Author Archives: tjflyingadventures

Spotting Castles and Crossing New Borders

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After a couple of weeks of preparation, I was totally ready for my flight in Germany.
While I had read up on the many nuances of flying here, I didn’t really look carefully enough at the map.  I didn’t realize how close Baden-Baden was to France.  In fact, my hotel was walking distance to the French border!
This also meant that it would be easily possible to squeeze in quick trip to France as part of the training flight.  My instructor (Trip) suggested a great little airport on the French side near the border that had an unusual point of interest that most americans seem to like ( more on that later).
With Trip in the right seat, pre-flight complete and the fuel tanks topped off, I was finally ready for takeoff for my first European flight!
The weather was beautiful.  But since we would be crossing a border, we had to file a VFR flight plan.  The ATC communications were quite simple (and in English).  So I handled all of the radios and awkwardly tried to remember to say “November” before my call sign each time.  But interestingly, when you are flying VFR, the ATC communications can also be in local language.  It was wild to hear radio chatter from other airplanes in German, French and English all on the same short flight!
I flew the ILS approach  into Colmar, France, which was tough because of the distracting scenery!  The castle below was just a few degrees right of the localizer:
After landing, I was instructed to park on a grass apron (another first for me)
Just a few minute walk from the airport, we saw the statue of liberty!  Apparently, the original designer of the statue was from Colmar.  So in his honor, the town built a scale replica that is 12 meters tall, and perhaps on better condition than the original!
After a quick visit, we were back in the air doing air work at low altitude flying northbound along the Rhine river.
It was an incredibly scenic ride and we seemed to “find” castles everywhere.  My favorite one was near Heidelberg, which you can see below.

After all the training/sightseeing, I got a little bit of excitement on the final landing.
As we were on mid-field right downwind to the 10,000 FT runway in Baden-Baden, there was a Ryan Air jet on 7 mile final and the tower asked me if I could do an “expedited landing”.  I immediately said “affirmative”.

At this point, Trip decided to throw one last surprise at me.  He pulled the power to idle and announced “I think we have an engine failure.”  So I had to do a power off 180 to a full stop landing!

I think he really just wanted to remind me that this was a training flight and not just sightseeing!

Cheers,
== T.J.==

Things Falling Into Place

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Sometimes things just have a way of falling into place…

For me, this has recently been the case as I prepared for my annual recurrent training.
Usually, I accomplish my recurrent training by attending a CPPP.  But this year I decided to do it with a twist.  Instead of attending the course in Lakeland or Atlanta, I decided to attend the European version of the course in Germany.
This may sound a bit crazy… But since finishing the 50 states, I have been striving to become proficient at international flying and I could think of no better way than combining my usual training with some real world flying in Germany.
Since I started planning this adventure, I have been amazed at  how things have just fallen into place at every step! Here is what I mean:
1. I was concerned if I was would legally be allowed to fly in Germany with my FAA US pilot certificate. It turns out that US pilot credentials are honored worldwide IF you fly a US registered plane ( meaning tail # starting with “N”).  That didn’t seem so hard… So I started planning for flight training @ Baden-Baden Airpark (EDSB), which is just outside of Stuttgart.
2. With the help of a couple of friends from COPA, I located an “N” registered Cirrus in Germany.  As you can see in the pic below, I found one that is quite similar to my own .

Obviously, I will be flying the little plane in the foreground !
3. The next step was insurance.  With a little help from my friendly US based CSIP, this was nothing more than shuffling a little paper.
4. Now I needed to find a way to get there.  Thanks to my day job, I had a ton of air miles waiting to be redeemed and surprisingly it was even available for the dates I wanted!
So now it looks like the trip is really going to happen and I need to study!  European flying definitely has a few nuances and complexities.  But overall, it seems totally doable!
For example, here is the airspace map that I need to learn.
Stay tuned for the PIREP to find out how it goes…

Cheers,

== T.J.==

Angel Flight To Stuart

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It has been a while since my last Angel Flight mission.  In fact, I don’t remember exactly when the last one was.  So today after work, I decided to fix that by transporting a Moffitt patient (Mendis) and her daughter (Carmen) from Tampa to Stuart, which is on the east coast of FL.
The weather in Tampa wasn’t looking very cooperative and I was seriously thinking of scrubbing the mission.  You can see why in the picture below:

But mother nature smiled on us.  The weather cleared about 30 minutes prior to our scheduled departure time and we didn’t even get wet as we boarded.
Approximately half of the flight was in rain and solid IMC.
But Carmen’s preflight prayer really seemed to work.  Despite the rain, we had a totally smooth ride and listened to music the whole way.
As we got closer to Stuart we had some good news and some bad news.

