, but to the whole community that forms around our obsession and is best experienced at a small field.
Tuesday, February 22, 2011
A Morning Commute
I considered flying to work and back today, but forecast winds 15G25 gave me pause.
But at 6 AM, the air was clear, crisp, and still.
I drove straight to the airport before work, did a quick preflight, pulled the airplane out into the sun, tied the tail down, primed, spun, checked and tossed and soon the mighty Lycoming was puttering like my beagle when she's ready for a walk.
Untie, unchock, climb in, check oil once more, turn on radio -- ugh.
Oh well. It's early, no one else is out, and I have a spare AA battery carrier on board.
There’s the slightest breeze wafting in from the west. Runup good, check the sky, point west.
The tail comes up and soon the earth falls away.
The air is smooth and very clear – unusually so, even for a spring day. As I climb to 2500’ or so, I notice steam plumes from the powerplants bent to the northwest.
Level and cruising at 80 MPH, the ground creeps by at a snail’s pace. I check ground speed using the ultra-sophisticated “Look at the cars on the highway” method: ok, 55, maybe 60.
Even though the wind is from the southeast, the ride is smooth. That’s also unusual here, since southeast and easterly flows bounce across the washboard Alleghenies, making for unpleasant aviating. I continue east, dive a bit once over the fog shrouded Monongahela, and head towards the house.
Over the past few weeks the landscape has transitioned from nascent to full-on, riotous green. Trees shoulder one another with broad, leafy arms, fields bloom, and ponds and lakes wake to dustings of seeds and pollen.
From my vantage point above it all, the all-pervading sense is peace and stillness. Even cars look unoccupied and somehow natural, like beetles scurrying from one log to another on the forest floor. The birds haven’t yet climbed up, the dust and clouds and winds of the more mature day are yet to come. In my tiny fabric covered airplane, I am in control, and can go where I will, with simple nudges that would barely rouse a cat.
But the sensation is illusory – I slide open the side window some more and feel the wind blast, hear the engine putting. All that keeps me here is force and power – the burning of fuel and the mastery of aerodynamic forces that compel this heavy object into the sky work in concert, but only temporarily.
The familiar hills, water tower, and houses. I see Janet on the deck. How can all that I love in this world be contained in such a small space? This weekend our house will be filled with our children and our granddaughter. It looks too small, too frail, too miniscule for the weight of meaning placed within those old walls.
I wave, do a few low altitude turns about a point and then a zoom climb back to 2500’ on an easterly heading, towards the Summit (a 1930’s era landmark restaurant/hotel at the summit of Chestnut Ridge along Route 40, the first National Highway).
Bumps begin. The wind was still right on the nose and I slowed even more as I approached the west side of the ridge. I imagine all that air cascading down the face of the ridge like Niagara Falls, tumbling, and rolling. Still, the bumps are light and the cascade is more like a gentle stream flow than a torrent.
I look at my watch – I hate weekdays – and turn west. I push the nose forward and enjoy the speed – maybe 100 MPH groundspeed? – cars fade in my wake.
I turn on the radio and listen. One of my students is flying this morning.
I announce five miles east of the field. An inbound Cherokee announces 10 miles out. I let him know my intentions, push the nose down a bit more.
“Greene County traffic, Chief 24286, straight in 27 for the grass, Green County.”
I skim over the tree tops, pull power to idle, crank in trim, give a few slips just for grins, and touch down gently on the grass, decimating dandelions and spraying dew on struts and wings.
The restaurant is busy. I’m sure at least a few observers critique my landing. No mind. Taxi to the hangar, cut off the fuel, let it idle at 1000, putt-putt….
Click, click as the engine cools and I push the airplane back into its den. The breeze is freshening. By nightfall this beautiful, clear sky will be filled with rumbling, dark, malevolent energy roaring in from the west.
But not yet.
But at 6 AM, the air was clear, crisp, and still.
I drove straight to the airport before work, did a quick preflight, pulled the airplane out into the sun, tied the tail down, primed, spun, checked and tossed and soon the mighty Lycoming was puttering like my beagle when she's ready for a walk.
Untie, unchock, climb in, check oil once more, turn on radio -- ugh.
Oh well. It's early, no one else is out, and I have a spare AA battery carrier on board.
There’s the slightest breeze wafting in from the west. Runup good, check the sky, point west.
The tail comes up and soon the earth falls away.
