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Autor: Til

Dad, host, private pilot
Gray as in grayt time for theory…

Gray as in grayt time for theory…

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Visibility: almost none
Temperature: 2°C
Wind: blowing sleet sideways
Location: local aviation administration
Equipment: Computer in the testing center – again

It has been gray for weeks. I don’t remember the last clear day. The last few days, even small IFR traffic stays on the ground as the low hanging clouds are full of ice. In this weather, it is best to leave the flying to the pros with the heavy iron.

For folks like me, this is the time of year for theory (or a flying vacation – but for now, that will remain a future blog post to dream of…).

I’m back at the local aviation administration. The testing office has become home turf over the course of the last few visits. The examiner greets me by name.

I’m here for the theory exam for Controlled Visual Flight (CVFR). This module is the last step I need to upgrade my national private pilots license to the international one. I feel well prepared. I used the same tutoring software that has led me through the previous theory exams. The subjects tested today are “Navigation”, “Air Law” and “Aircraft Performance”.

The test starts, I read the first question and I have never heard it before. Odd, the tutoring software was spot on in all previous test. The surprises continue. The questions are within the field I have learned but many of them are not from the database I have used. Judging by his face, the guy next to me has the same problem.

I use all of the allotted time to answer the questions and to check them. The challenge was pleasant, the result okay. “Aircraft Performance” was kind of close with 77%. “If you pass, nobody will ever ask again” is the examiners comment to that. I will see him again for the check ride…

To be continued…

 

(originally posted on January 11, 2013 by tilbo at aloft.blog.com/gray-as-in-grayt-time-for-theory/)

Baby break

Baby break

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Hey folks,

just a quick update, I’m on a little baby break right now. A new copilot is keeping me up at night and on the ground during the day.

Stay tuned, however! There are tail wheel endorsements, night ratings and passenger flights waiting for me as soon as I can sneak out of the house!

To be continued…

07 Baby wing suit

 

(originally posted on September 18, 2013 by tilbo at aloft.blog.com/baby-break/)

Money

Money

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“Forget all that stuff about thrust and drag, lift and gravity, an airplane flies because of money.”

Flying is expensive. There are many ways to justify the cost or to calculate it in a way that makes it look cheaper. But the truth remains: flying is expensive!

Airlines operate under enormous financial pressure. That is why utilization of capacities is key for them. Over its life span, a long haul airliner typically spends more time flying than on the ground – including all of the maintenance time.

In the world of “General Aviation”, aircraft spend days or even weeks at a time on the ground. Privately owned aircraft often have a very small number of flight hours to calculate against the cost of maintenance or acquisition.

In flight schools or with commercial operators, the work load is often better. But then the operators profit margin enters the equation.

Liquid gold

No matter what type of aircraft – fuel is the biggest single cost factor. The piston engines of many GA aircraft are large and old fashioned. In the struggle between efficiency and reliability, the latter always wins. That is why engine manufacturers are very reluctant to adopt new technologies to make the engines more efficient. But in the times of 2,70 Euro per liter of Avgas (more than 12 US dollars per gallon!), it is difficult to accept that unburned liquid gold is used to regulate the internal cooling of the engine.

Flying is a great experience. But as long as it is so expensive, few private individuals fly. And as long as the number of pilots is small, the prices are high – it’s the classic catch 22.

Light Sports

The development of light sports aircraft is a big movement towards more affordability. The idea of deregulation of certain light aircraft in combination with limitations in performance and/or capabilities, exists in several countries. One of the earliest examples is the US model. Light sports aircraft can not exceed a maximum take off weight of 600 kilogram, they can not be complex (no retractable gear and no constant speed prop) and they can not fly faster than 120 knots.

In return, the license is easier and faster to get and there is no medical certificate required. A lot of maintenance can be done outside of a certified shop.

This simplification has lead to a very active community of sports pilots in the US. Some of them new pilots, enjoying the easier entry into flying, some of them private pilots, transitioning for the easier class.

Light Europe

The Joined Aviation Authorities (JAA) of 34 European states has been working on their own light sports regulations. Although inspired by the American model, the existing drafts have some very important differences. As the ELA-regulations (European Light Sports) are subsequently taking effect, the development over the next number of years is going to very interesting!

