And now for a MAJOR announcement from Len Costa, creator of ThePilotReport.com and the StuckMicAvCast.com:

Friends,

The time has come to make a decision on the future of both websites. When I first got started with aviation blogging at ThePilotReport.com, it was a period of my life where I had a ton of free time to dedicate towards creating videos for product reviews, interviewing aviation business owners, and eventually starting the Stuck Mic AvCast – an aviation podcast about Learning to Fly, Living to Fly, and Loving to Fly.

As time progressed and my life became more involved at work, posts and videos at ThePilotReport.com became more and more distant. That also translated into not having the proper time to dedicate to StuckMicAvCast.com, the podcast, and our listeners as they all so justly deserve.

Which leaves me where we are today; a crossroads for our collective future. Does ThePilotReport.com die and go away or does the Stuck Mic AvCast head west into the sunset? It’s just counterproductive to grow two different aviation brands with similar goals and objectives in their own respective directions. So here’s what’s happening… WE’RE MERGING!!!

That’s right. All your favorite content at ThePilotReport.com will soon be integrated into StuckMicAvCast.com over the coming months. This not only allows me to focus on one passion, growing it to it’s fullest potential, but more importantly it allows US to focus on YOU by creating and delivering specialized content in one central location.

What’s that mean for you, my visitors? By merging ThePilotReport.com into Stuck Mic AvCast you’ll enjoy a deeper, all encompassing aviation experience as the StuckMicAvCast.com becomes your favorite aviation destination for all things Learning to Fly, Living to Fly, and Loving to Fly. That means more aviation product reviews, more interviews, more flying videos, aviation training products, and a whole lot more in the works!

We’re confident you’ll love the changes ahead and all of my Stuck Mic co-hosts are absolutely excited to grow into our “future of awesome” together with you.

Thank you all so very much for your support, for your viewership, and most of all for your friendship.

Here’s to many more years together as your beloved Stuck Mic AvCast crew!

Cheers,

Len Costa (owner)

A couple months back, I flew a Beechcraft Premier business jet down to the Bahamas to pick up a client and take them home stateside.  Because it was an empty leg, I figured it was an excellent time to get some video of some flying in this beautiful area of the globe.  Shown in this video is the takeoff, some scenes from cruise, some time-lapsed footage of the descent and approach, and then my landing from the left seat.

Enjoy!

Jonathan

HD video here

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

So the story goes something like this… I was on a commercial flight from Boston to Los Angeles and happened to strike up a conversation with my seat mate. Turns out this particular seat mate, Jeff, is an aircraft owner and flies a Beechcraft Bonanza for pleasure. This is when I learned he was planning a journey from New England over the North Atlantic over to Greenland, yes, the country.

He got to asking me if I knew of ways to record video so that he could capture these incredible flying moments for remembrance sake. Enter the GoPro Hero 2 that I was carrying in my backpack! You’ve all heard me talk about the GoPro Hero 2 (affiliate link), the mountable and wearable sports action video camera. So I showed Jeff how the camera worked and even told him about the special propeller case I had created to eliminate propeller artifacting. Then, the coolest thing happened! Jeff says to me, “Next time your in New England, look me up and we’ll go flying.”

Naturally, I did just that. Jeff picked me up in Nashua, NH at Boire Field KASH in his F33A Bonanza for a little scenic flight, some camera testing, and then the obligatory (and delicious) $100 lobster omelets in Sanford, ME KSFM. What you’re seeing is the video we recording from Nashua, NH KASH as we flew north towards Laconia, NH KLCI, then turning easterly over Lake Winnipesaukee for Sanford, ME KSFM.

The video starts out on the ground at KASH from the ramp as we taxi out for runup and departure. Since Jeff and I have never flown together before, nor have I piloted a Bonanza ever in my life, I brief Jeff on our roles as Pilot In Command and Passenger. We depart on our flight plan as stated above. You’ll get to see our departure from KASH, parts of our flight over KLCI and Lake Winnipesaukee, and our approach to landing at KSFM including my gusty wind go-around. The video contains plenty of Air Traffic Control audio and other aircraft radio transmissions.

Being my first time in any Bonanza, combined with the strong gusty winds, I certainly felt a bit out of place and almost disoriented in the aircraft, mostly with the layout and positing of the flight controls. You can hear me talk more about that in Episode #25 of the Stuck Mic AvCast, our aviation podcast about Learning to Fly, Living to Fly, and Loving To Fly.

So enough talking and back to the video!

This video is for sure a long time coming. Some of you may recall that back in February of 2012 I spent some time up in Alaska flying in my friends Super Cub. This trip was particularly more special than my last visit because the airplane had it’s bush wheels removed and replaced with a set of skis for winter fun and flying. So when CJ told me about the skis on his plane, I knew I had to get to Alaska ASAP!

My previous visit was in August 2010 where we did some summer style bush flying landing on gravel bars, mountain tops, and even camping out on a glacier overnight. Yup, a glacier! You can do that kind of stuff in Alaska. Actually, funny side story here… while snow mobiles are NOT allowed within Denali National Park during the winter months, airplanes ARE! How cool is that?

But I digress so back to the story at hand. Arriving in Anchorage in February, we drove north to Talkeetna where we stayed in a cabin at the Meandering Moose Lodge. Oh the memories! Middle-of-the-night walks from town, intoxicated on good times and local microbrews, trekking through snowmobile trails in the darkness of a the Alaskan winter sky. But you’re here about the flying and not my social exploits, of course.

In this particular video we depart from Willow, AK and headed easterly out to the Talkeetna Mountain Range for some sightseeing. HOLY SHIT what a view! Most spectacular flying experience I’ve ever had hands down. Cruising down the valleys, crossing ridge lines, and coasting downslope were some of my favorite parts. But you can see all that for yourself in this video above.

Now I know this video is kind of long pushing the 40 minute mark BUT it’s worth EVERY MINUTE for the spectacular views and cool flying experience. Skip around if you have to, you won’t regret it. My friend Chris told me, “Just awesome! Watched it with my kids. It’s the first time they sat through a aviation vid without any complaints! 4 and 6 yr old. Great job!” If kids like it, so will you.

One last thing, if you want to hear me talk more about the the aspects of ski plane flying including my flight lessons and jumping out of the airplane to stop it from colliding into other objects on the icy taxiway then listen to Episode #21 of the Stuck Mic AvCast about Fly It Forward Recap, Planes-Trains-Automobiles, & Alaskan Ski-Plane Adventures.

In this video, you’ll see a Bell 407 helicopter operated by PHI (Petroleum Helicopter, Inc.) departing Wausau, Wisconsin on a medical flight.  PHI operates helicopters all over the country on medivac contracts and oil rig support among other things.  I was in Wausau operating a charter flight in the Citation X and this flight departed just as our passengers arrived.  You can see the shadow of the tail of our airplane in the video.  Possibly because I was filming, these guys looked to ‘hot dog’ out of there, slewing sideways before zipping away.  If they weren’t so expensive, I’d be flying helicopters, so I really enjoyed the show!

Jonathan

HD video here

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

In this video you’ll see the latter part of descent with some great over-lake flying visuals and some cool lake ice on the shore line during vectors to final for the visual approach to runway 15.

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Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

This was a night approach to landing to runway 17L in visual meteorological conditions showing the low light capabilities of the GoPro Hero 2, which is far superior to it’s earlier sister the GoPro Hero. While you may feel the video image is fuzzy or blurry you must realize it’s actually the aircraft windscreen which was dirty and causing the light distortions.

There’s some cool downtown footage when turning an extended right base to final about half way through the video.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Craning my neck as I look skyward every time I hear the sound of an airplane, catching a fleeting glimpse of a biplane as I drive under the cypress canopy trees covered with spanish moss. The sweet smell of citrus, clear skies, warm Florida sun, and the sound of airplanes tells me that it is time for my favorite aviation event of the year, Sun N Fun in Lakeland, Florida!

This event never gets old for me. My childhood fascination with planes is rekindled transforming this gray haired middle aged man into a young boy. For many pilots Sun N Fun is the annual aviation Phoenix, with the rebirth our our aviation passion occurring at this wonderful event.

I am especially excited this year since I will be able to share my passion for flight and bring you some interesting information as a field reporter for Sun N Fun Radio. Whether you are unable to make it to the event or are at the event and want to listen to interviews and keep up to date on the daily events and breaking news, tune into Sun N Fun Radio.

I will be walking around in My Stuck Mic AvCast T-Shirt so Please stop by and say hello if you see me. If you have something interesting to tells us and would like to be on Sun N Fun Radio I would love to interview you. There are many ways you can get in touch with me while at Sun N Fun. Of course you can stop by Sun N Fun Radio at the show but if you want an immediate response send me a tweet or e-mail me:

You can reach me on twitter @ExpertAviator

Send me an email at Carl@ExpertAviator.com

Stuck MicAvCast Live Saturday Night at 6:30 pm.

Len Costa and I will be broadcasting a live show of the Stuck Mic Avcast Saturday night at 6:30pm from the deck at Sun N Fun Radio. Our cohosts Victoria Neuville and Rick Felty will be joining us virtually on the internet thanks to the folks at LiveATC.net.

You can listen to Sun N Fun Radio right now at the Sun N Fun Radio page:

Stream it live from your mobile device Courtousy of Live ATC.net

Of course you can always visit the Sun N Fun Website for more information:

Sun N Fun Website

You an even get your free mobile app from Sporty’s below:

Sun N Fun 2012 App for Iphone and Ipad

Sun N Fun 2012 App for Android

Sun N Fun 2012 App for Kindle Fire.

Hope to see you at Sun N Fun or virtually on the Internet!

Enjoy the Show!

In a recent episode of the Stuck Mic AvCast, we interviewed Author Karlene Petitt about her book Flight For Control, an aviation thriller about airline accidents, conspiracy, and more.

Now, Karlene has emailed me about a special offer to those who purchase one of her books and I wanted to share this with you today! If you purchase a copy of her book and then leave a comment here on the blog you’ll be entered into a drawing to have Karelene as a guest speaking in YOUR TOWN.

Here’s how to enter the drawing – in the comments section below write, “Just purchased “Flight For Control” + (where you bought the book; Amazon or Barnes & Noble, Nook and Kindle versions also available)” – don’t forget to include your name & e-mail!

Your comment is your entry in the worldwide contest of having Karlene Petitt fly to YOUR TOWN, anywhere in the world for not only a book signing but to speak as a guest at your event! Don’t miss this opportunity.

Purchase Flight For Control Today!

This video is to an ILS runway 36 in 3/4 mile visibility, light snow, mist, vertical visibility 1500ft, and runway visual range 4000ft to a snowy runway. What’s all that mean? It was hard as shit to see anything!

The whole approach is pretty much total whiteout conditions thanks to the snow but if you watch closely you can see the frozen lake below on short final. We also were experiencing half needle localizer deflection swinging left and right the entire way down. Tower had no reported equipment malfunctions but it wasn’t working well for us.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

Enjoy this visual approach to Runway 26 as we chase our shadow across the ground during approach to landing.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

This video is a departure form runway 11 at a high altitude airport surrounded by mountainous terrain. While the camera doesn’t quite do justice to the awe and splendor of the mountains and their majesty, you’ll get a fair sense of the surroundings.

My favorite part is near the end overflying the snow covered mesa.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

In this video you’ll fly along during descent to landing on the ILS runway 18L with 1 mile visibility, light rain, overcast clouds at 700ft including some stunning cloud visuals during the final approach. Enjoy the peeking holes and views of the ground prior to breakout. Don’t forget to admire the ramp full of jets as far as the eye can see.

One tip: on short final you’ll notice an airplane depart the parallel runway. That departing aircraft will once again come into view in the upper right hand portion of the video during rollout just prior to exiting the runway.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

When I (Carl Valeri) think aviation clothing I envision a t-shirt with a cockpit instrument and a caption of “watch your attitude”.  This type of clothing appeals to some aviation geeks like myself, but it does not appeal to the average person looking to purchase a shirt. That has changed with V1 Clothing.

Jeff Garrone has created a stylish and at times edgy line of clothing with an aviation theme. Although many of his designs focus on a younger audience, some of his designs can be worn by those who enjoy a more subdued and traditional style such as myself.

Recently I meet with Jeff to discus his very creative line of aviation lifestyle clothing. While speaking with Jeff I discovered he also has an outstanding and stylish aviation flight bag that can be used by pilots and individuals looking for a day bag.

V1 Clothing is for those looking for stylish aviation clothing that can worn every day. The clothing and the flight bag he designed is made from quality materials and comes with a no hassles guarantee.

Enjoy the video review and demonstration of the Aviation Pro Pack.

For More Information:

V1Clothing.com

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

This is an ILS to runway 35L in wintery conditions. The METAR was showing 1 mi visibility, light snow, few clouds at 800ft, broken clouds at 1,700ft. You’ll see when we breakout that the visibility is low and the runway is obscured by snow, covering most of the runway and taxiway markings making it difficult to judge our position on the ground. At the end of our landing rollout we skidded slightly and the nose veered gently to the right during braking, which we reported as fair to the control tower.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Rules of Engagement: You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever be told is the runway and weather conditions. This is for the privacy and protection of all parties involved.

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro.

We departed runway 3 under visual meteorological conditions following the published obstacle departure procedure before proceeding on course. Being a high altitude airport you’ll notice the significantly long take off roll.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

You’re never going to hear cockpit audio, you’re never going to see any pilot faces, and you’re never going to be told where these videos were recorded. In fact, the only thing you’ll ever know is the runway and weather conditions. This is for the privacy and protection of all parties involved.

And now… Enjoy

Time lapse video of the last 90 minutes of flight including approach to landing into San Francisco, CA. This video was shot using my beloved GoPro Hero 2 HD video camera mounted to the aircraft window using the suction cup mount that comes with the Motorsports Edition.

LIKE THIS VIDEO & LEAVE A COMMENT BELOW!

Filmed with the versatile GoPro Hero 2! Visit my affiliate link for more details at ThePilotReport.com/gopro – get one!

Carl Valeri, my co-host over at the Stuck Mic AvCast, an aviation podcast about Learning to Fly, Living to Fly, and Loving to Fly, recently attended the US Sport Aviation Expo in Sebring, FL. One of the companies in attendance is a new aircraft in the emerging Light Sport Aircraft arena, a Canadian company by the name of Haim Aviation.

You can hear Carl’s interview with the folks at Haim Aviation here on Stuck Mic AvCast Episode #17a – A Sebring Sport Aviation Expo Special Edition. Simply fast forward to 1hr 30min in the timeline to access this interview directly.

In addition to the interview above, here’s a press release provided by the folks at Haim Aviation about the Sam LS light sport aircraft currently in prototype production.