The air is smooth and very clear – unusually so, even for a spring day. As I climb to 2500’ or so, I notice steam plumes from the powerplants bent to the northwest.
Level and cruising at 80 MPH, the ground creeps by at a snail’s pace. I check ground speed using the ultra-sophisticated “Look at the cars on the highway” method: ok, 55, maybe 60.
Even though the wind is from the southeast, the ride is smooth. That’s also unusual here, since southeast and easterly flows bounce across the washboard Alleghenies, making for unpleasant aviating. I continue east, dive a bit once over the fog shrouded Monongahela, and head towards the house.
Over the past few weeks the landscape has transitioned from nascent to full-on, riotous green. Trees shoulder one another with broad, leafy arms, fields bloom, and ponds and lakes wake to dustings of seeds and pollen.
From my vantage point above it all, the all-pervading sense is peace and stillness. Even cars look unoccupied and somehow natural, like beetles scurrying from one log to another on the forest floor. The birds haven’t yet climbed up, the dust and clouds and winds of the more mature day are yet to come. In my tiny fabric covered airplane, I am in control, and can go where I will, with simple nudges that would barely rouse a cat.
But the sensation is illusory – I slide open the side window some more and feel the wind blast, hear the engine putting. All that keeps me here is force and power – the burning of fuel and the mastery of aerodynamic forces that compel this heavy object into the sky work in concert, but only temporarily.
The familiar hills, water tower, and houses. I see Janet on the deck. How can all that I love in this world be contained in such a small space? This weekend our house will be filled with our children and our granddaughter. It looks too small, too frail, too miniscule for the weight of meaning placed within those old walls.
I wave, do a few low altitude turns about a point and then a zoom climb back to 2500’ on an easterly heading, towards the Summit (a 1930’s era landmark restaurant/hotel at the summit of Chestnut Ridge along Route 40, the first National Highway).
Bumps begin. The wind was still right on the nose and I slowed even more as I approached the west side of the ridge. I imagine all that air cascading down the face of the ridge like Niagara Falls, tumbling, and rolling. Still, the bumps are light and the cascade is more like a gentle stream flow than a torrent.
I look at my watch – I hate weekdays – and turn west. I push the nose forward and enjoy the speed – maybe 100 MPH groundspeed? – cars fade in my wake.
I turn on the radio and listen. One of my students is flying this morning.
I announce five miles east of the field. An inbound Cherokee announces 10 miles out. I let him know my intentions, push the nose down a bit more.
“Greene County traffic, Chief 24286, straight in 27 for the grass, Green County.”
I skim over the tree tops, pull power to idle, crank in trim, give a few slips just for grins, and touch down gently on the grass, decimating dandelions and spraying dew on struts and wings.
The restaurant is busy. I’m sure at least a few observers critique my landing. No mind. Taxi to the hangar, cut off the fuel, let it idle at 1000, putt-putt….
Click, click as the engine cools and I push the airplane back into its den. The breeze is freshening. By nightfall this beautiful, clear sky will be filled with rumbling, dark, malevolent energy roaring in from the west.
But not yet.
Engine is Off
We pulled the engine off last week and it's sitting on a stand slowly leaking tiny drops of oil still clinging to the block. The rest of the airplane is in the hangar looking forlorn. I started removing all the firewall and engine mount paint. I'll repaint it all in high-heat black.
The engine needs some new gaskets. The valves will be checked for clearances -- hopefully they all pass! (Replacements are rare and likely very expensive).
After this round of maintenance I should have a reliable, non-leaky airplane!
The engine needs some new gaskets. The valves will be checked for clearances -- hopefully they all pass! (Replacements are rare and likely very expensive).
After this round of maintenance I should have a reliable, non-leaky airplane!
Saturday, January 22, 2011
Frustrating Winter
This winter has been a near repeat of last -- cold, snowy, gray, and windy.
The Cessna 205 hasn't sold yet, and interest has been minimal. We still have to replace the battery and get the autopilot re-installed by the guys at ProAv in Ohio.
The Chief sits... and sits. When it's VFR, it's windy or the runway is snow covered. Last weekend I found my taxiway un-plowed. I'll shovel the pad in front of the hangar but 400' of taxi is just too much.
The prop is on in the last possible position. If this doesn't take care of the vibration, the prop will come off and go the Sensenich for an overhaul ($550).
I already have February 15th listed as engine pull-off day at Strope AC Maintenance. We'll pull the O-145-B2 off and replace all the seals (pushrod seals are leaking causing oil to slowly creep all over the engine compartment).