To be continued…

 

(originally posted on August 14, 2013 by tilbo at aloft.blog.com/money/)

Flying with the jets

Flying with the jets

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Visibility: CAVOC, more than 10k
Temperature: 23°C
Wind: 140°, 6 knots
QNH: 1028hPa
Location: EDFE (Egelsbach)
Equipment: D-EFRV Cessna 172P

There is a lot of moisture in the early morning air but the sun is bright and the day promises to be nice. I am on my way to EDFE, Egelsbach. The airfield is one of the busiest for general aviation in the country. What makes it more demanding than others is its proximity to the very busy Frankfurt International Airport and the fact that corporate jets and piston single trainers co-exist here.

I’m in the area for a few days and decide to take an introductory flight with a local flight instructor. Who knows, I might come back here by air some day and a head start can’t hurt. It has been since the fall that I last flew a 172. But when I sit down I feel right at home. The instructor goes through the check list with me, we start up and go. The airport is not hugh but even this early it is buzzing with activity. There is even a seperate radio frequency for the ground traffic. I have never seen that at an uncontrolled airfield.

A smart looking black citation jet is starting up next to us. It is right behind us on taxiway Alpha to runway 09. The controller asks us if we can take the last but one ramp onto the runway (Foxtrot) and let the much faster jet pass and take-off before us. We are more than happy to comply and enjoy the front row view of the sleek beauty roaring past us and taking to the skies.

Cap at 1.500 feet

The traffic pattern at Egelsbach is in a relatively small box of airspace that is cut out of the controlled airspace of Frankfurt International Airport. The approach is routed through a set of compulsory reporting points and the maximum altitude is a mere 1.500 feet. The field itself is at 385 feet, so there is not a lot of safety margin over a woody area with hills rising to the south. It feels tight in a Cessna and I have to salute the jet pilots making this approach.

We leave the Egelsbach-box via Echo, turn south-west to pass Kilo and approach again via Delta 1 & 2. The base leg into runway 09 is very close to the controlled airspace and the instructor makes very sure we do not penetrate it.

We repeat the exercise a few more times until I start feeling comfortable. It was a good idea to do this with a local instructor and I am looking forward to my next visit – flying!

To be continued…

 

(originally posted on July 19, 2013 by tilbo at aloft.blog.com/flying-with-the-jets/)

Captain Sum Ting Wong

Captain Sum Ting Wong

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d on July 14, 2013 by tilbo

The case of the dreadful crash landing of Asiana flight 214 in San Francisco has been in the news for days.

The cable news channels are under a lot of pressure to produce a constant stream of exciting new revelations, facts and turn of events. So much so that at times the quality of the story and the fact checking seems to be secondary.

A fine example is a recent story at Fox News affiliate KTVU in which the news lady announces that they have learned the names of the four pilots onboard the 777 jetliner – only to later find out that they had fallen victim to a prank.

As embarrassing (and funny) as this may be for KTVU and the poor news reading drone, it is also a result of an audience demanding more news all the time.

Yours truly, Captain Sum Ting Wong

To be continued…

 

(originally posted on July 14, 2013 by tilbo at aloft.blog.com/captain-sum-ting-wong/)

Air Force One

Air Force One

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Visibility: light haze in the evening sun
Temperature: 25°C
Equipment: VC-25A

I live in the capital city and we have a lot of international guests. The city has a lot of routine in hosting the most important leaders from all over the world but todays guest is special even for us.

POTUS is in town. His entourage has flown in a few days ago already. A fleet of menacing looking C-17s arrived at the airport carrying cars, equipment and personnel in their bellies. The arrival of Air Force One itself was more of a calm event as all other air traffic was on hold for 20 minutes or more. So the beauty from Andrews AFB had the stage to herself.

Another big difference to other state visits is the no fly zone. For two days, there is no VFR flying 30 miles around the center of the big city. That means a mandatory break for almost all of the private pilots in the area. No wonder that not everybody welcomes the leader of the free world equally warm heartedly.

I like having him in town, although being grounded sucks!

To be continued…

 

(originally posted on July 5, 2013 by tilbo at aloft.blog.com/air-force-one/)

summer solstice

summer solstice

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Visibility: light haze in the red dawn of the morning
Temperature: 16°C
Wind: 250°, 6 knots
QNH: 1021hPa
Location: EDAY (Strausberg)
Equipment: D-MALJ Rider MD3

The shortest night is one of the shortest nights for me. Last night we sat together at the BBQ telling stories about flights past, covertly glancing at the clock and not wanting to turn in just yet. The room in the pilots lounge is very comfortable. A shame that the bed will be used for a short nap only.

