Flight of Life's Adventures

Greetings Friends! As I write this I'm sitting in a waiting room while my wife, Lynn, has a mastectomy and reconstructive surgery for breast cancer! The longer I fly the more I realize how much life and flying are alike. We train and practice and train some more. Eventually we are given a Pilot's license and aloud to go off on our own. We try to learn all the ins and outs of the ride that we are taking and most of the time we fly VFR. It's an on going process of learning, growing, practicing and learning some more. Every once in a while we wind up in IMC and we seem to handle it some how. Our experiences help us grow and we keep on flying. Then along the way we gain even more training we find our selves in IFR. The more we fly the more confidence we gain and really start to believe that we are completely in control. Sometimes we fly along with the auto pilot and just enjoy the ride. Other times we hand fly it buy the seat of our pants and even get a little dare devil and try something different. Then just when we think we have this flying thing down to a science we find ourselves one day deep in the soup and suddenly things start to go wrong. Many times it is completely out of our control and we have to remember those most important words of my flight instructor Durand, "Just Fly the Plane". I remember flying for the first time in actual IFR with Durand. We were doing the GPS into N87 and upon going missed, we were suppose to head back to the Robbinsville VOR and then do the VOR 26 back into South Jersey, KVAY. The problem I didn't realize is that on the GPS approach the missed approach is not the Robbinsville VOR. After going missed and thinking all was good, Durand questioned me about not going back to Robbinsville! I couldn't answer him. I started looking and scanning the instruments and then Maguire Approach started asking me to change frequencies and the plane started going up, so I adjusted. Then we started going down and I couldn't find the track to the VOR. Suddenly Durand looked over and saw the sweet coming down my fore head and said, "how about I take the plane"! I was never more flustered and more greatful to have my CFII in the plane. He had to take the plane all the way back to the airport. That's when I realized the one difference between my flying and my life! In my flying I don 't always have my CFII in the cock pit with me, but in my life that's different. Over the past two months, I've come to trust more and more my ultimate CFII. I've known him for a long time and we talk often. My relationship with him is strong and I have the utmost confidence that He has what's best for me in everything He does. Most of the time I live my life like I fly. I believe I have it all together and thatI'm in control. Sometimes I just put it on auto pilot and enjoy the ride. Sometimes I try to fly it on my own. But every once in a while, I find myself in the soup and things start to fall apart and it's at those times when I know with total confidence that I can just let go and let God take control! It doesn't mean the ride won't be bumpy and that there may be times when I'm scared, confused, and don't understand. But when God is in control my faith has taught me that, "all things work for the good of the Lord for those who believe and those who are called according to His purpose"! By the way, Lynn is out of surgery now and is cancer free! We still have a long journey ahead of us as she recovers, but it is sure a comfort to know that I always have life's ultimate CFII with me every day and all the time!

IFR Approaches

It's Friday, December 2, 2011, a beautiful day with a little wind and it's my birthday!  An email out to the Crewdawg Flyers the night before spurred an interest from a friend and fellow pilot Don Berliner to go up and fly some approaches.  So, we meet at South Jersey Airport at 10:00 AM and by 10:30 I had N916GZ preped ad ready to go.  We took off on 26 and climbed up to 2500 as I contacted MaGuire Approach for the clearance.  The plans were to do the ILS 6 at Robert Miller, KMJX, then to the missed approach point, then over to Robbinsville, N87, for the VOR 29 approach, missed and then back to the Robbinsville VOR and finish with the new RNAV GPS 26 back at South Jersey Airport, KVAY.  McGuire approved me and gave me the sqwak and began giving me the vectors for the ILS.  After a couple of turns we were cleared to intercept the localizer and begin the approach.  I felt really good as we decended to the 282 DH.  Once there I began the missed approach climbing to 600 and then continuing a climbing right turn to 1900 and back to coyle.  After a little confusion on switching the radio to bring up MaGuire we were cleared to Robbinsville.  A little wake turbulance from a C130 and a turn to the right to avoid the active restricted R5001, we were on our way to Robbinsville for the proceedure turn.  Auto Pilot made the trip and the turn a nice smooth occurance and then we were inbound 29 and heading down to the 800 missed approach.  Again a nice climbing right turn to Robbinsville VOR and a few moments to imput the RNAV GPS for 26 into KVAY.  An interesting approach, the only concern we had was that the final brought us right off the 01 runway for Flying W, N14.  Down to 460' on the RNAV was nice and then a smooth transition to a pretty nice landing.  1.3 hours for the log book along with 3 approaches, one hold, an interception of the radial and I even found the time to check the VOR's.  All in all and great day of flying.  Until next time, fly safe!

