Michelle and I fly to Oceano their movie night and to go camping for the night. We flew early to fly some practice approaches in the marine layer. We landed in San Luis Obispo, ate lunch at the airport, and took the courtesy car to the home brew store while we waited for the fog to clear up for us to fly into Oceano. We watched a movie about the Oceano day in May, a video of a hang glider in Yosemite, and the Rocketeer. Overall, the weekend was a lot of fun.
Wednesday, July 28, 2010
Thursday, July 22, 2010
Tuesday, July 20, 2010
WI trip 2010, 1 of many
We've made the beginning part of our trip with minimal issues. We left Inyokern, CA Thursday afternoon with building cumulus clouds in the area, a pretty good sign of turbulence. They ended up getting thunderstorms after we left. We were able to get above the heat on the way to Las Vegas, but we were in the bumps. Between Vegas and Grand Junction, it got hotter and hotter and eventually it was the crappy flight we expected; hot and turbulent. We were on the ground at Grand Junction, where it was still 100 degrees, after 4.6 hours of flying. We ate at Applebees and Katie was so crazy from being in her car seat for so long that it was impossible to get a picture of her. We stayed overnight at the Quality Inn, which was just fine for the night. Unfortunately, Michelle told me that we didn't need our "camping bag" so I left that at the airport, but that had our swimming suits in it. We could have really used a dip in the pool to cool down after that flight.
I really need to start calling FBOs ahead of time to confirm services and times. It's really annoying since our flights can be so variable due to weather that it's difficult to call every possible FBO we could end up landing at. When we landed, we bought gas at the self serve, then taxied to parking. A line guy came out and told us that the tie-down was owned by West-Star and that the self-serve wasn't so that I'd have to pay $15 to tie-down or move over a couple of spots over for free parking. So I moved down a couple of spots and then the same guy comes over and says that since we aren't using any West-Star services, they won't let us out or in their security gate! The self-serve company doesn't have anybody around to let you in/out their gates so now we're locked in! How stupid is this, If I had known... I would have just tied down at West-Star and bought their fuel, but how was I supposed to know. Eventually Kraig from West-Star came out and was sympathetic to our dilemma and was very helpful. Not only did he say he's let us use the West-Star gate (this one time), but he actually drove us into town instead of having to call a cab. In the end, West-Star was very nice and helpful, but they are pretty strict about their policies, even the ones you don't really have any way of knowing unless you call ahead and ask the right questions.
I really need to start calling FBOs ahead of time to confirm services and times. It's really annoying since our flights can be so variable due to weather that it's difficult to call every possible FBO we could end up landing at. When we landed, we bought gas at the self serve, then taxied to parking. A line guy came out and told us that the tie-down was owned by West-Star and that the self-serve wasn't so that I'd have to pay $15 to tie-down or move over a couple of spots over for free parking. So I moved down a couple of spots and then the same guy comes over and says that since we aren't using any West-Star services, they won't let us out or in their security gate! The self-serve company doesn't have anybody around to let you in/out their gates so now we're locked in! How stupid is this, If I had known... I would have just tied down at West-Star and bought their fuel, but how was I supposed to know. Eventually Kraig from West-Star came out and was sympathetic to our dilemma and was very helpful. Not only did he say he's let us use the West-Star gate (this one time), but he actually drove us into town instead of having to call a cab. In the end, West-Star was very nice and helpful, but they are pretty strict about their policies, even the ones you don't really have any way of knowing unless you call ahead and ask the right questions.
On our way. These cumulus ended up producing thunder storms.
Climbing over Trona, CA
Michelle and Katie excited to be on our way.
Lake Powell
Lake Powell
Mountains on our arrival into Grand Junction, CO
SPOT messenger track.
Sunday, May 9, 2010
Lifers
When my parents were visiting, my dad took me to some new birding spots. I got a bunch of lifers with him and since then I've taken Michelle to those areas and I've been taking pictures and videos of the birds we've been seeing for my record.
Yellow-Headed Blackbird
Ruddy Duck
Ring-Necked Duck
Ring-Necked Duck
Mallard
Gray Flycatcher
Gadwall
Eurasion Collared-Dove
Eastern Phoebe
Eastern Phoebe
Eared Grebe
American Coot
Black-Necked Stilt
American Avocet
Eastern Phoebe Video
Gray Flycatcher Video
Monday, March 15, 2010
N951CC flies in formation
Yesterday, N951CC and I flew down to Apple Valley for our first formation flight. We will be flying home again this summer and attending the EAA in addition to visiting family. Instead of flying the Ripon Arrival this time where everybody enters a holding pattern flying around a lake and entering the OSH pattern 1 at a time, we plan on flying the Cessnas 2 Oshkosh mass arrival. The mass arrival involves meeting at Juneau WI on the morning of the flight for a briefing then taking off in groups of 3 flying in formation to Oshkosh. The groups of 3 follow each other roughly 1/2 mile behind the group. You can check out the Cessnas 2 Oshkosh website at www.cessnas2oshkosh.com/default2010.aspx.
We had a training clinic in the morning that was very informative and there were quite a few experienced formation pilots that were available to fly as safety pilots. The lead representative of the Bonanzas to Oshkosh was also there as an additional resource and was my safety pilot. I think it was great to have a very experienced formation flight pilot fly with me and help me learn the ropes.
Since I was busy flying I don't have any pictures or videos. When we actually fly into Oshkosh, Michelle will probably do some filming and pictures since it is pretty cool to see.
Granted flying close to another airplane is more dangerous than not flying close to another airplane, I don't consider it to be dangerous due to all of the communication. You know exactly what you'll be doing so you are never surprised about where the other airplane is or what it is doing. I think flying formation into Oshkosh will be much safer than the Ripon arrival we flew in 2006.