The Sam LS doesn’t look like the rest of the LSA on the market: The Sam LS from Haim aviation has a funky 1930’s retro look, complete with a greenhouse canopy and art deco wheel pants. The Sam LS has a retro silhouette but it’s a modern design. It’s a low wing, semi-monocoque structure using a 4130 steel protection cage, covered with aluminum. Designed to welcome tall persons, the cabin offers comfortable space to accommodate 6′.6′’ pilots in a tandem configuration with the pilot in the front.

Tricycle and classical configurations are available. The Sam is powered by a Rotax 100hp, and features a glass cockpit with a 10’’ Dynon skyview and back-up instruments. The Sam was designed to accept three different wings without any additional airframe modifications. This architecture offers the possibility to modify the aircraft’s flight characteristics by simply changing the outboard wings.

We are currently building the prototype in our production facility at the Lachute airport in the Montreal region of Canada.

The Sam was designed compliant with LSA – ASTM standards and the Canadian AULA standards.

Its modularity makes the Sam perfectly adapted for leisure flights, long-distance flights as well as for short take-offs and landings.

The Sam LS will be unveiled at Oshkosh 2012. Introductory price of the ready to fly version will be USD135.000. The first 5 orders will receive more than $4,000 in additional equipment including leather interior, 600X6 tires, complete dual control system as well as a 7” Dynon screen for the passenger.

Visit haim-aviation.com for more information

You can also follow the construction of the prototype on Facebook: http://www.facebook.com/pages/HAIM-Aviation-Inc/300315806685253

No, it’s not a new version of the popular Vanilla Ice song…

Getting vectored for the ILS to Runway 28, air traffic control instructed us to descend to 5,000 ft. During this particular long, vectoring approach we began to accumulate light, rime ice on the aircraft causing the anti-ice system to activate.

The arrival procedure took us nearly 40 miles out before turning back inbound for the approach so we were motoring around at 5,000 ft for a solid 15 minutes. Our aircraft is equipped for flight into known ice (FIKI) with heated anti-icing systems on our probes, wings, elevator, and engine inlets so we were legal for the conditions we were in.

But what about the unprotected aircraft surfaces like winglets and antennas? Look at what happened after a mere 15 minutes of level flight in icing conditions. Are you ready for this? That’s 2 to 3 inches of ice in some places and mind you we have no way of judging that inflight. Only on the ground did we discover the extent of accumulation.

Even with anti-ice systems, it was good we were descending out of the ice and landing. It took more de-ice fluid than they use on a Boeing 757 just to clean our regional jet.

So what do you think? Suppose ice could be dangerous if you’re aircraft isn’t properly equipped to remove it? Imagine the trouble you could experience if your flight surfaces had that much ice! Thank goodness for our ant-ice systems.

Sound off in the comments below!

I woke up the other day to a text message from Victoria, one of my co-hosts on the Stuck Mic AvCast, asking me if I’d be available to film a promo video for her Women Fly It Forward event. Well I happen to love airplanes and making videos and hanging out at the airport so naturally I said yes.

The idea was to capture some footage of Victoria explaining the success of her 2011 event and inviting new participants to register for the 2012 event. It’s on March 10, 2012 by the way and just in case you don’t know, the goal of Women Fly It Forward is to introduce women to general aviation by giving them a FREE ride in a small plane. A worthy cause it would turn out as 185 women participated in 2011! Not bad for the first time.

That event won Frederick Municipal Airport, in Frederick, MD the “Most Female-Pilot-Friendly Airport Worldwide” award for 2011. A second and equally awesome accomplishment. Getting back to the promo video – we met at the airport over the weekend with airplanes, video cameras, and other film gear for what would turn out to be a chilly afternoon on the “set.” Having access to some airplanes we pulled the Cessna 172 out of the hangar for a nice back drop. We also did some filming in front of a Glasair but that didn’t make the cut in editing.

After freezing our butts off for 2 hours filming in the winter wind, we finally had all we needed and called it a wrap. Then it was off to warm up over dinner, dessert, and a live band.

Here’s some photos from behind the scenes during filming:

Recently, I flew a trip in the Citation X, and an opportunity arose to give a good idea of just how fast the airplane is.  Coming home from Lebanon, NH, we happened to be on the same airway as a Southwest Airlines Boeing 737 going the same direction, only we were 2000 feet higher and going significantly faster.  You can see that in about 90 seconds, we gain over 2.5 miles on the 737.

I couldn’t get a good shot of the plane out the window, but I filmed the TCAS2 (Traffic Collision Avoidance System) display, in which you can clearly see the relative movement between the two airplanes.  Conveniently, our true airspeed and groundspeed are also shown on the same display.  In most conditions, the X cruises at around 525 knots TAS, and with a hefty tailwind, I’ve seen upwards of 615 knots over the ground, or roughly 700mph.

Enjoy!

Jonathan

HD video here

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

Meet Bob Zajko

You’ve met him before. He’s done a few guest blog posts on The Anywhere Map including Part 1, Part 2, and Part 3 of his video demo.

What you might not have known about Bob is that he owns a Glasair 1 experimental aircraft. It’s a retractable gear, controllable pitch propeller, stick-flown aircraft and you can call her “Slick.”

Hello Slick

I met up with Bob at the KFDK airport in Frederick, MD for an afternoon flight in the Glasair. This would be many firsts for me: first time in a Glasair, first time flying with Bob, first time with a full video setup, and first time flying out of FDK. Big day, right?

Thanks to our friend Patrick who loaned us his GoPro® HD HERO2 Motorsports Edition camera (affiliate link), we were able to employ a 3 camera setup in flight. Coupled with an audio patch cable for recording intercom and air traffic control, we hit the skies.

Being my first demo flight video you can see it was a bit lacking in flight maneuvers. We hadn’t exactly known what to film and decided to just go up and have some fun while the cameras recorded it all. Of course you have to realize that when it comes to video editing for time and content that sometimes things get left out. For instance, YES we did a runup, all checklists, and radio calls even though not everything can be seen during the video, we did it.

Avoiding Camp David

KFDK is about 11 nautical miles south of Camp David, also known as Prohibited Area 40, or P-40. Luckily we weren’t going to be flying around there on this demo flight. Instead, we headed westerly out to the common practice area. There Bob handed the controls over to me and I flew some basic turns, climbs, and descents.

Admiring the ease of controllability I decided I would try my hand at some steep turns. We started off at 5,000 ft for this maneuver as I banked 45-degress into a left hand turn. The aircraft didn’t require much back pressure or trim input to maintain level flight, even at our bank angle. Upon completion of my left-hand steep turn I rolled into a turn towards to right, again holding her at 45-degrees of bank with minimal control inputs.

Not thinking that we should demonstrate any other flight characteristics like stalls or slow flight, we went for a short sight seeing tour of historic Harpers Ferry, WV. I’ve been to Harpers Ferry 2 times prior but it was from the ground. This was the first time I had flown over this neat town. The sun was shining and the fall tree colors were in full effect making for a nice backdrop as I maneuvered around the area before returning to Frederick for a full-stop landing.

In Closing

You’ll learn all kinds of performance data about the Glasair during our flight to and from the practice area as Bob answers my questions about that capabilities of his airplane. His knowledge of this airplane is pretty in-depth, something I would come to expect form a person who has over 1,000 hours flight time in Glasairs.

If you’ve enjoyed this demo video, share it on Facebook, Twitter, Google+, or leave a comment below. I’m also available to film demonstration videos for fun or for hire. If you’d like to have your aircraft featured on ThePilotReport.com, please Contact Me!

ThePilotReport and Len Costa LOVE and USE:

An iPad Christmas Story

I awoke to the clatter of my inbox a chatter to find what would be a surprise of great matter. “What is this?” I would say as I found out today, but Santa came early with a gift oh to play.

It arrived off the hip, neatly wrapped as a ZIP, with instructions on how I should go install it. With the click of my mouse, I screamed through the house as I realized the gift was not just some app, but pre-release software from those iFlightPlanner chaps.

Dragging, and dropping, and syncing my way, one step closer in getting to play. When I opened the app, I wanted to clap, as I navigated around this new moving map. It’s quick and it’s swift, easy to use in a jiff, and might just become my new favorite pick.

Thank you dear Santa for making my day, now let me get back to what I should say.

Getting to Know iFlightPlanner

So, for those of you who’ve missed my recent comments and posts on Twitter and Facebook, the development team at iFlightPlanner and Sennheiser have finished their long-awaited flight planning app on the iPad. Official word is that it’s been sent off to Apple for final approval while a group of lucky folks get a first access preview.

If you’re not familiar with iFlightPlanner and what they do, please visit my iFlightPlanner.com Review to get acquainted.

Now, the story dates back to Oshkosh 2011 when meeting John and Andy for the first time. They had invited me to their booth to see the demo version of their iFlightPlanner iPad app developed in conjunction with the fine folks at Sennheiser. The app, at that time, was limited to some degree as it was more a proof of concept and word on the street was the official app would release later in the year.

Well, Later Has Finally Come

First thing I did after installing the app was update the Airports and Navigation data, a bit of a lengthy process which they estimated to be around 20 to 40 minutes. It took my version longer than that estimated time, an problem both John and Andy are aware needs to be refined and made faster. Although, once loaded, the app was ready to go.

Navigating through the screens was simple starting with the Account page where you’ll be presented with the latest iFlightPlanner news and your favorite airports. WIthin the favorite airport display, you’ll find the current weather conditions depicted using color codes and textual descriptions.

Next is the Airport page which is much like a virtual AFD, or airport facility directory. You can access airports using the nearest function based on the internal GPS of your iPad or you can search for them by name. You’ll be presented with the an airport diagram, like Boston in the screenshots below, for those airports that contain them, otherwise that area of the screen will be blank because not all airports have a diagram.

Other items on the Airport page are similar to what you’d find in an AFD such as airport elevation, traffic pattern altitude, fuel, magnetic variation, and air traffic control frequencies. If there are any associated instrument procedures or charts, you can access those from this page as well. Nice thing about the charts is that they can be saved for offline use for access when flying.

Any instrument charts that you select will be presented in full screen mode and you can pinch and zoom as you’re used to within other iPad apps. The charts can be opened in iBooks, opened in other supporting applications like Dropbox, GoodReader, etc. You also have to option of printing the charts if you’d like a paper copy as backup.

But Wait, There’s More!

Just when you thought you didn’t need any more information, you’ll also be able to access the airport METAR and TAF via the Airport page. Other items like airport operations, runway information, airport remarks, and airport serves are presented here, too.

The next page is where your aircraft profiles are stored. Plain and simple. One thing to note here is these profiles can only be created and edited from iFlightPlanner.com. Once you’re done with the aircraft profiles from within the website you’ll return to the app and press the “Sync Aircraft” button to load those profiles into the app for later use.

Another website-only function, for now, is the Flight page. As the app currently stands, flight plans must be created and edited at iFlightPlanner.com, just like the aircraft profiles. Now, there is an option and a message that alerts you that you’ll be able to conduct flight planning functions from within the app itself at a later time and only for premium members, a function which is currently still under development. Free members will still have to use the website to plan their flights.

That’s Lame

So you may be thinking that not having the option to plan flights from inside the app itself is lame, but in all honesty, it’s not. You see, this is one function that the other flight planning applications on the market today do not allow you to do. Plus, one of the following pages within the iFlightPlanner iPad app, titled iFP Online, allows you direct access to your iFlightPlanner account for the purposes of planning and saving your flights with out having to navigate away to Safari. So technically you can plan a flight within the app, just not via the Flight page. See, problem solved!

So, while it’s not the most ideal flight planning method when compared to other products out there, it certainly is more versatile allowing you planning options from a multitude of devices, and then syncing your flight plans within the app using the, you guessed it, “Sync Flights” button.

Once your flights are synced on the iPad you can then view them overlaid on a variety of maps: street, satellite, hybrid (street & satellite), VFR Sectional, IFR Low Enroute Chart, or IFR High Enroute Chart. Again, going back to the visual color-coding, you’ll find color icons on the map giving you another visual indication of weather conditions at each airport depicted.

You can access your navigation log with all the waypoints displayed. One thing to note though, is that you cannot move or change waypooints in the map display for the same reason discussed above. Remember, all flight planning is done via iFlightPlanner.com until further development allows Premium Members access on their iPads.

The map display comes loaded with GPS location showing your groundspeed, altitude, magnetic and true headings, and your latitude and longitude. While I didn’t actually use the map page while in motion, I suspect it does operate as a moving map display based on the blinking blue location dot and the ‘center on present position’ option selectable in the top right of the map page.

What’s neat about this particular moving map is that as you zoom in the maps change on their own. What do I mean by that? Well, for instance, if you are in the VFR Sectional display and you begin to zoom in you’ll eventually reach the zoom limits on that map. Once that happens, the map automatically changes to street view, which is actually pretty cool. The street view still shows your flight path overlaid on it but allows you greater detail as you can see streets and other items not often shown on a VFR Sectional.

Last But Not Least

As mentioned on the Airport page, the ability to save charts does exist via the Downloads page. Here you can access a list of all the US states which you’d like to download the charts for. Again, this function allows you to access the charts and procedures when offline, meaning you won’t need internet access to use them inflight. Simply download them ahead of time and you’re good to go.

The charts function is currently limited to the United States only.

So What’s The Verdict?

I like the app. I like it a lot. It’s well designed, has some great features, especially the option to plan away form the iPad and sync for later use. It’s quick and easy to navigate in addition to being simple to use. Don’t forget that it’s a first generation app and there will be bugs that needed to be squashed and new features to come down the road. Like the other flight planning apps to come before iFlightPlanner for iPad, there’s always room for improvement.

You still need to wait until Apple says it’s ready for the App Store. In the meanwhile, enjoy the screenshots below which accompany my written descriptions above.

As you know, we recently released ThePilotReport app for Android and Apple devices. Those apps were what we called “Ad Supported” meaning there is advertising at the bottom of each page. This is how we were able to release the apps for free.

Knowing that there are plenty of folks out there that dislike ads in apps, we’ve gone ahead and created a SECOND, paid app that has the advertising removed from it.

The iPhone and iPad app is ON SALE from now until New Years Day 2012 for a mere $0.99! On January 2nd, 2012 the price increases to a reasonable $2.99 for the ad-removed app.

Interested in removing those pesky ads? Take advantage of our year-end sale today!

Of course, you can always download the FREE, ad-supported version of ThePilotReport app for Apple and Android.

In this video you will see me flying the new Piper Arrow IV at my flight school to Skyhaven Airport in Rochester, NH with two HD cameras. A GoPro Hero2 and a Flip Ultra HD.

