I decided to duplicate the flight I took last night in the Baron in one of my 747-400s. Unlike the smaller aircraft, I often teleport the 747s to specific airports because I often use them to mirror real-world commercial flights. In this case I called myself QXE280 (Horizon Air Flight 280), which really does serve this route, although the airline has no 747s and doesn't operate this flight at the time I did. Mainly it was just easier to use that for a call sign than to use the tail number of the aircraft, which was N705ML.
Anyway, the flight went pretty smoothly, although I'm rusty on the 747 (it doesn't take long to get rusty). I used the same route as the real-world flight, and the same altitude (FL240). The 747 climbed marvelously well in the cool air; at times I was climbing in excess of 6000 fpm (the aircraft is lightly loaded most of the time).
During much of the flight I could only see mist outside the windows, except in cruise during which I was above the cloud layers. For a long time during the approach (to 16C at KSEA) I couldn't see much of anything. Eventually I could see things below through breaks in the clouds, including the buildings in downtown Seattle, but I couldn't see the airport clearly for quite a while. Eventually the field and runway were in sight, and I switched off the automation before I reached minimums and flew to a very nice landing by hand, although I touched down beyond the numbers.
Sunday, November 30, 2008
Eugene - Seattle / Beechcraft Baron 58 (N2751W) / IFR
This was a longer-than-usual trip in a new Baron that I had delivered to Eugene (Mahlon Sweet) in Oregon. The weather being what it usually is in this part of the country, I filed IFR for Seattle. The straightest path had irritatingly high MEAs, so I chose a route slightly over to the west (V287, especially between BTG and OLM), and managed to fly it all at 6000.
Departure from Eugene was unremarkable. Lots of clouds and mist right from the beginning—dodging it all VFR would have been quite a chore, even though the weather was technically above minimums. With the temperature and moisture, I had all the anti-icing stuff turned on, just to be safe, and I had no problems with icing.
Things were uneventful for most of the trip. I was handed from Center to Approach and back again over Portland. After Olympia ATC switched me to vectors and sent me north. There was quite a bit of traffic, most of it big iron, and I was vectored around for a fair amount of time before ATC could slot me in for landing. Everything was landing on 16L, in part because very few pilots had the new 16R (although I did). I got 16L, too.
After circling around a bit under ATC control, there was finally a space for me and I was cleared for the ILS 16L approach. I had trouble getting the autopilot to take hold on the glide slope, and after fiddling with it for a bit I gave up and turned the AP off, flying the ILS myself. I did a pretty good job. I had more trouble with the glide slope than with the localizer, as usual. Landing was extremely smooth, though. ATC had warned of poor braking action on the runway, and sure enough, my rollout was quite long (though still no big deal in comparison to the runway length). In part it was just wet, but in part I didn't want to risk standing on the brakes, either—there was plenty of runway, so why rush? I did have traffic behind me, though, so I applied the brakes a bit more assertively as I slowed and finally cleared the runway.
I haven't yet tried the new 16R ILS. I'll have to test that out (offline). I fixed it up myself by modifying the default scenery.
Departure from Eugene was unremarkable. Lots of clouds and mist right from the beginning—dodging it all VFR would have been quite a chore, even though the weather was technically above minimums. With the temperature and moisture, I had all the anti-icing stuff turned on, just to be safe, and I had no problems with icing.
Things were uneventful for most of the trip. I was handed from Center to Approach and back again over Portland. After Olympia ATC switched me to vectors and sent me north. There was quite a bit of traffic, most of it big iron, and I was vectored around for a fair amount of time before ATC could slot me in for landing. Everything was landing on 16L, in part because very few pilots had the new 16R (although I did). I got 16L, too.
After circling around a bit under ATC control, there was finally a space for me and I was cleared for the ILS 16L approach. I had trouble getting the autopilot to take hold on the glide slope, and after fiddling with it for a bit I gave up and turned the AP off, flying the ILS myself. I did a pretty good job. I had more trouble with the glide slope than with the localizer, as usual. Landing was extremely smooth, though. ATC had warned of poor braking action on the runway, and sure enough, my rollout was quite long (though still no big deal in comparison to the runway length). In part it was just wet, but in part I didn't want to risk standing on the brakes, either—there was plenty of runway, so why rush? I did have traffic behind me, though, so I applied the brakes a bit more assertively as I slowed and finally cleared the runway.
