This is the third year of five I've ventured to Alaska to fish. However, it's the first time I've had the chance to enjoy the fly-in fishing the state offers. We joined the good folks at Talon Air just outside of Soldotna for an afternoon of fishing on the opposite side of Cook Inlet. It's a 25 minute flight over.
We launched out of Talon's home base on a lake just northeast of town. The chariot was a Cessna Caravan on floats, modified to accommodate a Garret 12 turboprop engine, flat-rated to 950 SHP. That 'van practically bolted from the lake surface within a few hundred yards and we were off like a shot with a nearly full pax complement of 7 plus pilot.
We traversed the inlet at 155 KTS and only 1,500 MSL which, for us Colorado pilot folk, was intriguing as we rarely see altimeter settings under 5,000 feet unless we go well east. The flight was magnificent, although a little too short for my liking.
I've always wanted to get time in a Caravan and although I wasn't flying, the owner and our pilot, Alan H., was kind enough to answer my 20-some questions on the flight over. I was parked in the right seat gawking at the scenery as I peppered him with Q's.
The fishing was fun, but the flight was the high point for me. We didn't get our limit of reds (Sockeye), but I had a great time on the flight and snapped a plane load of aerial photos. The countryside and nearby glaciers provide outstanding views from the air!
After another great fishing expedition, sandwiched around a fun hop, I'm convinced I'll be back in Alaska next year. Only this time I may spend a few extra days adding the single-engine sea plane rating to my license.
If I can lock down one of those great corporate gigs providing a 4-month sabatical from May through August (right!), I'll happily head north for a summer of flying each year. Life would be perfect! A pilot can dream, can't he?
Sunday, July 19, 2009
Friday, June 19, 2009
Flying Frontier
Business trips can sometimes be a hassle. This is especially true when flying commercially. This week, I had a work excursion take me to Minneapolis. Seemed like a nice city, but it was a quick trip so it's hard to tell. However, I'm sure it was much nicer this time of year than it is in January!
Anyhow, as usual, I flew Frontier. Not because they have cool, furry animals as airplane mascots nor because they're Denver's hometown airline. The truth is, they do a nice job of getting me where I need to go - and generally on time! The staff's been courteous every time I've flown and I've yet to run into a major problem. All that being the case, kudos to Frontier for getting me out and home again. Keep it up folks and I'll keep flying you.
Anyhow, as usual, I flew Frontier. Not because they have cool, furry animals as airplane mascots nor because they're Denver's hometown airline. The truth is, they do a nice job of getting me where I need to go - and generally on time! The staff's been courteous every time I've flown and I've yet to run into a major problem. All that being the case, kudos to Frontier for getting me out and home again. Keep it up folks and I'll keep flying you.
Thursday, May 28, 2009
Wings Over the Rockies
Monday was Memorial Day, 2009. A day to honor those who gave up all their tomorrows for our today and to thank those who still serve. I didn't spent any time in the military, but am incredibly greatful to those who have and those who do, including my father and my eldest nephew among others.
After knocking down some yard work in the morning, I thought it would be fun to trek across town to the Wings Over the Rockies Air and Space Museum in Aurora, CO. I hadn't been to visit since its grand opening many years before. The museum is located in one of the hangars which used to make up Lowry Air Force base in days bygone, near the old Denver Stapleton Airport. Today, both are overgrown with housing subdivisions. However, Wings Over the Rockies has a B-52 parked in front of it, so it definitely stands apart from the rest of the 'hood!
Since Colorado ranks second in the union in aerospace industry activity, the museum has quite a nice display of rocketry and NASA-related historical information. That was interesting, of course, but as an airplane guy, getting to the collection of general aviation and military aircraft was the high point of my visit. From the Beech 18 and Adam 500 through the F4U Corsair, B-1, and F-14 Tomcat - and plenty in between, it was a great stroll through a large hangar, drinking in the aviation history and lore.
For less than the price of a movie theater ticket, you can get lost for an afternoon in the museum, pouring through all the aviation and aerospace information you like while shuffling up close and personal with a wonderful variety of aircraft. The displays are in fine shape, the volunteers helpful, the crowds relatively sparse, and the souvenir shop right handy on the way out the door (I picked up a pair of miniature aircraft models for office decor.). All of which make for a marvelous way to spend the day - particularly one honoring the men and women who flew many of the aircraft on display.
After knocking down some yard work in the morning, I thought it would be fun to trek across town to the Wings Over the Rockies Air and Space Museum in Aurora, CO. I hadn't been to visit since its grand opening many years before. The museum is located in one of the hangars which used to make up Lowry Air Force base in days bygone, near the old Denver Stapleton Airport. Today, both are overgrown with housing subdivisions. However, Wings Over the Rockies has a B-52 parked in front of it, so it definitely stands apart from the rest of the 'hood!
Since Colorado ranks second in the union in aerospace industry activity, the museum has quite a nice display of rocketry and NASA-related historical information. That was interesting, of course, but as an airplane guy, getting to the collection of general aviation and military aircraft was the high point of my visit. From the Beech 18 and Adam 500 through the F4U Corsair, B-1, and F-14 Tomcat - and plenty in between, it was a great stroll through a large hangar, drinking in the aviation history and lore.
For less than the price of a movie theater ticket, you can get lost for an afternoon in the museum, pouring through all the aviation and aerospace information you like while shuffling up close and personal with a wonderful variety of aircraft. The displays are in fine shape, the volunteers helpful, the crowds relatively sparse, and the souvenir shop right handy on the way out the door (I picked up a pair of miniature aircraft models for office decor.). All of which make for a marvelous way to spend the day - particularly one honoring the men and women who flew many of the aircraft on display.
Back in the Cockpit
Good grief! According to the almighty log book, it had been 7.5 years since I last recorded flight time in it. That's waaaay, too long to go without getting into the air. That being the case, I scheduled my first flight this past Saturday in order to begin knocking down the flight portion of the FAA mandated flight review. Since I always renew my CFI, that effort takes care of the ground portion of the required FAA review.
After some shopping around, I elected to fly out of Rocky Mountain Metropolitan Airport (formerly Jeffco) in Broomfield. It's towered and somewhat busy, but not overly so. The day was overcast, but the ceiling sufficiently high that we could get out for some ground ref maneuvers, steep turns, and a bit o' slow flight. BTW, did I say there was some rust on? Anyway, I didn't bend the airplane - even when we wedged in some touch-and-goes at Longmont's Vance Brand Airport.
We flew 1.4 and it went relatively well given the nearly 2,737 days since the previous stick time. I got the plane up and down safely, but the steep turns definitely didn't meet commercial PTS. Oh, well - that's nothing flight time, a little more review instruction, and a lot more practice won't correct. I can't wait to get up and out again!
After some shopping around, I elected to fly out of Rocky Mountain Metropolitan Airport (formerly Jeffco) in Broomfield. It's towered and somewhat busy, but not overly so. The day was overcast, but the ceiling sufficiently high that we could get out for some ground ref maneuvers, steep turns, and a bit o' slow flight. BTW, did I say there was some rust on? Anyway, I didn't bend the airplane - even when we wedged in some touch-and-goes at Longmont's Vance Brand Airport.
We flew 1.4 and it went relatively well given the nearly 2,737 days since the previous stick time. I got the plane up and down safely, but the steep turns definitely didn't meet commercial PTS. Oh, well - that's nothing flight time, a little more review instruction, and a lot more practice won't correct. I can't wait to get up and out again!
Monday, May 4, 2009
UNO Aviation Institute Visit
This past week I had the chance to return to my old stomping grounds. As a graduate alumnus of the University of Nebraska at Omaha's Aviation Institute (UNOAI) far too many years ago, it was a real treat to see where the program has gone since I last departed.
The Institute has moved into a state of the art campus building and added multiple flight training devices (FTD's) emulating a dozen or more aircraft. In addition, the program faculty and staff have significantly bulked up the internship and research opportunities for students working through both undergraduate and graduate degrees.
What's more is that the Aviation Institute's alumni network has grown considerably over the past several years. The program can now count its graduates among a wide variety of corporate and charter flight departments and airlines in both flying and non-flying capacities.
The U. of Nebraska-Omaha has also transformed itself from a commuter only institution to one providing ample housing for students to reside on campus. In doing so, it's attracting a more diverse and wide-spread student body. At roughly 14,000 students in a metropolitan area of 700,000, UNO sits in close proximity to multiple universities, medical schools including Creighton, major corporations, and a variety of cultural (yes, Omaha has culture) outlets. As a result, UNO is well positioned to offer a high quality degree at a very economical price with plenty of amenities. For those interested in an aviation career, that combination just can't be beat.
The Institute has moved into a state of the art campus building and added multiple flight training devices (FTD's) emulating a dozen or more aircraft. In addition, the program faculty and staff have significantly bulked up the internship and research opportunities for students working through both undergraduate and graduate degrees.
What's more is that the Aviation Institute's alumni network has grown considerably over the past several years. The program can now count its graduates among a wide variety of corporate and charter flight departments and airlines in both flying and non-flying capacities.
The U. of Nebraska-Omaha has also transformed itself from a commuter only institution to one providing ample housing for students to reside on campus. In doing so, it's attracting a more diverse and wide-spread student body. At roughly 14,000 students in a metropolitan area of 700,000, UNO sits in close proximity to multiple universities, medical schools including Creighton, major corporations, and a variety of cultural (yes, Omaha has culture) outlets. As a result, UNO is well positioned to offer a high quality degree at a very economical price with plenty of amenities. For those interested in an aviation career, that combination just can't be beat.
Monday, April 20, 2009
Wings Like Eagles
The Battle of Britain – from which sprang one of the most memorable statements of the War - “Never in the history of armed conflict of have so many, owed so much, to so few”. Wings Like Eagles recounts one of England’s darkest summers, and brightest moments, from the strategic perspective of the men who planned and managed the battle to its victory.
Air Chief Marshall Dowding was considered cantankerous, out of touch, and uninspiring. Dowding's genius and doggedly persistent sense of duty in the face of considerable political opposition to construct an air force and battle of attrition may have saved Great Britain from being Hitler’s next victim in his conquest of all Europe.
The story is well written, incisive, and enlightening. In the April 13 edition of Forbes magazine, Rich Karlgaard, Publisher, exudes, “It’s a superb book on high-stakes strategy and courage – a must for anyone who leads a business.” After reading Wings Like Eagles, I couldn’t agree more.
Air Chief Marshall Dowding was considered cantankerous, out of touch, and uninspiring. Dowding's genius and doggedly persistent sense of duty in the face of considerable political opposition to construct an air force and battle of attrition may have saved Great Britain from being Hitler’s next victim in his conquest of all Europe.
The story is well written, incisive, and enlightening. In the April 13 edition of Forbes magazine, Rich Karlgaard, Publisher, exudes, “It’s a superb book on high-stakes strategy and courage – a must for anyone who leads a business.” After reading Wings Like Eagles, I couldn’t agree more.
Tuesday, April 14, 2009
Much-a-do about Machado
In the May 2009 edition of Flight Training magazine, Rod Machado was asked, “When should a student start a descent for landing while in the airport traffic pattern?” His response was intriguing which, in this context, I would say is incorrect. The information he provided was, in one pilot’s opinion, miss-directed, particularly since it was given to a student.
Mr. Machado said he didn’t side with the Airplane Flying Handbook which advocated that the landing descent within the pattern should start abeam the numbers on down wind. He prefers to wait to start the descent until having turned final in order to preserve altitude and avoid what he rightly referred to as the disparate and potentially dangerous nature in which pilots exit and enter the pattern. In other words, because people don’t conform to the standard, disregard the standard as well and stay high.
However, the FAA’s Aeronautical Information Manual states in 4-3-3 to:
1) Maintain pattern altitude until abeam approach end of the landing runway on downwind leg (implying that you start descent at that point)
AND
2) Complete turn to final at least ¼ mile from the runway.
If one assumes pattern altitude to be 1000 feet above runway elevation, then maintaining that altitude until turning final while intercepting the proper 3 degree glide slope would mean flying the downwind far enough down range that the turn from base to final would be nearly 2/3 of a mile from the runway. That’s more than twice as far out as the minimum recommended by the FAA.
While the FAA doesn’t specify a maximum distance at which to turn base to final, it would be prudent to intercept the proper glide slope close in and ensure that you can always make the runway. In doing so, the pilot would be following the FAA’s recommended procedure.
Alternatively, the pilot could maintain pattern altitude until turning final and do so inside 2/3 of a mile. This method, however, results in:
a) being high on final
b) making a steeper than normal approach, possibly resulting in too much speed during landing,
c) intercepting the glide slope from above as opposed to doing so from below which is the FAA recommended M.O.
In neither instance above does it appear prudent to follow the advice given the student by Mr. Machado. Little good can come of disregarding the FAA’s recommended procedures.
One can argue the merits of the FAA’s recommendations during a philosophical discussion over adult beverages. However, telling a student that you disagree with the FAA and that it’s ok to consider alternative pattern procedures is not sound advice. Doing so in a national publication may be even less judicious. Then again, Mr. Machado is an aviation comedian. Maybe he was just being funny?
Mr. Machado said he didn’t side with the Airplane Flying Handbook which advocated that the landing descent within the pattern should start abeam the numbers on down wind. He prefers to wait to start the descent until having turned final in order to preserve altitude and avoid what he rightly referred to as the disparate and potentially dangerous nature in which pilots exit and enter the pattern. In other words, because people don’t conform to the standard, disregard the standard as well and stay high.
However, the FAA’s Aeronautical Information Manual states in 4-3-3 to:
1) Maintain pattern altitude until abeam approach end of the landing runway on downwind leg (implying that you start descent at that point)
AND
2) Complete turn to final at least ¼ mile from the runway.
If one assumes pattern altitude to be 1000 feet above runway elevation, then maintaining that altitude until turning final while intercepting the proper 3 degree glide slope would mean flying the downwind far enough down range that the turn from base to final would be nearly 2/3 of a mile from the runway. That’s more than twice as far out as the minimum recommended by the FAA.
While the FAA doesn’t specify a maximum distance at which to turn base to final, it would be prudent to intercept the proper glide slope close in and ensure that you can always make the runway. In doing so, the pilot would be following the FAA’s recommended procedure.
Alternatively, the pilot could maintain pattern altitude until turning final and do so inside 2/3 of a mile. This method, however, results in:
a) being high on final
b) making a steeper than normal approach, possibly resulting in too much speed during landing,
c) intercepting the glide slope from above as opposed to doing so from below which is the FAA recommended M.O.
In neither instance above does it appear prudent to follow the advice given the student by Mr. Machado. Little good can come of disregarding the FAA’s recommended procedures.
One can argue the merits of the FAA’s recommendations during a philosophical discussion over adult beverages. However, telling a student that you disagree with the FAA and that it’s ok to consider alternative pattern procedures is not sound advice. Doing so in a national publication may be even less judicious. Then again, Mr. Machado is an aviation comedian. Maybe he was just being funny?
Sunday, April 12, 2009
1-Flight Review
Nothing extraordinary... but hopefully not ordinary either. This blog is simply one pilot's commentary on anything aviation which he encounters. If it's in the aviation / aerospace arena, it's worth talking about. Aviation training, business concerns, weather and, I suppose, even zeppelins, may be topics along with everything in between. Publications, articles, books, policy, education, events, organzations and more - as long as they relate to aviation - are fair game.
And just who IS the owner of the three brain cells roaming about the blogosphere commenting on the grand topic of aviation under the guise of 1 Flight Review? It's neither a high time airline pilot nor designated flight examiner.
The soul blathering on here is fortunate enought to hold a CFII, but isn't a practicing flight instructor at this time. He's worked for Jeppesen as a technical writer helping develop many of the training products in the Guided Flight Discovery series including the Instrument / Commercial Manual, Private Pilot Maneuvers CBT, and multiple training videos and CFI renewal modules. Heck, the folks at Jeppesen even let this piker manage their FlitePro flight training software for a time being. That was back in the day.
Before that he taught aviation courses and was a coach for the university flight team at the University of Nebraska-Omaha while picking up a graduate degree in public administration with an emphasis on aviation administration. Since then, he landed "off airport" so to speak, pranging himself into the high tech industry and adding an MBA to further addel his brain.
That soul would be yours truly.... If you find this blog, thanks for the read. And if you'd like to add comments, information, or resources related to the aviation world which others may find interesting, helpful, or entertaining, feel free to let me know.
Cheers!
Jon
And just who IS the owner of the three brain cells roaming about the blogosphere commenting on the grand topic of aviation under the guise of 1 Flight Review? It's neither a high time airline pilot nor designated flight examiner.
The soul blathering on here is fortunate enought to hold a CFII, but isn't a practicing flight instructor at this time. He's worked for Jeppesen as a technical writer helping develop many of the training products in the Guided Flight Discovery series including the Instrument / Commercial Manual, Private Pilot Maneuvers CBT, and multiple training videos and CFI renewal modules. Heck, the folks at Jeppesen even let this piker manage their FlitePro flight training software for a time being. That was back in the day.
Before that he taught aviation courses and was a coach for the university flight team at the University of Nebraska-Omaha while picking up a graduate degree in public administration with an emphasis on aviation administration. Since then, he landed "off airport" so to speak, pranging himself into the high tech industry and adding an MBA to further addel his brain.
That soul would be yours truly.... If you find this blog, thanks for the read. And if you'd like to add comments, information, or resources related to the aviation world which others may find interesting, helpful, or entertaining, feel free to let me know.
Cheers!
Jon
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