Friday, October 27, 2006

x-country flight plan

So, I am sitting at home on a Friday night pondering my good fortune. I was pretty bummed after the eagle interview, but as the old saying goes, when one door closes another door opens. I spent yesterday in the airplane all day...literally. I maxed out my duty day of 8 hours of flying, and capped my day with an IFR trip up to KFRG. Farmingdale, Long Island, NY. Our clearance was JYO-martinsburg-v214 to baltimore-v268 to smyrna-v16 to kennedy-direct. We took off to the north in the 172 and was soon instructed by potomac approach control to go direct Wooly intersection. we picked up v214 at wooly and was soon overhead of BWI at 5000. We stayed on the airway and once passed smyrna, hopped off the airway for a practice ILS approach at Millville municipal. What a great approach that was. Then it was back onto the airway direct to cedar lake VOR and gave a call to atlantic city approach. We passed about 40 miles west of Atlantic city. The casinos made it easy to spot. Next was mcguire AFB approach and the voice of a young airman greeted us on the horn. Heavy airforce jets crowded the freq. We watched as newark arrivals from the south passed offshore and crossed out path as they maneuvered for runway 4 at newark. Crossing Dixie intersection which is about 15 miles southeast of the Verazano bridge into long island, we contacted NYapproach. It was go time. My student was so pumped. WE passed overhead JFK at 5000. Departure control had numerous aircraft coming off kennedy which were turning NE directly under us. Most were heavy international departures on the canarsie climb--and I think kennedy 4 departure. Pretty friggin cool. Departure stopped their climb at 4000 until they passed underneath. You can blame me when your airline ticket prices go up. IT costs fuel to level off and then start the climb again. We took a visual approach into FRG....we were number 3 for the runway and cleared to land on 32. the sun was setting and the scene could not have been more perfect.

The trip home was pretty much the reverse, except it was night and I was tired. But we still made it home around 1030, and got in our 3 approaches along the way. I think Brett learned alot, and I sure did too.

Another guy of mine needs a copilot to help him get back from California in his new Mooney. Hopefully Ill be flying back from LA to DC in a mooney this time next week. What good fortune. A real cross the country x-c. a test of everything Ive ever learned, both IFR and VFR. Ill post more on that, but in the meantime enjoy these pics.

Thursday, October 19, 2006

Morning Dew

I woke up this morning for my 7 am flight to a lovely AWOS report of less than 1/4 mile, and 100 overcast in fog. I called Rob and told him the fog would burn off around 10 per the forecast and that we should fly later once it cleared up. Bob Kierein, the flight service guy, and the weather channel all declared that the fog would clear out around 10 once it warmed up. It never did.

The formation for fog is mainly due to a close dew point/temperature spread. Take a look at the Dulles metars from this morning. You will see that the temp and dewpoint started off eaqual but never had a chance to break apart. After the rain we had the other day and the light winds as this cold front approaches the air is laden with moisture.

KIAD 191605Z 18003KT 2 1/2SM BR OVC002 18/16 A2986 RMK AO2
KIAD 191552Z 00000KT 1 3/4SM BR OVC002 17/16 A2986 RMK AO2 SLP110 VIS W 3/4 T01720161
KIAD 191512Z 12003KT 1 1/2SM BR OVC002 17/16 A2986 RMK AO2 VIS W 3/4
KIAD 191452Z 00000KT 1SM BR OVC002 17/16 A2988 RMK AO2 SLP115 VIS W 1/2 T01670161 50001
KIAD 191352Z 00000KT 1SM BR VV002 17/16 A2988 RMK AO2 SLP116 VIS W 1/2 T01670161KIAD 191340Z 12003KT 1SM BR VV002 16/16 A2988 RMK AO2 VIS W 1/2
KIAD 191311Z 00000KT 3/4SM BR VV002 16/16 A2988 RMK AO2
KIAD 191310Z 00000KT 1 1/4SM BR VV002 16/16 A2988 RMK AO2 VIS 1/4 WEST
KIAD 191255Z 00000KT 1/4SM FG VV001 16/16 A2988 RMK AO2
KIAD 191252Z 00000KT 0SM FG VV000 16/16 A2988 RMK AO2 SLP115 T01610156
KIAD 191152Z 00000KT 0SM FG VV000 16/15 A2987 RMK AO2 SLP114 T01560150 10156 20128 53003 $
KIAD 191052Z 32003KT 0SM FG VV000 16/15 A2987 RMK AO2 SLP112 T01560150 $

The problem with this weather is that only the most sophisticated airliners can make it into the airport. Visibility is the controlling factor in shooting an instrument approach in the part 121 world. Larger airports with category 2 or cat 3 approach systems have RVR transmissometers installed for particular runways. RVR is runway visual range. It measures how far you can see when looking straight down the runway. There are usually 3 RVR sensors--touchdown, midfield and rollout. Only two need be operational before the required weather mins go up. Today was one of those days where the RVR was right on the edge. 1/4 mile vis is equal to about 1200 rvr. Imagine landing at 130 knots only being able to see 1200 ft in front of you. And then best part is, if you are inside the final approach fix and the rvr goes below mins you are still authorized to continue on down and take a look and land if possible.

Next time you are in the back of an airliner and you dont see the ground until you are over the runway, tell him/her good work. Your flight crew had their work cut out for them. Here is a wikipedia definition of RVR.