We'll also check the valves.
I'll feel better flying longer distances this spring and summer with the leak stopped and the valves checked.
The Cessna 205 hasn't sold yet, and interest has been minimal. We still have to replace the battery and get the autopilot re-installed by the guys at ProAv in Ohio.
The Chief sits... and sits. When it's VFR, it's windy or the runway is snow covered. Last weekend I found my taxiway un-plowed. I'll shovel the pad in front of the hangar but 400' of taxi is just too much.
The prop is on in the last possible position. If this doesn't take care of the vibration, the prop will come off and go the Sensenich for an overhaul ($550).
I already have February 15th listed as engine pull-off day at Strope AC Maintenance. We'll pull the O-145-B2 off and replace all the seals (pushrod seals are leaking causing oil to slowly creep all over the engine compartment).
We'll also check the valves.
I'll feel better flying longer distances this spring and summer with the leak stopped and the valves checked.
Thursday, December 16, 2010
Sunday, December 12, 2010
Waynesburg-Greene County Airport (KWAY)
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| Looking east from 2500' (About 1400' above the ground) |
From AOPA:
Pressure on public and privately owned airports continues to mount. This pressure takes many forms, including curfews, noise restrictions, lack of improvements, residential encroachment, and even calls to close the airport.
Often, the general aviation community is totally unaware of what's boiling in the pot concerning their airport—until it is too late to turn the tide. Knowing what's happening in the political environment surrounding a local airport is of the utmost importance if we are going to preserve our general aviation infrastructure into the foreseeable future. The more time available in which to counter negatives about a local airport, the higher the possibility for preserving the airport or avoiding restrictions.
The AOPA Airport Support Network provides the vehicle for AOPA members to work in concert with AOPA to establish that early warning system.
Saturday, December 11, 2010
Another Gorgeous Saturday
Winter's paid us a few visits so far, but Saturdays have been exempt, lately.
It warmed up to near 50 under clear skies and light winds -- the calm before the storm, since we're to get blizzard conditions within 48 hours.
Such is December in Southwest Pennsylvania.
I headed to the airport early and found the airplane snug and warm after a night with blankets and a heater under the engine. I fueled up, preflighted, pulled the airplane into the sun, tied down, primed, pulled the prop through, mags to hot -- started on first throw!
I taxied down to 27 even though winds were calm to give the engine time to warm. Took off, overflew the airport, and headed east.
The air was a bit hazy so I used carb heat from time to time, but engine was running strong and we were crusing along at 80 MPH.
I texted Janet, told her "5 minutes" and she was waiting for me outside in front of the garage. I did a few low passes over the house -- sure was fun! I had to dodge the hill behind the house and didn't want to stick around too long lest a local get upset.
I wish Janet could have come along this morning -- it was smooth as glass and I didn't have to climb too high. Most of the time it was like looking out from a balcony in a tall apartment building.
I headed Northeast, skimmed over Route 51, then flew towards Connellsville.
The river looked cold below with ice floes visible from above. I did some nap of the earth flying over some more remote areas then headed generally Southwest.
An hour and fifteen minutes today -- until next time!
It warmed up to near 50 under clear skies and light winds -- the calm before the storm, since we're to get blizzard conditions within 48 hours.
Such is December in Southwest Pennsylvania.
I headed to the airport early and found the airplane snug and warm after a night with blankets and a heater under the engine. I fueled up, preflighted, pulled the airplane into the sun, tied down, primed, pulled the prop through, mags to hot -- started on first throw!
I taxied down to 27 even though winds were calm to give the engine time to warm. Took off, overflew the airport, and headed east.
The air was a bit hazy so I used carb heat from time to time, but engine was running strong and we were crusing along at 80 MPH.
I texted Janet, told her "5 minutes" and she was waiting for me outside in front of the garage. I did a few low passes over the house -- sure was fun! I had to dodge the hill behind the house and didn't want to stick around too long lest a local get upset.
I wish Janet could have come along this morning -- it was smooth as glass and I didn't have to climb too high. Most of the time it was like looking out from a balcony in a tall apartment building.
 |
| Westbound about 500' above the ground |
 |
| Flying along the valley in front of the house |
 |
| The view from 500' Above the Ground. |
 |
| Lots of rolling hills with remnants of snow. The black line is the prop as captured by the camera (it's turning about 38 times a second here) |
 |
| Greene County, Pennsylvania |
 |
| Back in the hangar |
The river looked cold below with ice floes visible from above. I did some nap of the earth flying over some more remote areas then headed generally Southwest.
