Birthday And Flight Review

Yep, made another full cycle around the sun today.

 For my birthday, I gifted myself a flight review, as that was now due (you need to have one every two years). Kind of a mandatory gift, that.

Got to the airport and had the preflight done when Brian the instructor pulled up. 

Wind was blowing from 190 around 11 knots so there would be some decent cross-wind technique practice during the review.

We went over stuff on the ground as a refresher and then got in the plane.

I took off and headed for Linden as it was a close by un-towered field.

Completely buggered up the initial approach, and decided to do a go-around, and then redid it and then did a decent landing. I was flying too high and fast on final, which is a bad habit of mine, so we decided to break that habit, 

Linden did have a surprise for us on that landing - Sandhill cranes - which are rather large birds, and they decided they wanted to hang around the runway. Since hitting a Sandhill on final or takeoff can really wreck your day, we decided to head back and finish at Ponitac after doing some air-work. Landed on Runway 27 and one just walked across as we landed much fun.

So we then trolled the runway revving the engine trying to get the Sandhills to move, and they at least got off the runway and stayed off it long enough for me to do a short field takeoff to get up before we passed the point where they were hanging out.

Did a good short field takeoff from Runway 9 and up we went.

Then we worked on slow flight and stalls, and I did two good power off stalls and recoveries. More importantly, I really really worked on slow flight, using pitch and power to climb and descend, while keeping the airspeed right locked on at 60 knots which does help your landings quite a bit.

Then we headed back to Pontiac, and got some pattern work in.

The slow flight practice certainly helped, and I did three good touch and goes and then a solid final landing. 

That's 1.5, 5 landings, and a flight review done.

Now off to a birthday celebratory dinner. 

4 Up. 4 Down.

Today the weather was VFR with a TFR coming in to shut down the airspace at noon.

So I got up early and headed to the airport.

 

 

Misty and scattered/broken above 2,000, but still VFR for pattern work.

So I did the preflight checks, including making sure I could access the runway from the taxiway as they have had the main drag torn up all summer.  

Thankfully the construction is now up-runway of our hangar row so it was easy to get to the run-up area and runway, and no need to taxi the plane on the service drive.

All checks were good, as was the run up, and soon I was up in the air again.

I did touch and goes, as if you landed long for a full stop, you got a very long taxi around to avoid the construction.

With two other aircraft wrapping up as I took off, I soon had 27R all to myself as business jets and King Airs took off and landed from 27L. A very light wind of 6 knots from 240 degrees made for a beautiful day to fly.

For the first one, I did a great takeoff, a solid pattern and then a good landing.  Having not flown since May, I was a little rusty.

Landing two was better, as was landing three.  Touch and goes were fun as always. Landing 4, a full stop was perfect and landed with plenty of room to get off the runway at my hangar row without having to take the construction detour route. The number of landings matched the number of takeoffs, so all was well.

Got the plane parked, washed the bugs off, played with the new Garmin GTN650 navigation system that was just installed on the aircraft for a bit, and done. Beat the TFR closure by plenty of hours and already at work.

That's 0.5 and 4 good to great landings.

Flying: Knocking Off The Winter Rust

This morning was a perfect day to get up and fly.  Winds calm, sun bright and sky totally clear below 7,000 with only a few clouds above that.

I did the preflight and all was good.  First time flying the Archer since it got a new engine.

The Archer started up immediately and it climbed into the sky like a homesick angel.

For the first pattern I had to do a go around as the prior aircraft to me did a bomber pattern and then decided to take their sweet time departing the runway.

So I got a nice go round in to stay sharp.

 I then did 5 landings with three full stop and two touch-and -goes as most aircraft in the pattern were doing full stops, so Tower couldn't fit in my touch-and-goes in the traffic flow.

Lots of aircraft were flying this morning.

Landings were good and got better as I got more landings in. 