I was amazed at how much I needed to adjust my power in turns. I understand that the inside turn is a smaller radius, but I figured it would be negligible compare to the size of circle an airplane flies in a shallow bank. A fairly large power reduction was required on the inside to prevent passing the lead plane and almost full power was required on the outside turn to avoid falling too far behind. I think that the magnitude of these power changes will go down as I become more proficient and am able to judge relative motion between the aircraft more quickly. Slow response requires large changes than a faster response.
Overall, we don't fly in tight formation as you'd see in a airshow, but we are close enough that you have to continuously be watching your lead airplane to make sure to maintain the proper separation and position. Cruising enroute we are spaced about 150-200 feet apart.
Hopefully I can get some more practice between now and Airventure, the SoCal AOPA fly-ins might be a good opportunity, several pilots that attend these lunches were at the training clinic.
After the training flight we had lunch at the BBQ restaurant on the field. This is my second time there and they have EXCELLENT BBQ. I had the pulled pork sandwich, but others were also raving about their ribs and tri-tip sandwiches. We'll be back there again. You can no longer sign the walls there, but they now have a visitor book you can sign. I just added a second date to my original signature from last time down. Check out some other comments on the restaurant here www.airnav.com/airport/KAPV/SKIDMARKS_CAFE.
We had a training clinic in the morning that was very informative and there were quite a few experienced formation pilots that were available to fly as safety pilots. The lead representative of the Bonanzas to Oshkosh was also there as an additional resource and was my safety pilot. I think it was great to have a very experienced formation flight pilot fly with me and help me learn the ropes.
Since I was busy flying I don't have any pictures or videos. When we actually fly into Oshkosh, Michelle will probably do some filming and pictures since it is pretty cool to see.
Granted flying close to another airplane is more dangerous than not flying close to another airplane, I don't consider it to be dangerous due to all of the communication. You know exactly what you'll be doing so you are never surprised about where the other airplane is or what it is doing. I think flying formation into Oshkosh will be much safer than the Ripon arrival we flew in 2006.
I was amazed at how much I needed to adjust my power in turns. I understand that the inside turn is a smaller radius, but I figured it would be negligible compare to the size of circle an airplane flies in a shallow bank. A fairly large power reduction was required on the inside to prevent passing the lead plane and almost full power was required on the outside turn to avoid falling too far behind. I think that the magnitude of these power changes will go down as I become more proficient and am able to judge relative motion between the aircraft more quickly. Slow response requires large changes than a faster response.
Overall, we don't fly in tight formation as you'd see in a airshow, but we are close enough that you have to continuously be watching your lead airplane to make sure to maintain the proper separation and position. Cruising enroute we are spaced about 150-200 feet apart.
Hopefully I can get some more practice between now and Airventure, the SoCal AOPA fly-ins might be a good opportunity, several pilots that attend these lunches were at the training clinic.
After the training flight we had lunch at the BBQ restaurant on the field. This is my second time there and they have EXCELLENT BBQ. I had the pulled pork sandwich, but others were also raving about their ribs and tri-tip sandwiches. We'll be back there again. You can no longer sign the walls there, but they now have a visitor book you can sign. I just added a second date to my original signature from last time down. Check out some other comments on the restaurant here www.airnav.com/airport/KAPV/SKIDMARKS_CAFE.
Tuesday, February 23, 2010
Valentine's Day flight to Lone Pine, CA
N951CC, out 1979 Cessna Skylane flew the family from Inyokern up to Lone Pine, CA for a short flight and lunch for Valentine's day. The weather was great and the air was mostly smooth. You could see reflections of mountains and clouds in the water that has filled the dry lakes. Due to the hot China Lake restricted airspace, I had to hug the Sierras for part of the flight. There is no transportation that I know of, but it is a short 1/2 mile walk from the airport to town. It was a great day to go for a walk. Lunch was OK, but the scenery was more worth the flight than lunch was.
Monday, February 22, 2010
N951CC flies to Ontario, CA
Now that Katie is starting to stand and climb all over everything, we wanted to go and look for a mini chair for her. We also picked up a bunch of diapers, a toy chest, and a bunch of other stuff. We had taken the bigger stroller with us for all the walking we did so we had a heck of a time fitting it all into the airplane on the way back. We made it fit and the flight was great.
I had requested and been approved by approach control to circle north of the airport to descend after flying through Cajon pass. The tower however wanted me to fly direct to the runway. I'm not sure why I came back saying I think I could make it, but the controller said I had "miles" when it was right in front of me and I was 3000 AGL (2000 above the pattern altitude). Ontario is a class C airport, which means it's a busy airport with airliners, but not quite Chicago or Los Angeles (class B). I try to cooperate as much as possible in order to not disrupt the flow of other traffic. In this case, I should have said unable and re-requested to circle. I had to fly an extended forward slip to descend in time and I used most of the 2 mile long runway to touchdown.
I had requested and been approved by approach control to circle north of the airport to descend after flying through Cajon pass. The tower however wanted me to fly direct to the runway. I'm not sure why I came back saying I think I could make it, but the controller said I had "miles" when it was right in front of me and I was 3000 AGL (2000 above the pattern altitude). Ontario is a class C airport, which means it's a busy airport with airliners, but not quite Chicago or Los Angeles (class B). I try to cooperate as much as possible in order to not disrupt the flow of other traffic. In this case, I should have said unable and re-requested to circle. I had to fly an extended forward slip to descend in time and I used most of the 2 mile long runway to touchdown.
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