Ahhh mannnn!
That was my plane. Well, a 25 year old woman from my cousins' hometown of Hopewell Junction, NY is not a bad winner. I would say she is more deserving winner than I. And that plane...that wonderful Piper is ment to be flown. It is a fantastic plane. I have a fascination with low wing planes and will get trained on a complex one (variable pitch propellers and raisable gear) as soon as get my private ticket.
Next year, AOPA gives away a Cirrus SR22. I have looked at one up close and can tell you that it looks amazing. However, regardless of all the 'safety' features it offers, a new private pilot has no business flying such a plane. It is a complex aircraft suited for a pilot with many many hours of flying. You can argue with me all you want, but I will not be convinced otherwise. I just hope that the winner is either a person with many years of experience or has enough sense to sell it.
Stayed tuned for a new post really soon. I have much to say and pictures to show. I am just patiently (not really) waiting for the pictures taken from another person's camera to make there way into my email box.
Saturday, February 28, 2009
Thursday, February 19, 2009
To Gerry Connolly concerning H.B.451
A bill treating a set of aircraft as a luxury subject to luxury taxes. Please do not support this bill. It is completely arbitrary and makes little sense. Consider that a small four-seat Cessna, Sirius or Piper can cost upwards to $350,000. These planes typically cannot hold more than 1200 pounds include passengers, baggage, and fuel. They cannot exceed 18000 feet above mean sea level (most commercial traffic flies above this). Their cruising speed is generally under 200 knots and they do not have bathrooms.
Consider a typical scenario where an executive needs to get from DC to LA (and back) for a meeting without missing half a day of work. There is only one option: use a small business jet. Consider the number of flights companies like Fannie Mae and Freddie Mac performed in a short period of time to get in front of bankers to talk face to face during both restatement and this economic mud slide we are in now. These flights were absolutely critical to keeping people informed and moving bankers away from the panic button. Consider that economics has its own controls.
As costs rise, companies are naturally going to choose those options that best meet their needs, including virtual conference rooms, shared business class commuter flights, and trains that provide overnight services and meeting rooms so entire teams can travel without missing much work.
Consider that ALL major plane manufacturers are suffering. They may not be in the headlines like GM, Ford and Chrysler. However, there loses, relative to their size, are nearly as significant. They do not see themselves in the luxury business, nor should they anymore than someone buying a BMW over a Toyota or Honda.
Consider that this bill has two functions, to try curb corporate spending and to try to raise money. The former makes little sense, as the government's function is not govern corporate spending. Thus, this bill can only be attributed to a government's desire to obtain more money. The government must first look at it's own spending.
There seems to be a cultural shift to blame 'luxury items' (e.g. a plane) as a factor in the economic struggles we know face. A plane is a SMALL (tiny, minuscule) part. You look around the VA area and you can see other parts, like new buildings, large campuses, over-paid executives with large homes.
The best way to battle our crisis is through culture. Build a culture of saving. Build a culture of not supporting products or buying stock in companies with over-paid executes. Build a culture where companies are evaluated on sound business practices. Purchasing a plane, or leasing one, makes sense in many cases. Lets inform the people and let them decide. A new 'tax' bill is not the way to do this.
Thanks.
Consider a typical scenario where an executive needs to get from DC to LA (and back) for a meeting without missing half a day of work. There is only one option: use a small business jet. Consider the number of flights companies like Fannie Mae and Freddie Mac performed in a short period of time to get in front of bankers to talk face to face during both restatement and this economic mud slide we are in now. These flights were absolutely critical to keeping people informed and moving bankers away from the panic button. Consider that economics has its own controls.
As costs rise, companies are naturally going to choose those options that best meet their needs, including virtual conference rooms, shared business class commuter flights, and trains that provide overnight services and meeting rooms so entire teams can travel without missing much work.
Consider that ALL major plane manufacturers are suffering. They may not be in the headlines like GM, Ford and Chrysler. However, there loses, relative to their size, are nearly as significant. They do not see themselves in the luxury business, nor should they anymore than someone buying a BMW over a Toyota or Honda.
Consider that this bill has two functions, to try curb corporate spending and to try to raise money. The former makes little sense, as the government's function is not govern corporate spending. Thus, this bill can only be attributed to a government's desire to obtain more money. The government must first look at it's own spending.