So, I'm now current for carrying passengers, now on to throwing a safety pilot in the right seat and getting my IFR rating back in currency.

That's 0.8 and 5 landings. 

Back From T.O.

So the visit concluded, I got ready to return homeward.

Weather forecast was good, all electronic border crossing stuff was done, and I went to the Island.

I checked out of the FBO, did the pre-flight and got ready to depart.

I had the more complicated departure procedure with transition and arrival procedure already filed as I figured they would give it to me anyways, so might as well. 

They did.

So I did the run up and took off from Runway 26 and began the departure procedure, turning south over the Lake as I did so climbing to 2,000 feet which isn;t a lot when you're over the Big Lake.

 

However, Toronto Center soon climbed me higher and I was first cleared to 3,000 then 4,000 and finally up to 6,000.

The problem was a cloud layer that decided to be right at my flight level.

 The problem is this batch of clouds had an attitude problem. In that they liked to try and change my aircraft's attitude.

Yep, I was soon in IMC.

 

I would then be in and out of IMC for most of the flight, getting some light precip in the clouds and experiencing everything from mostly light chop to moderate chop, on  to moderate turbulence and one episode of severe turbulence which was not fun as it put the nose up at a very high angle and my airspeed started rapidly dropping into stall territory until it let up.

Trying to cloimb out didn;t help, I climbed up to 8,000 and was free for a bit but then a set of clouds from 10,000-5,000 feet loomed ahead.  so it was in and out of IMC for most of the flight.

On top of that, beverage selection was quite limited.

 Today's lunch was either a protein shake or the protein shake, so I chose the protein shake.  It was extra shaken from the turbulence as well.

Finally by the border the clouds lifted enough so 6,000 was just under the worst of it.

 A nice easy handoff to Selfridge ANGB controllers and across the border I went.

Then I got the ATIS at Pontiac and was handed off to Detroit Approach.

 Detroit Approach then had to give me some delay vectors as everybody had chosen to arrive at Pontiac just as I was coming in qnd he needed to create spacing to handle all the planes coming in.

The controller at Detroit Approach did an impressive job perfectly sequencing all the traffic in for landing with excellent separation and I was soon doing a visual straight in approach to 27L, which I backed up with an RNAV approach for practice as well.

I landed with a great landing, very nice and smooth and where I wanted to land.  I went to Customs, got cleared, and then taxi'd to the north side of the airport and shut down and took care of the plane.

That's 2.6 hours with .5 bouncing around in IMC, and a great landing. 

Saturday Flyday

 It was a beautiful day Friday when I headed to the airport after filing my flight plan and other required electronic paperwork, placed the required and recommended calls, and got ready to go.

I would be flying the Archer for this trip as the Dakota was down for maintenance. 

Soon, I was holding short of Runway 27R awaiting takeoff clearance.

 

I soon took off IFR, flying runway heading and climbing to 3,000, then Detroit Approach directed me to climb to 4,000, then turn due north and climb to 5,000.

Then I was turned on course and instructed to climb to my filed altitude of 7,000.  A fair bit of haze but it was a smooth flight and a beautiful day.

Handed off to Selfridge Air National Guard's friendly controllers, I soon crossed the border by Port Huron, flying by the Blue Water Bridge, which had a fair amount of traffic, and began talking with Toronto Control.

 

 

I then flew by Sarnia's airport.

 Then over the city of London.

Toronto Center, as I got closer to my destination then amended my flight plan by having me go past it to an initial waypoint for the localizer approach for Runway 26, way over the lake rather then direct to Toronto Island Airport.  I was then told to expect the visual approach from there and they started descending me down to 3,000 feet.

They gradually moved me closer to the shoreline, which I appreciated.

Soon I had the airport in sight and was heading for the downwind to Runway 26, maintaining 3,000 feet as instructed until I was passed over to Toronto Island Tower and had to start descending rapidly to pattern altitude.

 

It was a great view.

