Training flight: IFR Competency Check (IFC) and Biannual Flight Review (BFR).  Another fun flight with Mr. Marvin Hesket.  I hope he is the guy still giving me my checkride when we are both too old to fly.  Good training and a lot of competency.  Like a always say, I get great training and new information from Marvin every time we fly.  He had some really great info on the RNAV procedures and the limitations due to GPS box in the aircraft.

If you want to know all about these kinds of training flights take a look at 16 November last year for the details. 

This year, we stayed close to AAO.  We lost an engine (simulated) after takeoff.  This was the first time I have brought it back into the feather range without actually feathering the engine--it is a procedure in the book and works pretty well.  Very interesting on the forces.  I still think they are higher than with an actual feathered engine.  I got the engine back.  We went up and intercepted a radial.  Got to, it's in the book.  We did the stalls and falls.  Always a good thing to practice--don't do it for real.  We flew an ILS to 18 that ended up being about 3 ILSs to 18.  Some guy kept hogging the pattern and we wanted to stay out of the way.  We went up and flew the RNAV GPS E which is a type of circling approach with a hold.  We messed with the GPS box on that one.  There is a lot of capability in those boxes, and only half of it gets used.  Finally, we flew a single engine ILS approach to a landing.  That was about all.  It is always good to practice these things.  The best safety device in an aircraft is a well trained pilot.    

I flew out to Dayton, Ohio to give my dissertation defense (Aerospace Engineering).  Soon, I hope to be Dr. Alf (instead of plain old regular Alf).  The flight out was remarkable for the weather.  It always astounds me how above about 5000 feet in the winter time, it is almost always clear and sunny.  At Dayton that seems to be true most of the time.  I flew an approach into DAY.  That was great.  The weather wasn't too bad about 600 feet ceilings and clear.  Not a whole lot of excitement.  I passed my dissertation defense with the members of my committee who were there.  I was missing one who is overseas.

The RTB at AAO wasn't so exciting either, even though the weather called for moderate ice, moderate turbulence, and winds in excess of 30 knots.  I had to fly over a front line as well.  The flight went great except that I once saw 120 knots ground speed when the aircraft was making 190 True.  The landing in a 30 knot wind was okay.  The wind was mostly down the runway and so not a problem.  

Down to Florida and the weather sucks.  Out of Wichita (AAO), the weather isn't too bad, but ice in the clouds and some clouds.  About halfway to DTS, we ran into the clouds and had IMC ground and air all the way to DTS.  DTS was calling the weather 1000 feet ceilings 4 miles visibility with rain.  It was worse, but Eglin approach tried to give me a visual approach.  The weather didn't support it and a Cessna jet had to go around--ha ha.  They should send a bill to Eglin.  We went in and had to fly the approach until about 3 miles.  Landing was a squeaker.

On the way back, I shorted myself about 50 gallons of fuel.  I took the wrong number from my flight log.  I had to take a reduced fuel load for the weight on the plane and so it is very hard to tell how much gas is on board.  The wing gauges didn't look right and the weight didn't seem right so I was watching it very closely.  About Russellville, AK about 2.0 hours out of AAO, I decided to land for gas.  I could have gone about 1.5 hours longer, but I wanted to get a fill up.  I put on 100 gallons at RUE and took off.  It was a good thing I put gas on board.  The winds clocked in at 53 knots on the nose.  That was about 20 knots more than forecast.  We landed with plenty and that landing was a squeaker too.

Here I am the brave aerodynamicist going to a space flight symposium--Okay I was asked and one of my companies sent me on my way.  I flew to Las Cruces, New Mexico for the International Symposium for Personal and Commercial Spaceflight.  It was a great symposium.

The weather out of Wichita was poor--wet, rainy, and low ceilings.  I think the ceiling was about 300 feet when I took off.  Everything went well except, when I came out to the plane it was raining, the rudder trim was all the way to the right, and there was an unaccounted .5 hours on the plane.  Hum.  I set everything to rights while I got wet.  At the end of the runway, the left engine lagged the right a bit and the left mechanical fuel flow was jumpy.  The plane made takeoff power and climbed out in the weather okay.  At cruise the left engine EGT was high and the mixture wanted about 1 to 2 gallons per hour more fuel to run smoothly.  Everything seemed to work well.  

When I took off out of Las Cruces, the left engine wouldn't lean well on the runway, but it made takeoff power and climbed out great making about the same thrust as the other engine.  Everything was going well until after dark.  About 20 miles from Clovis, New Mexico, the left engine began surging.  I gave it full mixture and high boost and it smoothed out, but then went right back to surging.  The plane yawed about 20 degrees with each surge.  I called ATC and asked for the nearest runway--Clovis was it.  I started down and shut down the left engine.  It feathered and I set up a long straight-in with the help of vectors from the controller.  I still couldn't get down in time and made a 360 on final.  When all was good, I threw out the gear and landed with 15 percent flaps.  I kept the plane moving and was able to taxi to the ramp. 

The airport manager talked to me, the Blue Sky Aviation guy talked to me.  Everyone was helping me.  Blue Sky, Carlos Aries found me a hotel and loaned me a crew car.  He made arrangements for his mechanic to come out in the morning.  These were all very helpful and nice people.

In the morning, the mechanic came out and we ran the left engine.  The engine wouldn't run without the boost pump and he thought it was the fuel control.  Carlos saw a lot of fuel coming out of the bottom of the engine.  When they opened it up, the mechanic Tommy found a fuel line that had almost completely backed off.  The fuel was being forced into the engine compartment.  He tightened it back up and they put the cowl back on.  We ran the engine up twice.  First at low and then at full power--everything was fixed.  All that for a loose fuel line.

I RTBed to AAO and flew an ILS approach to a great landing.  Well I got a normal landing, a single engine night landing, and a instrument approach to a normal landing--good meeting the requirements tough having to.  

Weather, weather everywhere, but it's winter and nice out of the ice.  The clouds were low lying, but above them, the air was clear and beautiful.  I had no problems getting airborne.  The plane was ready and except for a slow start on the right--everything went well.  All the equipment worked great and we landed on time and at MUT for the baptism of my little granddaughter.  While in MUT, I finished my book The Goddess of Darkness and I had great Matt food.  Matt is the best smoker--that is smoking meat, I know.  Ever had a smoked potato--wow.

RTB to AAO was fantastic.  I thought I would get a full IMC approach, but the weather cleared below 3600 feet.  The landing was a bonk--a little nose gear first, ouch.  Still safe.

These are the kinds of flights that we dream of.  Down to Beaumont (BPT) for Labor Day.  The only problem was Gustav, the hurricane.  When we took off from AAO, there was a chord showing on the right main--uh oh.  Had to change the tire.  That delayed us and we were already on a delay for PAX.  The PAX was a dentist and had a late patient the night before.  So off into the wild blue late.  The skies were filled with isolated TRW, but the radar and stormscope found them all.  The flight down was uneventful.  At BPT, I flew an ILS to a nice landing, not perfect, but a crowd pleaser.

Now, Gustav: the reason for the trip was to visit The Colonel, and we found out, he was being evacuated from the nursing home because of the hurricane.  We went to the lake house and spent the night.  In the morning we visited with The Colonel and had takeoff before everything shut down and everyone in the city was evacuated.

The flight back was great, and the landing fun--a tight pattern to a nice touchdown.   

I took the young grasshopper up to Iowa to visit the new grandbaby and drive with his sister back to Wichita.  We were a little late, but the aircraft was ready and waiting.  Lots of work on the ramp at AAO, so we were taxiing around cones to get to runway 18.  Everything went like clockwork, my boy is a great copilot.  We had a little TRW on the way, but the radar and stormscope found them and we deviated.  When we arrived at MUT, I had to fly a VOR to runway 6.  I did it straight-in and landed.  The landing was a slight bump, but safe and good. 

