100 Minutes

The trip back to the DC area last evening included a very interesting 100 minutes of flying. Just an hour before departure from KBDR, the weather radar showed very little convective activity along my expected route. I launched at 2032Z, as yet unaware that a lot of fast-growing, fast moving convective weather was developing in places that N631S and I intended to be. Managing to stay out of trouble would take all of the resources that I – and a series of great controllers – had available.

As usual, you can click on the images to "big-ify" them.

I had filed for a route across JFK and down over New Jersey, but the ATC computer issued me the "usual route" involving vectors to Sparta, south to Solberg, west to Allentown then south to Lancaster and Baltimore, thence home. This time, I wasn't smart enough to say, "Unable." I knew, however, that it was going to be a long evening when 20 minutes after departure I was still east of KBDR! (This was due to "vectors for sequencing at Sparta," from New York Approach.) I was watching that storm cell approaching Stewart (KSWF) but that one turned out to be the least of my worries.

After another 20 minutes of slow westward progress it was clear that I wouldn't be affected by the cell to the north...but the weather down the route near Solberg (SBJ) was looking like a potential problem. The most pressing matter was to avoid the cell that was then just west of the Broadway (BWZ) VOR. If I got past that point I was confident that a path could be found through the cells then to the south of SBJ.

I asked for an early turn to SBJ, something that's not usually available. This time, the New York Approach controller accommodated me, the first of many times that ATC would help me on this trip. Also, I usually ask for and receive a short cut to LANNA from about 15 miles north of SBJ. This time I didn't request it and wouldn't have taken it if offered as that would have taken N631S and I into some nasty looking weather.

The early turn gave me a little breathing room and the change in course gave a few more knots of ground speed. I started planning to ask the controller for a 270 heading as soon as I was past the threatening cell. Before I could make the request, he said, "Skylane 31 Sierra, let me know when you can accept direct East Texas." I liked that...the course to the East Texas (ETX) VOR would be almost exactly the 270 heading I'd need. Then after 15 to 20 miles of that, I could work out the next bit of strategy with Allentown Approach.

On the way down to SBJ there was some moderate precipitation and occasional light chop for about five minutes, but nothing serious. Just a free airplane wash. That undoubtedly corresponded to penetration of the "yellow" part of the NEXRAD return shown in the screen capture at left.

Very soon after the hand-off to Allentown Approach I asked whether "direct FLOAT" would be a good idea. FLOAT is an intersection near Reading, south of my then current course. The Allentown controller didn't think much of that idea. "This stuff is moving fast," he said, "so by the time you get to FLOAT it'll be there. We need to vector you around it." I was happy to agree. He then added, "31 Sierra, turn left 20 degrees at this time for weather avoidance." The screen capture above left shows the effect of that turn - and yes, I guess the weather was moving fast. I could see his plan...15 to 20 miles on the new heading then a turn to the northwest to exploit the gap between two cells.

At a strategic moment, I suggested that a turn "direct Allentown" looked good to me, and the controller concurred. "Skylane 31 Sierra, turn right direct to the Allentown VOR, that's Foxtrot Juliet Charlie." That course split the cells nicely. On the way through the gap there was only light precipitation and occasional light chop. Nearing FJC, N631S and I broke out into clear air and sunshine. I gave the controller a report of flight conditions between the cells and heard him relay the information to another aircraft that was following along behind me.

I'd reached a point where a turn to the west, along the back side of the cell, would work, so I requested direct ETX and then resume my original clearance. That was approved. For a while I could enjoy the fairly benign conditions rounding the back of that weather...but the fun wasn't over. there was another problem ahead, approaching Lancaster (LRP) from the west. Given how fast that these cells were moving, I was sure that the cell would beat me to LRP and I'd have to work around another one.

Twenty minutes later, the Harrisburg Approach controller had suggested a 250 heading to work around the back of the cell that was raining all over the Lancaster airport. The NEXRAD image at left is 6 minutes old and the weather was already a couple miles east of the position shown, so the flight conditions were pretty mild. 10 more miles, then a turn to about a 210 heading and I'd be out of the woods. A quick look ahead showed no additional weather between me and home.

Just about when I expected it, the Harrisburg controller said, "Skylane 31 Sierra, turn left direct Baltimore, resume own navigation." It had been just about 100 minutes since the weather started to make life interesting. Once again, two important things were reinforced: On some nights, an on-board NEXRAD weather radar display is worth it's weight in gold; and there is no greater asset than to have on your team sharp controllers who have "got the flick."
The rest of the flight was uneventful...which was a good thing. I'd had sufficient fun for one day.

Tweet

Hot Air!

As I taxied N631S away from its tie-down at KBDR last evening, the outside air temperature (OAT) gauge read 102°. Now, that's toasty! I was anxious to get off the ground and up a few thousand feet to where it might be a little bit cooler.

Of course, it wasn't going to be that easy. Half way to the runway, the ground controller said, "631 Sierra, for whatever reason, Approach has decided to modify your clearance...and it's a full-route clearance, so...advise ready to copy." I gave him a "Wilco" and pulled into a convenient spot for my run-up, then said, "31 Sierra is ready to copy."