There seems to be a cultural shift to blame 'luxury items' (e.g. a plane) as a factor in the economic struggles we know face. A plane is a SMALL (tiny, minuscule) part. You look around the VA area and you can see other parts, like new buildings, large campuses, over-paid executives with large homes.
The best way to battle our crisis is through culture. Build a culture of saving. Build a culture of not supporting products or buying stock in companies with over-paid executes. Build a culture where companies are evaluated on sound business practices. Purchasing a plane, or leasing one, makes sense in many cases. Lets inform the people and let them decide. A new 'tax' bill is not the way to do this.
Thanks.
Tuesday, February 17, 2009
Radio Madness
I completed my first cross country today from Manassas to Charlottesville and back. As can be expected, the challenge is not the navigation or any of the physical flying. Instead, the challenge is with all the radio communications that need to be performed along the way. It is not that any of it is hard. Rather, it just, for not doing it before, it was quite a bit.
Getting out of the ADIZ (sorry SFRZ...but more on that in just a bit), is easy. I have been filing SFRZ flight plans for a while. Once out and released, transponder on 1200 and monitoring 121.5, I need to open my first VFR flight plan. It is not hard, but I need to release the airplane to my instructor to get things together in my head:
"Leesburg Radio, Cessna Triple Two Niner Echo, on One Two Two point Six". I could have just called 122.2, but I knew the correct frequency and I clearly identified what I was up to. FSS may listen on different frequencies. If I called on 122.2, I would probably have identified my location instead (South West of Manassas for Charlottesville).
After that, those FSS people guide me through the process (really helpful!!!).
Now, this did not go without little hitch. I attempted to call Leesburg Radio twice. Why? Well, I had dialed the correct frequency in the radio but neglated to swith from radio 2 to 1. So Potomac Approach got to hear my first request. Dumb student.
Coming into Charlottesville, I dialed up a VOR and set the OBS to 2.5 degrees. When the line centered, I knew I was approximately ten miles out I could call the tower. I had information prior to the call, punching up the ASOS for Charlottesville. Information was Charlie.
"Charlottesville Tower, Cessna Triple Two Niner Echo, 10 miles North East with Charlie, To Land".
If I did not state 'Charlie', the tower would have said something like "29E, proceed to 3 left traffic and ident, you have information Charlie". What I got was "29E, proceed to 3 left traffic and ident". For students, ident is just pushing the 'ident' button on the transponder so your aircraft "stands-out" on their radar.
I usually get confused when the tower starts blasting traffic calls. I believe my instructor likes me to respond immediately. I really cannot stand this. I would rather take 5 seconds to look for traffic and then respond "traffic in sight" or "negative contact" (to differentiate the traffic NOT in sight, as the NOT can be missed).
Landing at Charlottesville, I decided to close the flight plane via phone. I could have just radioed 122.65.
Coming back from Charlottesville was fairly uneventful until I was 4 miles from the SFRZ. I contacted Potomac Approach:
"Potomac Approach, Cessna Triple Two Niner Echo, over Casanova for Manassas". PA could not find my flight plan, forcing me to divert towards Warrenton. Once the flight plan was found, it was the usual rush to punch the transponder code and start looking for traffic. There is always traffic. Again, the same issue I always have. I would say I see that traffic 50% of time within 10 seconds of the call!
Once landed, I was pretty beat and really pleased. I learned alot and did some great flying. What a fantastic day. Visibility was amazing. Coming back from Charlottesville, I maintained altitude at 045. So, is any one suprised that it took me 45 minutes to close the flight plan? Anyone? Just as I was calling FSS, the tower was on the radio with my instructor (he was taking another student), asking if the flight plan needed to be closed. I felt like an idiot...still do.
Radios were not the only element packed with lessons. At Charlottesville, I was directed by a airport personel using the red light and hand signals. I new my signals, so that worked out great.
In flight planning, always get winds aloft and never calulcate in a tail wind, unless to calculations are applied. Never assume a tail wind, especially when budgeting gas.
I came back from Charlottesville, dialed into the Casanova VOR. The purpose of the exercise was not to chase the needle. Rather, to see and adjust the planes flying with respect to wind.