An hour and fifteen minutes today -- until next time!
Sunday, December 5, 2010
First Winter Flight
Friday I checked the weather a few times and it looked like there would be a hole Saturday morning (the past week has been non-stop cold, gray, and light snow).
I stopped by the hangar Friday evening after work and hooked up the engine pre-heater (two 100w bulbs in trouble lights, two moving blankets, a carpet remnant, and an old army duffel bag wrapped around the cowling with a rope tied off on the prop). I give the bird a pat, take one last look, then turn off the lights and close the big sliding metal hangar door. The lock is cold as I jam it shut and twist the combination dial. I should replace this -- it's going to get water inside and freeze and then I'll be stuck. Note to self -- buy new lock.
I woke early Saturday and looked outside. While the sky was completely overcast, the haze beneath wasn't too bad. a check of the local METARS shows generally decent conditions with lowest reported visibility of 4 miles.
Janet has an all-day event at church today so I leave after she does and drive the truck to Waynesburg. The visibility is variable but VFR all the way. Of course, the airport is sitting in the thickest soup I've seen so far. Oh well -- it will clear.
Of course, the combo lock is frozen. I let the heat from my hands seep into the lock. Make another note -- get new lock.
I push the hangar doors open and light streams in the darkness. The bulbs are still on. I reach underneath the blanket expecting warmth but instead find cold aluminum. Ugh.
I go through my usual pre-flight steps, pull the airplane out into the diffused sunshine which doesn't seem to be coming from anywhere in particular but is slightly brighter than during the drive to the airport. Maybe the layer above is thinner than forecast? Yet there is no blue -- only white in the sky.
I close the doors, tie the tailspring to the truck's tow ring, place chocks in front of the mains, and look around to make sure I haven't forgotten anything.
It's cold, so I leave my hat and jacket on. 4 shots of prime, mags to OFF. Walk around front, push blades through 14 or so times. Walk back, mags ON, walk back, throw -- nothing.
There's are moments during some hand props when you wonder "Should I turn the mags off or move this into position by hand?"
I opt for the move with care. Throw the prop -- nothing.
OK....
Back to the cabin, mags off, another two shots of prime, 4 blades through.
Mags ON, walk back front, throw -- chug, chug.
A satisfying sound, but no guarantee. It's cold out and plugs that fire can get frosted over. I run to the cabin and push the throttle in a bit -- the engine stumbles, then coughs, more cylinders fire.
I ease the throttle in, then back out and the engine settles into its cold routine of heavy chugging at 800 RPM. It's OK -- the light bulbs haven't provided much heat and it's probably 25 degrees out. I stand next to the cabin and my legs freeze in the prop blast. I pull the throttle to idle and it settles at 500 RPM. The tail spring rope untied, I walk back up and reach for the chocks, connected by a 10' rope so I can pull both front mains from the pilots side. I saw someone else do it -- It works!
I'm planning a local flight so the chocks get tossed on the snow-coated grass.
I climb in and bump the throttle to 800 RPM and listen as the engine warms, chugging more regularly, evenly. Good.
I sit and listen to the engine, looking at the gauges. All is well, and now I can relax and enjoy it. All the preparation, planning, and work is done. The airplane is running, everything's been checked -- all that's left is to roll down the taxiway, then the runway, then plunge into the sky.
A blast of power and the airplane moves, the tail wheel straightens, and I check to either side for clearance. A few maneuvers to avoid puddles (I was by an A&P that water splashed up inside a wheel can freeze and lock it in place in the air -- making for a very interesting landing).
The air is a bit less hazy now and the sky seems brighter. Winds are minimal -- the wind sock moves inches, the flag hangs limp. I can takeoff either direction but will taxi to the end of 27 to give the engine more time to warm.
Control checks, trim set -- good. Killdeer walk along the runway -- why are they always on the runway? I taxi into position, straighten the tail wheel, and add power. The birds start to walk quickly to the south side of the runway. But not fast enough. I continue adding power and now the tail comes up. Killdeer fill the bottom of the windscreen -- com'on, birds.... this airplane may be small but that propeller is gonna hurt!
The birds take flight when I'm about 30' away. I feel the wings catching and the airplane is about to take flight as well. The prop bites into the cold air and the airplane is ready to fly. I hold it on a moment more, then release some back pressure. Rolling, rolling, then no sound from the wheels.