From Aeronautical Information Manual 7-1-16
There are currently two configurations of RVR in the NAS commonly identified as Taskers and New Generation RVR. The Taskers are the existing configuration which uses transmissometer technology. The New Generation RVRs were deployed in November 1994 and use forward scatter technology. The New Generation RVRs are currently being deployed in the NAS to replace the existing Taskers.
RVR values are measured by transmissometers mounted on 14-foot towers along the runway. A full RVR system consists of:
Transmissometer projector and related items.
Transmissometer receiver (detector) and related items.
Analogue recorder.
Signal data converter and related items.
Remote digital or remote display programmer.
The transmissometer projector and receiver are mounted on towers 250 feet apart. A known intensity of light is emitted from the projector and is measured by the receiver. Any obscuring matter such as rain, snow, dust, fog, haze or smoke reduces the light intensity arriving at the receiver. The resultant intensity measurement is then converted to an RVR value by the signal data converter. These values are displayed by readout equipment in the associated air traffic facility and updated approximately once every minute for controller issuance to pilots.
The signal data converter receives information on the high intensity runway edge light setting in use (step 3, 4, or 5); transmission values from the transmissometer and the sensing of day or night conditions. From the three data sources, the system will compute appropriate RVR values.
An RVR transmissometer established on a 250 foot baseline provides digital readouts to a minimum of 600 feet, which are displayed in 200 foot increments to 3,000 feet and in 500 foot increments from 3,000 feet to a maximum value of 6,000 feet.
RVR values for Category IIIa operations extend down to 700 feet RVR; however, only 600 and 800 feet are reportable RVR increments. The 800 RVR reportable value covers a range of 701 feet to 900 feet and is therefore a valid minimum indication of Category IIIa operations.
Approach categories with the corresponding minimum RVR values.
Nonprecision 2,400 feet
Category I 1,800 feet
Category II 1,200 feet
Category IIIa 700 feet
Category IIIb 150 feet
Category IIIc 0 feet
Ten minute maximum and minimum RVR values for the designated RVR runway are reported in the body of the aviation weather report when the prevailing visibility is less than one mile and/or the RVR is 6,000 feet or less. ATCTs report RVR when the prevailing visibility is 1 mile or less and/or the RVR is 6,000 feet or less.
Details on the requirements for the operational use of RVR are contained in FAA AC 97-1, "Runway Visual Range (RVR)." Pilots are responsible for compliance with minimums prescribed for their class of operations in the appropriate CFRs and/or operations specifications.
RVR values are also measured by forward scatter meters mounted on 14-foot frangible fiberglass poles. A full RVR system consists of:
Forward scatter meter with a transmitter, receiver and associated items.
A runway light intensity monitor (RLIM).
An ambient light sensor (ALS).
A data processor unit (DPU).
Controller display (CD).
The forward scatter meter is mounted on a 14-foot frangible pole. Infrared light is emitted from the transmitter and received by the receiver. Any obscuring matter such as rain, snow, dust, fog, haze or smoke increases the amount of scattered light reaching the receiver. The resulting measurement along with inputs from the runway light intensity monitor and the ambient light sensor are forwarded to the DPU which calculates the proper RVR value. The RVR values are displayed locally and remotely on controller displays.
The runway light intensity monitors both the runway edge and centerline light step settings (steps 1 through 5). Centerline light step settings are used for CAT IIIb operations. Edge Light step settings are used for CAT I, II, and IIIa operations.
New Generation RVRs can measure and display RVR values down to the lowest limits of Category IIIb operations (150 feet RVR). RVR values are displayed in 100 feet increments and are reported as follows:
100-feet increments for products below 800 feet.
200-feet increments for products between 800 feet and 3,000 feet.
500-feet increments for products between 3,000 feet and 6,500 feet.
25-meter increments for products below 150 meters.
50-meter increments for products between 150 meters and 800 meters.
100-meter increments for products between 800 meters and 1,200 meters.
200-meter increments for products between 1,200 meters and 2,000 meters.
Retrieved from "http://en.wikipedia.org/wiki/Runway_visual_range"

Saturday, October 14, 2006

My next stop

Passed over

So, as quickly as I thought I was airline bound the hope was snatched from me. I received an email from American Eagle mgmt stating that the Captains selection board did not take me. I was pretty bummed as Eagle wouldve been an awesome place to work. With crew bases in LGA, BOS, and SanJuan on the top of my list I wouldve had the awesome priveledge to fly for AAL as their regional carrier. Anyhow, Its back to work here at the flight school. I have several more resumes out there, and if all else fails I will go fly freight when I get part 135 mins. That includes 1200 total time, 500 x-c, 100 instrument and roughly 100 night. I am at about 1070 total time right now. there is an outfit in Richmond that Id like to go fly at. Learn how to really fly a twin aircraft.

In the meantime I am writing this while my student preflights the aircraft. His private pilot checkride is on the 22nd of this month so we dont have much time to get him up to speed. Hes got alot of time scheduled so that will be good for me. the frost has set in as well. We broke out the glycol solution to clean the wings this morning, and will probably be doing it for a few months now to come. It is very important to clean off the frost, snow and ice from the wings before attemting to takeoff. If it is bad enough it could potentially disrupt enough airflow so that the airplane never gets airborne. I broke out the fleece jacket, and will need to find some gloves in the next week. Summer is officially over i guess.

Keep your fingers crossed.....air wisconsin and continental express are my main focus right now.

Thursday, October 12, 2006

1000 and in interview

Long time since I have been able to post anything. The flying has been good. Found a little twin time along the way, and have been succesful in getting a couple of my guys through their checkrides. I passed 1000 hours last month, and subsequently landed an interview with American Eagle in Dallas last week. I attended the interview at the American Airlines training academy. I breezed through the HR and tech portions of the interview, and dominated the sim session. I am still waiting to hear on the background check and the captains board. Ive been a stress ball the last two days, and I really hope I get a class date. Its been a long tough road, and it is about time that something pans out for me.