The morning is calm the breeze is gentle. The pilots are giddy like a bunch of school boys. The moment of truth is at 4 am. There is a draw for the honor of the first flight amongst the pilots. But then we find out that one of us has his birthday today. So he gets the first flight and the rest just finds buddies and airplanes.

Sunrise is at 4.43 am today, VFR flying is legal from sunrise -30 minutes. We are #3 aloft at 4.17 am (2.17 UTC for the log book). The morning is very calm and the flight is incredibly smooth. The sun is slowly coming up on the horizon when we turn back. There are other pilots waiting for their turn.

After touch down, we don’t taxi to apron but hand the aircraft over right there. A bunch of the others are by the side of the runway, chatting and taking pictures. Its quite a sight and I realize I have never walked on the pavement of the landing strip.

Breakfast is served at 6 am. We all have been up for hours and coffee and food is most appreciated. We conclude the morning with a group picture. On the way back, the roads are empty and I am home making coffee as the wife awakes.

Dear summer, I hope you stay for a long time after this welcome!

To be continued…

 

(originally posted on June 29, 2013 by tilbo at aloft.blog.com/summer-solstice/)

Ferry flight

Ferry flight

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Visibility: CAVOC, more than 10k
Temperature: 26°C
Wind: 250°, 30 knots
QNH: 1012hPa
Location: EDCE (Eggersdorf)
Equipment: D-MAKT – Flightdesign CT

Ferry pilots are the toughest breed of pilots. They master weather and distances in small aircraft with nothing but experience and intuition to guide them. Other pilots pay for their drinks just to sit with them and hear stories of marginal conditions over the north Atlantic, finding Cessna spare parts on a jungle airfield in the hinterlands of Brazil or bribing corrupt customs officials in Sub-Saharan Africa.

Today I join the ranks of this pilot elite. I will fly my first ferry flight, on my own, only man and machine. The route is not quite the north Atlantic crossing and I will not need additional ferry tanks. But every hero has to start somewhere.

My flying buddies rocket ship “Kilot Tango” has been at the maintenance shop for the annual inspection. He asked me to pick it up for him and fly it south to his work place. He gets the aircraft back, I get to fly for free!

The day starts with a train trip. I bought a folding bike and have yet to test its usefulness and see if it will actually fit into the aircraft. The airport is about 4 miles away from the train station, a good distance for a first test. It folds open quickly and the luggage is strapped securely onto it. Looks promising – and just a bit geeky. The morning is warm, the bike is single speed and I am happy that I picked a short distance for the test.

“Kilo Tango” is waiting for me at the airport already. The friendly technician walks me through the list of the maintenance items that they performed. Then comes the moment of truth: Will the bike fit on the passenger seat?

30 knots of head wind

The day is windy and the strong head wind that almost catapults Kilo Tango off the ground on take-off, will stay on the nose for the flight. The first part of the trip takes me on the scenic tour right over the Big City and through the controlled airspace of the international airport.

After I leave this crowded area behind, I try different altitudes to see if I find a layer with more favorable winds. Puffy white clouds are sunning themselves on a bed of blue. And I get to play with them up here! Unfortunately the head winds are consistent, I do not find a layer with less than 30 knots on the nose. I swear I see the time to destination counter on the GPS go up not down. But I took enough fuel and I brought music. So the spirits are high.

After a long flight, I wish the friendly controller a good evening and descend into the green hills below. Finding an airport can be difficult. The airport I am looking for is a hardly marked grass strip in the middle of fields. From above, the hangar building looks just like another barn. With the GPS I need two circles before I spot it. Without it, I’m not sure I would have found it at all.

The way home is by train again. The bike is folded up in the baggage compartment and while I have dinner, I look up at the clouds.

To be continued…

 

(originally posted on June 22, 2013 by tilbo at aloft.blog.com/ferry-flight/)

Meet LISA

Meet LISA

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Visibility: CAVOC, more than 10k
Temperature: 16°C
Wind: 250°, 6 knots
QNH: 1021hPa
Location: EDAZ (Schönhagen)
Equipment: N9920U Grumman AA-5A “Cheetah”

I read several magazines about aviation on a more or less regular basis. But there is one that I never miss an issue of: “Pilot und Flugzeug“. The magazine itself is in a small format and does not look as glossy as some. But the content is the best I have seen. A lot of it is over my head but I am inspired by it every month.

