keeping current

i'm usually very good about keeping current, mainly because it's a reason to fly! my regular safety pilot and i made plans to go up tonight and while working out the logistics i realized that my night currency had lapsed. according to the CFR 14 part 61.57.b you need to make 3 takeoffs and landings to a full stop one hour after sunset in order to carry passengers at night. while technically he's also PIC (Pilot In Command) while i'm wearing those awful foggles, he's still a passenger when they're off. there's a grace period where if you're not current that you can carry passengers up to no later than one hour after sunset (and after one hour before sunrise.) Since sunset tonight was at 7:50pm, we would have to be on the ground by 8:50.

the purpose of the flight was to keep my instrument rating current (CFR 14 61.57.c.) my safety pilot doesn't have his instrument rating, but he is current (CFR 14 part 91.109.2.b) in both pilot certificate as well as category and class ratings for the airplane we'd be flying in (P28A - a Piper Warrior.) since he's VFR only, we'd have to conduct the flight as such, but I'm still allowed to file IFR, which makes things a lot smoother for us and for ATC (except for maybe that 10 minute wait for release into the system, i.e. waiting for clearance to actually take off into Boston's airspace.

so i got the weather and filed IFR from KBED to KBED with the routing as KLWM KBVY, and the remark of practice approaches. we took off, and had a great flight - ILS5@KLWM (good) held as published at LWM, LOC16@KBVY, not my best, touch and go and the vectors back to the ILS11@KBED. the last approach was a minor challenge as i was told to keep "max forward speed as is practical" because there was a falcon jet (little business class jet) 10 miles behind us inbound.

my safety pilot got a taste of what an instrument flight (more like an instrument lesson as we just shot approaches) will be like when he finally amasses the money to start on his own instrument ticket. ok, I have about 4 and a half more months to make at least 3 more approaches to satisfy the 6 approaches in 6 months (yes, and holding and tracking a radial...)

here's the flightaware plot:

commercial cross country

beer? check. shower? check. warmed over pizza while watching futurama? check and check. $800+ less in my bank account? ugh, check. yup, this is the aftermath of my commercial cross country which I flew today. here's the flightplan in skyvector. (if it doesn't show up, just move the map a smidge)

It was a great trip despite two near misses - one a cherokee not on with ATC who decided to make a sudden turn into my path, and a corporate jet passing under me by barely 500 feet (thanks for letting me know, NY approach control.) the feeling of that much flying - 6 even hours on the hobbs, and the distance flown made me want to do it all over again. I thought i'd be bored, hungry, need to pee, etc...but not at all - just a great long VFR flight to a lot of new places.

and some shots;

the clouds were at the most innappropriate level - 5500-6000, so i bounced from 4500 to 6500 the whole way:

approaching Newburgh, NY:

here's aeroflex andover airport  (12N) at the end of that lake, and the Stillwater VOR (STW) just at the bottom of the pic:

finally, I made it to KZER!

stopped in for some quick refreshments:

and talked to one of the CFI's there - cool guy. He ran to get the phone about 15 minutes after I landed...asked me if I was N238ND...oops...forgot to close the flight plan in all the excitement!

Leaving Joe Zerbey airport (KZER):

This is Summit Hill, PA; where the graveyard is almost as big as the town itself...I imagine this will be ground zero of the zombie apocolypse:

BEHOLD! the Lehigh Gap!!!

amid the swarms of gliders I was calling out for Allentown approach control, here's a fire just south of Stroudsberg on the Appalachian Trail. If you look at the shadow on the right it looks like a giant eagle took a steaming crap on the mountain:

aaaaaand, Aeroflex Andover on the way back:

Waterbury Ct, starting to approach Hartford Brainard Airport (KHFD):

this is New Britain, Ct - I lived in the brick buildings in the lower corner of this graveyard 11 or 12 years ago in college. 625 Burrit Street - the amazing flooding basement cave!