Then onto the downwind and an even better view of the skyline 

Turned a tight base  and made a great final approach - with speed and altitude just right, I came in for a great smooth landing. I let it roll a bit and was then off on Foxtrot taxiway and went to Stolport FBO.  I then got to play dodgeplane as  planes were coming out of the ramp as I was coming in on the same line on the ramp.

The Airport was hopping with an event where they were doing airplane rides etc, wiht lots of people wandering around, which accounted for why they had routed me a bit far over the lake towards the localizer and then had me come down quick and tightly enter for the landing.   All good.  I then made my Canada Customs arrival call and got my entry number. Then I got the plane all checked in at Stolport and then headed to the city.

That's 2.0 and one fantastic and scenic landing. 

Flyday Sunday - Off To Marshall

Sunday morning I slept in until 8 am to recover from the night before,  I  then checked the weather and it was was rather good for flying.

 So I let Mr. B. know we were good to go for the fly to lunch plan.

We decided to go somewhere we had not met up before and chose KRMY, Marshall, Michigan.

So I did the preflight, got VFR flight following, and was up in the air just after 11 am.

 

On takeoff, Pontiac Tower had me turn directly south for traffic and once out of the airspace contact Detroit Approach. I did so and continued climbing up to 4,500 feet.

Beautiful clear skies and only a single scattered cloud layer. There was a headwind that got stronger the higher you went, so 4,500 was a decent altitude to pick heading out.

The same cloud layer kept getting thicker and lower.

 So, by the time it reached Marshall it was at 2,000 feet.

 I got handed off from Great Lakes Approach when I was 11 miles away from the airport.  It was surprisingly difficult to find the airport for some reason. It really blended in to the background scatter. I did eventually find it though, did my radio calls, and entered the downwind and then did a good pattern.

The landing was sublime, just buttering it in from flying to rolling, likely because there were no witnesses, which is when you make your best landings.

I then taxi'd in to the ramp.

 

The terminal has a numerical keypad entry and a rather clever entry code:

 

 

Unfortunately, with zee Google, anyone can figure out what Squawk VFR means and thus determine the entry code, but it is rather convenient.

 So, I wandered around as I waited for Mr. B. to arrive.

The terminal building is nice and clean and rather comfy with some nice couches and table where a pilot and his instruction were doing a ground session for an instrument rating.

Very nice and clean washrooms as well.  

There was also a nice library full of aviation books so you could pass the time rather enjoyably if you so wished to do so.

 

 

Wandering around outside the terminal there was a fair bit to see.

The historic hangar building is indeed still being used as a hangar.

 

 There was quite a derelict-looking C-45 Expeditor at the ramp.

 It did not look like it had been flown in quite some time.

To say she looks rough is an understatement. 

Tires are a tad flat.

 Mr. B. soon arrived.

 

We then called for a shuttle and headed off to lunch at Schuler's.

We then had a fantastic lunch.

 

The Prime Rib at Schuler's is highly recommended.

Fantastic food and service in just a lovely historic restaurant that has been open there since 1934, located on a very nice small town main street.

 Full and happy and after having a great conversation, we headed back to the airport.

The AWOS, which is the automated weather observation system at Marshall airport was reporting the sky was clear.

Not so much.

I think the AWOS was pointed up at a hole in the cloud layer and thus kept reporting it as skies clear. 

Yep, more dodge cloud on the way back in the heavily scattered layer. 

 I got flight following back and got some helpful traffic advisories along the way.

With a tailwind I was doing pretty good,

 132 knots ground speed and 118 knots indicated is not bad for a Piper Archer.

I was soon cruising at 3,500 feet below the cloud layer, along with a bit of light chop to bounce me around a bit.

Passing by Howell, I saw a plane takeoff from the airport there and fly the pattern.

Kinda neat to see the huge shadows the clouds were casting on the ground.

 Soon Pontiac was in sight.

As usual they had me setup for Runway 27L and then had me cut north to switch over to the right downwind for 27R. 