We're flying. Birds below now. Oil pressure still good, 2300 RPM -- OK. Pull back a bit and climb at 50, add some trim. I look to the right and pick out a spot to land if I lose power now. To the left and ahead is a parking lot studded with light poles and cars -- only if I have to. Still climbing, I glance at the airspeed and altimeter -- up to 300 feet now. I start a climbing left turn. hold the ball perfectly centered, feel the engine warming, RPM increasing.
Now the airport is under my left wing and the air is hazy, but smooth. I level off about 800 feet above the ground and announce a closed pattern, fly over the field, check all the gauges -- all is good.
Time to head east and fly over the house.
I climb to 2500' (1200' or so above the ground) and clear the river and the fog. Level the airspeed exceeds 80 MPH at 2500 RPM. Nice.
I pull on the carb heat from time to time -- it's an automatic precaution on these hazy days. Carb heat applied RPM drops slightly -- good. Off and RM increases -- good.
A few hunters are visible from here -- please don't take potshots at my airplane. I'm low enough one could reach.
I zoom over the highway and enjoy the sensation of speed low-level flight. The air is thick with haze, and I keep a close eye on the RPM. So far no carb ice -- good.
I'd fly longer but the cabin heat isn't working very well so I point the airplane along a mostly west until I see familiar landmarks. The water tower near the airport appears and soon I'll be landing. I delay things a bit by climbing and doing some slow flight, then steep turns, then a practice emergency turn back.
300' altitude loss from engine idle to 180 degree change of direction. Of course a turn-back requires more than 180 degrees and there is residual thrust in the idling prop. There is also no recognition delay. But it's fun to push the nose over from climb to glide at 60 while cranking in 60 degrees of bank.
Time for some slow flight fun -- throttle back to 2000 RPM, crank in some trim, and let the airplane settle in at 60 MPH. The engine purrs and it seems the airplane is happier at this speed. Maybe I should do this more often?
I taxi to the hangar, shut down, pull the airplane back into the hangar, wipe off the oil, and lock up until next time.
Sunday, November 28, 2010
Neat!
I was doing some research on Tommy Smith this afternoon when I came across this link: http://www.flyinghigher.net/aeronca/N24286.html
The pictures should be familiar -- it's N24286 in the big hangar at the Clarion Airport!
The pictures should be familiar -- it's N24286 in the big hangar at the Clarion Airport!
Thursday, November 25, 2010
November Morning
Yesterday was the first test flight beyond the pattern in the Chief since the extensive maintenance done during the annual inspection this November. The forecast promised light winds and mostly clear skies with a low of 32 and a high of 48. I stopped by the hangar on the way home from work Tuesday evening and set up the 100w pre-heater, prepared the cabin, and made sure everything was ready to roll Wednesday morning.
Wednesday dawned as promised, but with some local fog and widespread cloud cover. I figured it was the typical November grey and would not interfere with the flight. The airport was clear enough and the windsock was hanging limp so the forecast was close. It took a few minutes to pull the airplane out, preflight, tie it down, and prime it, and the cold engine took a few tries before chugging to life. I saved myself some work by tying the tail to the truck’s frame. Once it was putt-putting smoothly I pushed the hangar doors closed (no easy task), locked up, untied, pulled chocks, and climbed in.
Control check, radio check, trim set, doors checked on the slow taxi down to the east end of the runway. Winds are calm but a 27 departure offers a few more emergency landing options immediately after takeoff.
Run up is fine, mags check, idle good – announce intentions on the radio, pull out into the pavement, and add power.
The tail came up quickly and the airplane was light on its feet in a couple of hundred feet. Airborne at 40, speed increases to 50. The ground falls away and the four cylinders provide a steady roar. RPM is climbing from 2200 to 2300 as the propeller unloads. I probably could have waited a bit longer for the engine to warm, but so far, so good.
Announce left closed traffic, turn and climb into the left downwind, check RPM, oil pressure, and level speed – all good. Announce leaving the pattern southbound, starts a shallow bank right and maintain a steady climb.
The air is heavy with a fine haze under a solid layer of cloud. I tune the radio to the Morgantown AWOS: ceiling 2800 feet, winds calm. No problem – I won't be more than 1000 AGL. The terrain straight ahead and to the west is rather featureless – a series of hills and valleys with no discernable pattern. It’s hard to know what road or what tiny hamlet is below, so I look for the Morgantown and Shinnstown powerplant plumes.