Before my flight, I had a ground lesson on cross-country planning. The video starts out starting up at BVY which taxi clearance. We taxied to runway 16, did our run-up, and then made a left turn out to Skyhaven. Before taking of you will see a Piper Apache-Geronimo land before us. After the left turn out, we climbed to 2,800ft (ceiling was 3,000) and headed to DAW. You will see us flying over Portsmouth Airport on the way there. We entered the 45* left downwind runway 15 at DAW and made a full stop landing, parked and shutdown to meet my friend Derek there. After that, we departed Skyhaven and made a right turn out to head back down to Beverly. As you can see for a short clip in the video, we encounter some Cessna traffic very close to us! We made a straight in runway 16 and made a full stop landing. At the end of the video it shows us shutting down the aircraft. Again, there are two HD cameras in the cockpit, a GoPro Hero2 and the normal Flip Ultra HD. On the takeoffs and landings the views are alternating. It was a great day to fly but a bit windy!

The aircraft is a 1981 Piper Arrow IV and it’s tail number is N8378B.

Enjoy the video!

-Sam

In this photo you’ll see a very exaggerated example of a wind correction heading used to maintain our desired track. The course flown was 323 degrees with a wind correction heading of 303 degrees, a 20 degree difference. You’ll also notice we had a left quartering headwind at 144 knots in speed. That explains our large wind correction angle.

No, he’s not amphibious… You’ve got to see this video to believe it! This guy comes in for the approach to landing, touches the wheels in the water to slow himself down before coming to a stop on a sand bar.

BUT check out what happens near the end of his landing when he gets slow. Have you ever seen an airplane make such a watery splash? Too cool!

Enjoy!

Winter is upon us. For many of us that means refreshing our minds with winter flight operations and aircraft icing. Some of us are fortunate enough to live in warmer climates but don’t forget that with longer range aircraft, holiday travel, and rapid weather changes, you could find yourself face to face with aircraft icing. Good news, there’s a class for that!

On Tuesday, November 29th at 8PM Eastern/0100 Zulu, Carl Valeri and Len Costa will be holding a free online class over at Live.ThePilotReport.Tv.

This live class titled, “Practical Guide to Winter Flying” is exactly that – an online training course about winter flying for general aviation pilots taught by 2 airline pilots/flight instructors with over 10,000 hours combined real-world flight experience. Since Carl and Len operate piston and jet aircraft all over the USA, Mexico, and Canada, they’re knowledge on winter flying techniques and encounters with in-flight icing will help you learn:

• What is ice
• Danger of Ice
• Winter Ground Operations
• Airframe Icing
• Kinds of Frost/Ice
• Powerplant Ice
• Ground Deicing & Methods
• Types of Deice Fluid
• In-Flight Ice
• Supercooled Large Droplets (SLD) – the most dangerous kind of ice
• Aerodynamic Effects
• What is Known Icing
• Atmospheric Conditions for Ice
• Physical Cues
• Icing Intensity
• Aircraft Deice/Anti-Ice Equipment
• FAA Certified vs Non-Hazard Icing Equipment
• In-Flight Icing Removal
• Autopilot Concerns in Icing
• In-Flight Icing Exit Strategies
• Pre-Flight Resources
• Icing Training Resources
• And more!

So join us for this in-depth, real-world Practical Guide to Winter Flying. Just click over to Live.ThePilotReport.tv to join our training class and educate yourself before your next winter flight!

Our broadcasts are ALWAYS mobile friendly. Simply visit Live.ThePilotReport.tv from your mobile phone or tablet device to tune in. Or you can join our live broadcast from within Facebook, at ThePilotReport LIVE on Facebook.

So really now, you’ve got no excuse not to be there

Ever wondered what it would feel like to fly? And I don’t mean as the pilot of an aircraft. You ARE the aircraft, flying like a bird, soaring through the sky.

In this video from TED you meet Yves Rossy, aka “The Jetman.” Yves flies as a human jet, strapping himself to a flying wing, including parachute, and jet engines, flying through the air. You’ll also learn how Yves controls the “aircraft” through specific body movements alone since their are no controllable flight surfaces.

Yves has also performed some record breaking flights as the human jet. Watch the video to learn more!

Special thanks to @Mike_Flys for sharing this video.

Clear Skies & Calm Winds,

Len Costa

***Watch with Embedded GPS Tracking***

In this video you’ll see a Piper PA-12 Super Cruiser doing an airport overflight and landing into Shell Lake, Alaska, cleverly hidden in the Alaskan bush.

Think you can find the runway before short final? Give it your best shot!

- Len

I decided to throw together a video using some of the clips I’ve taken in the past 8 months or so.  It’s amazing to look back and see all the places I’ve gotten to go and things I’ve gotten to see, but even more so as I realize that I didn’t come close to using clips from all my video, and didn’t even take video on most of my trips.  Places included are Dallas, TX, Las Vegas, NV, Raleigh, NC, Beaufort, NC, Chicago, IL, Rochester, NY, and various other locations as we flew over.  This was taken from the Cessna Citation X, Beechcraft Premier, Beechcraft King Air 200, Cessna 340A, a corporate 767-200, as well as some airline flights I was on as a passenger.

As I continue to fly around the continent (and beyond), I’ll keep taking video and I plan on continuing to put together collections such as this.  Enjoy!

-Jonathan

HD version here

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

Join us LIVE online Thursday, November 17, 2011 for a virtual breakfast of sorts as I interview Dave Pascoe, founder and creator of LiveATC.net!

I’ll be interviewing him about how he got started with LiveATC and more.

Please join us a few minutes after 9:00AM Eastern/1400 Zulu by visiting Live.ThePilotReport.tv (preferred method)!

Not only can you tune in via your web browser but you can also join us via your mobile phone or tablet device using the address above. We’re mobile video friendly of course And if you didn’t think there were enough ways to tune in, you could even visit our LIVE Facebook Stream, too.

Last, but certainly not least, please submit any questions you might have for Dave about LiveATC.net via email, Twitter, or Facebook and I’ll ask him LIVE on the air.

Please join us!

- Len

In this video, I give you a quick explanation of the procedure for starting the Auxiliary Power Unit on the Cessna Citation X.  The APU is a small jet engine in the tail of the airplane that we use to provide power and air conditioning on the ground before the engines are started.   This allows us to get the cabin to a comfortable temperature before the passengers arrive.  Also, because we then have the airplane powered, we can get the ATC clearance, enter the flight plan, and do a variety of pre-flight checks before starting the engines.  This not only saves fuel, but saves a ton of time as well.

This was taken over the summer at Love Field in Dallas, TX as we prepared for a flight to Las Vegas, NV.  Enjoy!

-Jonathan

HD Version here

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

These are some photos I was able to snap this past week on a few of my trips.  The never-ending adventure that is corporate aviation took me on a tour of the southeast this week in a few different airplanes, going from NC to FL and back twice, and back and forth across NC itself a couple times as well.  These particular photos were taken from the cockpit of a Beechcraft Premier business jet, and then on the ground of the Cessna 208 Grand Caravan before I flew it.  Enjoy!

Be sure to follow me on Twitter, and subscribe to my YouTube channel!

- Jonathan

In this video, you will see me flying with a CFI in my flight school’s 1962 Piper Apache at Beverly Municipal Airport.  It was supposed to be a normal day of plane spotting but when I went down to the Beverly Flight Center for a quick visit, a CFI invited me to go flying with him. And, I actually did get some flying time as well to put in my logbook! Me and Greg, the BFC Flight Instructor I flew with, took off using runway 27 and made a left downwind departure.  We went out to Gloucester, did a simulated engine failure on one engine, and then came back for some pattern work.  When I wasn’t filming, that’s when I was flying. It was an unexpected flight but I had a great time!  The reason why the CFI was sitting in the left seat was because that’s where the only breaks were.  There were no breaks in the right seat so if I was to sit in the left seat, the CFI would not have control over the breaks in the right seat.  But that’s only in this particular Apache.

It was odd flying a 1692 Piper Aircraft coming from Piper’s that are in their 80′s and 90′s.  Some differences are the trim, which is located on the ceiling of the plane and you have to twist it to go up or down.  Second, the yokes are shaped like a square and the push to talk button is an attachment to the aircract because when it was made, it did not come with a PTT button on the yoke.  This Piper Apache had it’s engines converted to two 180hp engines instead of 160hp engines changing the name of the aircraft to a Piper Apache-Geronimo.  The aircraft’s tail number is N4462P.  It was fun getting some twin engine flight time!

Like my YouTube page for facebook by clicking here!

Go to my YouTube channel and subscribe by clicking here!

- Sam

EXTRA, EXTRA, READ ALL ABOUT IT! All your favorite content from ThePilotReport.com is NOW available right in the palm of your hands from your sexylicious Apple iPhone, iPad, & iPod Touch devices for FREE.

Get it NOW while supplies last! Haha, j/k-but seriously, download the app and your life will never be the same again, scouts honor.

Don’t forget to leave me your feedback once you get comfortable using these new mobile applications

Clear Skies & Calm Winds,

Len

PS – Missed the announcement about our Android app? ANNOUNCING ThePilotReport Android App!

Enjoy this weeks flying photos over the USA between Chicago, IL, Hunstville, AL, Bismarck, ND, Grand Junction, CO, Denver, CO, Little Rock, AR, and Grand Rapids, MI.

In this video you’ll hear me interviewing Adam Howley, owner and creator of MyPilot.net. This interview is another installment in the Notice To Airmen Interview Series by ThePilotReport.com where I sit down with various aviation business owners to learn about their products and services.

Join us to learn how how Adam got started in aviation, transitioning from New Zealand pilot to Australian pilot, the idea for this website, his hope for future growth, and a whole bunch more!

Enjoy the dialog between Len and Adam as they discuss their passion for flying anything they can get their hands on and achieving more ratings whenever possible.

See what @Haqnoor called, “Nice interview guys. Lots of food for thought. Thanks!”

Enjoy these photos from over the USA between Denver, CO, Fayettville, AR, Hunstville, AL, Albuequrque, NM, Oklahoma City, OK, Greenville, SC, and Chicago, IL.

View From Above: Oct 24-27, 2011 Edition photo album

That’s right folks, you read right! All your favorite content from ThePilotReport.com is NOW available right in the palm of your hands from your beloved Android device for FREE.

Don’t fret my dear iPhone, iPad, and iPod Touch friends because ThePilotReport.com app has been submitted to Apple for review, too! Estimated delivery time in the iTunes Store is roughly 2 weeks away barring any unforeseen publication issues.

I’d love your feedback once you get comfortable using these new mobile applications and furthermore, enjoy

Clear Skies & Calm Winds,

Len

UPDATE: ANNOUNCING ThePilotReport iPhone-iPad-iPod Touch App!

Recently a friend of mine emailed me about the differences between the Embraer 145 Regional Jet versus the Canadair CRJ700 Regional Jet. He was going to be traveling on a CRJ700 later in the year and was also curious if I had ever flown one of these Canadian creations. Being that I know this guy pretty well, I sent him a slightly sassy and humorous email response that you can enjoy below!

Dave,

So you want to know about the CRJ700, eh? Which part specifically? The fact that the engines are attached with Gorilla Glue or that the wings are fastened with paper clips?

LOL – I crack myself up!

The CRJ700, or 700 as it’s so lovingly referred to, is no different or better than the CRJ200. They basically grabbed the nose and the tail and pulled, and in one gumby-like performance, you have a stretch-CRJ200 aka the CRJ700. Its simply longer and contains more seats.

There’s some other things like leading edge slats on the wings and FADEC (full authority digital engine control) that make it desirable to pilots but ultimately Bombardier tried to make a limousine out of a soup can. And just when we thought they couldn’t stretch that sucker any longer, oops they did it again when creating the CRJ900 and the CRJ1000.

The seats still suck. I think I’d be more comfortable sitting on a handful of nails but I digress.

You’re a tall chap so I venture to say regional jets are a bit on the cramped side for you anyhow. I’ve never piloted any CRJ product but I’ve sat in their cabins and jumpseats so many times the FAA should grant me an honorary type rating on my pilot certificate. HA!

Did I mention the seats suck? Your butt will be begging for mercy after the first 30 minutes so you better bring your inflatable donut to sit on.

Now the best way to tell a CRJ from ERJ is an ERJ145 looks like a pencil, long and slender, and the CRJ200 looks like a vienna sausage, stubby and chubby. CRJ’s sit particularly low to the ground in comparison to the ERJ and their engines are shorter, too. CRJ’s also sit on the ground sloping from tail high to nose low as you see when they taxi by, like a cat rearing up for the attack.

The winglets on a CRJ are poorly designed from an aesthetic perspective, read: they’re silly looking, and all CRJ’s contain them. The only 145′s with winglets are owned by ExpressJet Airlines and limited in production, so most EMB145′s you see out there WON’T have winglets. They own the engineering blueprints on the bent wing 145 so nobody else can buy them. Score 1 for the cool kids.

The CRJ200 is more similar to the ERJ145 because of seating capacity – they both haul 50 temperamental people. The CRJ700 seats about 74-80. The CRJ900 seats 84-90. The CRJ1000 is a just a mythical creature that’s never actually been seen in public.

And while you might be thinking, “What the heck do the Brazilians know about building cold-weather airplanes anyway?” – well they seemed to have worked out the production issues and it operates well even in the snow. I tell the passengers when they board, “Ladies and gentlemen you’re about to experience the miracle of flight. We’ll be hurdlin through the air at over 500 mph in a thin metal tube made in a South American sweat shop, yeehaw!”

Happy Flying,

Len

***Watch in HIGH DEFINITION***

I recently had an opportunity to compare the AvPad iPad Kneeboard with 5 other iPad kneeboard products during my recent visit to Oshkosh AirVenture 2011. The 5 products in comparison were the Gold Seal iPro Aviator, Knee Dock, MyClip, all MyGoFlight kneeboards, and the Air Gizmos iPad Knee Dock.

My favorite of course being the AvPad iPad Kneeboard and here’s my 3 reasons why.

1. The competitors products are all made from plastic, probably injection molded, and while they are all decent products, some of them real cheap and flimsy. While I wouldn’t call these other kneeboard products junk by any means I just prefer the high quality corduroy nylon manufactured AvPad.

2. The other kneeboard products lack the innovation in design and features. Plainly said, they are kneeboards that you use in conjunction with your iPad. You’d never use this product outside the aircraft. The AvPad, however, is almost like a slim day planner with pockets and room for pens and a notepad. An AvPad makes a GREAT all around day-to-day case.

3. A portion of all AvPad sales are donated to the Pilots n Paws organization, http://PilotsNPaws.org, where people donation their time and personal aircraft for transporting pets and animals in need. Whether these pets are neglected or homeless, Pilots n Paws uses general aviation as a tool for helping rescue animals. Do the other kneeboard manufactures do this? I’ll give you 2 options but you’ll only need one – NO.