A bit of a crosswind from 310 degrees but I did a very nice landing again.

 Cleaned the bugs off the plan, got it refueled and it was the end of a great lunch trip.

That's 1.0 there, 0.9 back, 2 great landings and a great lunch catching up with Mr. B.

Labor Day Flight To Jackson

Got up this morning and headed out to the airport.

First of the month, so as the Flying Club Secretary, I did the first of the month tasks at the hangars such as retrieving all the fuel receipts, getting the log pages from August form each aircraft and transferring the Hobbs time, Tach time, and the Time before Next Oil Change to the September pages so all was in order for the month.

The I had to wait for fuel as one of our more special members hadn't refueled the plane last night after flying it and had been late this morning to call for fuel.

Then I had to reprogram the radios as the same special member had decided to use COM 2 instead of COM 1 and of course flip flopped all the frequencies.

 Then with the preflight complete, I got my taxi clearance, did the run up, and was on my way to the southwest.

 Beautiful day to fly.

Not a cloud in the sky, and the tiniest of crosswinds.

Keeping the power in I was soon cruise climbing at 114 knots and 121 knots ground speed.

 

Leveled off at 6,500 feet, and was heading to Jackson at 130 knots ground speed which isn't bad for an Archer at all.

Arrived at Jackson rather quickly, and entered the downwind for Runway 7.

I had a nice pattern going and then the tower wanted me to make a tighter base turn for traffic and keep it going into a final, which I did. But this meant I was a tad high on final and had a lot of speed to burn up as a result.  A very nice if both a high descent angle and high speed long landing. 

There in .7 from engine start at Pontiac to shut down on the ramp by the restaurant in Jackson. Not too shabby.

I then met Mr. B., who had arrived before me and saw my high angle of approach and my long landing. There's always an audience when it is less than perfect.

We had a good breakfast and even better conversation.  

The restaurant at Jackson is under new ownership and instead of The Apron is now known at Taildraggers - but the same favorites such as the Pilot's Omelette are still on the menu, the staff is much the same and it is still a great place to go.

After breakfast, we walked around a bit and then headed back to our respective aircraft to get them ready to depart. 

We started up and headed out at the same time and I followed Mr. B. on the  taxi to the runway and we both did our run-ups and took off in sequence.  He departed to the West, and I flew to the East.  

Again I made good time back to Pontiac.  A few clouds and some minor bumps but nothing serious and just another lovely flying day. 

The GM Proving Ground in Milford makes for both a great landmark and a great potential emergency landing location.

I soon had Pontiac Airport in sight and they had me cross over the departure end to the north and then enter the downwind for Runway 27R.

 

 I then entered the right downwind and got landing clearance and did a good landing with 0.8 from startup at Jackson to shutdown at the hangar.

It was a great time to get out and meet up with Mr. B.

That's 1.5 and 2 very nice landings.

Birthday Flight And Activities

So, having turned 53, I decided to go for a flight to somewhere I had not been before.

So I went with a friend and picked up Leah and the three of us headed to the airport. Abby was unavailable as she was heading back from an academic conference out of town as she was presenting there after she had just published a scientific paper as a co-author- as a junior no less - not too shabby at all.

So the three of us went to the airport, and I did the preflight, got a weather brief which looked good and METARS and TAFs all were in favorable territory, and then we headed out.

Overall everything looked favorable for a flight to Traverse City, a decent crosswind ws expected but well within my personal limits.

Departed VFR with flight following to the northwest on a sunny day with a bit of wind.

 Very smooth in the air though.  Detroit Approach had me hold my climb at 4,000 and then divert 20 degrees left to avoid traffic that apparently was coming right for us, which is one of the reasons I like flight following - its a great extra safety measure. Soon got cleared to head back on course and to my desired altitude of 6,500 feet.