I had lunch and smoked sausage then headed for the wild blue.  The plane was light and I was ready.  It was hot and I did the runup with the door opened.  I knew I should have held down the charts better.  At 2200 RPM, I lost an approach book, two charts, and the flight plan right out the door.  It was good they were only backups--oh well.  Takeoff was awesome.  I let her speed up to 120 knots and held her in a 60 degree bank around the turn to cross the field direct to OTM.  She climbed the whole way around, okay it wasn't right at 60 degrees, but it was close.  I loved it. 

Right over MCI (Kansas City), I had to deviate for a small TRW, but the rest of the trip was in the clear.  I did do some cloud snagging on the way (I was IFR).  Coming into AAO was a breeze.  I made a visual and the landing was faultless (no witnesses).  A young friend was there.  She just earned her license and was taking up a friend.  What a great way to spend a day!  

Young Life trip to accomplish an interview.  The weather was okay but with rain showers and possible TRW.  Radar worked great and didn't see any TRW, but did get a plane was every now and then.  We flew to Branson.  The airport was Point Lookout (PLK).  It was only 3700 feet long and I usually don't fly into fields that short.  My minimum is normally 4000 feet because the accel-stop distance for a Baron is almost always less than 4000 feet.  I worked the data carefully and found the accel-stop at 3420 for the conditions.  The landing was great, lunch was great, the interview went well, and the takeoff went great.  I had two first time copilots in the right seat and they did well.  I had to fly an approach at AAO and that worked well too.  Great flight, great day.  

Lake house trip.  My doctor brother-in-law has a great lake house in Texas.  I flew to Dallas (ADS) to pick up a couple of my sisters-in-law and a brother-in-law and we went out to (BPT) Port Arthur Texas for a mini reunion.  The excitement was just the normal IFR flying into and out of the Dallas area.  No real problems.  And the heat.  It was hot.  I told you the right engine was CND (could not duplicate) for the hot start issue, so I planned for it--let the engines cool more than usual.  The hot start out of ADS was great.  I also had my brother-in-law as the copilot.  He received the fire hose for high intensity flying and did a great job.  The first landing at ADS was great, but the rest were just acceptable.  An interesting problem is the loading of the aircraft.  The plane with heavy fuselage load and lower fuel gives makes it necessary to keep the nose down on takeoff and makes for interesting landing effects.  Just some data points to keep in mind.  The controllers were great and no real problems until I had to RTB from ADS to AAO.  The right engine didn't want to start.  Since there was no problem, I did a second hot start, but I let the boost pump run 1 minute instead of 30 seconds and I didn't prime the engine.  She started right up.  I think the problem is a little fuel creep while in cut off.  This puts too much gas in the engine and so makes the hot start tough.  

Uninhabited Aerial Vehicle (UAV) trip for Defense Research Associates (DRA).  I dropped Oma off in Muscatine to visit with the grandbaby.  I got to kiss the baby, plus I got a great chicken dinner from my son-in-law's smoker.  Can't ask for much more than that.

The flight started out in confusion.  The aircraft base didn't get the word, though I called on Sunday, and sent an email on Monday.  They had N17979 in maintenance for an oil change and to fix the GPS.  We were delayed an hour and Oma was supposed to babysit.  Well that plan wasn't going to happen.  When then brought N17979 out, the right engine wouldn't start.  I tried 4 hot starts and gave it back.  Their guy couldn't get it to start.  Problem was they just started it after the oil change for the leak check.  I see a CND (could not duplicate) coming on--hope not.

Midwest gave us N6493S to fly--God bless them!  It's not as good and not as pretty, but it flys pretty good.  The autopilot is still jumpy when altitude hold is turned on and the heater is still busted.  We flew low where it is about 50 F.  Thank goodness it is summer.  

The flights were great and the landings right on.  No issues and no problems to report.

Off to AUVSI in San Diego.  This is the premier convention for uninhabited systems in the world and since I design UAVs (Uninhabited Ariel Vehicles), consult about UAVs, and now fly UAVs with Flint Hills Solutions (FHS), it was only proper that I should park at AUVSI for its three days of symposium stuff.

I tested the southern route through Tucson (TUS).  I volunteered to take FHS employees with me to AUVSI, and at over 5000 foot altitude, Albuquerque (ABQ) is a tough place to take off from when the temperature is high.  TUS is just below 3000 foot altitude.  The distance is right too.  TUS is about 4 hours from Wichita and 2 hours from San Diego.  On the way back, I planed to go through Roswell (ROW).  ROW is at TUS altitude but the opposite in distance (4 hours from San Diego, 2 hours from Wichita).  

The flight out was excellent with no problems.  TUS was a great stop and gas was reasonable.  I landed behind a 737 and in front of Tiger 1 (a Gulfstream V).  I think it was Tiger Wood's plane.  I don't know who else would use that call sign.  Tiger was out at San Diego with me for the US Open.  We didn't have a chance to have dinner together--I was too busy.  I landed at MYF (Montgomery Field) in San Diego and parked at National Air College.  They had the cheapest gas and tie down.  Crown provided the rental car and drove right out to the plane.  I was very happy with the support from everyone on MYF.  It was a great place to land and get to San Diego.  The great support became a necessity when the time came to leave.  By the way, a lady at the FBO remarked the right main looked low.  It didn't look low to me--oh well.

I knew I had a problem when I drove up to N17979 and the right main was flat as a pancake.  The FBO manager (a guy in his 90s) took me to Francisco.  Francisco is a young A&P, looks less than 30, who is a phenomenal aircraft mechanic.  I tried the whole time to recruit him for Wichita.  This is the kind of mechanic we need everywhere--bright, enthusiastic, quality driven, and very smart.  He looked at the tire and said, you probably didn't get a puncture.  Two things cause aircraft tires to go flat like this: either the installer pinched the tube at the center or at the valve stem.  He pumped up the tire and towed the plane in a hair raising sequence between hangers with 3 foot spacing to my wingtips, a fuel truck, and another aircraft.  When he opened up the tire, the tube was pinched at the center--bad installation.  I called my maintainers in Wichita and told them the problem and that I would be sending a bill.  They were good about it.  I was lucky I didn't have a flat on landing--that would have been a treat.  Now began an exciting time of trying to find a tube for a BE-58.  The 3 tubes on MYF were old and deteriorated.  They found one at El Cajon and dispatched a truck for it.  An hour later, the tire was on the plane and I was taking off only 3 hours late. 

I filed direct and through the computer.  I wondered what ATC would give me for a clearance.  The computer took the flight plan and they did give me a routing through California, but once outside LA airspace, I was straight for Wichita.  I flew at 15,000 feet and sucked on the hose the whole way.  The plane was near book and I ran it at full power for the entire time.  It didn't want to lean very well at 2300 RPM.  The only small diversion I had was ATC took me around a 16,100 foot peak in New Mexico.  Otherwise, I just pointed the nose for AAO.

The flight was calm and easy (only 5.5 hours), but the arrival was anything but.  Wichita arrival kept me at 5000 feet until AAO.  They had a bunch of incoming traffic and I was routed right over ICT.  The controller was likely new.  He should have vectored me north and let me descend.  Barons just can't descent that quickly.  He kept me at 5000 feet and said he would let me descend east of AAO.  When I was about 3 miles from AAO, I asked if there was any other traffic.  He said, nothing squawking (on the radar), and I didn't hear (on the radio) or see anything in the AAO area.