Simply put, the AvPad iPad Kneeboard is a high quality product, made in the USA, created by a pilot FOR pilots, and supports an amazing charitable cause to rescue animals.

What more do I need to say? Oh yeah, go buy an AvPad already!

http://ThePilotReport.com/avpad

To watch my video interview with AvPad inventor Michael Ladd, see NOTAMs Video Interview: AvPad iPad Pilot Kneeboard with Michael Ladd

***Watch in HIGH DEFINITION***

Pros:

• Easy to use
• Find cheap aviation fuel
• Quick reference

Cons:

• Requires internet connection
• Slow app startup
• Constant app reloading
• Overpriced for the feature set

Simplicity, easy of use, current information, and a readable format are why I use the website airNav.com when I am planning a trip. My favorite features on the website are the user reviews, FBO listings with links to their websites, gas prices, current charts, and a quick route preview for initial flight planning.

AirNav has taken the current useful functionality of the website and translated it into an easy to use and aesthetically pleasing application for finding fuel prices. The icon for AirNav is unique and easily found amongst the many apps on my iPhone. This is important to me because I often hit the wrong button when trying to load one of my many aviation Apps.

The app for the iPhone has been designed with the primary purpose of locating fuel prices. With prices as high as they are it has become more feasible to fly to an alternative destination and fill up with less expensive gas.

Prices can vary dramatically between airports and FBO’s. The cost of this app is high for such simple functionality but will pay for itself on your first fuel load. Large easy to read buttons make selecting the search criteria easy. Even the largest fingers find their way to the right place.

Three Ways to Search for Fuel Prices

The three most common ways to find fuel is along your route, near your destination, and near your current location. These are the main search buttons found on the landing page.

Search By Airport

Use the search by airport button to see what fuel prices are near your destination or near your home airport. The setup screen allows you to define your home field so if you want to see who has the cheapest prices near home you simply need to press the home icon. Default search criteria is defined on the settings page.

As you can see I use N51, Solberg Airport, as my home airport and when I press the home icon N51 is displayed. The application allows you to search up to 50 miles with the default being 25 miles. Another selection criteria is the age of the fuel price, with a default setting of “all prices regardless of age”. Type of fuel is normally 100LL but Jet A and Mogas are options.

Click on “find prices” and you will see a listing with logos and prices. If you press on the FBO such as Solberg Aviation a detail screen displays contact information including the phone number and website. If you look in the top right corner there is a small i or information icon which will display the information about the airport. A diagram showing the location of FBO’s is available at select airports.

Here is an example of the Trenton airport diagram. Click on the diagram and a larger image will be displayed with the runways and the location of the FBO’s on the field.

Basic airport information such as runway length, hours of operation and landing fees are included. Again if you click on the FBO it will take you to the FBO page.

Nearby Fuel Prices

When selecting the Nearby Fuel Price button your current location and the default search criteria is used to display airports. While parked at Venice airport I used this button and found there was a self serve pump on the field before I even jumped out of the airplane.

Since the self serve pump is not on the airport diagram, I asked the FBO manager and got directions to the self serve pump and taxied to the pump and saved almost a dollar per gallon. It would be nice to see this location on the airport diagram in the future.

One of my favorite places to get fuel while in Tampa bay is Wauchula, FL. They even have a diagram which depicts the direction in which you should taxi to the pump. I found the ability to look at the airport website a great tool since I discovered the weekend fuel special. The weekend fuel special should be displayed on the main fuel page and is information that should be displayed in future versions.

Fuel Prices Along A Route

Shown here is a flight from KRDG to N51. I need to get fuel on the way back to N51 so I use the “search along a route” button. A list of airports quickly is displayed with current pricing. I See Sky Manor (N40) has the cheapest fuel so I click on Sky Manor to get more information. I then click on the FBO button for the fuel price. This is when I discover that this is a self serve pump so I better bring a credit card.

Improvements

Many of us travel for business and need to get our general aviation fix no matter where we are in the country. One thing I do is use another application to find airports near me and then find the FBO at that airport using AirNav.

Most of the time I am flying the company airplane and parking at the main terminal. While in a city I would like to know where I can rent a plane or have a bite to eat at an airport cafe.

The way to find the closest FBO without leaving the App is by pressing the “search nearby” button which then displays fuel prices. It would be convenient to have a nearest button which displays FBO’s instead of fuel prices. If you are like me and always visit the local FBO when in town on business this would be a very helpful feature.

Conclusion

I was under the impression that this was an airport data and information tool because the opening page tells us that this is “all you need to know for a perfect landing”. This is a great tool for finding fuel prices but needs improvement to truly be an application that has all you need to know for a perfect flight.

I give this product 3 1/2 out of 5 stars for its ease of use, up to date fuel information, and aesthetics. This application is intended primarily as a fuel price finder not an airport information resource. For complete airport information you will still need to use the website. If the application added a nearest FBO with more robust airport data such as local restaurants I would give it 5 stars. Having been a long time user of airNav.com I expect this App to improve over time, similar to their website.

PS – Please press the LIKE button if you enjoyed this video or found it helpful

This video was prepared by Len Costa of ThePilotReport.com and the accompanying blog post was written by Carl Valeri of ExpertAviator.com which accounts for the varying opinions and ratings of this software.

*Affiliate Link Policy

***Watch in HIGH DEFINITION***

During Episode 5 of the Stuck Mic AvCast, co-host Victoria Neuville shared the Anywhere Map as her aviation product pick of the week. Listener Bob Zajko wrote in to add some additional details about this neat and handy device which you can read here: Bob Zajko on The Anywhere Map GPS & XM Weather

In this third and final video, Bob Zajko finishes his in-depth demonstration of the Anywhere Map hardware and software!

Part 1 of the video review can be viewed here – Video Review: Part 1 Anywhere Map XM Weather & GPS with Bob Zajko

View Part 2 Anywhere Map XM Weather & GPS video review

Raise your headphones to your ears and listen like you have no cares, Stuck Mic AvCast Episode 9 is here!

Pre-Flight

• Reminder – we now have a “Classic” non-interactive MP3 ONLY version of the podcast that you can subscribe to: Stuck Mic AvCast MP3 Feed
• Listen email regarding autopilot babies and over reliance on cockpit automation
• Reference: Colgan Air 3407 accident
• Reference: Air France 447 accident
• Co-host feedback on their use of autopilots

Cruise Flight

• Hypoxia and the 4 types
• Signs & symptoms of hypoxia
• Cyanosis
• Dangers of not recognizing your hypoxic
• FAA requirements for supplemental oxygen
• Introduction to using a Pulse Oximeter
• Electronic Carbon Monoxide detectors and why their the best option
• Go/no go flying decisions
• Using onboard weather equipment
• AOPA thunderstorm accident statistics
• Using XM Weather
• Using Flight Watch
• Diverting to an alternate airport

After Landing Checklist

~ Picks of the Week ~

Carl – Flight Aware

Victoria – PlaneCrashInfo.com & NTSB Accident Database

Rick – The Cleat suction cup camera mount

Len – High Altitude Chamber/Physiology Flight (only available at the Mike Monroney Aeronautical Center, Oklahoma City, OK)

Thanks for listening to the Stuck Mic AvCast – if you thought this episode had great content and was helpful, please show your support with a $5 or $10 donation today!

Please submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

CLICK HERE to play mobile friendly version

***Watch in HIGH DEFINITION***

The Pilot Report Ratings (scale of 1 to 5, 5 being the highest rating):

• User Interface: 3
• Chart Caching/Downloading: 2
• Mapping: 3
• Flight Planning: 3
• Weather: 2
• Average Rating: 3

From Carl Valeri – In the past few years we have seen numerous aviation applications arrive on the scene each touting their uniqueness. AvCaddy Electronic Flight Bag is positioning itself as a less costly alternative to other EFB’s.

For the low cost of $3.99 a month, AvCaddy makes available all VFR and IFR charts. This is cheaper than only one chart and you get the whole United States for this low price.

Since there are other companies offering the same type of service you must not only compare price but compare functionality and usefulness of the AvCaddy EFB compared to other EFB’s.

Positives

Cost: AvCaddy is one of the least expensive products which includes all the NACA charts.

Flight Plan Management: The flight plan filing and updating functionality is one of this product’s unique features that is not included in other EFB’s. Others allow the user to file a flight plan but not update or cancel the flight plan.

Negatives

Chart Navigation: I have come to expect a seamless transition when moving from one chart to the next. Most other, although more expensive, EFB’s offer this option and I am willing to pay extra for these options.

It would be nice to open the application and press a button and have the chart center on my current position. Since this is how most of us start our flight planning there should be an easy way to select this option. The application currently requires too many buttons to push to display the current position.

Limited Functionality and Information: With a lower cost the limited functionality compared to more expensive products on the market is to be expected. The only problem is I found myself looking for extra airport information such as fuel, car rental, and restaurants while viewing the airport information.

Conclusion

AvCaddy is an inexpensive way to obtain all of the IFR and VFR charts. Although there is a great deal of competition in the EFB market I found that I would be willing to pay more for additional functionality and information.

For those looking for a basic low cost EFB, AvCaddy is a winner. If you are like me you are hoping that in future versions they will have additional functionality and a more user friendly interface. I would be willing to pay for the additional features and information as I do with my other aviation products. For now I will have to give this 3 out of 5 stars with the main benefit being price and flight plan management.

PS – Please press the LIKE button if you enjoyed this video or found it helpful

This video was prepared by Len Costa of ThePilotReport.com and the accompanying blog post was written by Carl Valeri of ExpertAviator.com which may account for any varying opinions and ratings of this software.

*Affiliate Link Policy

UPDATED: v1.1.4 was sent off to Apple which addresses the crashing issue with TFRs. This issue appears only when a user has their device set to a 24 hour clock. v1.2 will include complete briefings and the ability to also request a briefing without having to file a flight plan.

***Watch in HIGH DEFINITION***

During Episode 5 of the Stuck Mic AvCast, co-host Victoria Neuville shared the Anywhere Map as her aviation product pick of the week. Listener Bob Zajko wrote in to add some additional details about this neat and handy device which you can read here: Bob Zajko on The Anywhere Map GPS & XM Weather

In this second video of a 3 part series, Bob Zajko continues his in-depth demonstration of the Anywhere Map hardware and software!

Part 1 of the video review can be viewed here – Video Review: Part 1 Anywhere Map XM Weather & GPS with Bob Zajko

View Part 3 Anywhere Map XM Weather & GPS video review

***Watch in HIGH DEFINITION***

The above video is the second half of a previous post I wrote about – PA32 Landing at LWB 22May2011.

A dear friend of mine with a PA32, also known as the Piper 6X, lends me his airplane whenever I’m in need of a little flying fix. This flight was a return trip from Lewisburg, WV (KLWB) to Danville, VA (KDAN) after taking my special lady friend on her first $100 hamburger run.

This second video starts holding short of runway 22 at KLWB. You’ll hear me give my takeoff briefing explaining what actions I’ll be taking in the event of any emergency during departure including how I’ll fly if we lose the engine during climb out. My IFR flight plan was for 5,000ft direct from KLWB to KDAN, although my issued clearance was for a climb to 7,000ft, presumably due to the mountainous terrain and the minimum vectoring altitude for that area.

Tower clears me for takeoff from runway 22 on course. After takeoff, and at 700ft above ground level, I make a left turn direct to Danville, VA (KDAN). As we climb out and level off, I talk my passenger through choosing an emergency landing spot by looking for roads and fields below us and we decide the interstate below us is our only viable option. I also explain how I am searching for other aircraft traffic both visually outside and using the Avidyne traffic equipment.

In addition to air traffic control communication, you’ll hear me talk through my check list items, as well as verbalizing all of my actions and decisions so my passenger (not a pilot) understands everything that is going on. The video ends during cruise portion of the flight but captures about the first 13 minutes after takeoff and includes some nice visuals of flying over the Blue Ridge mountains.

Please pardon the following amateur video mistakes: I forgot to clean the windscreen and I forgot to turn off the camera’s built in image stabilization which caused some rolling on the screen.

If you enjoyed this video, do me a favor and click the “LIKE” button or leave a comment; I’d love to hear from you!

Clear Skies & Calm Winds,

Len Costa

Episode 8 is LIVE and ready for your listening delight!

Pre-Flight

• Reminder – we now have a “Classic” non-interactive MP3 ONLY feed you can subscribe to: Stuck Mic AvCast MP3 Feed

Cruise Flight

• Over Reliance on Automation and Technology in the Cockpit
• Using the autopilot as a crutch vs as a tool
• Losing “touch” with the aircraft controls
• A case for hand flying
• “Auto-pilot babies”
• Quick primer on aviation insurance
• Limits of insurance coverage on rental airplanes from FBO’s/flight schools
• Owner, non-owner, renter, and CFI insurance
• Risks of being under insured
• Aviation Insurance Resources
• Flying with passengers? What happens if you become unresponsive?
• Flight lessons for your spouse, significant other, or flying companion
• Wife Lands Plane When Husband Passes Out

After Landing Checklist

~ Picks of The Week ~

Carl – AeroWeather iPhone App

Rick – Aloft: Thoughts on the Experience of Flight book

Victoria – AviationJewelry.com & Abingdon Aviatrix Watches

Len – Icon A5 Light Sport Aircraft

Thanks for listening to the Stuck Mic AvCast – Help us spread the love by clicking that “LIKE” button at the top or bottom of this blog post!

Please submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

CLICK HERE to play mobile friendly version

***Watch in HIGH DEFINITION***

During Episode 5 of the Stuck Mic AvCast, co-host Victoria Neuville shared the Anywhere Map as her aviation product pick of the week. Listener Bob Zajko wrote in to add some additional details about this neat and handy device which you can read here: Bob Zajko on The Anywhere Map GPS & XM Weather

Today, I visit with Bob in his Glasair as he demonstrates how to use the Anywhere Map hardware and software! Because of the amazing detail given by Bob this will be a 3 part video series to cover all the killer features so stay tuned for Part 2 and Part 3!

Make sure to “LIKE” this post and share it with your friends please

View Part 2 Anywhere Map XM Weather & GPS video review

View Part 3 Anywhere Map XM Weather & GPS video review

***Watch in HIGH DEFINITION***

Hold Here: An iPhone App For Determining Holding Entry

The simple things in life are many times the best and the iPhone App “Hold Here” may be simple but it is one of the best applications for determining your holding entry. Need to know what your holding entry will be in a hurry? Simply turn the radial dial with two fingers to your radial or inbound heading and then click on right or left turns. Next dial in your heading and presto you have your holding entry depicted in a clear and easy to read format.

The Best iPhone App For Depicting Your Holding Pattern

My hat is off to the developer of Hold Here for providing such an easy to use and wonderful App for determining holding entries. Hold Here is a tool all instructors with an iPhone should purchase. As they say a picture is worth a thousand words and when you dial in the radial and heading with the display automatically showing your entry you will surely impress your students.

