Airplanes: IF you like airplanes you might find some of these interesting. And no, these were not taken in Oshkosh. Last picture shows were the action was last Friday. All the pictures were by Tom Conrad my neighbor.
All this and more at the Goshen Airport in Indiana – RC Flying
Goshen Airport – RC Flying
Today was another great day for flying. Blue skies, unlimited visibility, and clean smooth air. And needless to say a great day for taking pictures of the surrounding area.
Saturday was a fine day for flying and /or Jumping 🙂
Jump airplane at Skydive Windy City Chicago – at the Michigan City Airport (KMGC) — at Skydive Windy City Chicago – 1300 Indiana Hwy 212 Michigan City, IN 46360.
March 18: Fly Day Sunday was a “Blue Sky Day” which meant it’s a great time to go diving, jumping or flying. Since the local DZ’s are still down for another month, no dive buddies to zip up the dry suit (back zipper you know), so that left getting get in some engine time.
So the first thing you do before flying is look outside and do a visual weather look-see. If that looks promising, then it’s time to check in with DUATS.
Ok, I know, what is DUATS you ask? That stands for Direct User Access Terminal Service and is a weather information and flight plan processing service contracted by the Federal Aviation Administration (FAA) for use by United States civil pilots. You can use the phone or internet for access to a FAA database to obtain weather and aeronautical information and to file, amend, and cancel domestic IFR (Instrument Flight Rules) and VFR (Visual Flight Rules) flight plans.
After I check to see if the weather is good where you are at, you have to see what going on at the places you want to go. To do that you look at NOTAM’s (Notice to Airmen) which are information notices filed to alert aircraft pilots of potential hazards along a flight route or at a location that could affect the safety of the flight. It’s nice to know things like is the airport runways open, are its lights working if you plan on arriving after dark, do any hazards exist you might want to know about before you need to land. That does include things like watch for deer on the runway especially in the evenings, hazards such as air shows, parachute jumps, kite flying, lasers, rocket launches, etc. Thats not a joke in reference to lasers or rockets by the way!
And the then we check Temporary Flight Restrictions (TFR) which are geographically-limited, short-term, airspace restriction which often encompass major sporting events, natural disaster areas, air shows, space launches, and Presidential movements (which can be a moving target). You absolutely do not want to bust, meaning enter, a presidential TFR. That is unless you want an up close and personnel opportunity to see a fully armed fighter aircraft (s) blowing jet exhaust, or worse, your way.
So with all the administrative hoops jumped thru got the bird out of the nest, checked her over and the only thing I needed to do was feed her. Now she’s is STC’d for auto gas but I feed her that that last week and I prefers she have a higher octane mix. So since I had a bit over an hour’s flight time available I did a short hop over to C20 (Andrews Airpark) in Berrien Springs to take advantage of their self-service fuel facilities and tanked up.
Left Andrews and flew around Berrien Springs checking out the water level in the river, Lake Chapin and the dam, then west over to Bridgman, then Baroda to check out Singer & Hess Lake , flew parallel to Cleveland Ave toward Stevensville and looked over the changes to the sports field and Lakeshore HS ball & football fields, took pictures of the Ice Garden ( I call the ice palace) , back over lake Michigan for a short shore tour and to see how dirty the river plume was today and then landing at the Benton Harbor airport.
(New word definition: STC: a supplemental type certificate is a national aviation authority-approved major modification or repair to an existing type certified aircraft, engine or propeller.)
Chapin lake is a very nice 600-acre reservoir but unfortunately the closest public access to Chapin Lake is in Buchanan, at least miles upstream from the dam. The Berrien Springs Boat Club has a prime launch site next to the dam’s west end, but it’s available to members only. The lakes visible Stonehenge equivalent is the row of concrete supports spanning the lake remnants of a bridge that was built in 1905 and shutdown in 1934 for an interurban train that linked all parts south to Berrien Springs. The river was dammed in 1908 to create Lake Chapin and to produce electricity.
Shamrock Park launch site lower left of picture. You can float from there down the river about nine miles to the Jasper Dairy Road access and about 25 miles to Lake Michigan.
Cleveland & Glenlord Intersection: Ice Garden now completed and fully operating.
Feb 24: Short fly day as the weather was not the best for sightseeing and marginal VFR is just that. Saint Joseph River Flooding Pictures says it all!