So, back to the SFRZ. Every contact with FSS I was asked the same question, am I familiar with the SFRZ. Now, SFRZ and ADIZ rules are identical as far as I know. They are required to ask since SFRZ went into permanent effect today. It is forbidden to use the word ADIZ any more. It is formally a Special Flight Restriction Zone. Those poor FSS guys. The last thing they want to do is play cop trying to find a pilots who neglected to take a 30 to 40 minute on-line SFRZ training course. That is not me! Anyway, I try to look at the bright side. It get tons of traffic calls coming in and out of that narrow Flucky gate...my favorite thing. I feel real safe knowing all the pilots, to get out of Manassas quickly and easily, follow the same route, following the railroad tracks. I especially like the pilot I followed today who came up from underneath me, rose above and then dropped 800 feet. Nice.
BTW. I did fly last Saturday and I am officially ready to solo. I wanted to share the experience with my two instructors and wear the appropriate shirt, so I opted to wait, practicing 180 degree power-off landings instead. Yeh, I know it is not required, but what better way to work on emergency glides!
Getting out of the ADIZ (sorry SFRZ...but more on that in just a bit), is easy. I have been filing SFRZ flight plans for a while. Once out and released, transponder on 1200 and monitoring 121.5, I need to open my first VFR flight plan. It is not hard, but I need to release the airplane to my instructor to get things together in my head:
"Leesburg Radio, Cessna Triple Two Niner Echo, on One Two Two point Six". I could have just called 122.2, but I knew the correct frequency and I clearly identified what I was up to. FSS may listen on different frequencies. If I called on 122.2, I would probably have identified my location instead (South West of Manassas for Charlottesville).
After that, those FSS people guide me through the process (really helpful!!!).
Now, this did not go without little hitch. I attempted to call Leesburg Radio twice. Why? Well, I had dialed the correct frequency in the radio but neglated to swith from radio 2 to 1. So Potomac Approach got to hear my first request. Dumb student.
Coming into Charlottesville, I dialed up a VOR and set the OBS to 2.5 degrees. When the line centered, I knew I was approximately ten miles out I could call the tower. I had information prior to the call, punching up the ASOS for Charlottesville. Information was Charlie.
"Charlottesville Tower, Cessna Triple Two Niner Echo, 10 miles North East with Charlie, To Land".
If I did not state 'Charlie', the tower would have said something like "29E, proceed to 3 left traffic and ident, you have information Charlie". What I got was "29E, proceed to 3 left traffic and ident". For students, ident is just pushing the 'ident' button on the transponder so your aircraft "stands-out" on their radar.
I usually get confused when the tower starts blasting traffic calls. I believe my instructor likes me to respond immediately. I really cannot stand this. I would rather take 5 seconds to look for traffic and then respond "traffic in sight" or "negative contact" (to differentiate the traffic NOT in sight, as the NOT can be missed).
Landing at Charlottesville, I decided to close the flight plane via phone. I could have just radioed 122.65.
Coming back from Charlottesville was fairly uneventful until I was 4 miles from the SFRZ. I contacted Potomac Approach:
"Potomac Approach, Cessna Triple Two Niner Echo, over Casanova for Manassas". PA could not find my flight plan, forcing me to divert towards Warrenton. Once the flight plan was found, it was the usual rush to punch the transponder code and start looking for traffic. There is always traffic. Again, the same issue I always have. I would say I see that traffic 50% of time within 10 seconds of the call!
Once landed, I was pretty beat and really pleased. I learned alot and did some great flying. What a fantastic day. Visibility was amazing. Coming back from Charlottesville, I maintained altitude at 045. So, is any one suprised that it took me 45 minutes to close the flight plan? Anyone? Just as I was calling FSS, the tower was on the radio with my instructor (he was taking another student), asking if the flight plan needed to be closed. I felt like an idiot...still do.
Radios were not the only element packed with lessons. At Charlottesville, I was directed by a airport personel using the red light and hand signals. I new my signals, so that worked out great.
In flight planning, always get winds aloft and never calulcate in a tail wind, unless to calculations are applied. Never assume a tail wind, especially when budgeting gas.