The good news- Stuart was dry so we would be able disembark in comfort.
The bad news-Stuart was surrounded by nasty weather, which made for a windy, bumpy approach.
We flew the RNAV 12 approach with a circle to land on runway 30.  I felt like I was wrestling  with the a 23 knot gusty winds the whole way down!
But as you can we were dry when we landed!

First Four Legged Passenger

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Until today, all of my passengers were people.  But today was a long overdue flight… I loaded up my first four legged passenger (Tristan) in preparation for takeoff.

The route was rather simple (Ft Lauderdale to Tampa).  However, there were a bunch of clouds surrounding Ft Lauderdale around departure time.
I filed a quick IFR flight plan with the full intention of canceling it as soon as I was above the clouds.
I was a little nervous about how Tristan would react to the noise of the engine powering up on takeoff.  But he did totally fine.  In fact, shortly after takeoff, he and his little purple bunny were fascinated by the clouds:
Tristan was a very helpful co-pilot and even pointed out a very photo worthy cloud formation that looked like a heart.

Heart shaped cloud formation
After all the excitement of the flight, both Tristan and his purple bunny were exhausted and fell right asleep!
Cheers,
== T.J.==

Finally The Storm Has Passed

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Tropical Storm Debby finally passed most of the state of Florida yesterday!

I was very disappointed that I couldn’t continue the seaplane training this past weekend.  Worse yet, the seaplane base is closed next weekend due to the Brown family vacation!  So that will need to wait till sometime in July.
After 3 days of not even seeing the sun, I decided to do a “normal” IFR flight to Ft Lauderdale.  The weather at both the departure and the destination looked reasonable .   But there were a couple of pesky lines of weather in the middle.

Luckily, TS Debby was further north and weakening.  As such, winds aloft were only between 20 and 30 knots.
But I definitely had to work with Miami  ATC on several deviations along the way.  Usually my weather deviations tend to be laterally 10-20 degrees.  But today my track felt like a zig zag laterally and also had to change altitudes multiple times due to the military airspace in the area.
Most of the flight was totally smooth.  But I did have to bounce and weave through the one line, which you can see below:
The weather on screen, was about 6 minutes old.  So the route on the screen looks crazy.  But the real clouds out the window had a nice break at ~ 6000 Ft and looked MUCH nicer!
After getting to the “other side” of the line, it was totally smooth sailing the rest of the way!
Dealing with the weather, and a very busy Miami Center on this trip, turned out to be a good practice flight in advance of next week’s big IFR journey to the Cirrus Migration event!

Cheers,
== T.J.==

Seaplane Training

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After almost a month in Colombia for work, I was back in the country and eager to get back in the air!

After 4 weeks on the ground, I was a feeling a little rusty.

But I needed to get over it quickly because this weekend I had some serious new training planned.  For the longest time, I was curious about flying a seaplane and more importantly about landing on water.  I looked into it last year, but didn’t get around to it till now.  Life is short… and I am trying to “get around to everything”!

From my somewhat unscientific research, I determined that there are 2 places in the US that I felt were the “best places to learn”.   One was in Talkeetna, Alaska and the other was in Winter Haven, FL. I know there are many other places to learn.  But these two locations had awesome, long established schools with rave reviews from many fellow pilots.
Since Winter Haven is very close to me, I enrolled in Jack Brown‘s Weekend Seaplane Course.

The idea is simple…. 2 days of intensive ground and air training, after which you should be ready for an an FAA check ride.
I started early Saturday morning by “commuting” in the Cirrus from Tampa to Winter Haven.  Since seaplane flying is all about good, manual stick and rudder flying, I decided to use the short 20 minute flight for a little practice and flew entirely with NO automation!  No flight plan, no approaches, no GPS and even minimal radio! Without GPS, I just looked out the window and followed Interstate 4 until I saw “the right lake” and “the right airport”.

When I arrived, I saw my aircraft for the weekend, which was a Maule M-7-235:

But before jumping in, I had to go through ground school and learn all of the basics, especially how to taxi, maneuver and land.  After a couple of hours in the classroom, it was time to go flying with my instructor, John.  He was a seasoned pilot, who really drilled me on “feeling” if the plane was responding correctly to my inputs.  The first flight was NOT that graceful.  (It was a definitely harder than I expected).
After that flight, we took a lunch break and had a rather intense debrief, where John reviewed the many, many, things I did wrong 🙁
But I was determined to “get it”!  So after some more time in the class, we went for a second flight, where I redeemed myself.  In the afternoon, I things really started to make sense and everything just “clicked”
I did some more studying on Saturday night and was back early on Sunday for more training and test prep.  This flight was rather smooth and my confidence was building.
In the afternoon, I met the FAA examiner and he administered the oral exam, which I passed (but only after sweating through the weight and balance interrogation).   I did the basic calculation and showed that we were legal.  However, the examiner was not satisfied with just “legal”.  He emphasized how critical W&B was in a seaplane and made sure I understood the implications of being outside the envelope in EVERY direction!
Then it was time for the flight test.  It started out OK … I did a rather graceful taxi and takeoff.  But the skies were quite crowded, I had to dodge a helicopter, a Mooney and a Piper Cub!  Not exactly the drama I was looking for during a checkride…
Then it was time for the first landing in a nearby lake.  I did a reasonable job with traffic pattern and the touchdown was pretty good… But it went downhill from there!
Just an hour before, I performed every required maneuver perfectly (including glassy water, rough water and emergencies).  But on the checkride, I was totally behind the airplane and trying to catch up the whole time.  The instructor gave me a little latitude to repeat a maneuver.. But I was definitely NOT on my game.
I just wasn’t feeling it and he certainly sensed it.  We made our way back to base, where ironically, I made a pretty nice landing, and did a more detailed debrief.
Unfortunately, I did NOT pass this checkride 🙁
Cheers,
== T.J.==

Weekend in Grand Cayman

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With great weather predicted for south FL and the Caribbean, this past weekend was the perfect opportunity to make a dent in the bucket list.  I decided to fly to Grand Cayman.
The flight was a straightforward IFR route mostly over water and directly over Cuba:
I was a little nervous about the international flying protocol.  While I have done some international flying, this flight would require a  Cuba overflight, which involves getting an explicit permit and some special procedures.

I probably could have done it entirely on my own.  But for added convenience and “peace of mind”, I enlisted the help of the concierge service of Air Journey.  This service is like having a private airline dispatch crew at your disposal.

They provided me an amazing briefing packet prior to the flight, which included everything I needed.  Not only did it include the stuff you would expect, such as charts, flight plan, and International permits, it also included photos of the destination buildings, FBO, customs etc.  With their help, I felt totally prepared.  In addition, it also felt nice to have the “safety blanket” of a knowledgable person to call in the event I encountered something unusual during the journey.
The journey itself was rather simple and very much like flying any IFR flight plan in the US.  However, the ATC radio calls were a bit interesting.  Somehow, the Havana Center controllers seem to know which planes to speak to in English and which ones to speak to in Spanish.  There were also several nuances to international flight that I learned along way.  For example, altimeter usage, Class A airspace boundaries, and reporting points over water in areas with minimal radar coverage.
You can hear some of the ATC audio in the Youtube clip below:

But the views were the most amazing part of the trip.  The color of the water, especially just south of Cuba, was brilliant:
Of course, after a couple of hours over the water, land was certainly a very welcome sight!

Notice the runway edge is right on the water!
Once I landed the immigration/customs process extremely simple and took no more than 5 minutes for the authorities to check my passport and look over the plane.
Within 30 minutes after landing, I was sipping a cool beverage in this hammock on Seven Mile beach!
Cheers,
== T.J.==

Aerobatics Training In a Zlin

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As you have probably noticed, I have not been posting much lately.  It is NOT because I am flying less.  In fact, I have been flying quite a bit lately.  However, most of my flights were routine with nothing that I hadnt posted about before.  But this week, things really started to change!
After finishing the 50 states, I wanted to set a few more (new) goals, which you can see here.
This weekend, I decided was the first step!
I didn’t have all of my international paperwork in order.  So a trip to a new island was out of the question (for now).  But a new aircraft type was totally possible.   With the help of Kathy Hirtz of WingOver Aerobatics, I got to log some VERY interesting time in a ZLIN 242L, which you can see below:

This plane is a 200 hp, aerobatic plane that is capable of pulling +6 Gs and/or -3Gs!
But more importantly, I learned “how to fly” (again)!

Notice the Required Parachute I was wearing!

Aerobatic training was absolutely intense.  I started with a bunch of ground school and learned the intricacies of “hardcore” stick and rudder flying.  You are probably wondering what “hardcore” means in this context…
In “regular” training, which I did years ago, I learned all the basic of flight (pitch, roll, yaw etc) and all of the flight controls that the pilot had at his disposal (power, rudder, aileron, etc).  But with aerobatic training, you MUST learn all of the same material in greater detail and more by “feel” than by numbers on a gauge.
The Zlin was a great plane to learn aerobatics in.  Many aerobatics planes are tailwheels.  But the Zlin is a standard tricycle gear, which makes it a little more comfortable for most pilots to taxi and land.  The Zlin is also the polar opposite of the Cirrus I am accustomed to flying.  Kathy was  repeatedly reminding me to so stop looking at gauges inside the cockpit and focus my attention on “feeling” what the plane was doing outside the cockpit.
I am still not sure I totally understand it, but after a couple of hours, I am starting to get the hang of it!
Kathy was really an amazing instructor!  Despite the numerous mistakes I made in the cockpit, she was totally calm and patient.  So far I know how to do Falling Leafs, Spins, Dutch Rolls, Wing Overs, and (my favorite) the Aileron Rolls.  You can see for yourself how my first lesson in the video below:

Can’t wait for the next lesson, where I will learn how to more advanced maneuvers, such as a Hammerhead or a Cuban 8
Stay tuned for that…
Cheers,
== T.J.==

Presidential TFR Delay

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I was planning a short joyride to FT Lauderdale for lunch last week.  However, President Obama was in town and the corresponding temporary flight restriction (TFR) made my home airport a “no fly zone” until 3:15pm.
 