and here's my favorite picture of the whole trip - Hartford, Ct. while on right downwind for runway 20 at KHFD, my second stop on the trip:

to my surprise, while inbound to hartford, I heard an old tail number, N4336E, I used to fly back in Northampton days in 2000 (while living at 625 burrit street, as a matter of fact...weird conincidence) who was coming for touch and goes at the airport. it's the plane taxiing in the middle:

after tallying up the logbook and taking a 15 minute break, I headed back to KBED. as I neared Boston I took this one last picture approaching our fair city:

life in part 61 training continues...

quick birthday flight

for Claire's birthday, I took her out to KPYM - Plymouth Municipal in the very same place where the "Pilgrims" landed in the "new world" on Plymouth "rock". Alas, no Bravo clearance through boston this time either.

We ate at Plane Jane's cafe, a favorite of mine as it's all day breakfast food. As we were heading in, a news helicopter asked a plane on final if they could film them coming in. As it turns out the helicopter was filming stock footage for a news report of a crash that happened an hour or so before. the footage is at 1:38 in the link. so, no fuel leaks and no fire? one engine cuts out and then the other? poor fuel management, i'm guessing - glad they're safe, but could have been a lot worse. the news lady was at the airport after we left (as it's night) but the cafe is in the building behind her...huh...neat.

I practiced a few steep turns for the commercial ticket with Claire too - 60 degree banks - she loved it! it was all topped off by a fantastic red sunset setting over the storms off to the north as we headed back to KBED.

actual actual parts 2 & 3

i've had two more flights this weekend in some horrible moisture, but calm winds. on the first, we set up for the ILS29 at KORH (worcester). the approach is a bit nerve racking as the airport lies on top of a ridge. as we're coming down, the trees on the hill start to become noticeable around 200' above the DA. at the DA (missed approach point on an ILS) all I can see are trees climbing into the clouds - no runway or lights! a real missed approach! on the vectors back around Brigitte asks the tower if they wouldn't mind turning on the lights...a few seconds later the controller says 'there you go, you should make it in now.' sheesh...sure enough we saw the same thing the next time around, only this time there were runway lights shining through the clouds. this means we can continue another 100' below the DA. that was enough and we landed with no problem.

the next day, KBED was right at minimums as we departed. again the air was smooth, but nevertheless it was all business. Did the following:

ILS5 at Lawrence (KLWM) holding at LWM VOR on the published missed,
vectors to the ILS35 Mancester International (KMHT - 737s and airliners, oh my!)

on the way there I snapped this:

Something I hadn't realized about Manchester before is the runway has a huge dip in the middle.

from Manchester we received vectors to the ILS14 at Nashua (KASH) On the way there, we were between layers. very cool false horizons and a feeling like you're in a barren winter wasteland with all the white.

Finally we did the GPS11 at KBED, missed to the ILS11, and landed back down. Here's a brief and not too exciting video of the GPS approach. you can just make out the runway at the end:



The cool thing was, we did touch and goes at all the airports. Here's the ground track:

actual actual!

Yesterday i was psyched to get in touch with Brigitte, a CFI i had flown with before who had a cancellation and had caught wind that i was looking for some actual IMC.

the first thing i noticed was the lack of VFR traffic on the radio and around the airport. it was just us and a whole lot of corporate jets who i imagine were being rerouted from nearby logan int'l. the weather itself was between 600-1000 AGL throughout the region, isolated rain showers and calm winds. I filed to go from BED to BED with LWM and BVY as the route. i copied our clearance, taxied out, did the run up, set the radios and we departed 11 starting our turn at 500AGL to 050. just after liftoff Brigitte said, 'no looking out, don't worry about the outside, you're on instruments now'. it was tough not to look outside at around 1200 as i noticed some clouds now beneath us, yet the ground was still there. then at 1600 or so, just like that, we were in the proverbial bowl of milk. Brigitte took the plane for a few seconds so i could look around and see just what it's like to have no reference to the ground. awesome.

