clumpinglitter (![[info]](http://l-stat.livejournal.com/img/userinfo.gif){kind=small} clumpinglitter) wrote,@ 2006-11-05 11:13:00 |
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fun Scarrow
I had fun flying the Arrow yesterday, so I'm going to sneak in another flight early this morning. I say "sneak", because I haven't actually been explicitly told I'm supposed to test fly this airplane. However, I do know that the flight skool wants about 20 more hours on it before it can be put online for rental, the owner is telling people to fly it, and I'm as qualified as anyone around here to fly it. I just haven't had an opportunity to be in the owner's presence when he's told people to hurry up and get some hours on the Arrow. You don't have to tell me twice -- hell, you don't even have to tell me once!
The sun's only been up for a short time, and I have to wipe some frost off the Arrow's windows. Most of the frost on the wing has already melted. The stabilator makes a weird sound, like something's rubbing in the cables. This is something to revisit later. After the rest of the preflight, the sound has gone away. Something was probably just cold in there.
I get a squawk from ground for flight following, and approach grants me a class B clearance with the caveat that he'll be giving me lots of vectors. I have my camera with, but although it's sunny out, the air is hazy and scummy. The view is great, but it would just look washed out and dull in a picture. The Arrow's oil temperature is higher than it was yesterday, and the oil pressure is lowish, too. I don't want to take chances with the new engine, so between MSP and downtown Minneapolis, I tell approach that I will need to land at LVN due to a high oil temperature. The controller suggests FCM instead, because it's a couple miles closer. I accept this, and he gives me an initial heading, a PD descent to traffic pattern altitude, and the direction and distance to MIC. He's concerned, and I reiterate that this isn't a big deal -- I just need to land and add a quart of oil fairly soon. I get FCM's ATIS, but before I have a chance to report that, the controller reads me the weather in FCM. He hands me off to tower, and they're totally waiting for me.
I get a landing clearance and landing priority -- jeez! Then, the tower controller helps me get to the nearest ramp. I shut down there and have a look. The oil level is slightly low, but not bad -- I add a quart. It's mineral oil, because the engine is still new. There's no oil on the prop or being spit out anywhere, which was my biggest concern, so good. And the hot start procedure works! I love the Arrow!
So this is yet another example of how great these controllers are. They take our situation pretty seriously, and they don't care if you're a little bugsmasher with an abnormal engine gauge -- they'll give you their full attention. I actually feel sort of bad -- approach was nice enough to let me into his busy airspace, and all he got for that was a problem. The same goes for the tower controller at FCM who put me ahead of other traffic. But anyway, if ATC is that helpful with this minor deal, I feel pretty good about having them around in a real emergency situation. They are truly one of your best resources. So, to any controllers reading (and I know there's at least a couple), thanks -- you rock. The work you do is important, and it makes a difference. And the FAA should stop trying to screw you.
So after the big excitement, the Arrow and I tool around at a constant power setting -- this time, the engine gauge readings are acceptable. Due to the diversion and time spent on the ground, I don't have time to go too far south like I had planned. So, we just follow the river for a while, and I practice some more constant power setting maneuvers, including some ground reference maneuvers. It's kind of fun doing S-turns across a road at 120 MPH.
I had fun flying the Arrow yesterday, so I'm going to sneak in another flight early this morning. I say "sneak", because I haven't actually been explicitly told I'm supposed to test fly this airplane. However, I do know that the flight skool wants about 20 more hours on it before it can be put online for rental, the owner is telling people to fly it, and I'm as qualified as anyone around here to fly it. I just haven't had an opportunity to be in the owner's presence when he's told people to hurry up and get some hours on the Arrow. You don't have to tell me twice -- hell, you don't even have to tell me once!
The sun's only been up for a short time, and I have to wipe some frost off the Arrow's windows. Most of the frost on the wing has already melted. The stabilator makes a weird sound, like something's rubbing in the cables. This is something to revisit later. After the rest of the preflight, the sound has gone away. Something was probably just cold in there.
I get a squawk from ground for flight following, and approach grants me a class B clearance with the caveat that he'll be giving me lots of vectors. I have my camera with, but although it's sunny out, the air is hazy and scummy. The view is great, but it would just look washed out and dull in a picture. The Arrow's oil temperature is higher than it was yesterday, and the oil pressure is lowish, too. I don't want to take chances with the new engine, so between MSP and downtown Minneapolis, I tell approach that I will need to land at LVN due to a high oil temperature. The controller suggests FCM instead, because it's a couple miles closer. I accept this, and he gives me an initial heading, a PD descent to traffic pattern altitude, and the direction and distance to MIC. He's concerned, and I reiterate that this isn't a big deal -- I just need to land and add a quart of oil fairly soon. I get FCM's ATIS, but before I have a chance to report that, the controller reads me the weather in FCM. He hands me off to tower, and they're totally waiting for me.
I get a landing clearance and landing priority -- jeez! Then, the tower controller helps me get to the nearest ramp. I shut down there and have a look. The oil level is slightly low, but not bad -- I add a quart. It's mineral oil, because the engine is still new. There's no oil on the prop or being spit out anywhere, which was my biggest concern, so good. And the hot start procedure works! I love the Arrow!
So this is yet another example of how great these controllers are. They take our situation pretty seriously, and they don't care if you're a little bugsmasher with an abnormal engine gauge -- they'll give you their full attention. I actually feel sort of bad -- approach was nice enough to let me into his busy airspace, and all he got for that was a problem. The same goes for the tower controller at FCM who put me ahead of other traffic. But anyway, if ATC is that helpful with this minor deal, I feel pretty good about having them around in a real emergency situation. They are truly one of your best resources. So, to any controllers reading (and I know there's at least a couple), thanks -- you rock. The work you do is important, and it makes a difference. And the FAA should stop trying to screw you.
So after the big excitement, the Arrow and I tool around at a constant power setting -- this time, the engine gauge readings are acceptable. Due to the diversion and time spent on the ground, I don't have time to go too far south like I had planned. So, we just follow the river for a while, and I practice some more constant power setting maneuvers, including some ground reference maneuvers. It's kind of fun doing S-turns across a road at 120 MPH.