I had filed for, and initially received, a clearance for what I've come to think of as "the usual route." It takes me west to Sparta (SAX) then south to Solberg (SBJ), then west again to Allentown and Reading, down to Lancaster, across Baltimore, and finally home to KVKX. The re-route was for a coastal flight path: Vectors to Deer Park (DPK) then airways over JFK and down past Atlantic City and Cape May, and across the DelMarVa peninsula toward home. Often, weather factors make this a desirable route but I usually have to beg and plead to get it. This time, it appeared spontaneously. Why? It's a mystery.

So I copied and read back the new clearance, did my run-up, then sat at the hold-short line for five or six minutes, quietly perspiring while awaiting IFR release. "Skylane 31 Sierra, cleared for takeoff" came at 2030Z.

As New York Approach cleared me to progressively higher altitudes, I kept the nose down and the speed up in an effort to keep the engine relatively cool. Instead of going for a good rate of climb, I kept the Vertical Speed Indicator (VSI) at 500 feet per minute. This allowed me to complete most of the climb up to 6,000 feet (my final altitude) at 100 knots indicated and kept my cylinder head temperatures around 400°F.

Level at 6,000 feet, the OAT was 73°. The "Top of Climb" checklist includes "Cowl Flaps – Close" but I left them wide open. Even so, with my normal cruise conditions set (throttle wide-open, 2350 RPM and 11.8 GPH fuel flow) the cylinder head temps were creeping up. Since I was operating on the lean side of peak exhaust gas temperatures, I knew that my power output was a simple function of fuel flow. I adjusted the mixture control for 11.4 GPH and watched with satisfaction as the temperatures of the hottest cylinder heads settled down to about 395°. I'd given up about 3 or 4 knots of true airspeed, but having a happy engine was more important.

With cruise conditions set, it was time to look ahead at the weather along the route. Before departure, radar had indicated some scattered thunderstorm activity and it would be prudent to see if any of that was scattered in places that N631S and I needed to go.

Just before New York Approach handed me off to McGuire Approach, I saw the picture at left on the weather display. Clearly, the cell just to the west of the Coyle VOR (CYN) would bear watching. Checking in with McGuire, I asked the controller what he was looking at down around Coyle and he said there was a cell west of the VOR, moving eastward with precipitation echoes up to Level 5 (that's mean stuff!)...and he might need to vector me around it. Of course, I concurred.
But as I watched, that storm cell dissipated as summer "popcorn" cells often will. By the time N631S and I got to CYN, it was just some light rain visible off to the right of the airway. False alarm, but better to be prepared.

The balance of the flight was warm but uneventful. Soon after crossing the Delaware Bay, Potomac Approach took me down to 4,000 feet where the OAT was 83°, and then (nearing the DC Class B airspace) down to 3,000 feet and an OAT of 88°. It was hazy, with a flight visibility of about five miles approaching KVKX, but I know where to look now and could report, "31 Sierra has the field in sight," in a timely way for the visual approach. The final controller cleared me for the visual and accepted my IFR cancellation. Now at 2,000 feet, the OAT was 95°. As some would say is normal, the DC area was full of hot air.

N631S and I were on the runway at 2238Z. The surface temperature was 93° – actually a bit cooler than it was 2,000 feet up. I promptly put the airplane to bed in the hangar and headed home in the convertible...with the top up and the air conditioning on.


Tweet

Stormy Weather

Last Friday afternoon I watched with concern as widespread convective weather developed over eastern Pennsylvania and New Jersey. Around 21Z I made my way over to KBDR and pre-flighted N631S, then went into the FBO to have a look at the weather radar. It was, in a word, ugly (see the image below, from 2129Z):

I've gotten used to being able to find a way around the typical summer afternoon weather, but this wasn't typical. The NEXRAD returns showed serious weather echoes to the north, west and south. Severe thunderstorms were reported in the area, with the conditions forecast to persist throughout the evening.

I called Lockheed-Martin Flight Service and had a talk with one of their specialists. We looked at the radar picture and tried to figure out a viable strategy for making the trip down to the DC area that evening. Neither the usual routing over eastern PA nor the coastal routing down over NJ held promise.

Finally I said, "I hate to admit defeat, but I think I'm going to pack it in and make the trip tomorrow morning."

"I'm really glad you said that," the briefer replied. "Because if you launched tonight in this stuff, I was going to have to do a lot of paperwork."

So I set an alarm for 5:15 AM the next morning, was off the ground at 6:04 AM and was back on the ground at KVKX at 8:18 AM.

Sometimes discretion is the better part of valor...and you've got to know when to say no.

Tweet

Blue Stain Blues (cont'd)

Eagle Fuel Cells held up their end of the deal and got the replacement fuel cell for N631S to my friends at Three Wing Flying Services yesterday. Below left, it sits on the table, looking much prettier than the old cell that was pictured in this earlier post.