If I keep Morgantown off the left wing and Shinnstown ahead and to the right a bit I’ll be on course. I check the compass from time to time and nudge it back to a heading of 190 degrees. I keep the radio on set to 121.15 and listen to Clarksburg Approach. It’s quiet.
From time to time I pull the carb heat on. RPM drops. I leave it on a minute then turn it off – RPM increases. Good, no ice, and the carb heat box was properly installed.
Time passes slowly and every little change in sound gets my attention. Yet the engine is running steady and the airspeed indicator is solid at 85 MPH at 2500 RPM. I’ve seen 85 from time to time but not usually solo in level flight. Nice! The scent of warmed paint and cooked oil wafts into the cabin. I push the heater in but all that happens is a flood of cold air. I know the engine is warm – hmmm. I’ll have to check that.
I check my cell phone. A text from Dave, my ride from the airport: “U inbound?” I reply, “Yep. 0818 arrival”
I take the time to look around. It’s hard to see much in the haze. It’s VFR and visibility is at least seven miles, but the early morning light is diffused and the grey sky gives everything a flat appearance.
Soon I can make out the outline of a lake, then houses – Fairmont should be straight ahead. There’s the river – and the interstate. I switch to 122.8, listen, then announce 5 miles out.
I can’t make out the airport yet but know where I am in relation to it. Soon I see the bend in the river and the long stretch of pavement. I don’t hear anyone on the radio and see no activity on or near the field. Winds are calm so I head straight in, reducing power, lifting the nose, cranking up the trim -- feeling and hearing the airplane change its gait from cruise to descent.
The ground slowly grows; the numbers on the runway remain centered in the windscreen as the world spreads out from those ever-expanding numbers. It’s an optical trick that is useful – the spot that doesn’t move is where you’re heading.
Check speed – 60 MPH. The river slips below me. Now the runway is made – if I lose power I’ll still make it to the airport. Power to idle; pull back a bit on the yoke: 50 MPH. I crank full nose up trim but that only maintains pitch to just below 60 – I try to keep a calibrated pull back on the yoke. The numbers flash beneath the wheels, and now the sensation of speed as the pavement slips beneath. Hold it off, hold it off, keep it straight while dozens of feet slip underneath. 50 MPH is probably too fast – I’ll have to try 45 next time.
There’s a slight rumble in the back yet I don’t feel the mains yet -- then the mains touch. Keep it straight, no brakes, back pressure, ok -- good. The oleo gear gives the impression that the airplane is still flying when in fact the wheels are rolling, but there’s still a half of foot of travel downward as the pistons compress. I’ve been landing on grass all summer so the sounds and sensations of a pavement landing are noisy and foreign.
Release back pressure and let the airplane roll freely along the runway the remaining thousand feet to the parking spot. I pull the plane in to a tie-down marked with new ropes, switch off fuel, run up to 1500 RPM, get straight, pull back to 1000, the engine coughs, dies. Mags and radio off, unbuckle, unload, tie down, and walk over to the car.
“Good morning, Dave!”
“Hey, Dan…”
I check my watch – 0818.
Sometimes I guess well.
Tuesday, November 16, 2010
Yay!!!
FINALLY!!!
I took the morning off. Stopped by the airport last night after work and stayed until 1900. Put the wing root fairings back in, cleaned out the interior, and did a pre-flight check of everything else.
This morning arrived at 0830. John and I pulled it out on the ramp where we ran through the static tests -- everything ran as expected.
Put the cowling back on, bought 7.5 gallons of 100LL, and did another pre-flight.
Started up again (first throw with no prime -- before I had to prime every time) and taxied down to the end of 27. I had the airport to myself since it was a bit rainy with variable ceilings. It was VFR here now, though, so I did a radio check with Jim (the airport manager) and all was loud and clear (good -- I put the antenna back in correctly!)
Centerline, tailwheel straight, full power, oil pressure good, tail up, the earth falling away...
Nice.
I flew the pattern a few times, tried different power settings, hit 85 straight and level at 2500 RPM -- nice!
It was a bit bumpy 1000' AGL and the sky was dark to the south so I decided to land. Did one low pass then came around for the full stop. Nice touchdown and soon I was shut down in front of my hangar again -- it's been 5 weeks since I've been here!