I crossed the field at 5000 feet making radio calls and telling everyone what I was doing.  Since I was cleared a visual approach from ATC, I could do anything I wanted, but the pattern at AAO is right turns for 18 and I was planning on landing 18.  Since I was so high and no one was in the pattern, I decided to do an overhead pattern.  I made a high descent to 2500 (about 1000 feet above the ground) with left turns (how else could I get down) and entered the overhead pattern on the numbers.  Here is where everything gets interesting.  On the perch (base turn) I saw a Stinson (aircraft) on final to AAO.  This guy was making no radio calls and wasn't squawking.  Just flying anywhere on a Firday night without telling anyone.  Wow, I was thinking.  What a fool.  He was in my way for landing, but did get out of the way before I touched down, so I didn't have to go around.  I thought I should warn him of the danger of not making radio calls at a busy airfield like AAO and not squawking at least the VFR code (1200).  I made a beautiful overhead and landing, by the way.

After I landed.  The guy in the Stinson landed and came over to my aircraft.  He berated me for cutting him off in the pattern.  He said he could hear my radio calls, and told me I shouldn't make a left traffic pattern at AAO.  He didn't understand about IFR visuals, about overheads, about how I obviously was deconflicted, and said "he didn't make radio calls because he didn't have to."  I told him he was clueless--which he was.  If you ever wonder why some people don't grow up to be old pilots.  Here is why.  If you have a radio, use it.  If you have a transponder, squawk it.  If you are VFR realize IFR traffic can be cleared to do anything by ATC.  Only a fool would fly anywhere and not make radio calls and squawk VFR code.  Maybe the problem was he didn't speak American, he had a British accent--that kind of flying is why Britain, Canada, Australia, etc. have almost no General Aviation--oh well.  The coupe de grace was when he taxied back to the runway, he drug his tail-wheel chock which he forgot to clear.  I thought about waving and laughing, but I didn't want to make this amateur more uncomfortable about being stupid.  I did want him to start making radio calls.      

Back from beautiful Florida.  For a bad weather day, we saw almost zero weather.  With six on board (every seat filled), I had a critical fuel situation where I couldn't fill the tanks to the top.  This was made worse by the high temperature 30+ degrees C (90+ F).  Too much weight, temp, and pressure altitude means if you lose an engine, you can't takeoff and climb or on approach go-around.  With six PAX and their baggage, I could only put 50 gallons on for a full fuel load of 110.  I told the FBO at Destin to put 25 gallons on each side.  When I arrived at N17979, one fuel cap was opened--uh oh.  They had topped one side (50 gallons) and not put anything in the other side.  You can't takeoff like that.  You can't transfer fuel in a Baron (not that you would want to), and you aren't supposed to crossfeed except in an emergency (one engine out is the main reason).  When I pointed out the problem Destin MX went right to work and fixed it.  It took 2 hours, but they moved fuel from one side to the other using the fuel cocks on the heavy tank.  The wing gauges on N17979 are really accurate so we got the fuel to the exact amount necessary.  I was really happy with the service I Destin gave me, even though they were busy.

The 110 gallon fuel load meant I only had about 4 hours worth of fuel and to get to Wichita from Destin, I need about 5 hours plus 45 minutes minimum reserve.  I chose to use Pine Bluff (PBF) Ar-Kansas as a fuel stop.  This made for a 2 hour flight to PBF and a 2 hour flight to AAO.  Good for passengers.  Pine Bluff was a great place to land.  Cheap gas and they even cleaned the windshield with a smile.  I recommend them as a stop in the Little Rock area.  Getting in and out was easy too.  They have a restaurant there, but they are only open during the week for lunch.

The weather part was supposed to be between PBF and AAO, but we didn't see hardly anything even on the radar.  The stormscope saw some junk, but it was more than 50 miles away. 

By the way, I aft loaded the aircraft on purpose and she was a little touchy, but I put on two squeaker landings and the true airspeed and fuel usage was pretty good. 

On the way to Florida--this is becoming a regularly scheduled flight.  Down for property and relaxation.  We carried my nephew and his wife.  The flight was mostly clear.  A ragged line of thunderstorms and rain showers blocked our way, but with a little deviation, we made it through and on to the Florida coast. 

Destin was hopping.  I don't think I have been there when the airport was that busy.  We cut into the pattern and made a safe visual approach and landing.  The ground handling was something else.  We sat with a twin in front of us, engines running, a single beside us, engines running, and about 20 people all over the ramp.  They brought out the rental car, but I was ready to feather the engines if anyone came close.

Florida is beautiful and the work is easy.  

The weatherguessers got it wrong again.  I'm glad I don't do stock in weather prediction--it wouldn't pay.  The thunderstorms that were supposed to be long passed out of the Florida panhandle were still there and in their prime Friday morning when we wanted to RTB.  McDonalds food and waiting is the only way to handle thunderstorms in an aircraft.  We waited until the radar showed a big green sucker hole over everything, fired up the aircraft, fired up the radar and stormscope, and cut outta there.  The flight out to Mobile where the weather improved significantly was uneventful and washed the airplane down good.  It is always a great thing to wash down your airplane when it has sat around in salt air.  A little rain is great for that.

The return trip was a little bumpy, but fine.  I got a chance to fly some cloud canyons and I flew an overhead into Jabara.  The landing was a squeaker.  Joe is checked out as a great copilot.  Maybe we can make some more flights, but we have to remember to always save our watches.  

Back in N17979 and on the way to Florida.  Joe and I made our way to the emerald green waters and sugar white sand of Destin to go to the Daedalians Convention.  This is where all the old pilots go.  I'm glad I'm not old, only seasoned.  Still, I'm the youngest guy in the room.  Joe is a WWII era flight test and engineering pilot who had his fingers in the development of many of our favorite aircraft and flew them.  Joe is a great pilot and a good conversationalist.  We have a lot to share on flying.  The flight to Florida was easy and VMC except for one small thing--the panel GPS was out.  I had to fly based on VOR/DME and my moving map GPS.  This was work and slightly painful, but we made it to Destin Airport safely and correctly.  Flying the old way is difficult when you get used to all the modern conveniences.  Joe didn't see any difference, they didn't have GPS when he stopped flying.  How can you complain about something like that to a guy who always had to do without.  I can always remember that I helped develop GPS stuff so I deserve to use it.  The flight was great, the landing was okay.  N179179 floats because of the vortex generators--that's the way it goes.  The touchdown was okay and although a little bouncy due to the winds and sky centered and safe.   

The rest of the story.  No one knows, yet, what caused the FAA to go on a tear, but they did and few realize all commercial aviation was at the other end of the whip.  My aircraft was not exempt.  It was in an annual and was hit by the "paper storm of proof."  All of N17979's ducks were in a row, but the pain of going back to 1993 and showing that every item on board was clear and legal was a nightmare.  The company I keep my aircraft with did their aircraft first, so good old N17979 was not available for my trip.  I took N6493S.  Its an okay Baron, but not as pretty, not as well equipped, and as we shall discover not as well accoutered.

I flew to Muscatine to see my new granddaughter, my daughter, my son-in-law (great guy), my wife (who had to fly up commercial because of the plane snafu), my oldest daughter (there to help), my other son-in-law (another great guy).  The weather was VFR, but sucky up top with lots of clouds and potential icing.  N6493S does not have boots, so ice is a real sticky problem.  On the way to Muscatine, the weather was accommodating and the flight went well.  The heater seemed to not put out a lot of heat, but it kept me comfortable.  Into Muscatine, the winds were a direct cross at 11 knots.  N6493S has one of the funky airspeed indicators with knots and mph on it.  It is terrible to read.  I flew to a nice touchdown on three points.

The baby is beautiful.  Daughter and everybody was having a great time.  I had to leave--oh well.

Out of Muscatine the weather was similar to the previous day.  On climbout, the heater wouldn't work.  I'm flying in -15C and -15C air cooled by about 185 knots on the nose is coming into the aircraft.  I wrapped my coat around my legs.  I pulled my feet out of my boots and sat on them.  My moving map that usually is nearly in thermal runaway was happy--I was freezing.  I thought about diverting more than once.  It was not a pleasant flight.  In addition the weather was poop.  I didn't really get into any icing of note, but I flew through a cloud and got freezing rain on the aircraft.  I was only a moment in that cloud and picked up just a little ice, but that's how cold and yucky it was.  Luckily everything in the aircraft worked right...except the heater.  The winds in Dayton were a cross at 7 knots.  I made a nice touchdown.