after that, it was pretty much like a very relaxed lesson. we shot the ILS5 into KLWM, breaking out around 1000 which was pretty anti-climactic as it was a normal VFR approach. we broke off early, going missed, then held at the lawrence VOR for a few turns. my 5 T's were consistently lacking on the 2nd T; time. i kept forgetting to start the timer! part of that was due to the dual garmin 530s displaying a nice purple racetrack to fly around.

we were then vectored for the localizer 16 at beverly (KBVY) after ATC blew us through the final approach course, they turned us around and we set up from the other side. the ATIS was reporting 600 broken and something few below that. the MDA for the localizer is 580'MSL. this was going to be fun. Brigitte said, 'let's do a touch and go on this one, if we don't have to go missed for real.' this was going to be lots of fun. 780 winds by on the altimeter - '200 to go' i say. 'continue' says Brigitte. just at 600 feet I call the PAPI (part of the runway lighting) in sight. glancing at my approach plate (should have done this before the final approach fix!), i see the runway should be on the right side of the lights. i'm starting to make out the runway and we continued in for a touch and go - touching down near the threshold to allow as much usable runway as i could. after leaving Beverly, we went missed as published, held at WITCH for about 4 turns and then headed back to Bedford.

On the way, between layers I managed to snap this (the G1 is a great phone, but not when it comes to taking pictures...)

The ILS11 at KBED was pretty uneventful, although we were at max forward speed for a bit (Brigitte's call) as the parade of business jets was still going on. we broke out at about 450' above the decision altitude and landed. on the roll out i learned something about not using the brakes on a wet runway too...something i'd never had to deal with.

Two more flights in this weekend's crap weather lined up!

imc in the regs for an instrument rating...just a thought

it's been 2 months that i've had my instrument rating yet the column in my logbook for instrument time remained a blank. i have something in the vicinity of 40-45 hours simulated instrument. since my goal is to one day be doing this for a living, i wanted to get my feet and ticket wet. at 141 schools you have a schedule, you fly everyday, no matter the weather and skirt around the CB cells. it's training towards what you'd experience on the job. you learn to make decisions in the air. a friend who went to a 141 school ft. pierce, forida said on a daily basis he had to make decisions on whether to fly his little BE-76 in between cells, or head back home, or worse; both. one of the drawbacks (and a big one if you want to build a career) of part 61 schools is that on top of flying 1400% less frequently (once a week v twice a day) the weather keeps you on the ground much more often.

i want to experience the worst of the worst in weather, i want to know my limits so I can accurately set them; something much safer in the long run than guessing what they might be and finding out for sure when it's too late. i want to continually push them until i'm comfortable with the idea of IMC, right down to the legal minimums. if i end up doing small cargo, that's all usually done at night, and a lot of it single pilot IFR. don't get me wrong, i'm not talking about getting in a 152 and making a b-line for the nearest icy thunderstorm, but i'd like to have more of a chance to practice ADM, aeronautical decision making...it's time to get that instrument ticket wet.

instrument rated!! the beard goes!!!

WOOO!

what a feeling. i finally got the instrument rating last sunday on the 11th on my checkride re-test. he just had me do the GPS29 at Hanscom starting with vectors to JAYSE. piece of cake! well almost...check out this METAR:

KBED 111556Z 28020G28KT 10SM CLR 19/02 A3006 RMK AO2 PK WND 28028/1555 SLP191 T01890022

fun, huh? and that didn't account for the cold front that blew through just before we launched. as the DE and I were holding short waiting to take off, there were a few business jets coming in. on top of that the pattern was crowded (sunny sundays...) and what's more, the tower called a low level wind shear alert, +/- 10 knots at 200 feet.

awesome.

i joked with the DE, "so let's see...wind shear, check, busy airspace and busy radio frequency, check and check, wake turbulence, check. oh, and gusts to 28...check...and let's not forget i'm nervous about busting a 2nd time. check."

all in all a pretty benign approach that went well within standards (i caught the step down fix this time). we got bumped around a great deal, but there was no wind shear thankfully, and i managed to land pretty smoothly, albeit left of the centerline after .7 hours on the hobbs.

eh, whatever...i have an instrument rating now :)

and so, the "rating beard" got shaved: