Flying N65995

It just keeps getting better and better . . . .

2019-02-24T05:51:00.002-08:00

The track above is from FlightAware. It's the second half of my IFR long cross country, part of IFR training. Hand flying I was doing great until I leaked off to the right while I was supposed to be direct KSRQ. What happened? Expectation bias. I kept thinking and knowing that I would get vectored right for the LOC RWY 14 Approach. What I learned? You gotta wait for the Controller to tell you to go right before you go right when you are IFR or the Controller will ask you where're you going!

A question for you who are smarter than me, what is that blue line on FlightAware? See the picture above again. It ain't how we were cleared.

Regarding it getting better, the whole flight was wonderful! Starting at KSRQ with a planned missed over KISM and then direct KOCF I got to fly in actual IMC for the first time. It was a little hair raising knowing I was going to pilot a plane to 200 feet above the ground and was hoping to see the runway before that altitude! I wish I recalled when we actually broke out but I don't.

So after the long cross country all the requirements for IFR rating except the total hood or actual time have been met. It's all practice and study now.

A few other learnings:

From KSRQ to KISM, N65995 appeared to be cleared to KNEED then KISM but we were never told about KNEED and swore the Controller kept saying MEAD. After some confusion, the Controller fixed the issue and vectored us to KNEED. Next time? Ask the Controller to spell the fix if I can't find it quickly.
The two pilots in the plane couldn't find SOWMU on Enroute L24. Duh, it's one of the IAFs for the RNAV RWY 18 at KOCF. Next time? Remember you briefed this approach and look at the plate if you can't find a fix on the enroute chart, even if you are 40 miles out and not near ready to load or activate the approach. It was embarrassing when I asked the Controller to spell SOWMU and he added, it's the IAF.
Being embarrassed just means you have the right attitude and learn from all these incidents. It means you're human. It means Controllers and pilots have to work closely together and communication is critical. One example, while on the RNAV RWY 18 at KOCF we were told to report over FIBUS. After not finding that fix I was getting dejected, but then I asked if the Controller meant CUMIB. Nope, he meant LUGGY and had misspoke. FIBUS is the FAF for the RNAV RWY 36. LUGGY is the FAF for the RNAV RWY 18, the approach we were on.

Just amazing . . . .

2019-02-06T16:29:00.000-08:00

Click here. Then click play. You will see Niner Niner Five depart KSRQ, fly to KBOW for fuel and lunch, fly home to KSRQ but with a couple of twists. Literally! Flying over the Sunshine Skyway was intended. There was a first-time-ever-in-a-small-plane passenger aboard and you have to admit the Sunshine Skyway is one of the coolest tours in the area. But the three 360s out over the Gulf were just because we were number 6 to land at KSRQ. Number 6! Never have I seen the airspace so crowded in the area. At least I got to practice maneuvers. But you can see without a ground reference you can make perfect circles but you drift with the wind. What I could have done is marked a waypoint and flown perfect circles around that waypoint which would have supplemented my instrument training but I didn't think I was going to go round three times.

Y2020 vacation . . . .

2019-02-03T08:38:00.003-08:00

My boss knows. It's on my calendar. This I gotta do! Around the Caribbean Sea. How cool is that going to be?

Details are not on the website yet, link above, but they are coming. I am sure friends and family will be able to watch the track of N65995 at the website when the flying starts, if you want to watch.

Proud of this landing . . . .

2019-01-19T16:13:00.000-08:00

Today was a great day flying. The first part of the day, an hour of IFR training under the hood with the odd ending where Tampa Approach 119.65 basically terminated the flight. The sequence of events:

A first ILS RWY 14 practice approach including a clearance for the published MISSED APPROACH, hold at MURDO
A canceling of the clearance to MURDO upon going missed with the ask, SAY INTENTIONS
An ask and a clearance for a second practice approach but with the admonition, this approach will end in a full stop.

I stuttered a bit in the read back at the beginning of this second practice approach saying, uh, okay, Niner Niner Five. My instructor and I moved to a bit of ground school after the full stop. He was surprised too and had never heard a flight not being cleared for the option and given a choice. The airspace is filling up in and around West Central Florida!

The second part of the day, because the training flight ended early there was time to join a flock of five Cubs at Havana Café of the Everglades in Chokoloskee. Great company and food. Great cafe to fly or motorcycle to. The flight was KSRQ VPCLE KX01 and the reverse. A smooth ride down and back over beautiful land, beaches, water and Everglades.

Then the best part of the day. Back at KSRQ the winds were 18018G27 which meant that the crosswind was 11.6 steady and 17.4 gusting. You can bet I was quietly repeating to myself the whole descent, go around if, go around if, go around if. I had already decided Albert Whitted was the alternate since they have a RWY 18. The landing at KSRQ? My passenger thought the right wing was going to touch the ground before the wheels and was amazed at how smooth the touchdown was. After clearing the runway, crossing the hold line, unclenching, connecting with Ground, I smiled all the way to engine off.

The worst part of the day? Tomorrow's weather is forecast beyond my personal minimums and Alexandra is going into annual Monday. Hopefully she won't be more than a week there.

Specifications and decription . . . .

2019-01-13T02:48:00.001-08:00

Click here for Alexandra's Specifications and Description. She is NAV III. This is Cessna's Description beginning with Serial Number 18281504. Alexandra is Number 18281515 and so I imagine it describes here but it is not a given or a warranty. (smile)

When you can't see outside . . . .

2019-01-12T07:36:00.001-08:00

The work getting an Instrument Flight Rules (IFR) rating was begun in November 2018, first studying and passing the IFR written and then taking lessons. It is an interesting experience. Flying only by reference to instruments is challenging. Meeting the challenge will take lessons and practice. The minimum experience for the rating are 15 hours dual, 40 hours total. After racking up the minimum, or more if not proficient at 40 hours, a successful checkride with a designated or FAA examiner will secure the IFR ticket.

A substantial amount of the time spent on the IFR rating can be spent in advanced simulators. I'll fly Alexandra for all 40 hours unless scheduling becomes an issue. None of the time flying Alexandra can be alone. Either my instructor or a safety pilot must be along in the right seat when I am wearing foggles or a hood.

Starting with the last flight to date here are a few flights making up my training and practice:

Flying IFR using VORs?

2018-09-08T10:53:00.000-07:00

The picture above is a snip from the AFD. The picture below is a snip of the airport diagram.

An easy way to handle the VOR check that is required every 30 days when you are based at KSRQ, taxi over to the intersection of Charlie and Foxtrot, tune the VORs to frequency 117.0. Tune the Course to 152. Confirm the Course Pointer is within + 4 degrees of the Course. Viola!

Today, N65995 was + 0 degrees VOR1 and VOR2.

Who to believe . . . about leaning?

2018-05-28T04:39:00.000-07:00

Is this really definitive:

Mike-Bush-Red-BoxRed-Fin.pdf

What Lycoming says:

I have been experimenting with the BMP. I hope I don't need an overhaul sooner than TBO! (smile)

FM 15020KT

2018-05-20T06:26:00.000-07:00

When you can't go flying because of the weather, you study the weather. But how would you decipher the phrase in a Center Weather Advisory:

AREA EMBD OF TS AND SHRA WITH MOD-HVY PCPN MOV FM 15020KT

I still cannot find the definitive resource but an FSS 1800wxbrief briefer and I discussed it at length today. I would love to see it in writing!

Flying to 09J . . .

2018-05-07T06:42:00.000-07:00

On a trip from KSRQ to 09J, the most expensive vehicle, per mile, was not the plane!

Whups! UPDATED

2018-04-30T10:37:00.000-07:00

It turns out the new stick gauge, FUELHAWK C-182/43.5, correlates very nicely with the electronic fuel gauges of the G1000 at 20 gallons indicated and with the self service fuel pump at KVNC. It is dead on for the 43.5 gallons full tank measure, after adding 23.5 gallons according the fuel pump. I will keep comparing for a few more different fuel levels before I trust this stick!

Whups!

2018-04-26T16:16:00.001-07:00

The original FUELHAWK fuel gauge that came with Niner Niner Five that I have been using for more than a year was the wrong one! It is for a C-182 with bladder tanks. I now have the right one, FUELHAWK C-182/43.5. Good thing that I didn't ever rely solely on the original gauge. When the original gauge said 39 gallons I had 36 gallons. When it said 30, I had 20. When it said 20 I had 8. When it said 10, I had 2!

Trust me I will be confirming that the new gauge more closely aligns with the electronic fuel gauges and my own estimations of fuel remaining before I have faith in it.

I feel stupid that I have been using the wrong gauge for a year but I feel good about starting to look closely at what information I was being presented, all instruments, all tools, and comparing. The reason it hasn't matter before. I like having half full tanks at minimum at all times and so was never close to minimum fuel. The reason I started looking closely, I am soon off to the Bahamas and fuel planning will be different, and I imagine I will fly will lower fuel levels than I ever have before.

A good pilot is always learning. Lesson learned? Validate everything. Now how do I confirm my tire pressure gauge is accurate . . . .

A good pilot is always learning . . . .

2018-04-08T05:52:00.001-07:00

I haven't pinned down who first said that a good pilot is always learning, but you can remove the adjective, good. There is just no way you don't learn something every time you get into a plane even if you don't intend to. Click here for interesting blurbs, Great Aviation Quotes, many related to flying and learning.

Learning on the ground is as interesting as learning in the air. The last thing I learned on the ground, you don't need a beacon for any flight operation, even for IFR NIGHT operations. Who woulda thunk it. Exterior lighting needed:

NAV
STROBE
LANDING

Interior lighting needed:

PFD BEZEL and BACKLIGHTING
MFD BEZEL and BACKLIGHTING
SWITCH AND CIRCUIT BREAKER PANEL
STANDBY AIRSPEED
STANDBY ALTIMETER
MAGNETIC COMPASS
ATTITUDE INDICATOR
COCKPIT FLOOD

For VFR NIGHT operations you need the same exterior lighting but you can lose the PFD and MFD BEZEL lighting.

There's always a dream!

2018-03-24T11:09:00.001-07:00

I wanna be this guy:

Can you guess why? Eleven border-crossing decals! I have the tail number of this craft which was next to Alexandra this morning in the group hanger. Maybe I can tag along next time, cross the border. I do already have my decal and current passport.

How many pilots does it take to replace a light bulb . . . .

2018-03-20T10:40:00.002-07:00

Last night I went up to renew night currency. It's amazing how fast 90 days goes by. It was a pleasant night, a very short 0.3 hours for two stop and goes and one full stop. But once on the ground and out of the plane again I discovered the beacon on the vertical stabilizer had failed.

At first blush it looked like it might be a several hundred dollar repair. But that is for a new LED light. Just replacing the bulb will be $19.95.

Replacing the bulb should be a repair that doesn't make you wince . . . .

03/24/2018 update . . . .

It only takes one pilot:

Green river . . . .

2018-03-17T16:14:00.001-07:00

Can you tell it's St Patricks day? Above is an untouched picture from 3500 ft MSL heading through the Bridge Transition, which takes you from East to West or West to East right over the center of KTPA. It was a cool ride today from KBOW back to KSRQ, after an FAA Safety Team activity at KSEF, a presentation about Preventing Loss of Control.

The Bridge Transition described on the Tampa TAC:

And then here is the flight path of Niner Niner Five of the flight leg from KBOW to KSRQ:

No pilot deviation . . . .

2018-02-15T13:17:00.000-08:00

A person in the Quality Assurance Department of the FAA Office of Safety determined my event on Saturday was not a pilot deviation. Anxiety quieted!

The whole story revolves around transponder codes, busy airspace, missed communications, data tags, limited data blocks for ADS B data, and a helicopter who was flying in and around St Pete about the same time Alexandra was flying from Venice to Sarasota. What I learned and was advised when I called to confirm and discuss the voice message shown above, make a cold call: Tampa Approach, Cessna Skylane N65995 . . . . This practice is opposite of what I thought controllers desired in busy airspace with cluttered airwaves. I used to always wait for silence then go through the whole shebang: Tampa Approach, Cessna Skylane N65995, two miles west of Venice, altitude 1 thousand 6 hundred, heading 3 6 0, VFR, full stop Sarasota. That practice had always worked but what I now know is that controllers have to put our tail numbers in before they can do anything else. Making the cold call allows the controller to respond quickly with, remain clear of Class C, if necessary, too.

The other thing I learned, in addition to writing down transponder codes when I get them, I will always make absolutely sure I hear: N65995, radar contact. I have to admit I was not always diligent looking for that language, but I have a new check box on my check list. By the way, the deciding factor, I am sure, in the no deviation finding was the fact that Tampa approach used my tail number in a radio transmission before I entered the Class C airspace around KSRQ.

To round out the story, here is the flight of the helicopter that everyone but me thought was Alexandra:

That straight line from St Pete to just west of Venice is very suspicious. Flightaware admits tracking data for this position-only flight is incomplete and potentially inaccurate. But what happened to the helicopter?

Very few things about flying cause anxiety . . . .

2018-02-11T06:55:00.001-08:00

. . . . because I long ago accepted the risks of piloting a small plane. But, yesterday after landing on Runway 14 at KSRQ, turning off at Taxiway Delta, and stopping after the hold short line, this was the conversation after Tower handed me to Ground:

[Niner niner five] Sarasota Ground, Niner niner five, clear of 14 at Delta, parking at Dolphin
[Ground] Niner niner five, right turn off Delta, Alpha to Dolphin . . . and call Tower for a possible pilot discrepancy
[Niner niner five] Delta then Alpha to Dolphin for Niner niner five, will advise when ready to copy phone number
[Ground] You can get the number for Tower from Dolphin
[Ground] Niner niner five, advise when ready to copy number for Tower, I can give it to you
[Niner niner five after parking] Ground, Niner niner five ready to copy
[Ground] 941 XXX XXXX

What then ensued was a couple of phone calls between me and KSRQ Tower and at least one phone call between KSRQ Tower and Tampa Approach. I only have half the story at this time, mine. I will share the outcome of all this once the FAA investigates further. Stay tuned . . . .

You can imagine this has something to do with airspace. The picture above are the details from the ADS B OUT of Niner niner five for the flight at issue, VFR from KPGD to KSRQ.

I'm glad all of the communcations are recorded, and that I had three friends, read witnesses, in the cockpit. (smile)

One of the greatest hours flying ever . . . .

2018-02-03T08:21:00.001-08:00

I think my mission is changing! Today I got to fly N924GM, a Cubcrafters Carbon Cub Experimental with Executive Panel and amphibian floats. What a blast.

Next step is to get a SES rating, while simultaneously shopping for the next plane, and determining how to sell Alexandra just before I find the ideal amphib.

More pictures:

Note that flying over the weeds was at just 100 ft AGL.

It's Christmas and I didn't buy myself anything . . . .

2017-12-25T02:21:00.002-08:00

But I am thinking! I gotta go get my seaplane rating. And then something like N54BK may be on the wishlist. Or, just put floats on Alexandra. New floats on Alexandra may cost $100K. N54BK is for sale right now for $375K, and is the better overall value given the newer higher horsepower engine at just 25 hours SNEW.

But getting a rating is first, and there are lots of options nearby:

Looks like it'll cost about $2500.00 for a rating in a complex plane. But I can begin learning for free:

Sun Airaviation SES Study Guide

Flying at night may be more beautiful than during day . . . .

2017-12-10T16:19:00.001-08:00

The picture above shows a short solo night flight. Two stop and gos, and one full stop. Close pattern. Runway 4. KSRQ. To get me legal to carry passengers at night. What a beautiful night though. Clear, cool and crisp.

Two things of incredible interest. Go to Flightware. Search for N65995. You can play the flight! I have to say it is not that accurate but it is close.

The second, ask if you want the lights turned up. KSRQ is my home and I think I could line up in clear night skies if the lights were off, but while in the pattern for Runway 4 and right over the arrival end of 32 another pilot asked if there was any way the lights could be turned up. You could have seen them then from KATL! Four other pilots, likely ATPs or at minimum Commercial pilots landing on 32 said thank you.

Can't ever forget about the rules, even though they don't change much any more:

§ 61.57Recent flight experience: Pilot in command.(a) General experience. (1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crewmember unless that person has made at least three takeoffs and three landings within the preceding 90 days, and—(i) The person acted as the sole manipulator of the flight controls; and(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required), and, if the aircraft to be flown is an airplane with a tailwheel, the takeoffs and landings must have been made to a full stop in an airplane with a tailwheel.(2) For the purpose of meeting the requirements of paragraph (a)(1) of this section, a person may act as a pilot in command of an aircraft under day VFR or day IFR, provided no persons or property are carried on board the aircraft, other than those necessary for the conduct of the flight.(3) The takeoffs and landings required by paragraph (a)(1) of this section may be accomplished in a flight simulator or flight training device that is—(i) Approved by the Administrator for landings; and(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.(b) Night takeoff and landing experience. (1) Except as provided in paragraph (e) of this section, no person may act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, unless within the preceding 90 days that person has made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise, and—(i) That person acted as sole manipulator of the flight controls; and(ii) The required takeoffs and landings were performed in an aircraft of the same category, class, and type (if a type rating is required).(2) The takeoffs and landings required by paragraph (b)(1) of this section may be accomplished in a flight simulator that is—(i) Approved by the Administrator for takeoffs and landings, if the visual system is adjusted to represent the period described in paragraph (b)(1) of this section; and(ii) Used in accordance with an approved course conducted by a training center certificated under part 142 of this chapter.

Jumping out of a perfectly good airplane is sport!

2017-12-05T14:53:00.000-08:00

While flying in and around Tampa you may get told there is skydiving activity on and near Zephyrhills. Skydive City is the service provider for jumpers out of KZPH. It's worth a stop when just juking around to watch the descents and landings.

Skydive City is an amazing operation: skydivecity.com. They have three Twin Otters that haul jumpers to 13,500 ft, about sixteen at a time. On a busy day they make sixty runs to altitude.

Alexandra is more pretty than she's ever been

2017-11-12T03:53:00.002-08:00

Mark P of Remarkable Detailing put a shine on!

I had hoped to be able to care for Alex myself, for the enjoyment and cost savings, but it's hard to find a four hour window every month or so that I would rather be washing than flying. I hope to still be able to limit the number of times Mark has to see the plane each year by keeping the leading edges wiped off with a quick detailer product. But I have to say I will never match Mark's work and the joy of having such a nice looking plane overrides any concerns about cost.

If you are near KSRQ and need a plane detailed, get Mark's number off the back of his shirt:

Visited States Map

2017-10-22T01:52:00.002-07:00

Cool map used in many forums for flyers and campers, click here to make your own.

KCDK Cedar Key: is it the shortest hard surfaced runway in Florida?

2017-10-15T12:23:00.001-07:00

It's an interesting field in an interesting town, and you have to go to it in person in your plane to help determine and check what your personal minimums are and should be at any give time. Today was the day. It was reasonably cool and clear for an October morning in Florida. The flight from KSRQ to KCDK was beautiful, a short 1.1 hour cross country.

It was absolutely no issue putting N65995 down on Runway 05 in winds that were 07007KT. I did have the stall warning first go off over the water and I fully stalled a foot high over the runway for a B+ landing but the whole landing and experience was no worry whatsoever. Not so much for this guy:

He, or she, was the last pilot to recently end up in the water, and locals are amazed that the plane is still on the field. Check back because I may have a few more pictures of planes, when the pilot should have chose to go round!

On another note the short field takeoff for N65995 was just as uneventful . . . .

Update:

Here is the twin when it happened:

What I don't understand, why are there no skid marks through the end of the runway and the grass. Insurance claim?