The other great thing about “Pilot und Flugzeug” is the fact that they operate three aircraft. Two are single engine four seaters and one is a pressurized turbine twin. And all of them are available for readers to use!

Today I will be checked out on “Lisa Berlin”. She is a Grumman AA-5A “Cheetah”. LISA is a light four seater, not unlike the Cessna 172 I have been flying. But her low wing configuration gives her a sleek look compared to the trusted but bulky Cessna. I have read the flight manual, passed a small online check-out, mailed copies of my license and the rental agreement to the publisher and today I get to meet LISA in person.

Meet LISA

LISA is stationed at Schönhagen. A busy and well organized airfield south of the big city. I am early and a friendly clerk hands me log book and the keys. I have time for a walk around on my own.

When the friendly instructor arrives, we start with some formalities and ground school. Then follows the briefing in the aircraft. LISA was born in the 70s but has been equipped with modern avionics, including a Bendix KFD 840 “Primary Flight Display”. This integrated flight instrument requires some training before it is mastered.

Off we go

I’m ready for some action and so is LISA. The steering on the ground is done by differential breaking which requires practice. We take off and fly out of the pattern to do air work. As a low wing aircraft, LISA has a higher roll rate than the high wing Cessna, the climb qualities are similar.

We do a few turns, stalls, slow flight with flaps and without, and a basic introduction to the auto pilot. I like the little cat right away. She feels lighter on the controls than the Cessna and is still more stable than the agile but nervous Light Sport class.

After about half an hour of air work, we turn back to the airport for some landings. On to the next challenge!

Ground effect

I have almost no experience with low wing aircraft. Close to the ground, the flow of air under the wings can build up so that the aircraft “floats” on this waive. This “ground effect” is a much bigger factor in low wing aircraft, as the wings are much closer to the ground.

The instructor has told me to not worry too much and just cut the power a bit earlyer that I usually would. So I bring the engine to idle, flare and grease her to the ground. The stall horn chimes (as it should) and LISA sits down in the middle of the touch down zone. Wow, that was easy!

Beginners luck – the next two approaches are a bit bumpier. But all in all LISA handles well on approach and lands easily.

After an hour the instructor has seen enough. He signs my log book and I am officially qualified to fly PIC in the Grumman AA-5A. EDAZ has a nice restaurant with a terrace overlooking the apron. This is where I conclude the flying day with a large beverage on the table in front of me. I can’t wait for the next time I see LISA!

To be continued…

 

(originally posted on May 8, 2013 by tilbo at aloft.blog.com/meet-lisa/)

Pipeline flying

Pipeline flying

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Visibility: Clear in the north, less so in the south
Temperature: 15°C
Wind: 270°, 2 knots
QNH: 1015hPa
Location: Finow (EDAV)
Equipment: D-MAKT (FlightDesign CTLS)

My flying buddy has a day job. Part of that is aerial documentation of pipelines. On occasion I will go on a job with him. He gets to take better shots, I get to fly for free.

Todays construction site is more than two flight hours away. There is a mountain range about half way there and we are not sure if the weather on the other side is going to be good enough. So we make a quick stop for fuel and a weather update at one of the mountain airfields.

The spring sun has started to lift the clouds and burn-off the mist on the other side of the mountains. So we fuel-up and venture forward. The route of the pipeline plays with a highway, a train line and a river, all competing for space in the narrow valley.

We set flaps and trim the aircraft for slow speed. Then we sink to the legal limit into the valley. He opens the photo window and I follow the windy path of the pipeline as slowly as possible, always looking ahead for raising terrain. After a few moments I get used to the strange sensation and “Kilo Tango” almost feels like a helicopter.

After about half an hour we are done and the memory cards of the camera are full with the days work. We turn towards home and through a large hole, we climb above the clouds. The sun is bright and powerful up here and the air is smooth. On the way home we might even get a tan!

My friend has a long night of driving ahead of him. So he just jumps out and I take “Kilo Tango” to bed. She is stationed at an old military airfield now. The hangars were constructed as bunkers for the fighter jets of the cold war area. Now they are the safest space imaginable for a peace time photo ship.

To be continued…

 

(originally posted on April 30, 2013 by tilbo at aloft.blog.com/pipeline-flying/)