Apparently, the president didn’t know (or care) about my plans… So I had to wait till he was gone. So much for the proverbial $100 hamburger 🙁

It was such a nice day, I at least wanted to go for a joyride anyway.  But i knew TFRs can sometimes  get unexpectedly extended.  So, I wanted to ensure that I didn’t violate any airspace rules.

The easiest way I have found to stay legal in situations like this is to simply file IFR.

It felt odd to file an instrument flight plan for a short 160NM trip in beautiful weather… But I did it anyway with a planned departure time of 3:16 PM.

I got to the airport to found a bunch of pilots loitering and waiting for the president to “get out of the way”

After finishing the preflight, I joined the crew loitering in the pilots lounge.  Then ~ 2:55, one of the other pilots heard from Lockheed Flight Service that the TFR was about to be terminated a few minutes early!

Immediately, the lounge cleared out as everyone (myself included) scurried to their aircraft to prepare for departure.  I finished my run-up and called Tampa Approach for my clearance @3:08.  
They immediately cleared me with a void time of 3:16 and I was airborne by 3:12!!
(I know it was only a couple of minutes early… But it felt like a minor consolation)

Apparently others had the same idea as me because the Tampa approach frequency was very crowded.  After I departed from the immediate area, things got back to normal.

The weather near my destination had deteriorated a little which you can see below:

Luckily FXE was perfectly positioned right between all of the precipitation.
 
So after an uneventful, dry landing, I ended up hanging out in Ft Lauderdale and having dinner on the beach instead of lunch. 
Cheers,
== T.J.==

Island Hopping in Hawaii (Part 2)

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After an exciting intro to island flying, the next couple of days provided more amazing scenery and even more challenging flight conditions.

The first stop, which was the island of Kauai, was the longest flight segment over water.  So we filed a flight plan (and actually used the autopilot a bit).  As we approached the Lihue airport, we decided to fly the ILS 35 by hand just for some practice.  The gusty crosswinds continued to give me quite a workout.  When I was about 200 FT AGL, the winds, which were favoring runway 3, seemed to be getting even stronger (gusting to 35 kts).  The tower noticed this and asked if “I really wanted runway 35?”. I said ” at this point I would prefer 3″.  He agreed and I quickly broke off the approach and circled to the left to land on runway 3.  With a strong headwind lined up straight to the runway I ended up having fairly easy landing.
The next stop was the island of Oahu, which is the most urbanized of the Hawaiian islands. With Laurence’s coaching, I asked ATC for a routing that provided some great photo opps of the Arizona Memorial, Honolulu downtown and Diamond Head.

Honolulu downtown

Diamond Head

I felt very comfortable flying in the Honolulu Class B airspace because there was lots of airline traffic on the radios and it felt just like the East Coast.  But that comfort was quickly replaced by shock as I approached the traffic pattern.  The tower cleared me for a left downwind entry to a visual approach for runway 4L, which they refer to as the  “little” 7000 FT runway.  That sounded easy enough.  But as i got closer I heard the tower clear an airliner for takeoff on runway 08R.
Yikes! This meant my traffic pattern would be just a couple hundred FT directly over an airliner!!
I tried to stay focused… But I really  wanted a picture of this … So I asked Laurence to grab the camera and try to get some photo evidence.  Here’s what he got:

Honolulu airport on approach.

The next day we had a very specific objective, which was to land on the last of the Hawaiian islands to complete my mission and hopefully fly over the active volcano (Kilauea).
There were no significant aviation challenges on this day.  So I was just enjoying the scenery and taking countless pix.  The Big Island actually had a snow covered mountain peak, which took me by surprise.  But the real highlight was seeing the lava flows and overflying Kilauea, which you can see below:

Kilauea volcano

Overall, my Hawaii excursion totally exceeded my expectation and definitely made it onto my Top 10 list!!

Now I am starting to think of the next challenge … Several readers have already sent me suggestions, which I appreciate…

The leading contenders are the Canadian provinces, which might work out nicely this summer, or every country in the Caribbean (except of course Cuba).

Would welcome other creative suggestions!

 
Cheers,
== T.J.==