Ocean City, MD Trip

It's a beautiful Sunday in November so what do you do?  Well, if you're a Private Pilot with a plane you take a trip.  Gary and I met on Facebook of all places.  Pilots with a passion to fly.  So, when the weekend looked great, we planned a trip to Ocean City, MD with our wives for some lunch.  The departure time was 12 noon with arrival in OC at 1:00 pm.  After some mechanical difficulties with a battery, Lynn, Danelle and myself were up in the air with 926GZ around 12:30 pm.  The sky was partly cloudy and we had no trouble rising to 5,500'.  The air was so smooth, but as we headed south the clouds went from partly cloudy to mostly cloudy to solid.  Not to worry, since I have just completed my IFR Cert. we would give it a try.

Over the Delaware Bay I contacted Dover Approach for flight following.  They handed me off to Pawtuxet Approach and I requested the Pop-up IFR to descend through the clouds.  Since we were only about 10 miles from Ocean City Municipal Airport, the cleared me direct and approved me to descent to 1700.  A nice gentle slow 500' per minute brought us down through the clouds in about 2 minutes just shy of OC Municipal.  After being cleared to change frequencies, we did a 360 to set up for the downwind for Runway 02.  Lynn got some great shots as we circle MD.

We entered the pattern and started our downwind for 02.  The views were beautiful as we turned base and then final and I nailed a beautiful landing.  It's great when your daughter comments about how nice your landing was.  Makes a Dad feel proud.

Gary and Mary along with Don and Dori were waiting for us.  After a short taxi ride to the Captains Galley we eagerly ordered lunch and began sharing stories.  Sitting by the window, enjoying the oysters on a half shell, broiled shrimp and crab bisque was just perfect.  The sky had cleared to a heavenly blue and the scene was out of this world.  After lunch we all headed back to the airport to say our goodbyes and begin our trips home.  Runway 14 was in use, which took us right out over the beach and up the coast line.  At 4500' on the way home we cruised along at 133 knots with smooth air.  By 4:30 we were on the ground safe and sound.  Another fantastic day of living the dream.

Thanks Gary and Mary and Don and Dori for sharing in a truly wonderful day in the Life of a Pilot.  Let's do it again real soon!  Fly safe and have fun!