This cell is an overhauled unit originally manufactured by FFC in 2004, which Eagle has supplied with a 5 year warranty. It's my understanding that there were quite a few cells from FFC dating from the 2002-2004 time frame that have experienced early mortality. I'm having faith that Eagle has learned what the problems were with the FFC cells and that their current overhaul procedures are effective in addressing them.

The failed fuel cell was installed in February 2003 by N631S's previous owner with the work being done by Lindner Aviation at Keokuk (IA) Municipal Airport. I sent off an e-mail to Greg Gobble, the boss at Lindner, asking if his records indicated the source of the failed cell. Greg has let me know that:

"The fuel cell was p/n 3030-23, s/n CR2909 purchased 2-4-2003 from Eagle. WO# N010303004. Looks like they have a 5 year warranty but it is worth a try."

Having purchased the overhauled cell from Eagle, I shall be speaking with them about a generous repurchase of the old core, considering that it provided only about 2/3 of the expected time in service. They have, of course, no legal obligation but they may wish to share in the consequences of their vendor's quality issues. I'll let you know what happens.

Just incidentally, if you are planning a serious cross-country flight, Keokuk Muni (KEOK) on the banks of the Mississippi River is a great place to stop for an overnight. Greg and his folks are wonderfully helpful, Keokuk is a nice town with good lodging options, and Lindner Aviation is a full-service FBO that can deal with about any problem you can imagine. They were the "minders" of N631S for about three years prior to our acquisition and they took excellent care of the airplane...as they will yours. VERY highly recommended.

Meanwhile back at KBDR, Mike Gavaghan has been making N631S's left wing fuel bay ready to receive the new fuel cell. The photo at left looks down into the bay, showing the installation of the protective tape over riveted seams. Getting the bay cleaned out and all of the tape in place is one of the nastier jobs and I'm grateful for Mike's patience and thoroughness. I suspect that by tomorrow morning the new cell will be in place and closing out will be the order of the day.

And next to N631S on the hangar floor, the lovely 1993 Pitts S-2B pictured below. Now, I have no desire whatsoever to be upside-down in an airplane, but if that's your thing it's hard to conceive of a nicer machine for the purpose.

Tweet

Independence Day

A couple of images, if you please, to capture the exuberance and the solemnity that are intertwined on our Independence Day.

First, the "bombs bursting in air" last night over the Potomac River. This view of the National Harbor program is from Alexandria's Founder's Park with the Wilson Bridge in the foreground. A thunderstorm had passed by headed southeast, about 45 minutes before and more than a few times "the rockets' red glare" was complemented by flashes of lightning in the clouds. It was a scene both unforeseeable and unsurpassable!

This morning, Patricia and I spent a couple of hours walking the grounds of Arlington National Cemetery, which occupies a commanding height that overlooks our capital.

We stopped to view the Eternal Flame at John Kennedy's grave. We watched the changing of the guard at the Tomb of the Unknowns, as the Sentinels of the 3rd Infantry Division expressed on behalf of us all the incredible respect owed to our nation's fallen. And we visited Arlington House, the home of Robert E. Lee, where we could reflect that the ultimate use of his lands is fitting and proper indeed.

These thoughts and images aren't about aviation but rather, about the land where our love of aviation can be freely expressed in ways not possible anywhere else in the world. Freedom is cause for celebration and also demanding of reflection. Its price is often dear, but it allows us to soar beyond the heights we could reach without it.

NASA image posted elsewhere by Astronaut Doug Wheelock.

Tweet

Blue Stain Blues

Last Monday brought a sight no Cessna owner wants to see: a blue stain starting at the trailing edge of the left wing root, down the pilot's side door post and onto the fuselage. The classic signature of an AvGas leak - and probably a failed fuel cell.

So the airplane is in the shop. The left fuel cell has been drained (and the valuable 100LL is stored in drums (left) and will be returned to the new fuel cell using a filter-equipped pump).

N631S is a 1977 vintage Q-model Cessna 182. The adoption of the O-470U engine in 1977 triggered the change in model designation from 182P to 182Q. The '77s had 14 volt electrics and rubber fuel cells. The '78s went to 28 volt electrics and the '79s (last year for the Q's) went to a "wet wing" fuel system, eliminating the rubber fuel cells. There are two schools of thought on rubber fuel cells. On one hand, they inevitably require replacement. On the other hand, the "wet wing" design, if it ever does leak, can be very hard to fix. Also, in the event of a crash, it has been suggested that rubber bladders are less likely to burst than a wet-wing tank. (I am not aware of any definitive evidence supporting this.)

There on the table (left) sits N631S's removed fuel cell. The mechanics at Three Wing Flying Services opened up the wing, verified that none of the fittings or gaskets were causing the leak, and then extracted the old fuel cell. Once the cell was out of the bay, they cleaned out the gunk (a fuel leak makes a mess) and renewed the protective tape that covers all the pointy ends (rivets and such) that could put the new cell at hazard. Now we await the arrival of the replacement cell, due Tuesday.