They couldn't fix the heater.  I bought a gross of hunting hand and toe heaters from Meijers in Dayton.  I was ready to face the cold.

Returning to Wichita, the weather was fine and the temperature was great--even at altitude.  I popped open a couple of heaters and didn't really need them.  The worst was the weather was beautiful and I got back prior to sundown--I was hoping to get a night landing.  Great flight and the aircraft did what it was supposed to do.  I did realize what I should have known--why N6493S is so easy to land well--no vortex generators.  N17979 is a real challenge to put down perfectly.  It has more control authority and better handling, but it takes 10 knots more speed dissipation to get it on the ground.        

IMC everywhere!  I took off with the weather at 10 SM (statue miles) BR (mist) and a ceiling at 300 feet.  Then we broke out at 5000 feet and cruised in the sunshine almost all the way to Iowa.  At Muscatine, I made a GPS approach to runway 06.  It was a non event except the winds were mostly cross.  The landing was fine, but a bit uneven--one tire then the other, then the nose wheel.  The winds were enough to get some action between the mains, so the plane bounced a little before it settled down.

On the return flight--IFR everywhere!  Plus thunderstorms.  Takeoff at MUT (Muscatine) was in 2 1/2 SM with -R (light rain) and a ceiling of 400 feet.  I decided to takeoff on 24 even though the winds favored 06 because a line of thunderstorms just passed the field from west to east and a takeoff on 24 would ensure a straight line away from the thunder.  I had plenty of room since the runway was 5500 feet long and the tail wind worked out less than 5 knots.  Just before we took off a King Air tried to get in using the GPS to 06 and couldn't.  They came back for the ILS to 24 and landed with a tail wind.  Our takeoff was great and no problem.  We were in the soup and broke out at about 7000 feet.  The trip back was no real problem although we dodged rainstorms the whole way.  The thunder wasn't really anywhere around us.

Landing at AAO was a trip.  I flew a Localizer to 18 for a circle to 36 because the winds were about 20 knots direct cross with a 7 knot component down 36.  I didn't give myself enough room on the circle and rolled out about 1/4 mile to the right of centerline--oops.  Good thing I had plenty of final left over.  I had flaps full intentionally and the Baron easily captured center before we crossed the threshold.  I had enough time to put in good crosswind controls and make a good touchdown.  The plane wanted to burble around on the gear this time too, but with a 20 knot cross and a quarter mile correction,  I was happy to put it down right on centerline.  Good IFR, good flying, safe landings--can't ask for more than that.     

The trip back from DTS (Destin, Florida) to AAO (Wichita, Kansas) was much less eventful than the trip down.  There were no weather hazards at all: no icing, no projected turbulence, no clouds to speak of, no precipitation.  The flight was easy and since it was Saturday of Easter weekend, the military wasn't using their MOAs (Military Operating Areas).  This way, ATC gave us straight to Wichita without any deviations.   

One remarkable event did happen during and right after takeoff.  First DTS was busy.  We had jets and Cessnas all fighting for the same airspace.  We were flying IFR.  Once we took off, Eglin departure sent us straight out into the gulf.  We climbed up to 2000 feet and they sent us to 7000.  When they finally turned us to the north, we were headed directly over our house in Destin.  It was awesome.  We received a free beach tour on the way down and a free beach tour on the way out.          

When we arrived at AAO, the airspace was so clear, I decided to fly an overhead.  Now with PAX on board, one being my wife, I didn't do a full out overhead.  We hit the numbers and I put in 30 degrees of bank and let the Baron slowdown.  On the very short downwind, gear, flaps and the rest of the checklist.  The base was not too far out and allowed a comfortable almost constant turn to final.  The landing was almost perfect.  I kissed the concrete and let the nose down a little early.  There was almost no touchdown feel.  Another successful flight!       

Spring is the beginning of the convective season and this was a real beginning.  Wichita was blanketed in moderate rain with imbedded thunderstorms.  I was out at the aircraft at 0800 for a 0900 takeoff and rain was pelting the field.  The maintenance troops hadn't checked the anti-icing tank so they pulled the aircraft into the hanger and there I loaded the aircraft and accomplished the walk-around.  Next time I'll just ask for the privilege.  My PAX arrived soon afterwards as the rain was slacking off, and I loaded them up.  The storm front had moved very quickly around and east of us.  The sky at AAO was cloudy but clearing for the moment.  Unfortunately, our destination was Destin, Florida so we had to fly east through all the junk.  Luckily I have a radar and a stormscope on board. 

The weather report had a little for everybody: icing, turbulence, convection, gusty winds, low visibility, low clouds--everything.  We took off with the radar and stormscope blazing and immediately started a pattern of deviations to get around and through the worst of the line of storms.  In general, all we saw on the radar was moderate and light rain.  The stormscope didn't find any real thunder and we never saw any flashing nougats on the radar.  The problem is that even a little convection in the clouds can be disturbing to passengers who aren't used to it.  Our PAX didn't have any problems and we found our way safely through everything.  ATC was very helpful.  We never saw any icing and the turbulence was light with only a tiny bit of moderate.  The rest of the flight was a piece of cake until landing.     

One of my friends and his wife were flying with us, and he manned the copilot duties.  He did a great job.  When we arrived at Destin (DTS), the weather was VFR with a deck at 4000 feet and very gusty winds.  Eglin ATC first rejoined us with a C-130.  It wasn't intentional or unsafe.  We just were in about 1000 to 2000 foot tactical with 1000 altitude separation for a few minutes.  Good picture fodder.  Then the controller took us south and below the clouds.  We popped out over the water, and the controller sent us on a beach tour without me making a request.  Again picture fodder.  Everything below the clouds was clear and beautiful.  We received a visual approach clearance into DTS and cancelled IFR.  I crossed midfield for a left downwind to runway 14 and descended to about 1000 feet.  That's when things became exciting.  The wind was 130 at 15 gusting to 29 and the Baron was bouncing around like a Cessna.  That was the most bounce I have every seen from a Baron on final and maybe the most bounce since I last flew a 172.  You would have to be there to believe it.  We made a nice landing and everything was cool.  Passengers thought the landing was perfect.  I plopped her on the ground when I could on the center and was happy for that.  Big gusties are not the best time to be trying to put one down.  I was happy the wind was nearly straight down the runway.  I've taken off a Baron in 40 to 50 knots winds and landed many times at the crosswind limit.  A big gust factor is seriously a potential problem much worse than those situations because you can't do much to smooth it out except extra airspeed.       

Back in the air again for a short hop from AAO (Wichita Jabara) out to HYS (Fort Hays, Kansas).  This was a fantastic flight out.  The skies were clear with cool temps.  My brother-in-law was my copilot and we were off to play golf in Hays as part of the pre-wedding festivities for my nephew, the pirate.  The plane needed nitrogen in the nose strut, but other than that, everything looked great.  The log showed all lot of use for January and March and that is great too.  I had a positive on the ledger for February--yeah! 

The takeoff was awesome even with full tanks.  The plane wanted to leap off the ground and into the wild blue.  The trip was only 45 minutes almost too short to show my brother-in-law around the cockpit.  By the time we were at cruise, it was almost time to descend.  Hays has lots of runway choices and some good approaches.  I came in high and set everything hanging in the breeze and zipped down to the asphalt.  We touched down nicely, but not a perfect kiss.  The crosswinds were about 10 knots.  Still nice down the center and right on speed. 

Then we played golf, met a lot of nice folks, and attended a wedding.  Can't get much better than that.  Kicking back with my brothers-in-law and their families is always great.