Benton Township Park & Boat Launch:
Derfla Dr. & Meadow Streams Estate (mostly underwater)
Linden Dr. & Bacon School Road:
Linden Drive:
River View Lane & Linden Dr.:
Riverview Park Ball Fields just visible:
If your going to be flying with a non-pilot on a frequent basis, like your spouse for example, its to both your advantage for them to learn to be an effective cockpit crew member.
There is a program called “companion flyer” and you see them offered every so often at seminars around the country. The purpose is to help make that frequent flyer passenger more knowledgeable so if the pilot needs assistance they can help and not suddenly be thrust into a panic situation cause they have no idea what to do.
These classes are fun, informative, and designed with the non-pilot in mind. Participants learn to be an effective cockpit crew member and become more comfortable in light aircraft so flying is more enjoyable! A typical one day ground-school-only course covers:
– How the airplane flies
– How to read an aeronautical chart
– Who and How to talk to on the radio
– What the instruments tell you (airspeed, altitude, level indicator)
– What to do in an emergency
– Safety tips, weather, and much more
… so participants can enjoy flying, and be a better Flying Companion!
What can a flying companion do to assist the pilot regardless of aviation qualifications?
#1: Watch for traffic: One of the most important things a passenger can do is to watch for ground and air traffic (airplanes, birds, balloons, UFO’s) and point them out to the pilot.
If the pilot is monitoring an Air Traffic Controller (ATC) frequency, listen to where the ATC says the other aircraft is try to spot the other airplane. You will learn how controllers use a combination of clock positions, distance, and altitude to convey the other aircraft’s position relative to yours.
Run checklists: Pilots at all levels make extensive use of checklists to ensure that all necessary tasks are completed at the right time, and in the correct sequence. One way to help is to “run” the checklist by reading items to the pilot, and then watching to ensure completion of the required task. In addition to being a big help to the pilot, performing this task will boost your knowledge of the aircraft and of safety-focused aviation procedures.
Monitor progress: Even in the era of moving map navigators, there is no substitute for human situational and positional awareness. A companion can learn to read paper charts, tablet navigation apps, or panel-mounted moving map navigators; follow the progress of the flight; and make verbal tell the pilot when the aircraft crosses a named navigational point.
Especially on a flight where ATC gives instructions, it is also helpful to keep a written log of assigned headings, altitudes, and radio frequencies.
Set/monitor radios: Still another way to assist the pilot is to learn to set and change radio frequencies. A flying companion can also learn to set the aircraft’s ATC-assigned transponder code, and to perform basic functions on the installed or hand-held moving map navigator(s)
I posted this on FB to see what assistance might be available.
It’s a sunny day and maybe a good day to fly so I am heading out to the airport at 1340 hrs. to see if the taxi ways and runways are good to go. BUT I need an extra person along because with the slick pavement and slight rise at the hanger doors I cannot get the plane out or back in by myself. Anyone want to trade some MANUAL labor for flight time? I can give you an hour heads up once I check the door access.
As you can see, I did have a response and was able to get in a little engine time and a few pictures of Saint Joseph in the Snow and Ice.
It was one of those winter days just right for flying. You look out the patio door and see a cloud base of 3,000 feet, the trees not swaying back and forth in time with the wind, and the wife looks over and says, “You know, you should get in some flying time today. This weather won’t last.”
Now, me being a sane and sensible man, I quickly agreed with her assessment and made ready to get some engine time in. Besides, one of the worse things that can happen to an airplane engine is not to be flown. So, then I thought since I am going to fly, why not check the local lakes for ice buildup to maybe locate a suitable lake for having a group ice dive?
Getting in the engine time is only part of the story when we look at what it takes to get that flying time in: Lots of Time. It takes time for me to get to the airport, wrestle the hanger doors open (which, here in Michigan, can be a royal pain when recent snow on the roof melts and drips onto the bottom door rails just before turning to a solid block of ice), break into the hanger, find the extension cord, warm up the engine by plugging in the oil pan heater/cylinder head heating bands (due to close aircraft engine tolerances it’s better to start warming the heads and engine oil to thin it out and get the engine preheated before starting it – much less wear and tear), complete the plane pre-flight inspection (starting at the nose and walking about the plane), and finish all this before even thinking about moving the plane out of the hanger.