After querying my knowledgeable friends at the Cessna Pilots Association about the best sources, I opted to purchase an overhauled fuel cell from Eagle Fuel Cells of Eagle River, WI. My options were: (1) have them overhaul my cell, for $395 to $425 and a three to four day turn-around; (2) purchase an overhauled cell outright for $550 with the option of selling them my failed cell for up to $100; (3) purchase a new cell for $950. Options 1 and 2 come with a 5 year warranty, while option 3 comes with a 10 year warranty. I chose option 2 for the quick turn-around and to keep the cost down.

Based on where the leaking fuel seemed to be collecting in the wing, the folks at Three Wing think there's a leak in the area of the "nipple" pictured at left. Nothing is visible - which is not, I'm told, uncommon.

The longevity of this fuel cell is a disappointment. The original cell installed by Cessna in the spring of 1977 lasted until late 1989 - 12 years 8 months. The second cell lasted 13 years 3 months, until February 2003. This one only lasted 8 years 4 months.

Other 182 owners have told me that the manufacturer of this cell had "quality issues" in the early years of the last decade and that I am far from alone in getting less than the expected life out of cells manufactured during that period. The unpleasant message is that I can probably anticipate a need to renew the cell on the right side before too much longer.

For those interested, I'll update this post when I get the bill so you'll know the number of shop hours needed for removal and re-installation. And, of course, this weekend's trip to the DC area and back will be courtesy of AMTRAK.

Tweet

Ask For What You Need!

For a variety of essentially uninteresting reasons, last Friday was extremely busy in a way that had nothing to do with aviation. It was noon before I had a chance to look at the weather or file a flight plan. I quickly came to the conclusion that the flight from KBDR down to KVKX might be mildly entertaining. I did, however, file a flight plan for the normal routing that takes me over eastern PA, then south into MD.

When I headed over to the airport at about 20Z, I knew that there was an active Sigmet covering most of eastern Pennsylvania and a good chunk of western New Jersey. I wasn't thrilled with the notion of flying the "usual route", that takes me west from KBDR to Sparta (SAX) then south to Solberg (SBJ) then west again into Allentown Approach's airspace. Lots of convective activity was forecast for that region.

On arrival at KBDR I paused in the flight planning room for another look at the radar depiction. Pennsylvania continued to look bad. Over New Jersey there were two strands of weather (I hesitate to call them "lines" - they weren't that organized), one just over the south-bound airway, one fairly far inland. It looked like I could "thread the needle" if I could get the New Jersey routing.

I went out into the slight drizzle and pre-flighted N631S, then raised Bridgeport Clearance Delivery on the handheld radio. The conversation went something like this:

Me: Bridgeport Clearance, Skylane 631 Sierra requesting a change to proposed IFR routing to VKX.
KBDR: Skylane 31 Sierra, say request.
Me: 31 Sierra is unable the routing via SAX due to extensive convective weather over eastern Pennsylvania airways. Request routing that starts with vectors Deer Park then Victor 1 then whatever they want at the south end.
KBDR: 31 Sierra, they're really busy down there right now. If you can give me the full route clearance you want I'll see if I can get it for you.
Me (ready for this): Skylane 31 Sierra requests vectors Deer Park, Victor 1, ENO, Victor 379, OTT direct.
KVKX: 31 Siera, that's Deer Park, Victor 1, ENO, Victor 379, OTT direct?
Me: Bridgeport Clearance, read back correct. (I always wanted to say that!)
KBDR: [click-click]

The controller was advising other aircraft to expect a significant delay prior to release, so I anticipated a bit of a wait, but in less than five minutes I was given exactly the clearance I'd requested! My comment to the KBDR controller: "Wow! They swallowed the whole thing!"

Bridgeport advised that New York Approach was still "looking at" my clearance and I'd better expect some changes en route. Fine...just get me out of Dodge and over New Jersey. And sure enough, while taxiing, I got a change (which I paused to copy): "after DPK, Victor 16 to DIXIE, Victor 1 to ATR, Victor 308, BILIT, DCA, direct." Not likely to work in the long run but OK for now.

With the modified clearance copied I reported in at taxiway Kilo, ready for takeoff, and was promptly cleared and rolling. N631S and I climbed into the schmoo at about 500 feet and New York approach soon had us radar identified and turned to a 180 heading, vectors for Deer Park. Leveling off at 4,000, I could see that we were just under the tops.

We made the turn to the south at JFK on top in bright sunshine. I was very interested in what weather was in store to the south along the airway. The NEXRAD display on the Garmin 396 (left) showed some moderate precip just west of DIXIE and some heavy (red) precip near Lakehurst NAS (KNEL). It seemed like it would be a good idea to hustle down the airway.

As it turned out, there was plenty of clearance on the way past Lakehurst. The weather was moving to the east quite slowly and I was beginning to feel pretty good about the trip. This spot of weather would not be a factor.

But looking ahead (on the NEXRAD display) I could see another cell that appeared to be approaching Coyle VOR (CYN). I asked the McGuire Approach controller what she saw on her radar. The answer was "there's moderate to extreme precipitation over Coyle." With the first area of rain passing to my right, I asked McGuire for a 10 degree left deviation to put some space between N631S and the weather at CYN. She said, "Approved as requested. Report back on course when able," but before that seemed like a good idea I was handed off to Atlantic City Approach.