For the trip back, I traded my brother-in-law for my wife.  She's better looking and a more fun copilot.  The weather out of Hays was low VFR with icing, turbulence, and winter junk between HYS and AAO.  My alcohol tank was empty on the way out, so I had the FBO at HYS fill it.  They were great.  The line guy found their alcohol (unlike the last trip into Minnesota) and filled the tank.  I just had to show him where the tank was--no trips out to Wally World for isopropanol.  The plane started and ran like clockwork.  We were making 191 knots true in cruise at 7000 feet--a knot better than book.  The trip out the plane made better than book.  For a Baron with vortex generators, that ain't bad.

We climbed through the weather and passed a tops report back to a pilot at HYS.  The bottoms were at 5000 feet and we topped them into a layer at 6200, no ice.  We were out of the clouds, in layers all the way to Wichita.  Landing was nice and uneventful.  Just a great flight without a lot of problems.       

I flew a compassion mission up to the Mayo Clinic in Rochester, Minnesota.  The passengers were a sweet little girl and her parents.  The mission was through LifeLine and was it a doozy.  A cold front was coming in through Kansas, Iowa, and Minnesota.  The ceilings and visibility were coming down and there was some chance of inflight icing. 

I met the passengers at Jabara (AAO) and everything went well for load up, taxi, and takeoff.  Then the fun began.  The weather at AAO was great for takeoff,  but we entered the clouds at about 4000 feet and didn't get out at 9,000.  There was some trace rime in the clouds and I didn't want to hang around and see if it would accumulate.  ATC was fantastic and gave us direct to RST (Rochester) and 11,000 feet.  We broke out right at 11,000 and stayed out of the clouds for a while.  In Iowa we went into the soup again.  At -8 C, the aircraft wasn't accumulating, but I was using anti-icing fluid on the prop.  I have a big alcohol tank, so there is about 4 hours worth of alcohol.  I wasn't worried about the flight in, I was concerned about having enough alcohol to get back to Jabara on the return trip. 

The weather at RST was 5 and haze with a 1000 foot ceiling.  They were calling for trace to severe ice.  When we started down, I popped the wings for insurance, we exited the clouds at 10,000 feet and were in the clear until about 4000 feet.  The approach went great with really good vectors from ATC--they didn't even spit me through the ILS course.  The landing was a little bump--oh well.  No one said Barons are easy to land perfectly. 

The passengers and I traded pictures in front of the plane and I saw them off.  The big surprise came when I tried to get the alcohol tank refilled.  Maintenance said no one ever asked for alcohol before.  Now I found that hard to believe.  They offered me TKS fluid.  I had to call Midwest about that one.  Midwest said TKS is too thick for the Baron alcohol system and don't use it.  They did say I could use any type of alcohol:  methanol, ethanol, or isopropanol.  Now I am a chemist, so I asked the FBO (Fixed Based Operator, like an aircraft service station) where the closest Wally World (Wal-Mart) was and could they take me to it.  They were too busy to take me, but they gave me a crew car (yahoo). 

At the Rochester Wally World, I bought 8 quarts of 91% Isopropanol (all they had), a Subway Classic Italian BMT, and a big coke.  I was amazed there wasn't a law against buying so much Isopropanol.  Now N17979 and I were ready to face the world.

At the FBO, maintenance filled the Baron's alcohol tank, topped off the fuel and oil, and I took off into 3 miles and haze with an 800 foot ceiling.

On the way back to AAO, I flew at 8,000 feet and max power.  The winds were over 30 knots in the face and I didn't want to delay in this kind of weather.  For a while 8,000 feet was clear, but again in Iowa, I ran into the clouds.  I had a little ice from the climbout, but it wasn't accumulating.  I was using alcohol on the props.  Since this flight was about an hour longer due to winds, I was concerned I might not have enough alcohol to make it to an alternate if the weather at Wichita really crumped.  I kept checking the weather with flight watch and it was staying about the same as the forecast.

As I got to the Wichita area, the winds were 340 at 25 gust to 27 with 1 mile light snow and a ceiling at 900 feet.  The weather was improving slightly.  During the descent visibility increased to 1 and 1/4 then 1 and 3/4 at AAO.  I decided to fly a Localizer to runway 18 at Jabara followed by a circle to 36 for the winds.  Two aircraft preceded me into Jabara.  They flew the GPS to 36 and landed.  I had to slow to delay for them, but I received an approach clearance for the Localizer to 18.  The approach was uneventful and I made a sweet circle to 36.  The runway was covered with snow, so I flew an easy touchdown and rollout.  She still stopped before midfield without any brakes.

All in all a great mission and flight.  By the way, I made it back in time to see BlAst at the Century II, and the two aircraft that arrived just before I did into Jabara didn't have any anti or deice capability.  Here I was worried about having enough alcohol and these jokers were flying around in the weather in icing without a care in the world. Remember there are old pilots and bold pilots, and then there are stupid idiots who shouldn't even be allow within visual distance of an aircraft.          

We flew out to the Florida Panhandle to check on Sea Spray.  It happens to be our anniversary and we took some friends with us.  Our friends hadn't flown on a GA twin before.  Before start, I had to have maintenance check the air in the main tires and the pressure in the front strut.  The weather out of AAO was fine and everything went as planned until descent.  Destin had been 2 miles visibility with 200 to 400 broken and 800 to 1000 foot overcast skies all day.  They had just come up to 8 miles vis 400 broken with 1000 overcast.  Eglin was in a quandary--the weather was good enough to get flights out to the ranges and the high altitude ranges were open.  You have to realize that Eglin is an Air Force Air Traffic Control training base.  The weather was really not good enough for Visual Flight Rules (VFR), but they needed to get their test and training flights off.  Here we come tooling into the area to land at Destin.  Pensacola asked if we wanted to go along the beach or to CEW.  I choose CEW because the GPS approach to 14 at DTS has an IAF at CEW.  The controller for Eglin told us to expect vectors to the GPS 14 at DTS, then he took us through a box pattern from hell.  He announced his intentions and I told him I needed to get down.  A Baron is slicker than snot and you can't expect it to be able to descent from 4000 feet to the IAF altitude of 200 feet without a little room.  The controller gave a traffic call on an E-3 with a descent clearance when we saw the 707 sized plane.  We were flying into a cloud, so the controller cancelled the descent from 4000 to 3000 when I told him we couldn't maintain visual with the E-3.  We received a new controller then--I suspect the training supervision.  He turned us around to the GPS and sent us on our way.  He gave us a descent to 2000 feet and I kept trying to get a clearance out of him.  After we crossed the intermediate fix, he cleared us for the approach and my copilot and passengers called out 2 F-15s about 1000 feet below us in the Eglin pattern.  The planes were not a problem for us, but they were in formation and obviously VFR when they shouldn't be.  At that moment the controlled did not cancel our clearance and told me to climb back to 2000 feet.  Then he gave me a continued clearance.  There was no way the approach could have been flown safely from that point and the energy was bad, too high too fast.  Luckily I could see DTS through the weather and I was on the final approach course.  I continued IFR, configured, and landed at DTS.  I didn't cancel until I was safe on the ground--like I said, it wasn't VMC, but Eglin was playing like it was.  I would have violated the controllers if it was hard IMC.  They didn't scare me, but they need more training.  Hear that, you guys need more training, and if you do it in IMC, I'll violate you next time.

I don't violate controllers unless the situation is actually rather than inherently unsafe.

The time at the beach was great and we got a lot of work done.  The return was almost uneventful.  We did fly through some clouds and snow coming through Arkansas, but otherwise the weather was beautiful.  I was happy with my landings and our passengers saw a very comfortable and nice flight.   

Until next time.   

Off to Dayton, Ohio for a Christmas party and business with Defense Research Associates.  That is a story in itself about aircraft design and development issues, but not about my flight.