I came back from Charlottesville, dialed into the Casanova VOR. The purpose of the exercise was not to chase the needle. Rather, to see and adjust the planes flying with respect to wind.
So, back to the SFRZ. Every contact with FSS I was asked the same question, am I familiar with the SFRZ. Now, SFRZ and ADIZ rules are identical as far as I know. They are required to ask since SFRZ went into permanent effect today. It is forbidden to use the word ADIZ any more. It is formally a Special Flight Restriction Zone. Those poor FSS guys. The last thing they want to do is play cop trying to find a pilots who neglected to take a 30 to 40 minute on-line SFRZ training course. That is not me! Anyway, I try to look at the bright side. It get tons of traffic calls coming in and out of that narrow Flucky gate...my favorite thing. I feel real safe knowing all the pilots, to get out of Manassas quickly and easily, follow the same route, following the railroad tracks. I especially like the pilot I followed today who came up from underneath me, rose above and then dropped 800 feet. Nice.
BTW. I did fly last Saturday and I am officially ready to solo. I wanted to share the experience with my two instructors and wear the appropriate shirt, so I opted to wait, practicing 180 degree power-off landings instead. Yeh, I know it is not required, but what better way to work on emergency glides!
Friday, February 13, 2009
GA industy is fighting back.
Seems like the GA industry, with its back being pushed against the wall, is starting to push back hard.
AOPA helps balloon operator hit with $8,000 tax bill
Cessna counters critics with new ad series
Proposed GA security regulation criticized in Congress
TSA actions in Nashville cause concern
On the flip side, the FAA is going forward with the SFRA around DC, despite request of re-evaluation from AOPA, local FBOs and local GA pilots. Still no sufficient proof of threat without the ADIZ of efficacy of the SFRA.
Now I am considering whether I should have permitted the TSA to inspect my birth certificate. It just does not add up. I cannot solo without a medical certificate. I cannot get a pilot's license without FAA certification. Why does TSA need to be involved in this process? I will go through regulations again and I will not be so compliant the next time TSA comes poking around without sufficient justification and cited regulations. If I was a commercial pilot, then maybe. But I am just going for my private ticket. Crazy.
So, I think I convinced my instructor that a cross country to Cambridge, MD from Manassas, VA would be a good experience (not the first cross country). I get to fly across a big body of water. I get to fly below class B air space. I get to navigate across the ADIZ. I get to call FSS and determine the activity of several MOA and Restricted areas south the route. Go ahead and look at the sectional to see what I am talking about. In the end, I want to know how to get to Ocean City, MD from Manassas VA for the day without having to go up and over OR far down and under the ADIZ. I just want to fly EAST. That's the freedom I talking about.
Other news: I have not flown in a long time. Weather, sickness, family vacation and a broken front wheel strut have wrenched my training. I am very discouraged student at the moment.
AOPA helps balloon operator hit with $8,000 tax bill
Cessna counters critics with new ad series
Proposed GA security regulation criticized in Congress
TSA actions in Nashville cause concern
On the flip side, the FAA is going forward with the SFRA around DC, despite request of re-evaluation from AOPA, local FBOs and local GA pilots. Still no sufficient proof of threat without the ADIZ of efficacy of the SFRA.
Now I am considering whether I should have permitted the TSA to inspect my birth certificate. It just does not add up. I cannot solo without a medical certificate. I cannot get a pilot's license without FAA certification. Why does TSA need to be involved in this process? I will go through regulations again and I will not be so compliant the next time TSA comes poking around without sufficient justification and cited regulations. If I was a commercial pilot, then maybe. But I am just going for my private ticket. Crazy.
So, I think I convinced my instructor that a cross country to Cambridge, MD from Manassas, VA would be a good experience (not the first cross country). I get to fly across a big body of water. I get to fly below class B air space. I get to navigate across the ADIZ. I get to call FSS and determine the activity of several MOA and Restricted areas south the route. Go ahead and look at the sectional to see what I am talking about. In the end, I want to know how to get to Ocean City, MD from Manassas VA for the day without having to go up and over OR far down and under the ADIZ. I just want to fly EAST. That's the freedom I talking about.
Other news: I have not flown in a long time. Weather, sickness, family vacation and a broken front wheel strut have wrenched my training. I am very discouraged student at the moment.
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