IFR Check Ride Oct. 11, 2011

Wow, the day had finally come for me to step out and take a chance at my IFR Check Ride with N926GZ.  It's been 2 1/2 years since I bought my plane and immediately began my training with Durand.  In fact, the very first day that we brought the plane home, we began training with an IFR trip which took us half way across Pennsylvania.  But that's another story.  Today it was all about the Check Ride.  Tom Callahan was my CFII and we met at South Jersey Airport at 11:15 to begin.  After some preliminary paperwork on the computer with the FAA, Tom began the process of explaining the procedures and standards for today's examination.  We began talking about the process for planning today's trip which was from South Jersey Airport (KVAY) to Syracuse Airport (KSYR) with myself and three other passengers all weighing 200 lbs and 100 lbs of luggage.  The trip would take 1 hour and 40 minutes and without the need of an alternate would require 31 gallons of fuel for N926GZ based on my projected 13 gallons an hour fuel burn.  Problem was, the weights and balance on the plane only allowed for 30 gallons of fuel.  A lot of different scenarios present themselves in this trip, until you are in the air at 6,000 feet and have no fuel left.  From there we began to explore the weather scenarios and how I would search out the possibilities.  Of course each pilot has their own preferences when it comes to weather sources, none of which include channels 3, 6 or 10.  Anyway, we moved through that and then began talking about personal pilot qualifications and airplane qualifications.  Finally it was time to fly.  I had already filled 6GZ so it was Pre-flight and then call Maguire for the release.  Okay, so this usually results in a complete change of the entire flight plan that you planned and as usual Maguire sends me to the Robinsville VOR.  Depart Runway 8, climb to 2000, expect 6000 after 10 minutes.  Never really happens that way, but that's the initial plan.  We roll down the runway and at 500 feet it's foggels on.  Foggels are the view limiting devices that we use to simulate IFR conditions.  The air was smooth with cloudy conditions, but the clouds were up at 8000 so no problems.  Maguire moves us from 2000 to 3000 and then to 4000 and changes our direction to direct to Yardley.  Off we go to Yardley and switch to Philadelphia Approach.  Now I've always had very positive results with Philadelphia and today was no exception.  Over Yardley we canceled our IFR plan and prepared for the first approach, the ILS 24 into Northeast Philadelphia Airport (KPNE).  Philadelphia Approach vectors us to the localizer, which is the signal that will guide your plane right down to the runway.  At 320 feet I level off over the runway and we begin a full missed approach heading back to Yardley VOR.  We settle in for some holds at Yardley.  This would be my time to prepare for another option if this were all real IFR conditions.  After about three holds, we prepare for the GPS 24 into KPNE using the auto pilot.  Once set up, I call Maguire and activate the autopilot and GPSS steering.  Philadelphia decides to give us vectors to the approach, so I switch the GPSS back to heading bug and steer the plane as directed.  On final, I'm able to adjust the flight plan to pick up direct to the final fix and inbound we go.  Due to incoming traffic on the other runway, we go missed prior to the runway and head back to Jersey for some unusual attitudes.  Always my favorite. 
After a short break I'm told to close my eyes and begin a climbing right hand turn.  Steeper turn and climb!  Steeper turn and climb!  Now open your eyes and recover.  Okay, we lower the nose, put in some power, level the wings and recover.  GREAT!  Now it's his turn to fly the plane and I close my eyes.  After a few minutes I'm told to open my eyes and recover from a diving left turn.  Pull the power, pull up the nose, and level the wings.  Okay, one more thing.  The VOR 26 Approach back into South Jersey, (KVAY).  I set up my VORs and prepare for the approach.  Then the blanks come out to simulate a system failure.  Problem?  No, except I loose my HSI which is my inbound VOR.  SO, I change the other VOR for the inbound and begin my attempt to intercept the 236 radial for South Jersey.  I tell Tom that under the current conditions, I would probably call Maguire and tell them that I have had a full system failure and need assistance.  Tom tells me he will be Maguire and what would I need.  I tell him, just the location of Louey which is the initial fix for the VOR 26 approach.  We hit Louey at 2000 feet and I begin my descent and start my timer.  2 minutes and 54 seconds and we are at 650 feet and I'm calling my missed approach point.  Tom tells me to take off my foggels and do a circling approach to runway 8.  Maintain 640 feet and stay within 1 mile of the airport, we go downwind, base and final and I hit a nice landing at SJ.  Congratulations Dave, very nice job!  Finally, after 2 and 1/2 years I am IFR certified and ready to learn.  Now I can breath!!  I did it!!

Block Island, RI

Wow, this is acutally my first attempt at this.  On a beautiful day in July, Lynn and I joined two other planes and four members of the Crewdawg Aviators on a trip to Block Island, RI.  This would be our first venture to Block Island and it was well worth the time.  N926GZ was ready at South Jersey airport for this wonderful trip and around 10:00 am we loaded up and headed up towards Robbinsville VOR.  7500 feet was our destination altitude and within a few short minutes we were up and away and talking to MaGuire ATC.  New York would give us flight following all the way out to the end of Long Island on a busy day in the Class Blue Airspace.  It was nice to have the big eye watching over us.

Within a short 1 hour and 15 minutes we had Block Island in site and were setting up for the 45.  The fly over the island as we approached was fantastic and Lynn got off a few great pictures as we set up for final for Block Island Airport.  A beautiful airport that I very much worth the visit. 

With two planes on the ground, the third arrived shortly there after and we all set up for a short taxi trip to the down town area.  The sun was shinning brightly and the gentle breeze off the ocean was just a transforming experience.  With all accounted for it was time to take in the sights and enjoy some lunch at the famous Harbor Grill.  Sitting on the porch enjoying iced tea with claim cakes and chowder.  All of us enjoyed a tasty lunch and a great time of fellowship.  Time for some shopping and walking and tourist time.  The shops were nice, the sites were breath taking and the beach was ok!  Yea folks, it's not the Jersey shore.  After some walking and talking and picture taking, we flaged down a taxi for the $20.00 tour of the island.  Through town and out to the cliffs on the north end of the island.  This was definately worth the trip.  Spectacular views and the pictures just dont show it.

Back to the airport and out to do a check of N926GZ.  All looked good and we loaded up to taxi to the runway.  A good runup and call on the com and we were off the ground and heading back towards he main land.  With a layer of clouds at 8000, I decided to maintain 6500 feet and talk to NY ATC.  We were cleared into the Class Bravo and directed to JFK.  Lynn's comment was, "Look at those big planes getting ready to take off".  Never came close!  A little head wind took us a little longer trip getting home but by 5:15 we were on the ground landing at South Jersey on runway 26.  What a day and what a trip.  This is what it is all about!