I haven't yet tried the new 16R ILS. I'll have to test that out (offline). I fixed it up myself by modifying the default scenery.
Falcon Field - Phoenix - Sedona / Cessna 182RG II (N7049S) / VFR
I shuttled this aircraft back to Phoenix in a very short, uneventful flight, then parked over at Cutter Aviation for a while. Later, I fired it back up after filing VFR for Sedona, and made an uneventful departure from Sky Harbor.
I've been back and forth between Phoenix and Sedona many times. It sure is a lot easier during the day. It was misty above me but clear below. I climbed to 4500 to stay below the Class B as I turned towards Bartlett Lake, then up to 6500, where I remained for the rest of the flight. As long as you stay in the Verde River valley, 6500 is plenty. One of the disadvantages of filing IFR for this flight is that you get stuck with these really high MEAs, which require that I break out the oxygen to be on the safe side (sometimes even for my passengers), and require long climbs and descents that are bothersome in a small Cessna. Still, at nighttime, I'd be a lot higher, and perhaps IFR, anyway.
It was really windy as I closed in on Sedona, and it got pretty bumpy during the approach. I managed to land smoothly, however.
I've been back and forth between Phoenix and Sedona many times. It sure is a lot easier during the day. It was misty above me but clear below. I climbed to 4500 to stay below the Class B as I turned towards Bartlett Lake, then up to 6500, where I remained for the rest of the flight. As long as you stay in the Verde River valley, 6500 is plenty. One of the disadvantages of filing IFR for this flight is that you get stuck with these really high MEAs, which require that I break out the oxygen to be on the safe side (sometimes even for my passengers), and require long climbs and descents that are bothersome in a small Cessna. Still, at nighttime, I'd be a lot higher, and perhaps IFR, anyway.
It was really windy as I closed in on Sedona, and it got pretty bumpy during the approach. I managed to land smoothly, however.
Saturday, November 29, 2008
Los Angeles - Van Nuys / Cessna 182RG II (N7167V) / VFR
Another quick flight to move one of my SoCal Cessnas to Van Nuys.
This was also a very short flight, but the weather wasn't nearly as clear—just barely above VFR minimums in a few patches. I flew the TEC route, which is simply LAX316R.SILEX. I had to figure out where SILEX was with the charts (18 DME, if you need to know).
Unfortunately, I got a private message while flying, asking about the runways in use at LAX (this was after midnight, with LAX in “suicide ops.” While I tried to answer this, I neglected my navigation (I was almost over SILEX) and messed things up badly. It took a while for me to get back on track, and by then I was only 5 miles from KVNY. I descended recklessly (fortunately I know the terrain a bit), and squeaked into the pattern. For a short period I was in mist at 4500, but it cleared as I descended. I finally turned to 340 then to 070, anticipating the field, which I soon spotted. I tuned the ILS just to be double-sure, but the weather was pretty clear above the field and I was able to land with no problems. And I did stay on the needles quite well, and the landing was very smooth.
I dislike chatting while flying. It takes your mind off important tasks, and that's dangerous.
This was also a very short flight, but the weather wasn't nearly as clear—just barely above VFR minimums in a few patches. I flew the TEC route, which is simply LAX316R.SILEX. I had to figure out where SILEX was with the charts (18 DME, if you need to know).
Unfortunately, I got a private message while flying, asking about the runways in use at LAX (this was after midnight, with LAX in “suicide ops.” While I tried to answer this, I neglected my navigation (I was almost over SILEX) and messed things up badly. It took a while for me to get back on track, and by then I was only 5 miles from KVNY. I descended recklessly (fortunately I know the terrain a bit), and squeaked into the pattern. For a short period I was in mist at 4500, but it cleared as I descended. I finally turned to 340 then to 070, anticipating the field, which I soon spotted. I tuned the ILS just to be double-sure, but the weather was pretty clear above the field and I was able to land with no problems. And I did stay on the needles quite well, and the landing was very smooth.
I dislike chatting while flying. It takes your mind off important tasks, and that's dangerous.
Phoenix - Falcon Field / Cessna 182RG II (N7049S) / VFR
This was a very tiny flight just to move my Cessna from Sky Harbor to a satellite airport outside the Class B.