Kansas weather is outstanding.  When I took off the sky was a beautiful blue without a single cloud or obstruction to visibility.  My plane had been through extensive maintenance.  You might ask, more maintenance?  The FAA requires the prop system to be rebuilt every 2000 hours or 6 years.  We hit six years in January, so the props had to be redone.  The prop system is very complex on this type of aircraft because the prop pitch is controlled by the pilot.  This is called a constant speed propeller.  When you takeoff, you want the greatest power output from the engines and the props, you set the prop pitch to give the greatest power and that means the highest RPM possible.  In flight, you can trade prop power for efficiency so you decrease the RPM by changing the pitch of the prop so it takes a bigger bite of air with each revolution.  For you budding aero guys, this also changes the angle of attack of the blade.  The engines are set to put out the best power they can, the prop pitch actually controls the speed of the engine and drives the rest of the system.  Prop pitch is controlled using oil pressure in the prop hub.  The pilot moves the prop lever and the oil pressure rotates the prop to the correct position.  Additionally, the pilot is setting an RPM, the system is supposed to govern to this RPM.  In reality, RAM air rise causes the RPM to increase the visa versa, but it all works out in the end.  You can also move the prop to feather.  Feather is the position in the air where the prop has the least drag when it is stopped.  This is used when the engine fails in flight.  That's why you have two--engines. 

Because of the maintenance on the aircraft, I spent a little extra time on the ground making sure everything was right before I took off.  I also checked out the anti-ice equipment.  In winter weather, you want everything to be working just right.  When I tried to get an IFR release from Wichita departure, they had a delay due to two tankers.  One was right over AAO and the other about 3 miles north.  Plus another aircraft was flying into Beech field--only 4 miles south of AAO.  I told the controller, I would takeoff VFR and pick up my release in the air.  I already had a clearance.  These are the kind of delays traffic in the air can cause even when there is no weather.  In fact, these delays are more common when the weather is good everyone wants to fly. 

I took off VFR, the day was cold and the aircraft leapt into the sky.  It was awesome.  Even with a full load of fuel, the plane was making 2000 feet per minute up and made altitude before I had a chance to talk to the controller.  I had a visual on all the traffic and just headed on toward Emporia.  The controller was happy about not having to mess with sequencing me in.

When I leveled off at 11,000 feet, the aircraft accelerated up to cruise speed better than normal and I noticed it took less aileron trim to keep the wings level.  On the last flight, Marvin Hesket and I noticed the right flap was not retracting as far as the left flap.  This caused the aircraft to roll to the left and required a lot of aileron trim to balance.  Additionally, the aircraft wasn't making book even with two newish engines.  The maintenance guys at Midwest made some adjustments to the flap and it really improved the handling qualities and the aircraft speed.  I was only one knot off book.  That may have also been why it seemed to be so well powered during takeoff.  Little things make a world of difference in aircraft performance.

On the flight to Dayton on the way to KC, I heard a great conversation on the radio.  I couple of guys in the Cessna were getting VFR flight following from KC Center.  They weren't following the controller's recommendation.  I started listening closely when I heard the ATC controller say, "If you don't follow my recommendations, you need to get off flight following.  You have two F-16s about 1 mile left of you.  They are flying strafing runs at 540 knots against ground targets."  I don't know what happened after that, but I didn't hear about any collisions, violations, or shoot downs, so I guess they got out of the MOA safely.  That's the problem with not knowing what you are doing or where you are in an aircraft.

The skies were blue and cloudless until I talked to Dayton approach control.  The weather there was overcast and required an approach into Dayton International (DAY).  This is true about Dayton, Ohio.  In the winter (summer, fall, and spring too) when the rest of the country is skies clear (SKC) Dayton is under the clouds.  I don't know how I survived there before I could fly above it.  The cloud tops almost always are about 5000 feet.  Get above 5000 feet over Dayton and you can see the sun!  I flew an ILS to runway 18 at Dayton international.  The wind favored 24, but that is the main runway and 18 is over 10,000 feet long so no problem.  The controller told me to slow to 170 knots, I did.  He had a Bonanza ahead of me on approach.  Then he screwed up the vector and slung me right through the localizer.  What a pain.  These guys need to treat Barons like turboprops and not like small singles.  He made a half-hearted "legal" correction, but I would have never recovered with his vector.  I asked if I could slow below, 170, threw out the flaps at 152, took a 30 degree cut and hoped for his sake I intercepted prior to the glideslope.  I would have violated him if I didn't.  I should have called his super after the flight, but I forgot.  In the weather, single pilot, is no time to have a controller screw up vectors to an approach.  They do it all the time.  I intercepted right at the glideslope and slammed down the gear.  The approach was beautiful, but I was in control of that.  I landed quite nicely and went to see my friends at Stevens Aviation.

The return flight was about the same as the trip out.  Dayton was 900 overcast 6 miles with haze and a light drizzle.  I should have mentioned when I started the aircraft at AAO, I had a slow turnover with a hard start on the right engine.  I was afraid the starter broke.  I was sweating that a little, but I shouldn't have.  The right engine started up just like it should.  I concluded the starter was cold soaked at Wichita--maybe I should check on the heated hangar its supposed to be stabled in.  The airplane literally accelerated like a bat out of you know where.  I took off on 36 and the airspeed was at 90 before I realized and lifted off.  She climbed out at a fantastic rate   rate and I broke out at about 4000 feet into blue skies.  The flying was beautiful all the way to Kansas.  The minute I crossed over the boarder, the clouds disappeared.  I passed a Merry Christmas to every controller.     

Back at AAO, the arrival went pretty much as usual.  I did hear our friend Chelsea on the radios about to take a training flight.  The winds were up about 17 knots and I took it in high.  The visual approach was nice, but I kissed the nose gear.  It was a very light touch, but I could tell.  Then the most odd thing happened.  I can't explain it.  Usually with a nose gear kiss, you keep pulling back and the aircraft settles back on the mains and that's all she wrote.  The aircraft was at low speed and the mains touched gently, but bounced a little.  It felt like the mains were bouncing on the struts and not on the concrete.  The winds must have been at the point where they were keeping the lift high on the wings and the plane was kind of bouncing in the lift.  The proof of this is that when I aerobraked, the nose didn't touch down until the normal point.  Oh well, we pilots will do a lot to explain away a non-perfect landing.  She was safe, but not my best.      

Training flight: IFR Competency Check (IFC) and Biannual Flight Review (BFR).  These are the painful check rides and training every aviator has to accomplished every two years.  For my insurance with Midwest Aviation to keep my aircraft on part 135 Charter Operations, I have to get an IFC and a BFR every year.  This is a pain, but it is better than the military were every pilot gets 3 to 4 checks a year.  A basic, a mission check, a line check, and an instrument check.  You also could get a no-notice check anytime.  Civil flying is much more stress free, but I'd do the military flying again, anytime--they just have to ask.

Midwest is really good about the check ride--ops flight training.  They let me take a check with their chief pilot Marvin Hesket.  Marvin is an ex-Army pilot, thinks about aviation like I do (he's as anally retentive about aviation as I am), and he is a great chief pilot.  I always learn something from him when we fly together.  He gives me an ATP check, makes sure I'm safe, and signs me off.  You might think this is easy.  It really isn't.

First, before you train, you have to study.  It doesn't mater how up to date you are with your aircraft knowledge, you must study the aircraft handbook, Federal Aviation Administration (FAA) part 91 and part 61 rules, Airmanship and basic instrument flight rules.  Some of this stuff changes yearly.  Some you think changes yearly because you missed it the year before.