You can demonstrate many iterations of holding patterns much faster than you could ever draw them on a black board or dry erase board. In my case I have been using the iPad to draw holding patterns to teach my students entries but from now on I will be using Hold Here.

Bugout Time

In addition to holding pattern entries this application also serves as a Bugout Time calculator. Many of us call this Bingo Time or the amount of time you have to hold before you need to go to your alternate.

Simply enter the ground speed and distance from the holding fix to the destination. Second, enter the distance from the destination to the alternate if one is needed. Third, choose the fuel units in Minutes, Gallons, our Pounds.

When using minutes you will next enter the fuel on board in hours and minutes. If using gallons you will enter the fuel burn in gallons per hour and the number of gallons on board. If using pounds you will enter the fuel burn in pounds per hour and the number of pounds on board.

Press the Calculate Bugout Time and presto you have the number of minutes you can hold. This is a great feature for a quick calculation of the amount of time you will need to hold.

Features I Would Like To See In A Future Release

I really like the holding procedure calculations and would not change a thing. However I would change a few things on the Bugout time calculator. First, fuel burn while holding would be a great addition This addition will give a more accurate depiction of the length of time we can hold before our bugout time. Since we normally slow to a holding speed and have a much different fuel flow while holding I would like to see this in the calculation since this is what our actual fuel burn will be in the hold. Most of the time while holding we burn thirty to fifty percent less fuel than in cruise.

Example 1:

We were flying a few days ago and were going to hold over LAFAL intersection which is depicted on the ILS 17L at KPIE (St. Petersburg – Clearwater International Airport). We were flying towards the intersection on the 328 radial from SRQ (Sarasota VOR).
(click image to enlarge)

As you can see by the picture below the proper holding pattern is a parallel. This took me only a few seconds to enter the radial, holding pattern direction, and our direction towards the fix.

(click to enlarge)

Example 2:

We are told we will be holding over LAFAL intersection for one hour. We have four hours of fuel on board and we will be holding 90 knots during the holding procedure and for the rest of the flight. Our alternate is KSPG (Albert Whitted Airport).

(click image to enlarge)

According to the calculation we have 183 minutes of holding fuel. This calculation is based on the regulatory fuel needed. The regulations state we need enough fuel to fly to our destination then fly to the alternate and then fly for an additional 45 minutes.

(click to enlarge)

Conclusion

I feel every instructor with an iPhone should have this application while teaching holding patterns. The instructions are simple, the application is easy to use, and the graphical depiction is easy to interpret and is one of the better graphical depictions I have seen. You can demonstrate many holding patterns in a matter of minutes while using this device.

For those who are confused about holding entries or want practice in determining if their choice of holding entry is correct, this is a must have application. I highly suggest it to all my students and pilot friends.

The bugout time needs a few more features such as fuel burn in the hold before I can use it with regularity but it is a great start. I hope to see changes in upcoming versions.

I give this application five stars for the holding pattern and three stars for the bugout time. Overall four stars well worth the low price of $1.99

Pros:
*Quick and simple to use
*Well laid out
*Very intuitive

Cons:
*Sometimes difficult to enter radials & heading
*Bugout time only as accurate as info you enter

PS – Please press the LIKE button if you enjoyed this video or found it helpful

This video was prepared by Len Costa of ThePilotReport.com and the accompanying blog post was written by Carl Valeri of ExpertAviator.com

*Affiliate Link Policy

Here it is – Episode #7 of the Stuck Mic AvCast! My gosh we’re having soooo much fun recording and sharing these podcasts with you all. Today’s episode has some particularly great gold nuggets of information and some pretty hilarious moments of tomfoolery, too. So let’s get started!

Pre-Flight
*Review of the joint UCAP & Stuck Mic AvCast brunch meet up at the Midfield Cafe at Boire Field, Nashua, NH (KASH)
*Oshkosh Airventure 2011 Highlights by Victoria and Len

Cruise Flight
*Women in Aviation Forum on how to run a woman friendly aviation business
*Ditching an aircraft in water – how to egress and other survival tips
*The Impossible Turn – what to do when your engine quits on takeoff
*Picking an active runway at non-towered airports – how to handle other traffic flying non-standard patterns

After Landing Checklist

Picks of The Week

Victoria – Crooked Island Lodge, Bahamas

Rick – Clarity Aloft Aviation Headset

Len – AvPad iPad Kneeboard

Carl – DunkYou Water Egress Training

Thanks for listening to the Stuck Mic AvCast and don’t be bashful, help us spread the love by clicking that “LIKE” button at the top or bottom of this blog post! As always, you can submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

CLICK HERE to play mobile friendly version

Thanks for tuning in to the Stuck Mic AvCast for Episode #6!

In this episode, Victoria explains how she hired a flight instructor and aircraft on a daily rate in order to complete her Commercial Certificate flight training, Rick did his very first flight review and shares the full story in detail, Carl tells us how you can avoid doing a flight review ever again by substituting other training and proficiency courses, the FAA Wings Program, Special Use Airspace, our Picks of the Week and much, much, more!

Complete Episode 6 Details:

- Flight Reviews
- About the Garmin G1000 Glass Flight Deck
- Flight Review Substitutes
- The FAA Wings Proficiency program
- Navigating Special Use Airspace

Picks Of The Week

Carl – AirNav.com iPhone App

Victoria – Women in Aviation International Flight Scholarships

Rick – Brightline Flight Bags

Len – iFlightPlanner.com

Thanks for listening to the Stuck Mic AvCast and don’t be bashful, help us spread the love by clicking that “LIKE” button at the top or bottom of this blog post! As always, you can submit your questions and feedback via blog comments, Twitter, Facebook, or email and we’ll be sure to answer them on the air!

CLICK HERE to play mobile friendly version

During Episode 5 of the Stuck Mic AvCast, co-host Victoria Neuville talked about flying with the Anywhere Map GPS and XM Weather handheld device. Listener Bob Zajko wrote in to add some additional details about this neat and handy device. Below are Bob’s comments…

Hi Guys. I heard Victoria mention AnywhereMap, I have been using these systems for several years and wanted to fill in some details.

The AnywhereMap systems fall in two categories. The “ATC” runs on a Palm OS or other small PDA type devices and are limited in functionality but are low price.

The “Pro” systems (which also includes a Corporate EFB system) are based on Windows XP tablet PCs. You can buy just the software or get it on pre-configured tablets that they test and guarantee to work right out of the box and have aviation-friendly features like sunlight-readable screens and solid state drives. The pre-configured tablets are the most popular option.

The “Pro” software has two components, PocketPlates, which is a geo-referenced instrument approach procedure program, scanned directly from the FAA charts. The GPS is a WAAS-enabled unit and has the same resolution as my Garmin 430W. I find the geo-reference position ultra accurate and it lines up with the computer-drawn procedure on my 430W every single time. You can enable XM weather overlay on the plate as well as terrain overlay on the plate (changes color with a high resolution yellow and red gradient as you descend, like what the G1000 does). Pocket Plates costs $195 for the program.

Lifetime updates are included in a $345 subscription (which also includes map data). It also includes STARs, SIDs, etc and every other reference page in a approach book. It integrates into the mapping program (called AnywhereMap Pro) so you can bring up the plate from AnywhereMap Pro. These plates are legal for Part 91 IFR (not the position data, you have to use your VOR/IFR GPS/etc for the fixes, but the plate itself) since its an exact scan of the FAA copy. But seeing yourself on the plate is extremely helpful, you don’t get confused which way the procedure turn is!

The mapping program is called AnywhereMap Pro and has several overlays including actual scanned VFR sectionals, real IFR low and high en route charts, and a 90-meter high resolution terrain data (called UltraTAWS) software-generated map. Overlays can be stacked, such as putting bright computer-drawn airspace overtop of the VFR sectional, so its easier to see, or overlay terrain data on the IFR chart, and set it to only show “red above” or many other options, including opacity or highlighting airspace that is a factor at your altitude.

Many other overlays are available – navaids, airways, airports (including private fields and Canadian, something missing on my 430W), and waypoints. I find it useful because it translates Victor airway clearances to a waypoint-to-waypoint format which I can enter into my 430W, which does not take airways.

The program also has data on fuel prices at the FBO (great for unplanned stops) and phone numbers for hotels and restaurants. All the information is presented in a logical manner. You can also integrate a portable TCAS receiver into the system and get traffic warnings. If a detailed FAA taxi diagram is available it will show that (with geo-referencing) or if there is no taxi diagram they actually pull the little airport airport diagram from the IFR plate and show that!!)

The program integrates to a WxWorx XM receiver which will overlay satellite weather on the charts. The WxWorx is either USB or Bluetooth. It has radar, echo tops, lightning strikes, satellite IR imagery, surface analysis, METAR/TAFs (displayed in the same format as the colored dots on AviationWeather.gov) etc. It also delivers TFR overlays. The weather subscription costs $35 or $55 paid to XM (which is a rip off considering they get this data free from NOAA, unlike their music content, which is much cheaper) but its the only game out there (until ADS-In)

The best part is for $345 you get a LIFETIME subscription for everything – IFR database, plates, terrain/obstacles, etc. Compare that to what the Garmin 696 costs to keep updated!

I looked at all the options when I got this system and I think its the best thing out there and the best upgrade I’ve done to my plane.

You can see some of their screens (on the 10″ tablet”)
http://www.anywheremap.com/pages/awm-pro.htm
http://www.anywheremap.com/anywheremap-dex.aspx

IFR plate screen shots with overlays
http://www.anywheremap.com/pages/pp3-001.htm

About the Author: Bob Zajko is a general aviation pilot with a Private Pilot, Single-Engine Land, Instrument Airplane rating. He owns a Glasair 1 RG that he flies with his lovely girlfriend every spare moment he gets.

***If you’ve enjoyed this guest blog post, be sure the press the “LIKE” button at the top or bottom of this article. Thanks for sharing!***

Part 1 of the Anywhere Map video review – Video Review: Part 1 Anywhere Map XM Weather & GPS with Bob Zajko

View Part 2 Anywhere Map XM Weather & GPS video review

View Part 3 Anywhere Map XM Weather & GPS video review

Episode #5 was all about you, an entire episode of answering listener mail. We had some great questions and submissions and really enjoyed taking time to answer them. Please continue to submit your questions and feedback via blog comments, Twitter, Facebook, and email and we’ll be sure to answer them on the air! And remember we have 2 flight instructors that can answer your flying questions, too.

In this show we chat about:

1. Using MotionX GPS iPad app for uncontrolled airport taxiway reference
2. Flying with the Anywhere Map GPS & Weather handheld
3. The Southwest Airlines Stuck Mic Tirade
4. All about Scenario Based Training
5. Flying Stabilized Approaches
6. A recommended NOAA weather service
7. Buying and flying turbo charged airplanes

Picks Of The Week – each of the co-hosts shares an aviation related product, service, and/or website that they’ve found useful

Victoria – Adventure Pilot

Rick – Hand E Holder

Carl – AirNav.com

Len – NFlightCam+

Thanks for listening to the Stuck Mic AvCast and don’t be bashful, help us spread the love by clicking that “LIKE” button at the top or bottom of this blog post!

CLICK HERE to play mobile friendly version

Read Part 1 of New Kid On The Ramp: My First Day Flying From Chicago

To pick up where I last left off… We had been cleared for takeoff from Chicago via the O’Hare 5 departure which states you’ll climb to 5,000 feet after takeoff. This procedure requires specific altitude crossing restrictions during the climb out so that you are at or above 3,000 feet by five miles from the airport and at or above 4,000 feet by eight miles from the airport, all while still climbing your way to 5,000 feet. But, in order to do this in the Embraer 145 we have to first consult our climb gradient charts.

O'Hare 5 Instrument Departure

Consulting the Charts

The climb gradient charts tell us the maximum allowable aircraft weight for each specific runway and a range of outside air temperatures that allows us to ensure we are able to meet all the climbing requirements of the O’Hare 5 departure. Based on an outside air temperature of 32 degrees Celsius departing runway 4 Left, the aircraft would have to weigh less than 48,725 pounds if we were expected to make all our altitude targets; it’s a good thing I didn’t eat that box of Krispy Kremes for breakfast. Although, we wouldn’t be able to accomplish this departure under our normal takeoff climb profile. This is where the fun begins!

During takeoff, and once the aircraft is airborne, we accelerate in airspeed to 250 knots below 10,000 feet , about 288 mph. With today’s outside air temperature and maximum allowable takeoff weight required for the O’Hare 5 departure we’d have to fly an alternate takeoff profile. This profile dictates that we use our maximum thrust setting, flaps set to nine degrees, and climb at a constant speed of roughly 150 knots instead of accelerating to 250 knots. We also won’t retract the flaps until we are 2,000 feet above the ground.

Normally the flaps are retracted at 500 feet above the ground, so by delaying the aircraft configuration changes and holding a constant climb speed, we have a significantly increased climb angle that allows us to hit the 3,000 feet by five miles and 4,000 feet by eight miles altitude targets. Basically, this alternate takeoff profile allows us to climb like a homesick angel on crack flying higher and quicker, using less distance across the ground.

It’s Time for Takeoff

We’re 50 minutes late departing Chicago due to our previously mentioned maintenance squawks and these passengers are jonesing to get to Raleigh-Durham for their 4th of July festivities. Now that all the performance numbers look good we push off the gate, start the engines, call for taxi, and make our way out to runway 4 Left.

O'Hare Taxi Route

Our taxi instructions are to follow the ramp as it curves on Taxiway Alpha, left turn on Taxiway Hotel, double back on Taxiway Bravo, to hold short of runway 4 Left on Taxiway Echo. We’ll have the full runway length of 7,500 feet available for takeoff from this position. Once the preceding aircraft in front of us have all been cleared for take off, I receive the following instructions from O’Hare tower, “You’re cleared for takeoff, no delay, landing traffic is three miles out, turn right to heading 120.”

We round the corner of the runway, line the plane up on centerline, and advance the thrust levers full forward. As we start rolling down the runway I see the previously departed aircraft just lifting off the other end of our runway. There’s no doubt that Chicago runs a tight operation and moves a large volume of aircraft departing us so close like this. The other aircraft is given a different heading than ours as not to be a traffic conflict, but it’s still a tight fit. I love it!

As we reach our liftoff speed and the Captain begins to pull back on the control yoke to raise the aircraft nose off the ground, I notice there’s only 2,000 feet of runway remaining in front of us and the fence line is approaching fast. We used over 5,500 feet to get airborne today and while it’s not always normal to use so much runway, it’s occasionally common to see the other end of a runway, fence, or trees rapidly approaching during lift off. Today was no exception there; it’s hot outside and the aircraft is heavy. But have no fear, our performance data accounts for this so there is no safety issue.