Got switched to Great Lakes Approach and mosied through their airspace at 154 knots ground speed, which was nice. Both passengers were nice and relaxed and both fell asleep on the way.

Getting closer to Traverse City, I got switched to Minneapolis Center and got the weather at  Traverse City.

ATIS was now reporting a direct crosswind gusting between 18-28 knots; a low level wind shear warning; and of pilot reports from landing aircraft of moderate turbulence on final on top of that.

Those conditions are outside my comfort zone, especially when carrying passengers who depend on me to make good decisions. 

I let the passengers know that going to Traverse City would have to wait, and suggested we go to Mt. Pleasant instead as it was close by and we could hit the Casino for lunch and activities.

I let Minneapolis Center know that we were going to divert to KMOP due to the current conditions at TVC and they updated my fight following and I was soon talking to Great Lakes Approach and heading to KMOP.

Arrived there in almost no time and the wind conditions there were also gusty with a crosswind of up to 17 knots.

On the first approach, I did a go around due to a late gust, and then on the second attempt I did a darn nice landing that both passengers liked.  They didn't quite get how much I was working to do it with the gusts on final on that one. 

But, I got it down landing long having added a bit more power to deal with the gusts, but on center-line, and apparently made it look easy to the non-pilot set.

We got the shuttle to the Casino and had lunch. We had chicken from the Chicken Guy for lunch and it was quite good.

We then hit the casino floor and tried our luck.  I hadn't brought my gambling fund with me as I hadn't planned on the casino, but had an emergency hundred tucked in my wallet and played with that.

Played craps for awhile and I had a good roll, but was then up and down with other players, and after an hour plus of playing I walked away having broken even, which was not bad for the entertainment value.

Leah, having not been at the casino before decided to try slots for the first time.

I gave her $10 to play with for her first try with the machine.

She then made $13.50 on the penny slot machine.

 

Not bad.  My friend also made $43 playing slots as well on the neighboring machine so it was a great time.

We then headed back to the airport.  I got a weather brief and all looked good, as did the preflight.

Took off and contacted Great Lakes Approach in the air and got flight following.

It was a fair bit bumpier on the return trip but not a big deal, and both passengers soon fell asleep again.

Soon we passed by Flint airport on the way back.

 Pontiac was soon seen in the distance and I got in touch with Pontiac Tower and was cleared into the downwind for Runway 27R.  I did have an oncoming aircraft as I was heading for the downwind, but Pontiac Tower maintained a good separation keeping me higher and he passed off my wing and below me.

I then descended to pattern altitude and flew a good pattern.  Winds had calmed down to a pretty steady 9 knots from 200, and I made a nice crosswind landing that I was very happy with and my passengers complimented me on yet again. That one was so much easier than the landing at KMOP.

After that, we refueled, cleaned, and put the plane away, dropped Leah off, and my friend took me out for sushi for dinner which was excellent.

Then we went for a swim and had a good time and headed home after that.

Thar was a great birthday day. 

That's 2.3 and 2 great landings.

Now With 500.4 Hours And Night Current

Last night was beautiful out with winds beginning to calm, and many a firework being lofted into the air.

A perfect opportunity for finally regaining night flying currency.

So I headed to the airport and did a pre-flight during twilight and then once it was full on dark an hour after sunset I took off into the night sky.

 

 A few planes were in the area watching the fireworks.

I started on 27R and did three decent landings. Then a seaplane came in to land and another plane wanted to be in the airspace to the north to watch the fireworks so the Tower had me do left traffic on 27R which is pretty rare, as that puts you right into 27L's corridor. But, with no one else flying it was available. so I got to do a left pattern on 27R which felt really backwards, and a great landing.

Then I took off from 27R again with a left pattern and tower asked if I'd like to land on 27L and I said sure that would be fun.

So I did, and my first approach to 27L just didn't feel or look right at all, so I did a go around. I then did it again and did a good landing.