Second, you end up in a cockpit with your pubs (which must be up to date) all over the place, going to fly approaches you have never flown before, expecting simulated emergencies at every breath, and you never have enough time to review the approaches--oh well.  On a normal flight things don't usually come at you so quickly, but the point of a checkride is to put stress on you and see how you handle it.  You also end up doing all kinds of things you hope to never see during a normal flight: missed approaches, single engine approaches, mucho holding, unusual attitudes, steep turns, and stalls.  All this is important to review and boy can it get exciting.  Maybe busy is a better word.

We took off simulated IFR, lost the right engine (simulated), got it back, flew up toward Newton (EWK), intercepted the airway from ICT (Wichita) out to 30 DME then went to do airwork.  These are the stalls, unusual attitudes, and steep turns all under the hood (like on the instruments simulating IFR).  After burning some gas and getting the airplane warmed up, we headed to Newton for the full procedure turn ILS to runway 17.  I flew it on the autopilot--whoo whoo.  Of course to a missed approach and a climbout to set up for a fix-to-fix to the GPS to 17.  This was a non-procedure turn.  I flew this to a missed approach with the full procedure and hold. 

We returned to Jabara to fly the ILS 17 single engine to a full stop landing.  Fun flying and a real work out.  I used to make my student pilots do the same--oh well.  What goes around, comes around.  

Departed 4 November 2007 on a trip with Holy Cross Lutheran Church for a Shepherd Institute Symposium.  I am establishing connections with groups in Wichita and with the Lutheran Church for my writing and Christian experience.  The Shepherd Institute promotes the theology of liturgical music in the Church.  The trip was to Fort Wayne, Indiana and the Concordia Theological Seminary. 

My tablet flight computer died and shipped back for repairs (under warranty, thank goodness).  I used my old iPAC moving map and it worked well.  I had to reremember how to make it work.  The flight to FWA was uneventful and N17979 flew great.  The heater was stinky on the trip out, but didn't smell on RTB (return to base).  The weather was clear.

On the way back, the weather was overcast and very windy at FWA.  Takeoff was near the crosswind limit, but the aircraft handled it well.  We picked up some light ice in the climb, but popped out of the clouds right at 8000 feet, the cruise altitude.  We skimmed the cloud tops for almost 200 nautical miles.  The sky above was absolutely clear and the sun caused the clouds below to shine like snow.  Every now and then we sliced through the cloud tops.  It was really beautiful.  N17979 almost made book and the engines were ticking over nicely.  I kept the power to 2500 RPM for the entire flight.

Landing at AAO was interesting.  A Cessna was flying the VOR A for training at AAO when we flew in.  We were at 14 NM when they started the approach at about 10 NM out.  At the same time, another Cessna was in the pattern.  We skimmed in south of AAO and beat the Cessna on the approach and the Cessna in the pattern.  That just shows the speed of the Baron and the vigilance you need in the Wichita flight area.

Departed 13 October 2007 for a visit to our beach property in Destin, Florida.  The visit was for business, to check out the property after the main season, and to get together with my wife's family.  Plus my brother-in-laws are great company, and they like to do fix-it work around the place.  One year they painted my beach walkover, and the next week a hurricane took out the whole beach walkover--oh well.

N17979 was in fighting shape out of an annual.  Everything was supposed to be fixed.  The flap indicator gauge was a known out and the gear warning horn needed tweaking.  Both of these checked out needing work.  On taxi out, the flaps worked great except they wouldn't come up when moved from full down to approach.  The heater was stinky during the first leg, but settled down on RTB (return to base). 

My brother-in-law sat copilot and we had two beautiful stewardi.  The trip to the beach was uneventful.  Clear and smooth skies without a hint of nastiness.  The airplane showed a couple of little problems.  The heater bothered me enough to pull out a CO strip, but there was no combustion issues--just fuel stink.  We could hear a slight rattle from the front and I was worried that the heater or a duct had not been connected properly.  The middle heater vent didn't have any heat and the rear and copilot vents were putting out more heat than I have felt from a Baron.  The airspeed was lower than normal even for a full load--not sure what was causing that.  I'm happy to say, the DME worked great, and the $1200 turn and slip peanut gauge worked--for that amount I sure hope it did.  Aircraft parts are a killer and will be the ultimate downfall of private aviation--unless Congress starts levying user fees like they have in Europe, Australia, and Canada.

The flight back was a little more exciting.  The weather across the middle of the US and right through Wichita was non-front associated TRW (thunderstorms).  They were expected to build in the afternoon, but cropped up early.  The track was across the center of the country north north east at 45 knots.  That is quick enough to move them out of the way in a few hours, but with the altimeter setting at AAO near 2935, the plains were creating TRW as fast as they could move.  The weather guesser advised a later TO than the planned 1500Z (1000 local), so we got off at 1200.

The aircraft started up great, but the AP trim light was flashing and nothing would turn it off.  We had a lot of rain and I figured the trim motor or wiring was wet.  The trim and AP worked fine, but the AP trim just wasn't happy.  We got one of the Eglin trainees passing the clearances--that was funny.  I can't ever remember getting an obvious trainee giving clearances.  The instructor controller had to keep interjecting help, and the guy got the order of the clearance wrong.  It must have been training day at Eglin, the initial controller took us out and around on loose vectors and finally put us direct CEW (Crestview).  He didn't have enough traffic for that much vector, and he sounded a little green.  DTS (Destin) was clear and a million when we took off, but the lower level clouds quickly obscured the ground and started to reach up to our altitude.  I planed originally at 8,000, but the winds were a tail all the way up, so I moved it to 10,000.  That put us in the right place for most of the MOAs (Military Operating Areas). 

Airborne, 17979 was doing great.  The trim dried out and fixed itself.  Never showed a single problem.  The airspeed came up a bit better than before.  I expect about 10 knots slower than book CAS (Calibrated Airspeed) with a full load.  Usually the aircraft makes 5 knots slower than book with a medium load.  I was flying around all the little puffies for the sake of the PAX of course.  There really wasn't a lot of junk in the clouds.  A little plane washing and that's about it.  We found a bit of stuff near Little Rock, but passed to the north.  I didn't know it was really growing behind us and to the south.  I didn't worry much about it because the clouds where largely broken below us and the TRW such as they were isolated.  The radar and stormscope were working great.  I don't think I ever saw a large electrical clump on the stormscope all day--little groupings, but nothing really bad.  The radar however was painting all kinds of bad stuff as we approached the Tulsa area.  I called Flight Watch and received the commentarian of the month.  All I wanted was an update on the weather--he wanted to make flight decisions for me.  He said, "doom and gloom, land at Fort Smith, don't proceed further."  Scared my PAX half to death.  We were in the clear with the buildups in sight, a crack radar and stormscope on board and under IFR control.  Since the weather at AAO was IMC, but clear of storms, I decided to proceed and see what the line was like.  ATC said it was pretty solid, but only 15 miles thick.  They had jets topping areas at 20K and props going below it at 4K.  I don't think it is a good idea to ever try to go below TRW.  When we got closer, we could see some significant holes in the line.  I choose a large hole between a couple of big cells that showed flashing nougats.  The ride wasn't bad and we came out in a couple of minutes into clear skies on the other side.  Getting into AAO required some more maneuvering around the cells.  With 500 to 800 foot vacillating ceilings and winds at 140 degrees 14G23, the ILS to runway 18 seemed like the best idea. 

I flew the approach and broke out about 300 to 400 feet above DH at 1614 feet.  The approach was right on and we came out right in line with the runway.  The landing was sweet, and the winds were strong enough that the aircraft slowed using aerobreaking alone.  I didn't have to touch the brakes.  I even had to add power to taxi. 

Departed 15 September 2007.  Trip to support the wedding of my cousin's son, but who really needs an excuse for a weekend cross country?