I checked in with, "Atlantic City Approach, Skylane 631 Sierra level at 6,000 and deviating 10 left of the airway for weather avoidance." The controller responded, "Skylane 31 Sierra, Atlantic City Altimeter 29.89...tell you what, you can go direct Atlantic City then direct Waterloo now and that should keep you well east of that weather."

The resulting flight path nicely split the difference between the two cells of adverse weather (above left) and gave me a good view of some fairly heavy rain (for example, left) as I made my way south.

This proved to be the last bit of weather to influence the flight. The rest of the trip across New Jersey and the Delmarva peninsula was routine.

Looking back at it, the flight was a good example of an important principal in dealing with Air Traffic Control: "Ask for what you need." As busy as they were, New York Approach accommodated my need for a routing with less convective weather; and the controllers at McGuire and Atlantic City were quick to approve deviations that kept N631S and I away from trouble.

Courtesy of FlightAware.com, the entire route is depicted below.

Tweet

Weather in Motion

Last Friday's trip from KBDR down to KVKX was made interesting by weather in motion at each end of the flight. At the start, N631S and I had to wait for a line of convective activity to move out of the way and at the end we had a bit of a race to land at Potomac Airfield before some weather arrived.

The map at left (from the NWS' Hydrometeorolgical Prediction Center) shows the forecast conditions expected for 1800Z Friday. It depicts a remnant of an occluded/cold front from Lake Ontario down through lower New York with an associated region of rain and thundershowers.

And, in the event, the NEXRAD picture at 1835Z looked just about like you'd expect given that frontal picture. A line of convective weather was running from north of Poughkeepsie south through northern New Jersey. It wasn't the kind of weather you felt like going through and going around would require an extensive diversion. Better to wait it out. Unfortunately the line's speed of advance was only about 20 knots. It would be a while before it would pass to the east of Bridgeport so that N631S and I could head west.

At 2130Z (5:30PM local time) it was raining pretty hard at KBDR and by 2200Z it had slacked off to a drizzle as I did my pre-flight on N631S. There was still active weather lurking not far to the southwest but the radar picture looked good to the northwest. Runway 24 was active so when I picked up my clearance I asked the tower controller to request, on my behalf, an early turn to the northwest. I was pleased, after I taxied to the runway, to hear, "Skylane 631 Sierra, cleared for takeoff; on departure turn right to heading 330."

This screenshot of the Garmin 396, about ten minutes after departure, shows active cells to the south and clear weather ahead. Looking at it you'd think that I was in an area of moderate precipitation but in fact, here's what I saw out the window at 6,000 feet:

Once clear of the departure weather, the flight west across lower New York and into Pennsylvania was uneventful. At 8,000 feet for most of the trip, all of the clouds were below, the air was smooth and the winds were even a bit favorable. It wasn't until the Lancaster area that weather in motion once again became a subject of interest.

The storm cell (left) between Westminster (EMI) and Martinsburg (MRB) is the potential villain. It was moving fairly quickly southeast, straight for KVKX. Gaging the distances and speeds involved I thought I'd have time to land before the weather arrived.

But it was going to be a bit close. For the next 75 miles I watched that weather as I flew through Potomac Approach's airspace. If the weather got to KVKX before I did, then Plan B was to ask Approach to vector me off to the south somewhere and let me hold until the storm moved on. I hoped it wouldn't come to that.

Fortunately, N631S won the race. Wheels on the runway at 0035Z, and the rain began five minutes later. I got a bit wet putting the airplane into its hangar but by the time everything was secured it had stopped.

Weather is always in motion. Sometimes (as with my departure weather) you wish it would move faster. Sometimes (as on arrival) you wish it would move slower. But always, you have to think about and adapt to the trend and the timing.

For the record, courtesy of the good folks at FlightAware.com, here's the track for the flight.

Tweet

Fire in the Sky

There is no hazard more feared in aviation than an in-flight fire. No other danger is quite so fraught with the combination of helplessness and horrific consequences. Two recent incidents in quick succession have shown once again that when there is fire in the sky, we balance on a knife-edge of fate.

"The only time an aircraft has too much fuel on board is when it is on fire."
-- attributed to Capt. Ernest K. Gann

On Monday morning, the B-17G Liberty Belle departed the Aurora, IL airport. Only a few minutes after takeoff the pilot of the T-6 flying in company with the old bomber notified it's crew that they were on fire. What happened next is recounted by Ray Fowler, the Liberty Foundation's Chief Pilot, on the organization's web site:

"Directly below the B-17 was a farmer’s field and the decision was made to land immediately. Approximately 1 minute and 40 seconds from the radio report of the fire, the B-17 was down safely on the field. Within that 1:40 time frame, the crew shutdown and feathered the number 2 engine, activated the engine’s fire suppression system, lowered the landing gear and performed an on-speed landing. Bringing the B-17 to a quick stop, the crew and passengers quickly and safely exited the aircraft."