For the final landing I took off from 27L and did a left pattern for 27L and then landed 27R.  I then headed back to the hangar and shut down.

That's 1.0 and 7 night time, full-stop, landings.  

Night currency for carrying passengers is now again achieved, after a very long absence. 

Also, this flight marks my getting over 500 flying hours of experience. That hour flying last night got me to 500.4 hours total, which is a nice milestone.

Flying Friday: Independence Day Flight To KAZO

For Independence Day I flew to a suitably patriotic site:  The Kalamazoo Air Zoo.

Flew VFR with flight following. Pontiac airport was rather quiet at even at 9:00 am they still were using the ASOS rather than the ATIS. Called up ground and got flight following. I decided to fly to KAZO via the HAAKK waypoint so it kept me away from Battle Creek where there was a TFR for an airshow there and would otherwise be directly in the route.

 

So I flew there and it was quire a nice day. Very smooth conditions.

 

Some haze and a layer at around 5,500  that stopped me from climbing to 6,500 as I had planned.

Flew by Battle Creek, safely outside the TFR.

Got clearance to land on Runway 17, and was told to enter a left base and did so and then did a nice landing. Stopped lined up right for the taxiway to go right to the Air Zoo, which was fortuitous and rather perfect for arrival. Did the very short taxi and parked the plane and got let in through the back of the museum and signed in. We were in the second building, the Flight Discovery Center, where they do the restorations and had the place to ourselves in the morning.

Grumman F-11 Tiger in Blue Angels Livery

F-104 Starfighter

 

F-117 Nighthawk - the only one on display outside of a government museum.

There is also an F-86 Sabre and a MiG-15 on display:

 Lots of cool things to see in the building, including their work restoring a SBD-1 Dauntless recovered from Lake Michigan. The plane went down in 1942, killing the trainee pilot and was recovered in 1994, 52 years later.

The restoration is coming along, per the status board:

 Very cool and it is not far from being restored to display condition, even as it doesn't look it.  Unfortunately, it will not be restored to flying condition, only display. When complete, will be shipped off to the Pearl Harbor National Memorial Museum.

We then went to the main building, the Flight Innovation Center, which had more people there.

And lots more aircraft to see.

 

SR-71

V-1 Missile

XP-55 The Only One Left In The World.

P-47

Buchon, the Spanish copy of the ME BF-109

A Pink P-40

F-14 Tomcat of Top Gun fame

 We also got in line and tried the full motion  simulators.

Yes, you can do a full 360 degree roll in them.

 

 Much fun.

Then we walked back to the  Flight Discovery Center and saw more aircraft on display outside.

F-4 Phantom II

MiG-21

S-3 Viking

 

A decent cloud layer was in place.  Time to fly back VFR and play dodge cloud.

Did a weather brief, and pre-flight, and called Kalamazoo Ground for flight following back to Pontiac via HAAKK, and to taxi.

Got all that done and did a nice takeoff.

On connection to Great Lakes Approach, they asked me if I had put the HAAKK waypoint in myself.  I said I had. The controller then said nice job putting it in to avoid the Battle Creek TFR.

Quite a few clouds about.  I was at 3,500 and couldn't get above for awhile. 

 

 

Then I got a break in the clouds and climbed to 7,500.

But I soon had to descend as the clouds further ahead were going up higher than I could climb. So I descended to 5,500 to make a clear way through and maintain VFR.

I got handed overt to Detroit Approach and they noted a large area of heavy (and unforecast precipitation) between me and Pontiac. I could actually see the area of heavy rain. Heavy enough that it blocked out all visibility, and the rain shadow was visible for a good distance.

So, I diverted south to avoid it, and then once past it and with sufficient distance away, I resumed heading back to Pontiac.  I got the weather at Pontiac, and got handed off to Tower, and entered the downwind for Runway 27L, but was then switched to 27R and made a nice landing.

That's 1.4 there and 1.2 back and two very nice landings, and a great time in Kalamazoo.