Keep It Slow, Sir

Becoming airborne we fly according to profile. Accelerate to 150 knots, no aircraft configuration changes until 2,000 feet above the ground, and execute a right hand turn to our assigned heading of 120. Usually, we can accelerate to the aircrafts maximum airspeed above 10,000 feet, roughly 310 knots or 357 mph, but because of the waypoints on our flight plan we’re restricted to an airspeed of 250 knots until Chicago air traffic control approves a faster speed. We’re eventually cleared to increase our airspeed and climb to our cruising altitude of 33,000 feet on our way to Raleigh-Durham, NC.

During the flight the Captain and I discuss the weather ahead. Knowing that we have some thunderstorms to navigate around we elect to climb up to our highest altitude and aircraft service ceiling of 37,000 feet, also known as Flight Level Three-Seven-Zero or FL370, with hopes to get above some of the storms ahead. Note: All altitudes above 18,000 feet are referred to as Flight Levels and abbreviated by FL. Because of the forecast thunderstorms at our arrival airport we are required to have an alternate landing airport on file. Today that would be Greensboro, NC which was forecast to have better weather than Raleigh-Durham. Hopefully, we don’t need to go there because I’m hungry and ready to get to the overnight.

Blast You Naughty Weather

Everything is moving along smoothly inflight until the thunderstorms start closing in on Raleigh-Durham faster than expected. They’re moving towards the airport at 35 knots and appear to be beating us there. At this point there’s no turning around to our alternate landing airport of Greensboro because they too are getting pummeled by unforecast thunderstorms. If we can’t get into Raleigh we’ll have to go somewhere else like Charlotte to land, refuel, and wait the storms out. It would be pointless, as well as a waste of fuel, to enter any holding pattern. We would just end up running out of gas trying to wait for the storms to pass. The day just keeps getting more complicated.

Looking at our airborne radar we find a hole between two storms and decided make our way through. Thankfully it turned out to be an ok decision as the air was mostly smooth during this transition between thunderstorms. All was looking well until we started receiving radar vectors to our final approach course. The thunderstorm was now just a few miles away from the Raleigh-Durham airport, producing 40 knot downdrafts over the city and spewing lighting left and right as we line up for the approach. The Captain says he wants to make the turn to final and have one last look on the radar and visually out front. I tell him, “I’ll give you that much. But, if I don’t like what I see, we’re outta here.” He agrees.

RDU Weather Radar

I ask the air traffic controller about the downdrafts and he states that the winds are 13 knots at Raleigh so the storm isn’t affecting landing traffic just yet. As we line up on our final approach we fly through some short bursts of moderate rainfall. The Captain calls for the windshield wipers because flying through rain at 160+ mph is blinding. Just then, lighting strikes two miles off our right wing. This storm is getting close! I double check with air traffic control about the downdrafts and airport winds. No downdrafts reported, winds at Raleigh-Durham are now 18 knots and holding steady. Even though there’s a few patchy areas of rainfall we can actually see the airport and the runway. The joint decision is made to continue our approach.

Mr Toads Wild Flight

A quick briefing is exchanged between us that in the even of any windshear alerts on our aircraft instruments, we’ll execute a go-around with no aircraft configuration changes until we’re clear of the conflict. Passing in and out of the rain, I can see the storm approaching the western half of the airport as we’re about one mile from the runway. We’re landing on the east side of the airport so we’re still able to maintain visual contact with the runway. Air traffic control announces windshear in the form of a 20 knot increase in wind speed just three miles behind us, north of the airport. The windshear isn’t affecting us but it’s clear this thunderstorm is just drooling at the mouth to wreak havoc upon the airport.

The last mile of the flight is somewhat uneventful considering this thunderstorm barreling towards the airport. With just a touch of rain and some minor changes in wind speed and direction during short approach, we land safely on runway 23 Left. Clearing the runway we exhale a sigh of relief as we taxi around the south end of the airport to the ramp where we’ll be parking.

Not So Fast, Guys

Due to the impending thunderstorm looming overhead and the lighting it’s been throwing around, the ramp is closed for safety reasons. The airport won’t allow any ramp personnel outside to marshall us into the gate for unloading. We’re told to park in a remote section of the ramp to wait out the storm. There can’t be any lightning strikes within five miles of the airport for a certain amount of time before the ramp is allowed to open again. I think it’s some kind of OSHA safety rule but it makes sense. It takes nearly 50 minutes before we’re actually able to park the plane at the gate and off load passengers and bags.

Time to head to the hotel and grab a beer!

Please submit any comments below. I’d love to hear from you.

Clear Skies & Calm Winds,

Len @ The Pilot Report

PS – Make sure to click that donate button on the top right hand side of this page and contribute a few bucks to the “buy-Len-a-beer fund” because, after a day like today, a nice tall frosty beverage would really hit the spot!

…SUCKED! Ok, maybe sucked is too strong a word. So, allow me to elaborate!

Goodbye NYC, Hello Chi-Town

Adios NYC!

Quick Note: For those of you who didn’t catch my comments on Twitter over the weekend, I recently made a base transfer at work from New York City to Chicago. There are various elements that play into this decision, mostly fewer day-to-day weather related delays, a better flight schedule, more days off (including weekends!), just to name a few.

The Morning Commute

Well, today started at home when the alarm clock knocked me out of my sleepy coma at 6 AM. This morning was no different than any other; wake up, shower, don the pilot costume, and head out to the airport for my morning commute. After the usual routine of losing my car in the employee lot, riding the shuttle to the terminal, dealing with the TSA, I arrive at the gate destined for Chicago O’Hare. How exotic right?

Getting to Know Chicago

It was a beautiful day to fly, clear skies, unrestricted visibility, and the flight to O’Hare offered many wonderful views of the Great Lakes and the Chicago skyline on arrival. But that’s about where the easy part of my day ended. You see, I haven’t been to O’Hare in years and I’ve never been based there previously so I had to learn everything in a Chicago instant. Things like location of the crew room, how to access the Secure ID Area, the cypher code for the crew room door, where the bathroom is (seriously, I had to walk outside on the ramp to access it!), kept me occupied for a few hours before it was time to make the donuts, as they say.

I decided to take a few extra minutes to make my way to the airplane since I didn’t know how far the walk was. Good thing, too. It’s one of those across-the-airport type of jaunts to get from crew room to airplane. As I approach the gate I see what appears to by my Captain waiting there. We greet and introduce ourselves and I mention that today is my very first day operating as a Chicago based pilot. You know what he says to me? “Me, too!” I just laugh and think to myself this will be like the blind leading the blind.

First Day Craziness

Our aircraft arrives to the gate late carrying with her a few maintenance squawks. The biggest one being our auxiliary power unit, also known as the APU, a small turbine generator that produces aircraft electricity and pneumatic air for things like air conditioning and engine starts, is out to lunch, caputo, broke. Great! That means we have to request an external air start cart (a huffer cart) to start the engine at the gate before disconnecting the external ground power, aka GPU, so the lights don’t go out on the flight deck. Queue the romantic music… JOKING. It also means no air conditioning. Luckily it wasn’t a Texas-hot kind of day.

So the first order of business during my pre-flight aircraft inspection is notify the ground personnel that we’ll need the huffer cart and external air conditioning for starters. The rampers response? “You’ll have to talk to that guy, he’s the lead.” I tell ‘that guy’ the same story. His response? “You’ll have to tell the next crew

Maintenance DOES have a sense of humor!

what’s going on.” “I AM the next crew!” I exclaim. He says to me, “No, the next ramp crew, because that’s not my job.” Ahhh, yes there it is; the Chicago unionized rhetoric I heard so much about. No wonder half the nations airlines are swirling around the toilet. Ay dios mio!

Thank You Maintenance

Fortunately for us Mr. Maintenance came out to the aircraft to perform some routine tasks. He decides to check our APU to see if he can clear the squawk. After a few repairs and tests we have our beloved APU back. No, not Apu the slushy-serving Pakistani mini-mart owner from The Simpsons, but our auxiliary power unit. Maintenance gives us the ‘Omni, Omni, VOR’ blessing and leaves us to finish getting ready for departure.

Our takeoff clearance is to perform the O’Hare 5 SID, a standard instrument departure. With that departure comes some particular aircraft performance requirements in order for us to accept this procedure. Thumbing through the climb rate and engine performance tables I determine we can’t accept the O’Hare 5. Could that be right? The jet can’t climb fast enough to make the climbing restrictions? Nah, I read the table wrong! After recalculating and confirming the data with the Captain we both agree the departure procedure is well within our aircraft capabilities ONLY if…

…TO BE CONTINUED…

Read Part 2 of New Kid On The Ramp: My First Day Flying In Chicago

***Check Out This Video in High Definition***

Breakfast Anyone?

It all started with a simple phone call one Sunday morning. My special lady friend and I were making our usual breakfast pilgrimage to the Airways Cafe at Frederick Municipal Airport, Frederick, MD (KFDK). Before leaving, I attempted to invite some friends to join us but they had company visiting from out of town. It was my next phone call that landed us this sweet Aircam opportunity…

Searching through my iPhone address book, I reach the contact known as, “Carlo FDK.” Carlo is an avid aviator and is currently building a Mustang II kit plane. He also is a 1/3 partner in a Lockwood Aircam. When Carlo answers the phone excited to hear from me, I mention the same story above, we’re one our way to FDK for breakfast and we’d love for him to join us if he’s around.

It’s at this moment that the plans for my entire Sunday afternoon change in one brilliant moment. You see, Carlo’s fiance is out in Iowa City for the 35th Annual Air Race Classic – a four day, 2,700 mile women’s aviation race. Because of this, Carlo say’s he’s a bachelor for the weekend and is spending some time with his Mustang II kit plane out at Martin State Airport, Baltimore, MD (KMTN). Due to his distance from FDK he can’t join us for breakfast. But he proposes an even better idea…

An Offer I Couldn’t Refuse

“Come out to Martin State and I’ll show you my Mustang II. We can even take the Aircam out for a ride.” Carlo says. I almost jump out of my own skin in excitement. Naturally intrigued by both the Mustang II AND the Aircam (I’ve never seen either in person before) we cordially agreed to make the hour drive out to Martin State for a friendly Sunday afternoon visit.

NOTE: We did enjoy our Airways Cafe breakfast before making the journey to MTN. If you ever get the chance to eat there, try the Eggs Chesapeake – a Maryland twist on eggs benedict with their special ingredient, Maryland crab cakes. Delicious! So much so that we’re willing to drive 60 miles round trip to eat this delightful meal.

Enough about my food obsession and back to the flying story. We arrived at MTN where Carlo greeted us as we headed into the hangar to see the progress of his kit plane love affair. The Mustang II is a single-engine, side by side, high performance aircraft. It can be found in both the tailwheel and tricycle gear configurations. Carlo’s is a tailwheel – a very nice choice. This project has been a dream of Carlo’s for many years now and only during the last four years has he really been able to dedicate gobs of time towards finishing this beauty.

In her current state she is seen in primer green and wingless. The fuselage is complete, main landing gear attached, and engine mounted. The interior is bare as you would expect at this state of the build process. Only a few avionics are installed in the panel at the moment but she’s looking real nice.

Carlo explains the different aerodynamic features of the airframe, how the canopy is designed to minimize parasitic drag and creates less turbulence over the tail because of a forward boundary layer effect. I won’t bore you with too much science, but suffice to say, the aircraft has been customized with many speed and drag reduction advantages.

Meeting Charlie Kilo

After oohing and ahhing over the Mustang II, we head across the airport to the hangar where Charlie Kilo is napping. N119CK is a Lockwood Aircam, an experimental, twin-engine, open cockpit, homebuilt airplane. It cruises around 100 mph burning under 5 gallons of avgas per hour, both engines COMBINED thanks to two 100-horsepower Rotax engines.

Take-off roll is right around 100 to 200 feet today with the fuel and passenger load which means our intersection departure leaves plenty of room for our twin-engine balanced field take-off requirements. After the engine run up we taxi out for departure. That’s when the real magic happens.

Charlie Kilo comes alive as the throttles are advanced full forward. In what seems like on a few feet, we are airborne. The Aircam engines generate gobs of excess thrust for an aircraft that weights around 1,600 pounds. That’s clearly evident in our steep pitch climb angle. At 1,500 feet per minute in the climb, this baby hauls! It climbs almost as good as the jet I fly at work, no joke.

What A View!

The view aloft is incredible from the open cockpit vantage point. Sadly, you won’t see much of it in the above video. Due to technical difficulties, camera recording issues, and various other interruptions I was only able to capture a few brief moments of flying video.

After some in-flight performance demonstrations and couple of runs around the traffic pattern, we come in for our full stop. A 7,000 foot runway is overkill for this airplane so we ask for a short approach with a long landing to minimize taxi time. Landing roll with max performance breaking came in around 400 feet. The Aircam truly meets its advertised performance capabilities.

I Can’t Stop Smiling

Taxiing up to the hanger my face is plastered with a grin from ear to ear. This certainly was worthy of the Sunday afternoon adventure it turned out to be.

Weather IN the Cockpit

If you’ve never been in an Aircam or an open cockpit aircraft, I highly recommend it! The wind blowing in your face adds a whole new dimension to the flying experience. Carlo joked at one point that with both the XM satellite weather on board and the light drizzle we flew through, we not only had weather in the cockpit, but we had weather IN the cockpit – haha. AWESOME!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Click The “LIKE” Button!

PS – If you’ve enjoyed this story and video, do me a favor and click the “Like” button or share it with your friends. I’d also love to hear your comments below!

***Watch in HIGH DEFINITION***

A dear friend of mine with a PA32, also known as the Piper 6X, lends me his airplane whenever I’m in need of a little flying fix. This flight was from Danville, VA (KDAN) to Lewisburg, WV (KLWB) for the obligatory $100 hamburger run, which coincidentally cost more like $212 in avgas and food, but I digress…

This particular flight was a couple of “firsts” – 1. It was my special lady friends first small plane ride, and 2. It was my first time playing around with video equipment in the cockpit.

You’ll notice I made a few amateur video mistakes. First being I forgot to clean the windscreen and you can see two huge bug splats during the whole video. Sorry in advance! Second, I was using a camcorder with a digital shutter instead of a higher quality video camera. That’s why you’ll see the prop arcing across the screen. Third, I forgot to turn off the camera’s built in image stabilization which is why you’ll sometimes note the image rolling on the screen. Live and learn!

Before taking my girl up for a ride that day I had to go out and get single engine day current first. After my 3 landings, I picked her up, and off we went. Since it was my lady’s first flight, and I’m a Flight Instructor, you’ll hear me talking her through everything that I’m doing. Which is why I’m actually publishing this video. Maybe someone will find it helpful.