Photo: Daily Herald

Most of the photos of this incident seen in the press depict the airframe completely ravaged by fire, giving the impression of an airplane meeting a violent end. The picture above tells us that this was not a "crash". In fact, Liberty Belle's pilots turned in a superb piece of airmanship getting the big Boeing on the ground, in an emergency, on an unprepared field, with the whole crew able to walk away. If fire apparatus had been able to gain access, the airplane may well have flown again.

But the key here was the rapidity with which the airplane was put on the ground once fire was detected. Fire in the sky gives you no time to waste. There have been far too many in-flight fires where time was either wasted or inadequate and tragedy ensued.

• ValuJet 592, the DC-9 that crashed in the Everglades in 1996 after a mis-handled shipment of oxygen generators ignited in the cargo compartment.
  
• Swissair 111, the MD-11 that crashed in the sea near Nova Scotia in 1998 after a fire started in the entertainment system's wiring. In that case the crew wasted precious time dumping fuel to avoid an overweight landing, allowing the fire to render the aircraft uncontrollable.
  
• UPS Flight 6, a 747-400F freighter that crashed in September of last year near Dubai. Fire on the cargo deck created smoke so dense that the crew could no longer see the flight instruments. Shipments of lithium batteries have been implicated in the disaster.
  
• The 2007 crash of a NASCAR-owned Cessna 310R in Sanford, FL. The accident (discussed in this blog HERE and HERE) where an electrical fire incapacitated the crew.
  

In all of these cases, time - never granted in abundance - ultimately ran out. The pilots of Liberty Belle, only minutes away from their departure airport, still made the correct decision. An airplane on fire has to be put on the ground now!

I wish that was the end of the story this week. We could regret the loss of a precious old airplane while rejoicing in the safety of her crew. But, fire in the sky wasn't done with us.

Photo: Der Stern

Word was slow coming from across the sea about the loss to fire of a blimp operating in Germany under contract to Goodyear. It's too soon to know the cause of the fire, but its consequences are tragically clear. The pilot got the airship close to the ground and told his three passengers to jump.

The airship pilot, Capt. Mike Nerandzic was a veteran of many years and many thousands of hours of blimp operations. He had to know exactly what would happen when 250 kilos of passenger weight suddenly exited the aircraft. Still, he told his passengers to jump, and they lived. The blimp shot upward and soon was completely ablaze. Mike Nerandzic, 52, from Australia, died in the fire.

Fire in the sky is a terrible thing. If it comes for us, there is so little we can do. We obsess about maintenance, we operate our systems conservatively, and we resolve to seek the ground at the first hint of spark or smoke. And we hope for the best.

---

Gone West, Capt. Mike Nerandzic, 1958-2011 Photo: Paul Riley/news.com.au

Tweet

Today at KBDR

After a totally uneventful flight this morning from the DC area to Connecticut, we found this classic gracing the ramp:

The aircraft is a Boeing B-17G named Yankee Lady. She is under the loving care of the Yankee Air Museum of Ypsilanti, MI and is spending a few days at KBDR where rides are available in exchange for a modest contribution.

Remember, the purpose of an airplane engine is to convert money into noise and a big radial does that better than anything else!

Tweet

Memorial Day

It seems to me that in recent years the general consciousness of the purpose, the intent of the Memorial Day holiday has been improving. Less about picnics and parades and retail extravaganzas. More about remembrance and reflection. If my perception is accurate, then that's cause for satisfaction.

My friend, E.B. Misfit, has posted eloquently on the meaning of the day, and she says in part:

"From 1775 through today, men and women have gone to serve this nation in both times of war and peace. Many never lived to see their homes again. They did not ask if those conflicts were wise or not. Duty called and they went.

Many more, of course, did come home. Most hale and hearty, others suffering various injuries to their bodies, their brains and their souls. For these veterans, it is the duty of our nation to take care of them (and hang the expense)."

A small part of our duty is to maintain, as islands of tranquility and everlasting expressions of our gratitude, the final resting places of those who fell and remained on distant shores. One such place is the Manila American Cemetery and Memorial.

The cemetery is on the grounds of the former Fort McKinley which was recaptured on 17 February 1945 from Japanese forces by elements of the 11th Airborne Division. One of many to give the last full measure of devotion on that day was 21 year old TEC 4 Edmund J. Peters, Jr., 188th Glider Infantry Regiment. He rests beneath one of those crosses. Ed was my mother's younger brother, hence my uncle.

Each Memorial Day I raise a glass to Uncle Ed's memory and I reflect on my reasons to be grateful. First, of course, for the sacrifices of Ed Peters and all of his buddies and all those that have followed in their boot tracks. They each gave some or all of themselves so that we may continue to enjoy the fruits of freedom.

And then, also for the fact that looking at Ed's picture and recollecting his story makes Memorial Day personal for me.

It's been said death is not final so long as someone remembers. I hope that for every fallen hero we honor on this day at least one person takes on the responsibility of learning all that can be learned about their story and then makes certain that story will live on. Their gift to us is far too valuable to ever allow any of them to be forgotten.

Tweet

"Opfer müssen gebracht werden!"

