Ben and I flew out to Schenectady, NY, today (KSCH). It was about 1:30 flying time, and the first time I've had to buy fuel. I likely could have gotten away without buying any, but I'd end up with less than an hour's worth by the time I got back, and that's too little. That's not a rule I want to break.
The original plan was to stop in at the Empire State AeroSciences Museum that's on the field, but when we got there, we stopped at Richmor, which turns out to be at the wrong end of the airport. We could have taxied over, but Ben wasn't too enthused about walking around the museum anyway, and I just wanted to stretch and get some great vending machine food. ;-}
It's a nice little airport with three runways, one ILS approach, and a lot of Air National Guard activity. When we were landing, there was a C130 landing on the cross runway, so we had to cross "without delay" to avoid them. After we shut down, we watched them practicing in the area, and performing some impressive aerial work -- at least 70 degree bank angle just a couple of hundred feet off of the ground.
We spent some time relaxing in the lobby next to the rental car counter, and then went back out to the plane. The take-off was unremarkable. Switching over to Albany Approach was a bit confused. I expected to go back the direction I had come in, but that's not what they wanted me to do, and they had me head out to the East. Compounding the issue, 13081 seems to have a failing DG; it just wanders all over the place, and I was constantly resetting it to the compass. I ended up flying by compass, VOR, and GPS. The DG was a bit of a distraction. (No, it wasn't a vacuum problem; that was fine.)
Eventually, after a mild scolding, I was left to navigate back home. There was one really good lift-you-out-of-your-seat thump as we were nearing Mt. Greylock, but the rest was fairly smooth. Visibility was great; from about Turner's Falls at 5500, it was easy to see Boston and the ocean beyond.
Coming back into Lawrence, it was very busy. There were two directly ahead of us, and a helicopter and yet another airplane behind. We came into 32 a few knots fast. The landing was smooth, but uncomfortable as I knew I was too fast. We got off promptly at Delta and taxied back to the ramp to shut down. It was so busy that they actually had separate people running tower and ground -- at Lawrence, that's usually just one person talking on both frequencies.
That's another 3.1 for the log book. I think I need about another 10 or so before I can start with real instrument work.
Saturday, August 8, 2009
Monday, August 3, 2009
To Hyannis With Ben
I'd planned earlier last week to go to Hyannis on Sunday morning, but as the weekend approached, it looked like Saturday would be the better choice, and I was able to change the reservation.
It turned out well. Ben came along and took pictures along the way, so when I get a chance to unload that camera, there'll be even more to post.
We went by way of Bedford and Norwood, under and around the Class B at 2700. I picked that route after realizing that going direct (if we could get it) would put us out over the water for a bit, and I didn't really want that.
My usual N61976 wasn't available, so I used N13081. Remembering the different identification when talking was probably the hardest part of the trip.
Where 976 has an ADF, 081 has a VFR-only GPS unit. What a difference that makes! It's like cheating, because I can just look at it and get an accurate position. I still tuned the VORs and identified them and watched the needles, but there was a lot less guessing involved.
The bad part of 081 is the mechanical radios. Having no flip-flop tuning makes dealing with ATC much harder, especially as Boston tends not to use the published frequencies all the time; they give you different ones depending on workload. So, it's not uncommon to have both a new squawk code *and* a new frequency to dial in.
It was hazy and warm, but quite smooth both there and back. We stopped for a few minutes in the run-up area at HYA to check in back home, and then took off again. Maybe next time I'll plan for a little more time so that we can actually stop somewhere for that $250 hamburger.
I haven't decided where to go next, but probably somewhere different. Maybe New York.
It turned out well. Ben came along and took pictures along the way, so when I get a chance to unload that camera, there'll be even more to post.
We went by way of Bedford and Norwood, under and around the Class B at 2700. I picked that route after realizing that going direct (if we could get it) would put us out over the water for a bit, and I didn't really want that.
My usual N61976 wasn't available, so I used N13081. Remembering the different identification when talking was probably the hardest part of the trip.