Pictures: http://picasaweb.google.com/danmc61/N242862010Annual02
I took the morning off. Stopped by the airport last night after work and stayed until 1900. Put the wing root fairings back in, cleaned out the interior, and did a pre-flight check of everything else.
This morning arrived at 0830. John and I pulled it out on the ramp where we ran through the static tests -- everything ran as expected.
Put the cowling back on, bought 7.5 gallons of 100LL, and did another pre-flight.
Started up again (first throw with no prime -- before I had to prime every time) and taxied down to the end of 27. I had the airport to myself since it was a bit rainy with variable ceilings. It was VFR here now, though, so I did a radio check with Jim (the airport manager) and all was loud and clear (good -- I put the antenna back in correctly!)
Centerline, tailwheel straight, full power, oil pressure good, tail up, the earth falling away...
Nice.
I flew the pattern a few times, tried different power settings, hit 85 straight and level at 2500 RPM -- nice!
It was a bit bumpy 1000' AGL and the sky was dark to the south so I decided to land. Did one low pass then came around for the full stop. Nice touchdown and soon I was shut down in front of my hangar again -- it's been 5 weeks since I've been here!
Pictures: http://picasaweb.google.com/danmc61/N242862010Annual02
Monday, November 15, 2010
Annual Completed!!
We will startup the engine after work and check everything. Should be able to move it to the hangar tonight!
A&P/ IA Accomplished
- Remove and inspect prop, replace prop retaining bolts with AN-55 bolts IAW Lycoming O-145-B2 Maintenance Manual. Compression test (70-71 over 80 for each cylinder). Replaced pivot bolt left aileron hinge. Replaced induction tube connecting hoses. Replaced windscreen with LP Aero windshield.
Owner Performed Preventative Maintenance
- Open boot cowling and clean. Remove venturi and clean.
- Remove floorboards and clean and vacuum interior.
- Remove glue and old carpet residue from floorboards.
- Remove and replace all inspection covers and paint.
- Remove all cowling pieces, strip old paint, prime, sand, and repaint Biscuit White
- Refinish pilot and co-pilot yokes, panel and structural tubing in flat black.
- Remove wing root panels to strip old paint, prime, sand, and repaint Biscuit White.
- Inspect and replace missing screws on wing root-mounted handheld radio antenna.
- Replace all exterior screws with aircraft-grade stainless steel screws.
- Remove surface corrosion on engine with wire brush, repaint engine with Randolph Engineering Lycoming Grey engine enamel (P/N ).
- Remove and replace door gap insulation and hinge pins.
- Refinish aluminum windscreen retention strips.
- Remove corrosion from gas cap retention fingers, replace wire with 9” dualuminum (IAW Aeronca factory drawing ), and refinish cork with varnish
- Removed and cleaned and repainted carburetor and cabin heat boxes with high temperature gloss black paint, replaced missing screws.
- Spark plugs cleaned, reinstalled
- All SCAT tubes removed, cleaned, reinstalled.
- Added original Aeronca logo decal on each side of vertical stab
- Oil cap and dipstick painted yellow.
- Firewall painted Lycoming gray.
- Induction tubes cleaned, repainted with black high heat enamel.
- All control pulleys lubricated.
Friday, November 12, 2010
Windshield is in!!
I stopped by the hangar on the way home and noticed the windshield is in! John and Darious worked it today and it looks good, but still has protective plastic on it, so won't see througg it until Saturday (I hope!)
Exhaust parts all cleaned and heat boxes re-secured and painted with high temp black.
I'm heading in tomorrow at 8 AM -- hopefully...?
Exhaust parts all cleaned and heat boxes re-secured and painted with high temp black.
I'm heading in tomorrow at 8 AM -- hopefully...?
Friday, November 5, 2010
Finally!
LP Aero called to say windshield is done! Pick up on Monday!
Plan this week:
Plan this week:
- Assist in Windshield installation, steam marine plywood backing to shape, drop off cowling, install doors using new hinge pins, install intake tubes, check plug and head torque
- Install venturi, Install anti-chafing tape, install cowling, install propeller & spinner, glue headliner
- Set up radio and battery cabling
- Refasten headliner
- Check plug torque
- Check head bolt torque
- Mount propeller
- Install anti-chafe tape
- Mount cowling
- Install Wing root fairings
- Vacuum carpet, interior
- Mount battery wires
- Aeronca Decals
- Lube primer, heat, carb heat, throttle controls
- Tailwheel lube
Wednesday, November 3, 2010
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