The news was bad...as bad as it could be. And yet, not unexpected. We all knew what was likely and we all made a concerted effort to ignore the odds and to hope. And for those that believed, to pray. But deep, deep inside we weren't kidding ourselves. Nonetheless, Kyle Franklin's post on his Facebook page last evening was gut wrenching.

Most of you are aware of the accident in mid-March, when Kyle and Amanda Franklin - two of the very best airshow performers - were seriously injured in the crash of their Waco biplane after an engine failure. Kyle's injuries were serious; Amanda's were horrific. She suffered burn injuries of the most serious kind involving most of her skin area. Anyone who knows anything about burn injuries recognized immediately that the prognosis was not good. But she and her loved ones and her care-givers fought against the probable ending for 75 days.

The entire aviation community rallied to Amanda's support. But this time, no miracles will be forthcoming. The effects of her burns have overwhelmed the defenses of her young, fit body and the skills and determination of the best medical specialists in the world at Brook Army Medical Center's Burn Center.

Kyle has told us that he and Amanda's family have asked her care-givers to cease their heroic efforts to prolong her life. With this inconceivably difficult decision on his part, her way West is now open. Soon she'll be gone, joining the other aviators that have followed the trail blazed by Otto Lilienthal so long ago. His last words: "Opfer müssen gebracht werden!" "Sacrifices must be made."

But why? Why must these sacrifices be made? What god, behind what altar, thirsts after the blood and flesh of these splendid young people? Look, if you will, at this list of airshow incidents beginning in 1910 and ending with Kyle and Amanda's accident. It's a horrible butcher's bill.

I've been to my share of airshows. I've watched Sean Tucker and Mike Goulian do things with airplanes that I'd have thought impossible. I've watched the aerial demonstration teams light up the sky with the splendor of their performances. But I think I'm done. The game isn't worth the candle.

If a pilot wants to take a fully aerobatic airplane out to the practice area and "wring it out," more power to her. If this is what you're reaching for, may you find it:

"Sunward I've climbed, and joined the tumbling mirth
Of sun-split clouds - and done a hundred things
You have not dreamed of - wheeled and soared and swung
High in the sunlit silence. Hov'ring there
I've chased the shouting wind along, and flung
My eager craft through footless halls of air."

But I'll no longer accept the Roman circuses. Enough of "The show must go on!" Just as aviation outgrew the time of the Barnstormers, perhaps we've outgrown the high-risk airshow exhibition. It's not my place to say it shouldn't be allowed...but it is my prerogative to say that I won't watch anymore.

UPDATE: A little after 10 PM CDT on Friday 27 May, 2011, Amanda Franklin passed away. She was surrounded by those who loved her and in the thoughts of aviators everywhere.

Tweet

The Sun Ain't Gonna Shine Anymore!

It's starting to seem that low, gray weather has descended on southern New England and isn't going to depart any time soon! I've commented earlier that last Monday's weather was sufficiently un-promising for me to resort to the train. This week, as of Sunday evening, things looked a bit better. The Terminal Area Forecast (TAF) for Bridgeport as of 00Z (8:00 PM local time) looked like this:

 
KBDR 222329Z 2300/2324 15008KT P6SM OVC025 
     FM230200 14006KT 6SM -DZ BR OVC012 
     FM230500 14005KT 5SM -DZ BR OVC007 
     FM231600 17011KT P6SM BKN009 OVC012

Anticipating an arrival around 14Z (reference the line "FM230500"), the forecast called for visibility of five statute miles (5SM) in light drizzle (-DZ) and mist (BR) with an overcast layer at 700 feet (OVC007). OK, not so bad. I filed for an 0745 local time IFR departure.

When I got up about at 5:30 AM (0930Z), things were looking less good. Bridgeport was reporting a 400 foot overcast and nearby terminals were that bad or worse. But conditions from central New Jersey and south were fairly good and I was tired of not flying. So...press on! I have over six hours of fuel in N631S and if I had to I could fly to Bridgeport, miss the approach, fly back to Maryland and land where I'd started. Lots of options.

I was off the runway at Potomac airfield at 1152Z (i.e., a few minutes before 8:00 AM), and at that time Bridgeport was reporting:

 
KBDR 231152Z 12009KT 3SM BR OVC004 12/11 A3010 RMK AO2 SLP194

That's 3 miles visibility in mist with a 400 foot overcast. Since the minimums for the ILS Rwy 6 approach are 3/4 mile and 307 feet, it remained a workable situation.

The flight up into the New York area was uneventful. There was some spotty precipitation over Cape May, NJ and south of KJFK, but none of it was a factor for the flight. Along the way, I picked up an updated TAF:

 
KBDR 231311Z 2313/2412 13010KT 5SM BR OVC004
     FM231600 16012KT 6SM BR BKN008 BKN015
     FM232300 18010KT 4SM BR VCSH OVC006
     FM240600 20007KT 2SM BR OVC004=

This was telling me to expect visibility of five statute miles in mist and an overcast layer at 400 feet. The "13010KT" group told me to expect a modest crosswind from the right.