Where 976 has an ADF, 081 has a VFR-only GPS unit. What a difference that makes! It's like cheating, because I can just look at it and get an accurate position. I still tuned the VORs and identified them and watched the needles, but there was a lot less guessing involved.
The bad part of 081 is the mechanical radios. Having no flip-flop tuning makes dealing with ATC much harder, especially as Boston tends not to use the published frequencies all the time; they give you different ones depending on workload. So, it's not uncommon to have both a new squawk code *and* a new frequency to dial in.
It was hazy and warm, but quite smooth both there and back. We stopped for a few minutes in the run-up area at HYA to check in back home, and then took off again. Maybe next time I'll plan for a little more time so that we can actually stop somewhere for that $250 hamburger.
I haven't decided where to go next, but probably somewhere different. Maybe New York.
Sunday, July 19, 2009
Earning Cross-Country Time
This morning, I went to Westfield/Barnes (KBAF) in order to build a few more cross-country hours towards an instrument rating.
It was a good trip to make, and I learned a good bit in the process. Since I went VFR, and was under radar the whole way, I wasn't expecting each of the controllers to have such a continuing interest in destination and route. But they did. My first hint was shortly after initial contact to Boston Approach. The controller asked me to turn left to 260 for Westfield, but I was intentionally heading to the Gardner VOR to make sure I could navigate accurately. I let him know my route of flight and wasn't bothered after that.
That surprised me, though. It was surprising that the controller in busy airspace was offering to help out a small GA VFR flight that appeared to be just a few degrees off course. It was good to hear. Next time I go somewhere, I won't play "20 questions" with them, and I'll give them more detailed information on the first contact, even if it means a couple extra seconds of air time.
On the trip out, I was right on altitude (within around 50 feet) and well within a half a dot of VOR needle swing. I was ahead of the airplane the whole way, and was setting up radios before I actually needed them. I felt like I was doing well.
I'd briefed the ILS RWY 20 approach into KBAF, though I wasn't asking for a practice instrument approach. I flew out to LEADS, crossing at around 3600 feet, then turned inbound on the 204 radial from BAF and proceeded down to the WESIE intersection. Right before WESIE, I called the tower. At about the point where I was ready to try getting the glide slope and localizer, they asked me for a right downwind to runway 33. Darn. Not only was this not what I was expecting, but I had to refigure where the winds would be.
I landed a bit left of center but made it off without incident. I took a couple of minutes to call home with an update, and then taxied out to depart by 33. Right after lift-off, the controller asked me to do something strange, and I didn't get what he was asking. I asked him to repeat. He wanted me to head east over the ridgeline so he could get a jet on runway 2 off the ground. I headed out 090 and was out of the way quickly. After the jet departed to the northwest, he eventually let me turn left so I wouldn't be headed to the nearby Air Force base at Chickopee.
I climbed up to 5500 on the way back to take advantage of some faster-moving air. There were scattered puffy clouds, and they made for an interesting combination of trying to keep track of position relative to Gardner while maneuvering to follow the 1-5-2 rule. So much for following the defined airways back. I eventually intercepted the 091 radial from GDM just east of the VOR.
Boston Center handed me off to Boston Approach, but with the wrong frequency (124.9). I knew it was the wrong frequency, and I should have questioned it, but I didn't, and just switched as told. I checked in on the new frequency, and they had no idea where or who I was. Eventually, after what seemed like ages, they gave me the right frequency (124.4) and things were right again.
At about 10 miles out, I started my descent, and Boston soon told me to squawk VFR and handed me off to the tower. I checked the ATIS again -- the wind was 11 gusting 19. Not great, but doable, and the report was winds from 240, so pretty much down the runway. I got the right downwind for 23 as expected, and was to follow someone on short final.
I got down to maybe 200 AGL, and things weren't looking right. I was too high, too far to the right of center, and much too slow. I'd put on 30 degrees flaps on short final just out of habit, and it sure was the wrong thing to do. I applied full power and slowly climbed back up for another attempt. Coming in the second time, the winds were variable between 260 and 200 and 11 gusting 19. It was a real challenge just to touch down aligned properly. I talked out loud to myself as I remembered the things I had to do -- "kill off the wind with the ailerons; the wind is still there ... feet off the brakes ... keep pulling back."