The pre-flight inspection consists of performing a visual examination and manual checks on some items to determine the condition the plane or specific component. There are many items I personally verify each and every time that I plan on flying. The number one item is to physically verify how much fuel is actually in the tank. Then, verify the fuel and fuel lines do not contain any water or other contaminates (this done by draining a small amount of fuel from each of the wing fuel tanks, the belly sump, and the low head feed to the fuel filter), ensure that the fuel tank caps are secured, check the engine oil level, top it off, ensure the oil dipstick is secure, and make sure the engine cowling inspection cover is securely fastened when the engine inspection is finished.
Here’s a chance to discover something about the airplane – I don’t just look at parts of the airplane; I look at them carefully, and ask what am I really supposed to see? I’m curious. Does that tire look low? Blowing an under inflated tire on landing can ruin the rest of your day. Pilots really want to find problems on the ground, not in the air. “It’s always better to be on the ground wishing you were in the air instead of being in the air and wishing you were on the ground.”
But that’s not all, other pre-flight tasks include getting a weather briefing for the current location, route, and destination, checking Notice(s) to Airmen (NOTAMS) concerning runway conditions, issues of concern at the other airport, navigation obstructions, taxiways, a moving target “Airspace,” and where the temporary flight restrictions (TFR’s) are (as these are sometimes a moving target).
Finally, I drag the plane from the hanger into the light of day. Did I miss anything? Once inside the plane, I continue the cabin checks and inspections, and after all this, it’s time to start thinking about the engine.
I want to perform the start-up checklist before starting the engine, which include the:
(Are you tired yet? Maybe a bit brain dead?)
Once in the air and cleared of the airport airspace, I trim out the plane to maintain straight and level flight.
Now, as I navigate to the lake areas, with continuous 200 degree scans of the sky, frequent scans of the instrument panel to verify normal engine operation, and listening to the radio frequency of the airport areas I may fly through for other traffic in the area, I’m also watching for other airplanes, birds, balloons, and the occasional UFO. (Having a run in with any of the above can ruin the day in a heartbeat.)
But since I have my s&%@ together, I’m cool, comfortable, and effortlessly feeling the vibration of the engine and its rhythm, the response of the controls and ease of movement, and my sense of smell is alert for the hint of burnt oil, scorched rubber, or singed wiring.
It’s a blue sky day, meaning few clouds, light winds aloft, not fighting a cross wind, and have 30+ miles of visibility.
Up ahead is the group of lakes, I’m interested in checking out, so I give an announcement on the local airport area frequency stating where I’m at, what I’m doing and my altitude (usually 2000 to 2500 feet). It’s always a good thing to let other pilots in the area know your intentions.
After I complete my maneuvering and taking photographs, I announce I’m leaving the area at what heading (direction) and altitude. Now I just repeat what I did to get here to get back to my home airport.
Ten miles out from the airport, I announce where I’m at and my intentions to land. The airfield I fly out of is an uncontrolled field, meaning there is no control tower, so it’s important to listen to the radio – but most important is to look for other aircraft. All pilots have the responsible to “see and avoid” other aircraft.
As I get closer to the airport, I look and confirm the traffic around the airport (if any), note the wind direction and speed, decide on which runway to use, make my announcement, and enter at pattern altitude.
Pattern altitude in Benton Harbor Michigan (KBEH) is 1000 feet above the ground elevation which is 647’MSL (Mean Sea level) so the altimeter is reading ~1700 feet.
At KBEH, we use a left-hand pattern and enter the downwind leg at a 45-degree angle between ½ to 1 mile from the runway. Close enough to land safely, if the engine were to quit.
So. I continue downwind and parallel to the runway. When I’m abeam the numbers (runway marker numbers), I reduce the throttle (and speed), maybe add flaps and pitch down at about 400 ft./min. When at about 45 degrees from the touchdown point (runway numbers), I turn (medium bank) left onto the base leg.
When I’m about 45 degrees from the runway numbers, you make a medium bank left and aim for the runway center line. By now, I’m low and slow, so no abrupt movements, and just let the aircraft slow and settle down over the runway just as the stall horn squawks. But the flight is never over until I’m off the runway, off the taxi way, and in front of your hanger with the engine off.
As I exit the plane, I gather all my “stuff” (headsets, flight map, aircraft log, camera, etc.), put the nose hook in, and push her into the hanger. Put on the throttle lock, lock the aircraft doors, pull shut the rusty and balking hanger doors, lock them, load the car, and scoot. As I leave the airport I call the wife, tell her the bird is in the nest, and ask what should I bring home for supper.
See? Just “getting some engine time” isn’t really that simple or quick!
Nice afternoon for flying – getting in some engine time before the rainy weekend.