It was a very clear night and it's easy to see Falcon Field from Phoenix at altitude, but just to be sure, I tuned my ADF to the Falcon Field NDB.
I was cleared into the Class B and directed to runway 26 (I was parked on the GA ramp on the northwest corner of the field). I made a right downwind departure and went up to 3500 (I was cleared for 5000 or below).
Landing was easy and without incident.
It was a very clear night and it's easy to see Falcon Field from Phoenix at altitude, but just to be sure, I tuned my ADF to the Falcon Field NDB.
I was cleared into the Class B and directed to runway 26 (I was parked on the GA ramp on the northwest corner of the field). I made a right downwind departure and went up to 3500 (I was cleared for 5000 or below).
Landing was easy and without incident.
Thursday, November 27, 2008
Gila Bend - Phoenix / Cessna 182RG II (N7049S) / VFR
Just a quick flight to Phoenix. The weather was cloudy with rain predicted, which seems to be strangely common lately in Phoenix (the city is in a desert so any rain at all is normally very exceptional). I profited from the unusual weather to make the flight. In other respects it was unremarkable, however, and this is a route that I know very well. Landed without incident on runway 8 and parked under one of those ramadas on the northwest GA ramp.
Wednesday, November 26, 2008
Portland - Seattle / Cessna 182RG II (N7109V) / IFR
The weather had deteriorated after a while in Portland, so I decided to file IFR for the flight back to Seattle. I simply filed PDX.BTG.OLM.CARRO.SEA at 6000.
It was really cloudy and misty and I couldn't see much of anything most of the way. There was some turbulence in the clouds but not a lot. I had no trouble maintaining altitude (I'm getting better and better at that).
Seattle Approach materialized along the way, so I checked in early and told them to give me a call when I was on their turf. After I crossed OLM Approach put me on a heading of 070 and kept me at 6000. This lasted an unusually long time while they dealt with other traffic. By the time I was turned towards the field, I was almost on top of the localizer and still at 6000, just near the Space Needle (I had clouds around me but it was clear below, so I could see downtown, albeit not all the way to KSEA). I had to scramble to get down to 3000, and as I was doing that I blew through the localizer, so ATC turned me around and set me back on the path. By that time I was at 1500, ATC sent me back up to 2000. I got the localizer and coasted in slowly, finally getting the glide slope as well, and by then I had the airport in sight and I was cleared to land on 16L.
I was very good on the needles this time, they were well centered for most of the approach. Touchdown was extremely smooth. I left the runway in a hurry because I heard traffic being brought in behind me. I parked in the rain on the GA ramp.
On the way in, heading 340 at 6000, some other aircraft that sounded like he was pretty close had to follow an RA. I found myself wondering if I was the traffic that triggered it. Since I don't have TCAS on the Cessna, I don't know. I didn't see anything outside, but visibility was terrible. I almost expected to see a 767 surge out of the mist at any second, but nothing happened. Thank goodness he had TCAS, at least.
It was really cloudy and misty and I couldn't see much of anything most of the way. There was some turbulence in the clouds but not a lot. I had no trouble maintaining altitude (I'm getting better and better at that).
Seattle Approach materialized along the way, so I checked in early and told them to give me a call when I was on their turf. After I crossed OLM Approach put me on a heading of 070 and kept me at 6000. This lasted an unusually long time while they dealt with other traffic. By the time I was turned towards the field, I was almost on top of the localizer and still at 6000, just near the Space Needle (I had clouds around me but it was clear below, so I could see downtown, albeit not all the way to KSEA). I had to scramble to get down to 3000, and as I was doing that I blew through the localizer, so ATC turned me around and set me back on the path. By that time I was at 1500, ATC sent me back up to 2000. I got the localizer and coasted in slowly, finally getting the glide slope as well, and by then I had the airport in sight and I was cleared to land on 16L.
I was very good on the needles this time, they were well centered for most of the approach. Touchdown was extremely smooth. I left the runway in a hurry because I heard traffic being brought in behind me. I parked in the rain on the GA ramp.
On the way in, heading 340 at 6000, some other aircraft that sounded like he was pretty close had to follow an RA. I found myself wondering if I was the traffic that triggered it. Since I don't have TCAS on the Cessna, I don't know. I didn't see anything outside, but visibility was terrible. I almost expected to see a 767 surge out of the mist at any second, but nothing happened. Thank goodness he had TCAS, at least.