The weather was nice, calm winds in both departure and destination airports, clouds about 6,000 ft MSL. I decided to file IFR for the flight back and forth which was a good decision with the cloud heights and flying over the mountains.

Upon arrival into the local LWB area the tower controller asked me to extend downwind so he could depart a jet off Runway 22 before our arrival. Naturally, I complied before turning about a 6 mile final.

Once we arrived in LWB we had lunch at the Dutch Haus restaurant on field and then flew back to DAN to put Tango Charlie back to bed.

Let me know what you think of this video. Sound off in the comments below!

OH and one more thing… If you enjoyed this video, do me a favor and click the “Like” button on the top or bottom of this post. Thanks!

The second video in this series is available here: PA32 Departure from KLWB 22May2011

View the “Meeting the US Navy Blue Angels” Photo Album on Flickr

Back in the early spring of 2011 I had become aware of an air show coming to the Lynchburg Regional Airport (KLYH) in Lynchburg, Virginia. Having spent 5 years of my life living in Lynchburg, in addition to working as a flight instructor at KYLH, I immediately planned to attend the air show just to see the Blue Angels in my old “backyard” on May 21st, 2011.

Fast forward to a couple of weeks ago, a good friend of mine from Lynchburg had called to discuss meeting up during my upcoming visit to town. It turns out his wife, who works for Freedom Aviation (the sponsor and organizer of the air show) was in need of some volunteers to work the air show. I quickly volunteered myself in addition to my roommate and my special lady friend.

Volunteering at the air show gave us, in addition to free admission, access to the VIP seating area and the private dinner reception after the air show. Of course we had some work to do throughout the day but there was still plenty of time to enjoy the demonstrations and snap some great photos.

During the post air show dinner reception, we were joined by the entire US Navy Blue Angels crew, from the pilots, to maintenance, the ENTIRE group was there. They arrived to dinner in style, sporting a a motorcade of Lincoln Town Cars, SUV’s, and mini-vans. Upon entering the dinner reception the crowd broke out in a full standing ovation and round of applause. The Angels, after all, hadn’t been to Lynchburg since 1982, some 29 years ago! The locals were happy to see them on their home turf once again.

After being presented a “Key To The City” of Lynchburg by the Mayor, the Blue Angels joined the dinner reception by immediately engaging the attendees in a warm, friendly, sociable manner introducing themselves to everyone they could. We took that opportunity to snap a few photos with the pilots of course.

One thing I was impressed with was their humble and appreciative attitude to have been invited to perform in Lynchburg. Every Blue Angel we met thanked us for our hospitality and volunteer work and were extremely outgoing. Not a single one of them denied a photo or autograph request, even if they were immersed in their dinner. They all took a few moments to dedicate to each person whom approached them and I was very impressed with their friendly and welcoming demeanor. I guess I thought they might be a little cocky. I mean, their like the world’s greatest pilots, right?

The entire experience with the US Navy Blue Angels only made me respect them even more. If you ever have the chance to catch one of their performances at an air show near you, run, don’t walk, straight to the ticket line!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

The Pilot Report Birthday Bash software giveaway contest was a great success. Many of you signed up at our Facebook Page to enter this contest and I’m grateful for you sharing this with your friends and family.

To pick the winners of this software giveaway I entered the names of all the folks who’ve liked us on Facebook into a Random Line Picker. The names were then shuffled 10 times before outputting 21 names at random.

The names of those 21 lucky winners of the Double Dog Studios flying applications are:

Bob Albertson
Charles Reiche
Marty Lewandowski
Masoud Arabiyoun
Keith J. Jones
Andy Matthews
Jake Harris
Sina Rad
Russ Talbot
Joe Ward
Larry Overstreet
Harry Chinokoro
Jason Ensminger
John Ford
Antonios Petritidis
Colin Maitland
Todd McClamroch
George Opreff
Gary Ramsey
Carl Valeri
Stephen Ruby

If your name was on the above list simply send an email to ThePilotReport at gmail dot com with your name in the subject field and your Facebook URL in the body for verification purposes. Once your identity has been verified I will send you the promo code for your free application with instructions on how to redeem your gift.

To find your Facebook URL, login to Facebook, click “Profile” in the top right menu bar, once your profile finishes loading in your web browser, just copy the URL from the browser address bar and paste it into the body of your prize claim email.

These promo codes are only valid for 30 days so if I don’t receive your prize claim email before June 1 all unclaimed prizes will then be distributed at my discretion.

Thanks again for all your interest and support during our first year at ThePilotReport.com and here’s to another year together!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Enjoy This Video in High Def***

Hello friends and welcome to another video by ThePilotReport.com – I’m Len Costa and today is a very special day for The Pilot Report – they day we turn one, our very 1st birthday since inception exactly one year ago after the website idea came to me while I was in the shower, of all places.

As my way of thanking you for all your support, I’ll be giving away some free aviation software to 21 lucky winners which I’ll tell you about in just a moment. But first…

It’s been a fun and amazing journey creating videos and content, interacting with you, my new friends, both on Twitter & Facebook, and even meeting some of you in person – my favorite part.

Through your interest and support over the last year I’ve expanded the business with new audio, video, and computer equipment in order to deliver higher quality content in a more timely manner.

I’m also happy to announce there are quite a few new and exciting developments coming down the road for our second year together and it’s my pleasure to share them with you soon.

To celebrate our first year together, I’ve teamed up with Double Dog Studios for a birthday software giveaway. Double Dog Studios is the developer of such iPad & iPhone aviation applications like, Pilot Calcs, IFR Flying, & Pilot Handbook. They’ve allowed me to give away 3 copies of their 7 flying applications, that’s 21 FREE apps up for grabs – all you have to do to enter this giveaway contest is “Like” us on Facebook. The address is Facebook.com/ThePilotReport.

The contest will run for the next 7 days and in a week from now, I will randomly select the names of 21 people from Facebook to receive a free copy of the Double Dog Studio iPhone & iPad apps as my special thanks for your business and support. It’s as simple as that, so head on over to Facebook.com/ThePilotReport and click that Like button RIGHT NOW!

As always, I’d love to hear your feedback about the website; good, bad, indifferent. Please tell me what you like and don’t like. If you have any questions or suggestions, never hesitate to send them my way. Whether it be for product reviews, videos, anything – your support makes it possible for me to be here so comments are always welcome and more importantly, greatly appreciated! You can email me at ThePilotReport at gmail dot com, or message me on Facebook or Twitter.

So THANK YOU, from the bottom of my heart, for supporting The Pilot Report and here’s to another year together!

This is Len Costa, with ThePilotReport.com wishing you, as always, Clear Skies & Calm Winds!

***Watch in Fabulous High Defintion***

I’m extremely proud to announce the launch of our very first aviation podcast episode over at StuckMicAvCast.com!

This new aviation podcast will be co-hosted by VIctoria Neuville, Rick Felty, and Carl Valeri.

VIctoria is a GA flying enthusiast working towards her commercial pilot certificate. She blogs over at toriaflies.blogspot.com.

Rick is also a GA flying enthusiast preparing to start his instrument training. He also creates amazing mulit-angled in-flight flying vides available on his YouTube channel.

Carl is an airline captain and a flight instructor. He blogs over at ExpertAviator.com where he writes about “Increasing your aviation knowledge one blog post at a time.” Carl is also featured on Fox news from time to time as an aviation expert.

And then there’s me, Len. If you don’t know who I am yet then let me give you the 2 cent tour. ThePilotReport.com is my website where I blog about aviation product reviews, demos, and share relevant aviation news. I’m also an airline first officer and a flight instructor.

With all the varying levels of flight experience and time logged amongst the 4 podcast co-hosts, I’m confident you’ll enjoy our bi-montly episodes which will include such things as:

- Flying techniques, some basic, some advanced
- Flight instruction discussions
- Technical aspects of flying from point A to B
- Group discussions on aviation products in the cockpit
- Virtual hangar flying
- Adventures from live events such as airshows
- And much, much more!

The podcast will be available soon via iTunes or you can listen directly from the website. This is an “enhanced podcast” which means there are images and website links embedded in the audio sessions that are viewable when listening through iTunes, iPad, iPhone, or iPod making the Stuck Mic AvCast interactive!

We’ll also include video episodes and other enhancements like downloadable PDF’s from time to time.

So get started listening today over at StuckMicAvCast.com! Don’t forget to Follow Us on Twitter and Like Us on Facebook to get all the episodes and updates as soon as they become available.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Click to Watch in High Definition***

A few weeks ago, after realizing just how close I was to Frederick, MD, I decided it would be fun to drive up to AOPA Headquarters at the Frederick Municipal Airport (KFDK) to take their free tour. After a little coordinating with some folks on Twitter the adventure was planned for the first week of May.

I departed my house just after 10AM and took the scenic drive up Route 15. Arriving at KFDK just before 11AM, I met up with @ToriaFly in front of the Airways Inn and then followed her over to the AOPA building because I couldn’t find it on my last visit. Turns out the AOPA building was just about within sight from the Airways Inn and I felt silly for having needed to be escorted. But hey, the last time I was there it was dark out and I didn’t see any lighted signage. But I digress…

We entered the front door where we were greeted by a large poster of Harrison Ford from the General Aviation Serves America campaign. Apparently some of the women in my company preferred Ford with his hat and whip over this casual photo, but that’s a story for a different day. The receptionist took our names and verified our AOPA Membership as we waited for our tour guide.

The tour began on the lower level taking us through Medical Services, Membership Enrollment, Member Services, Information and Technology, Marketing, ePublishing and Publications Division, before heading upstairs to a few other departments and the Office of the President. Now Mr. Fuller was busy at the time of our visit but we did have the opportunity to sneak a peak in his office.

Fuller’s office is appropriately sized for a President and decorated nicely with dark wood and brown leather furniture. His desk faces the KFDK ramp and has an amazing view of the airport property. My favorite easter egg in Fuller’s office was his iPad propped up on the right edge of his desk. A man after my own tastes in that department.

At completion of the tour, we asked the receptionist to call @JTallman1959 as we had planned to have lunch together post-tour. Jill, Associate Editor of AOPA Flight Training and AOPA Pilot, met us in the lobby. After making introductions it was off to the Airways Inn, located midfield at KFDK, for, what turned out to be, a very entertaining lunch filled with old friends and familiar faces.

The Airways Inn was bustling with folks although our meals still arrived promptly. Trying to snag the waitress when it came time to pay our bill, however, was a small task as the restaurant was full – clearly a popular place with the locals. But it gave us more time to socialize with friends so we were all happy. Don’t forget to visit this KFDK gem during your visit for a nice food selection at excellent prices.

If you ever have the time, I highly recommend stopping into the AOPA Headquarters for a tour. All the folks working there were extremely friendly, introducing themselves, asking where we were visiting from, and giving us the most welcome feeling. It certainly turned out be be a fantastic adventure.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

P.S. – Don’t forget to watch my AOPA Headquarters Tour Video for some laughs

*** High Definition: Get It! – Click To Watch***

Sportyʼs IFR Communications training DVD gives the viewer “Actual” instrument experience in the comfort of your living room.

During this training, Sportyʼs brings you into the cockpit during a variety of instrument flights. Not only will you get to ride along and listen to the communications between the controller and the pilot you will also hear commentary by the experts at Sportyʼs explaining the meaning of the last communication.

Watch our video review to learn more about how this Sporty’s training DVD can help you become a better Instrument Pilot!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

*** High Definition: It’s where it’s at – Click To Watch***

You may remember him as Av8rDan on Twitter but his transition from blogger to aviation publisher has made Dan Pimentel a trusted source and one of aviation’s newest go-to-guys for top quality stories and photography. Just open Airplanista Magazine, an all-digital publication, and you’ll instantly know exactly what I’m talking about when your eyes are stunned by the majesty of the magazine cover alone.

Dan had been blogging about aviation for roughly 7 years before realizing he had reached the apex of his website traffic. Armed with 900 some odd blog posts and the name idea Airplanista, similar to fashionista, or barista, Dan transformed the Av8rDan blog into a highly respected online publication in a matter of 8 months. Stumbling upon the platform currently used to distribute this monthly digital magazine, Pimentel had finally found what he calls his “next step in blogging.”

No stranger to publishing, Dan has created various media works and articles since his journey into journalism began back in 1974. As a founding Director of Celeste/Daniels advertising agency in Oregon, Pimentel uses his skill, experience, and expertise to orchestrate Airplanista Magazine in his spare time.

Enjoy this video interview with Dan to learn more about his humble beginnings and his future plans for Airplanista!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

**Everything is better in High Definition – Watch Here***

Looking to learn the basics of flying? Perhaps you’ve got more advanced questions, too? Master CFI and Airline Captain, Carl Valeri, shares his experiences as an Expert Aviator to help you become a smarter, safer, pilot. Watch this Notice To Airmen video interview to learn more about Carl and start learning from the best!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Glorious HIGH DEF version here***

Welcome to the third video in our Notice To Airmen interview series where I sit down with various aviation business owners and professionals and ask them to share their products and services with us. Today’s featured service is TripSwap.net, an airline flight crew trip swapping and trading website.

Are you tired of dealing with complicated airline trip trading systems? Can’t seem to trade that upcoming trip? Learn more about TripSwap.net in this video interview with business owner Toby Little as he explains how his airline trip trading service can help improve the quality of your airline/air crew life.

Check out the video above to start trading and swapping your undesirable airline trips instantly!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Click to watch this video in HIGH DEF***

Welcome to another video in our Notice To Airmen Series (NOTAMs) of video interviews! In this series, I sit down with various aviation business owners and professionals in order to get to know the proprietors in addition to learning more about their products and services available to us in the aviation community.

Do you use your beloved iPad in the cockpit while flying? Wish you had a better kneeboard solution? Enter, AvPad! AvPad is a new iPad Pilot Kneeboard designed BY pilots FOR pilots. Watch this interview with inventor Michael Ladd as he shares how he came up with the idea for AvPad and bringing his concept to market, including product walkthrough and photos.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Click to watch this video in HIGH DEF***

Welcome to the first video in our Notice To Airmen Series (NOTAMs) of video interviews! In this series, I sit down with various aviation business owners and professionals in order to get to know the proprietors in addition to learning more about their products and services available to us in the aviation community.

Today’s video is how to setup a do-it-yourself fractional ownership program for any of your underutilized assets. Though the shared ownership concept can apply to pretty much any piece of equipment, vehicle, etc, such as a power boat or camera equipment, we’ll be focusing on how to use a do-it-yourself fractional service to either share your aircraft with other partners or find an aircraft partnership to participate in.

In this interview I’m joined with Paul Citarella of diyFractional.com who created such a website and service designed to help individuals facilitate fractional ownership programs like mentioned above. Paul’s website not only allows you to share your asset, but to also seek other assets for shared use and includes equipment management tools like scheduling, expense tracking, voting, and more.