New York Approach did their usual professional job getting me across JFK and down to the approach altitude. A nice aspect of using the ILS 6 at Bridgeport is that coming up from JFK, Vectors-to-Final are almost straight in, so the arrival is very efficient.

At the start of the approach the weather was:

 
KBDR 231352Z 11008KT 4SM BR OVC004 13/11 A3008 RMK AO2 SLP186

Four miles in mist with a 400 foot overcast. N631S and I were vectored to the localizer and advised to maintain 2,000 feet until established. Once we were on the localizer New York stated "Radar service terminated" and "Contact Bridgeport tower on 120.9." I called the tower and heard, "N631S, not in sight, cleared to land."

Since we were going almost all the way down to minimums, I let the STEC System 50 autopilot mind the localizer while I concerned myself with staying on the glide-slope. There was no turbulence at all so staying on the glide slope was easy. Still, a certain amount of tension builds as the altimeter winds down, especially as it approaches the reported ceiling. I think we broke out at about 350 feet, with the runway threshold about a mile ahead. How very nice.

The landing itself was uneventful. As I put the cover on N631S I reflected on how satisfying it is to fly a successful approach to minimums. Now, if only the weather would break - we could use some sun.

Tweet

A Bit Too Low for Me

The widespread low IFR weather in the Northeast has led me to opt this week for travel via AMTRAK from DC to Connecticut. Here are some of the METAR's on offer at 1330Z, about the time I'd have been nearing KBDR had I taken N631S out of the hangar this morning:

 
KBDR 161312Z 05009KT 2SM -RA BR OVC005 12/11 A2974 RMK AO2 RAB05 P0000
KOXC 161245Z 08009G16KT 050V110 1/2SM FG VV002 10/09 A2975
KDXR 161310Z 06007KT 1 1/2SM BR OVC004 11/11 A2974 RMK AO2
KBDL 161251Z 01009KT 10SM -DZ OVC012 12/09 A2978 RMK AO2 SLP085 P0000 
KPOU 161253Z 11006KT 10SM -RA OVC011 13/11 A2970 RMK AO2 RAB18E33B53 
KHVN 161253Z 03008KT 10SM OVC005 13/11 A2973 RMK AO2 SLP068 T01280111
KGON 161256Z 04014G19KT 10SM OVC007 12/10 A2975 RMK AO2 SLP075 T01220100

That observation for KBDR – light rain, mist, and overcast at 500 feet – is just what the Terminal Area Forecast (TAF) was calling for, and it isn't terrible. The minimums for the ILS Rwy 6 approach are one mile and 300 feet, so you could take a shot. My problem is that the low conditions are very widespread and expected to continue for quite a while.

If I took the chance, flew up to KBDR and was unable to get in, I would have needed to divert (probably to Bradley (KBDL) or Poughkeepsie (KPOU)) and would have been faced with a long-ish drive in a rental car. So, I opted for the certainty of the train.

Of course, this locks me into rail travel for the return trip on Friday when, presumably, the sun will be shining. Ah, well, that's aviation.

Tweet

How's This for a Switch?

In this post, last week, I mentioned that the Push-to-Talk (PTT) switch on N631S's pilot's side control yoke had failed, that the replacement Cessna part was on the pricey side, and that the search was on for a more reasonably priced alternative.

After an uneventful flight back to Connecticut last Monday (using my old portable PTT switch left over from student-pilot days), I conferred with my favorite spark chaser, Dave, at Three Wing Avionics. Dave felt that the low-cost switch could be installed as a standard part so I promptly ordered one from Rob at Rob-Air Repair LLC for $17.99 plus about five bucks for Priority Mail shipping.

The switch arrived in two days and Dave installed it (left) in N631S.

I admit to being a little annoyed about the failed switch. It was installed as a replacement in July of 2009 and lasted for all of 21 months. For a gold-plated aerospace quality part, that's not very good. Asking around, I've heard that these switches (manufactured by Mason) are a common source of trouble. Unlike most momentary-contact switches, the design includes a "tactile feedback" feature (i.e., it clicks). Some folks speculate that the mechanical detent that provides the click is the switch's Achille's heel.

The new PTT switch performed "ops normal" on yesterday's flight back to the DC area. The flight was uneventful but did offer two comment-worthy events.

At left is the speed/altitude profile courtesy of FlightAware.com. If you enlarge it you'll see a segment where the altitude plot goes up to 9,000 feet. That happened when one of the New York Approach controllers moved me higher to let a faster aircraft (I believe it was a DeHavilland Dash 8) pass below me. The next sector took me back down to 8,000. It's comment-worthy only because most controllers would, I believe, have given me an "off-airway" vector to solve the problem. I was just as happy with the altitude change.

There was a bit of weather in the DC area on arrival, so N631S and I wound up shooting the RNAV Rwy 6 approach into KVKX. We descended into the schmoo at about 4,000 feet on the way down from BAL and broke out of the bases at 1,200 feet on final about 1.5 miles out. The instrument approach probably lengthens the overall trip by about 0.3 hours but I was happy to have it because I'm now IFR current through August.

Tweet