Back on board N17979.  No more fumbling for the call sign.  No more messing with a strange autopilot and a flight-directorless avionics system.  The engine was running beautifully.  Maintenance said they were still watching a forward seal leak and there was oil in the cowling from the alternator.  The alternator was seeping oil and had to be replaced.  Everything else wrong is secondary and on the list to be fixed: #1 radio swapped with a loner (still doesn't work that well), #1 glideslope out, DME out, and turn and bank indicator leaning a little to the right, no left, no right.  Turn and bank is redundant since 17979 has an RCA electric ADI (Attitude Indicator) backup to the vacuum ADI.

The engine was purring better than the left and after the flight I think the left has the same fuel pressure problems that we found on the right.  

Weather out of Jabara was alright, but a SIGMET covered this area and the Kansas City area that was the destination.  We were filed IFR to Kansas City Downtown (MKC).  This would be a great chance to test the radar.  Additionally, we had an AIRMET for moderate turbulence to 8000 feet and moderate icing above 13,000.  The weather was great other than that.  Pretty stinky when you have rough weather in route and you don't get to fly an approach at the destination.   

We ran all the checklists and were cleared with a release out of AAO.  We followed a Pilatus and a Kingair.   The plane surged with power.  Since the temp was about 10 degrees C, it should.  At 81 knots, I pulled back and she lifted off at 86.  Right as we hit 100 knots and I was pulling up the gear the crew door flew open.  The aircraft really went through a small conniption.  I noticed a real loss of lift right when the door opened.  The airspeed noticeably slowed.  I punched a little opposite rudder, but the door affected the airspeed and lift more than anything else.  I pulled the plane up to a 500 foot right downwind.  My copilot was hanging on to the door for dear life.  I didn't have the heart to tell her that the door would only open about 4 to 6 inches and that it could not be closed in flight.  It was cold in the plane, and through her efforts, I was happy to have a little less 10 degree wind inside.

On downwind, I saw a tanker in the McConnell pattern right above us.  We were squawking, but I didn't have time to call ATC.  I had enough trouble flying around the pattern and configuring the aircraft.  A door opening is not really a huge emergency, but I didn't want to mess around more than I needed to in the pattern.  I configured and flew a full flap landing.  On the ground, I cleaned up the airplane ground items, closed the door myself, and headed back to the end of runway 18. 

The key here is the age old Beechcraft lesson.  At some point your usual copilot will want to start closing the door.  This is a great convenience, but also a great sucker trick.  The other problem is that many copilots--women and children don't have the strength to check the door once it's closed.  We who have flown and learned to mistrust the Beechcraft crew door know you have to put your full weight on it to test it.  Good lesson--I got a free one and an extra pattern.  We only lost the flight log out of the door. 

I've had the door open before.  At ADS (Addison in Texas), the shoulder harness was caught in the door frame after I gave a fam flight to a relative.  The day was blistering and ADS tower gave me an immediate IFR takeoff.  The shoulder harness caught in the door and I didn't realize the door wasn't fully latched.  On that takeoff, I lost all my charts.  I had to go around for traffic in the pattern, with an open door, but everything was cool.  After I put everything to rights, I took off again and had no problems.  I did have to pull out my emergency charts.  On final someone called--"great job" on the radios.  That was nice, even if I caused my own problem.  That is why I always hook up and tighten down the copilot seatbelt and shoulder harness when I fly in the front alone.  

ATC didn't give me a hard time.  I just told them I had a delay in the pattern and asked for another release.  Now you need to realize, that the conditions were IMC, not hard IMC, but just below VMC IMC.  The kind that puckers the controllers but usually leaves out the VFR pilots.  On climbout, the controller asked what the delay was about because he had a heavy tanker in the pattern.  I just told him I had a door open on takeoff and had to land to close it--he was happy with that.

The trip to MKC was a little wet, bouncy, and IMC.  The radar worked great.  ATC was helpful and MKC is a perfect airport for visiting Kansas City.  We stopped at Executive Beechcraft.  They had everything ready for me and took good care of the aircraft.  Their charge for a hangar is a little higher than market.  They wanted $80 and going rate is about $50 to $65.  I would have hangared 17979 if serious or cold weather was expected, but with showers and warmish temps, a tiedown was enough.

I used Pilot Zen techniques to get around KC the whole weekend.  They work great, but It helps to be the Zen of Test.  Pilot Zen for the uninitiated is to point the direction of the car approximately where you want to go and head off until you find what you are looking for--it works for me.         

We returned to base (RTB) 16 September to AAO.  The weather for departure was the same, but better--no AIRMETs but an area SIGMET.  This time with rain showers and a little IMC around MKC and clear, hot, and windy in Wichita.  The radar was helpful and we didn't touch a cloud on the way back.  I checked out the glideslope and saw it was bad.  You can still fly an approach with #1 on the flight director and use #2 for the slope.  It's a little challenge, but it worked great.  Landing with the winds was a little challenge.  I clunked it down on speed and centerline.  Okay for an IMC landing, not the best for VMC.

The right engine is fantastic.  The mechanical fuel flow gauge needs a PMEL look for the right engine, but the left fuel flow is right on.  The left engine still has that little fuel problem--it wants to burn about 2 gallons per hour more than book.  The right engine purred alone at book and EGT showed it could have done better.  I think the power on the right is much better than the left, even counting for the engine change. 

Departed 30 August 2007.  We went to the 50th anniversary of dear friends of our family Uncle Bill and Aunt Mavis.  They are unfortunately not directly related to us, but my brother and I called them Aunt and Uncle from infancy.

The flight was from home base Col James Jabara Airport (AAO) in Wichita, Kansas to Pensacola Regional (PNS) at Pensacola, Florida.  I flew N6493S again because the maintainers were still working the bugs out of the new engine on N17979.  N6493S is a great 58 Baron, but the cockpit isn't set up as well as N17979.  N17979 has a King Silver package on it with a KFC 200 autopilot and a Trimble Approach 2000 GPS.  The setup is very similar to the Learjets I flew in the Air Force and instrument flight is a breeze.  N6493S has a different set up and no flight director.  You have to work at your cross check, plus like all aircraft it's a little bent, so trimming in all axis is a chore.  I know N17979 really well, but I still have to work a little harder with N6493S.  It's a great plane and I was happy to be able to use it on the flight.

The nose strut was low on N6493S and I had maintenance fill it up to book before the flight.  This delayed us about an hour and we took off at about 1100 instead of 1000.  The autopilot worked on this flight and held the aircraft rock steady on course and altitude.  Weather was good with some thunderstorms in route.  The color radar on N6493S is great and with ATC kept us clear of bad stuff all the way down.  We did have to negotiate a couple of rainstorms, but never saw any lightning and didn't get any turbulence above light. 

Pensacola was VMC.  The controllers took us all the way around to land with a visual on 26.  Wind was a total cross at about 9 to 12 knots.  Landing was good and right on the center--my cheering section liked it.

RTB was 1 September.  Weather was better, but we had some cumulus around Pensacola.  We took off about 1100.  They gave us takeoff clearance right in front of an MD-80 on 3 mile final--no delay.  N6493S got up and went.  It doesn't seem to accelerate as well as N17979, but the temp was about 30 C.

Controller practice at Pensacola approach.  We got some long vectors and a little IMC work.  This delayed the flight by 4 minutes and a couple of gallons that we never made back up the rest of the flight.  We kept away from a couple of towering cumulus right in the Florida panhandle area and continued direct to AAO.  ATC wasn't very busy, but it usually isn't in this part of the country on Saturdays and Sundays.

Wichita was clear and a million with light winds.  Coming into AAO, we had to dodge a couple of gliders flying within 5 NM of the field at 3 to 4000 feet.  We dove under them and made a left base to final on runway 18.  The landing wasn't as nice as the squeeker at Pensacola, but still on centerline and speed. 

I took my son up to Saint Louis (STL) and continued to Ann Arbor, Michigan.  I landed at Willowrun (YIP) because Ann Arbor's