Besides the wind complicating things, I think I was probably also tired and dehydrated. I'd taken water with me, but I neglected to actually use it. So, that's something to remember for next time. It does matter.
I tied off and headed home. That's another 2.3 for the log book, and I got a few pictures out of it. If any are good, I'll post them later when I get a chance.
It was a good trip to make, and I learned a good bit in the process. Since I went VFR, and was under radar the whole way, I wasn't expecting each of the controllers to have such a continuing interest in destination and route. But they did. My first hint was shortly after initial contact to Boston Approach. The controller asked me to turn left to 260 for Westfield, but I was intentionally heading to the Gardner VOR to make sure I could navigate accurately. I let him know my route of flight and wasn't bothered after that.
That surprised me, though. It was surprising that the controller in busy airspace was offering to help out a small GA VFR flight that appeared to be just a few degrees off course. It was good to hear. Next time I go somewhere, I won't play "20 questions" with them, and I'll give them more detailed information on the first contact, even if it means a couple extra seconds of air time.
On the trip out, I was right on altitude (within around 50 feet) and well within a half a dot of VOR needle swing. I was ahead of the airplane the whole way, and was setting up radios before I actually needed them. I felt like I was doing well.
I'd briefed the ILS RWY 20 approach into KBAF, though I wasn't asking for a practice instrument approach. I flew out to LEADS, crossing at around 3600 feet, then turned inbound on the 204 radial from BAF and proceeded down to the WESIE intersection. Right before WESIE, I called the tower. At about the point where I was ready to try getting the glide slope and localizer, they asked me for a right downwind to runway 33. Darn. Not only was this not what I was expecting, but I had to refigure where the winds would be.
I landed a bit left of center but made it off without incident. I took a couple of minutes to call home with an update, and then taxied out to depart by 33. Right after lift-off, the controller asked me to do something strange, and I didn't get what he was asking. I asked him to repeat. He wanted me to head east over the ridgeline so he could get a jet on runway 2 off the ground. I headed out 090 and was out of the way quickly. After the jet departed to the northwest, he eventually let me turn left so I wouldn't be headed to the nearby Air Force base at Chickopee.
I climbed up to 5500 on the way back to take advantage of some faster-moving air. There were scattered puffy clouds, and they made for an interesting combination of trying to keep track of position relative to Gardner while maneuvering to follow the 1-5-2 rule. So much for following the defined airways back. I eventually intercepted the 091 radial from GDM just east of the VOR.
Boston Center handed me off to Boston Approach, but with the wrong frequency (124.9). I knew it was the wrong frequency, and I should have questioned it, but I didn't, and just switched as told. I checked in on the new frequency, and they had no idea where or who I was. Eventually, after what seemed like ages, they gave me the right frequency (124.4) and things were right again.
At about 10 miles out, I started my descent, and Boston soon told me to squawk VFR and handed me off to the tower. I checked the ATIS again -- the wind was 11 gusting 19. Not great, but doable, and the report was winds from 240, so pretty much down the runway. I got the right downwind for 23 as expected, and was to follow someone on short final.
I got down to maybe 200 AGL, and things weren't looking right. I was too high, too far to the right of center, and much too slow. I'd put on 30 degrees flaps on short final just out of habit, and it sure was the wrong thing to do. I applied full power and slowly climbed back up for another attempt. Coming in the second time, the winds were variable between 260 and 200 and 11 gusting 19. It was a real challenge just to touch down aligned properly. I talked out loud to myself as I remembered the things I had to do -- "kill off the wind with the ailerons; the wind is still there ... feet off the brakes ... keep pulling back."
Besides the wind complicating things, I think I was probably also tired and dehydrated. I'd taken water with me, but I neglected to actually use it. So, that's something to remember for next time. It does matter.
I tied off and headed home. That's another 2.3 for the log book, and I got a few pictures out of it. If any are good, I'll post them later when I get a chance.
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