Check out the video above to learn more about Paul Citarella and diyFractional.com so you can start sharing your underutilized assets and equipment like a boss!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Join us for our upcoming video interview series called Notice To Airmen where I sit down with various aviation business owners and professionals and ask them how they got started in addition to sharing some of their companies products and services.

Videos coming in the next few days so check back here soon!

ATIS is calling visibility 3 statute miles, light snow, ceiling broken at 1,500, overcast at 3,000, and winds from the south at 8 knots. But first…

We began the day by arriving to the plane at 0545 local. It was snowing and our bird was wrapped in a blanket of fluffy, white, precipitation goodness. Captain says, “I’ve got the walk around this morning.” How nice of him.

I prepared the flight deck for departure as I normally do, running the first flight of the day system checks and find everything to be in working order. Captain arrives from his preflight inspection to report “this much snow” inside the engine inlets. He motions with his hands to demonstrate the presence of roughly 4 inches of snow.

Click to englarge: Snow covered ramp in CYHZ - Halifax, NS.

It’s now time for push back, however, I can’t start the jet engines until the snow is cleared from the inlets. The ground personnel seem somewhat confused with my request. “Could you guys get a ladder and scoop the snow out of our engine?”, I ask. “Uh, sure. No problem.”

We push back from gate and start the engines, first the right engine, and the left. The ramp is slick and covered in snow so we delay our taxi checklist and leave the flaps retracted to avoid contamination buildup. The Embraer 145 flaps are located aft of the main landing gear. Taxiing on contaminated surfaces with flaps extended slings snow and ice off the tires to the underside of flaps. It looks like you ran over Frosty the snowman.

Company procedure states delaying flap extension as long as practical during ground operations for this exact reason. Besides, we needs flaps up for our deicing configuration anyway.

We arrive at deice pad 1 where the marshaller leads us into place. I run the deice configuration checklist; “both engines are running, APU (auxiliary power unit) is off, brakes are set, you may begin deicing.” I declare.

Deicing trucks descend upon us like a scene from ‘The Matrix,’ vehicles swarming all over, lights flashing, and red fluid dripping down my windscreen. 10 minutes later I’m told we are free of all contaminants and may exit the deice pad.

Click to englarge: Deicing WestJet 737 in CYHZ - Halifax, NS

I check the deice fluid holdover charts and determine we have between 35 minutes and 75 minutes of precipitation protection before we would have to be sprayed down again. Holdover charts tell us how long the specific brand of deice fluid will protect the flight control surfaces. Certain variables such as outside air temperature, type and intensity of precipitation dictate how long the fluid will last before a safe takeoff is no longer permissible. With 0 degrees Celsius and light snow, we have plenty of time to make a safe takeoff. Perfect.

We proceed to taxi to Runway 23 for departure. Instructions are taxi via Golf, Foxtrot, and hold short of Runway 14. I overhear the tower clearing an Air Canada Jazz CRJ for landing. Winds are now from the south at 10 knots, gusting 20 knots. Delightful, considering the runway is 70 percent trace snow and only 30 percent bare and I’ve got a pretty good crosswind component. I brief, “If we have to abort the takeoff, it’ll be max reverse thrust and easy on the brakes so we don’t skid off the runway.” Now I’m really excited as we taxi onto Runway 23.

“Contact departure airborne, you’re cleared for takeoff Runway 23.”, the booming tower controller states. “Set thrust.” “Thrust set.” “80 knots.” “Crosscheck.” “V1, rotate. Positive rate.” “Gear up,” and away we go.

NOTE: This is a true story as experienced personally by me. This is my first attempt at storytelling on the blog so please leave me a comment sharing what you liked and disliked about the way this story was told.

Clear Skies & Calms Winds,

Len @ ThePilotReport.com

This excites me very much!

Now if only my airline would hurry the heck up and get the iPad approved in our FAR Part 121 operations here so we could finally ditch these flight cases.

Read the full article here: http://avstop.com/feb_2011/executive_jet_receives_faa_authorization_to_use_je…

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Enjoy this Video in Fullscreen High Definition***

While the FREE Flipboard iPad app isn’t an aviation application per se, they do coin themselves as your “personalized social magazine.”  Flipboard is basically an aggregate reader app for the iPad that brilliantly displays your social feeds in a personalized magazine format.

Not only that, but you can interact within the Flipboard app with your friends and followers on Twitter and Facebook, never having to leave the application during your content consumption enjoyment.

So, what I’ve done is created a very special aviation Twitter list of the most influential and informational tweeps that create the highest quality aviation products, media, and content.  This video demonstration shows you how to use the Flipboard iPad app to subscribe to my aviation Twitter list so you can get started today and enjoy your aviation content and media using this gorgeous interface.

I personally curate this list, meaning, when someone falls short of my standards I simply remove them from the Twitter list and you’ll never be bothered by them again.  Vice versa, if I find someone new and exciting worthy of our attention, I’ll gladly add them to the list.  It’s completely hands off on your end.  All you do is pull up the feed on your Flipboard and enjoy the content I’ve put together for you – it’s ever-changing and always expanding.  Sweet, eh?

Watch the video above for the full instructions on how to download the Flipbard app and subscribe to ThePilotReport’s recommended Twitter list – go ahead, this app is totally FREE.  And please, if you’ve found this video helpful, I’d love for you to Tweet it out, Like it on Facebook, and/or leave a comment below – I can’t wait to hear from you!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Click To Watch in High Definition***

Instrument flying is an art, by which it takes continuous practice and dedication to remain a safe, current, and proficient IFR aviator.  Whether you just recently obtained that coveted instrument rating or you’ve been an IFR pilot for years now, allow me to share with you a training course aimed at instrument pilots of all experience ranges.

This training course I’m referring to is the IFR Mastery Series by the folks at PilotWorkshops.com.  If you haven’t heard of PilotWorkshops.com, they are a continuing-education company of sorts, only for pilots.  Their training products are geared towards providing practical and relevant aviation instruction through cutting-edge web technology from some of aviations top flight instuctors and professionals.  NOTE: I was given free access to the IFR Mastery Series course for my evaluation and review contained in this blog post and the video above.

The IFR Mastery course was designed through feedback from over 13,000 instrument pilots.  Using scenario-based training, a concept that teaches through scenarios that are thought provoking and more realistic, the IFR Mastery Series delivers high quality training modules to stimulate your decision making skills.

Think about it… How many times have you finished a flight lesson only to think to yourself, “When the heck am I going to use that in real life?”  That’s where scenario-based training helps close the gap.  Many scenario-based flight lessons are geared directly towards the flight student and their level of flight experience.  It also takes into account the type of equipment being flown and other variables to make the training both challenging and engaging.

These types of lessons don’t necessarily have a right or wrong answer or outcome, but simply allow the student to work their way through a given scenario.  All too often flight lessons become predictable thus becoming highly ineffective.  No real learning takes place when students can guess what’s coming next or simply learn that when A happens, B will fix it.  And trust you me, when it comes to flying, A does NOT always equal B.  In fact, rarely ever.  So it’s important to have that out-of-the-box thinking ability.

And the IFR Mastery Series by PilotWorkshops.com does just that.  The training modules are composed of six different parts; the first part being a video overview of the training scenario.  After you watch the video overview, you’ll be presented in part 2 with different courses of action to evaluate.  There’s also a link to download and view a PDF version of the flight overview for your review before you choose your answer.

Part three is where you actually get to select your chosen course of action.  Once you submit your answer you’ll be presented with a graph of results, showing what percentage of people chose the different answers and outcomes to give you an idea where your chosen course of action fell amongst other the instrument pilots in this course.  Part four is a a video explanation of the on-staff training instructors chosen courses of action.  This is one of the best parts of the training because you get to hear different perspectives of multiple flight instructors as to why they chose their specific repsonse.

Part five of the training module is called, “The Hangar” which is in actuality an online forum area.  Each “Hangar” applies only to the current training module and provides you a place to discuss the training scenario and outcomes with other pilots and also with the on-staff flight instructors; another one of my personal favorite features of the IFR Mastery Series.  Part six contains a set of instructions on how you can apply the completion of each training module towards FAA WINGS proficiency credit.  Read more about the FAA WINGS Proficiency program if you’re not familiar.

At the end of each training module is a flight instructor profile which tells about each persons different levels of flight experience, giving you an overall idea of their background to aid you in understanding their chosen course of action from part four mentioned above.

So here comes my honest opinion… I really liked this course, a lot.  The format and contents are delivered in such a manner that it’s simple to follow and grasp.  Having the ability to interact and converse with other instrument pilots and the on-staff flight instructors through “The Hangar” makes this course worth it’s weight in gold.  Simply put, the IFR Mastery Series delivers on its promise.

Check out the IFR Mastery Series by PilotWorkshops.com!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Disclosure: I earn commission on sales for most products mentioned here at ThePilotReport.com.  That money goes towards the operation of this website and I’m sure you’re cool with that, but the FTC requires me to remind you.

Sporty’s and ForeFlight have teamed up to release this IFR approach plate application for the the iPad; a new and notable entrant into the iPad EFB (electronic flight bag) market.

Watch this video demonstration of my thoughts and first impressions.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

AOPA Magazine released it’s Digital Edition today for February 2011. Watch this video demonstration of my thoughts and first impressions.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Watch this video in High Definition, like it was meant to be***

It’s a beautiful day for flying, high scattered clouds, light winds, and the sun is shining.  You think to yourself, “Where should I fly today?”  Then you remember there’s a fly-in pancake breakfast in the next state and you decide, “Heck, I’ve never been to a fly-in breakfast and boy am I hungry.”  You head over to your computer to start looking up the weather and planning your flight.

But where do you go for your preflight due diligence?  Well let’s check the weather with ADDS; viewing the METARS, TAF’s, winds aloft, radar, etc.  Everything looks great there so it’s time to do a little flight planning.  Heading over to DUATS, you plug in the details of the flight to optimize your routing and fuel burn and then you file your flight plan.  Now, because your flying to an unfamiliar airport you’ll need to check your paper AF/D for the airport particulars, assuming you have with you the most current publication.  Starting to sound a bit obnoxious and time consuming isn’t it?

Enter iFlightPlanner.com!  iFLightPlanner is a web based flight planning service and so much more.

Who Are The Guys Behind iFlightPlanner.com?

Founders John Burnside and Andy Matthews knew each other from their college days at the University of Michigan.  John, an accomplished web programmer, started his own successful web development company straight out of college; Andy is a pro golfer on the Canadian Tour and has played in multiple PGA Tour events and the 2007 U.S. Open.  But due to an injury, Andy was forced to take a brief break from golf which was when he started flying lessons after enjoying a ride in a friends Cessna 182.

Combined with the support and suggestion of their families, John and Andy founded iFlightPlanner.com due to a frustration in needing to visit multiple sources for preflight due diligence; frequently a very time consuming process as observed above.  They guys felt there had to be a better way – something like a ‘one-stop-shop’ for preflight planning.  Only, nothing existed at the time to fill that void and that’s when iFlightPlanner was born.

So what does iFlightPlanner have to offer?  Current features are:

1. Online Flight Planning
2. Flight Wizard
3. Flight Plan Filing
4. Stored Aircraft Profiles
5. Certified Aviation Weather Briefings
6. Airport Facility Directory
7. Weight & Balance Calculator (Premium feature)
8. Online Logbook (some restrictions apply)
9. FREE To Use (minus 2 Premium features)

Ok Len, But I Don’t Want To Pay For Anything

Now you don’t have to worry about forking out any money to use this wonderful service, at least not for the free version.  And this isn’t one of those limited use free versions either.  You get full access to all but two features, the Weight & Balance Calculator, and some limited features on the Online Logbook.  Of course all the Flight Planning, Flight Wizard, Weather Briefing, Filing, and AF/D functions are always free of charge.

Premium account features are only $9.95/month and additional savings can be enjoyed through 3-month and 12-month subscriptions.  Personally, I use other electronic logbook software so I’m not likely to use their Online Logbook function.  However, the Weight & Balance Calculator is well worth the small monthly expense.

You simply tab through the fields, quickly entering your pilot, passenger, baggage, and fuel loads, and *tadah* you’ve got a finished weight and balance in less than 30 seconds.  Visual indicators like green and red highlighted columns quickly alert you that your within or outside your aircraft’s operating envelope.  No calculators or math required; simply plug-and-play.

What’s This Rubber Banding Thing Everyone Is Talking About?

One of my favorite features is the route-planning rubber banding feature.  It’s a drag-and-drop flight planning function that allows you to create your own flight routing by simply clicking on the map to enter waypoints.  This feature is EXTREMELY handy when trying to navigate around weather since you can display radar and other meteorological information over such maps as sectionals and low/high enroute IFR charts.  Something that most other flight planners currently lack – like the popular iPad subscription service app (sorry guys, but it’s true).

Being able to see your flight plan laid over your preferred type of map with a moving radar and weather image allows you to quickly alter your flight route and this is where the rubber banding feature really shines.  Just drag your waypoints around the weather, click “Add To Route” and presto, you are done!  Simply stunning.

But don’t just take my word for it – watch the iFlightPlanner Video Review to see these features in action!

iFlightPlanner also supports SID’s and STAR’s in the flight planning process.  Just enter them into your routing and the Flight Wizard will display everything on the map for you.  Another killer feature comes at the end of the flight planning process when you’re presented with the option to print out airport diagrams and related instrument charts and approach plates associated with your departure, arrival, and alternate airports.

And It’s iPad & Mobile Friendly, Holler!

A few things not mentioned in the video are that iFlightPlanner.com works beautifully on iPad in it’s current form.  John and Andy are working towards a native iOS app, but in the meanwhile its nice to know it still works the like a champ in iPad’s Safari browser.

For those mobile users out there, you can access most of the iFlightPlanner functions at http://mobile.iflightplanner.com on any smartphone browser.  The mobile site is a bit of a hidden gem, something I was extremely excited to learn about since I can’t use iPad in the flightdeck of the FAR Part 121 company I fly with.  However, before each flight I can quickly whip out my smartphone and become more informed of the weather and flight conditions, more specifically any precipitation activity on the radar.  Awesome!

These Guys Are Legit

If you’ve ever been burned or irritated by the customer service with any other flight planning companies, fret not, you will love the guys at iFlightPlanner; they are BY FAR my customer service heroes of the month.  John and Andy go out of their way to promptly respond to all inquires and service issues that may arise.  There was a particular error message I had received, immediately followed by an email from John.  At first I thought the email was automatically generated, but I was quite mistaken.

Each issue is personally addressed directly by the company.  iFlightPlanner makes my list of top companies in customer service, ease of product use, and overall wonderful experience, something they’ve admitted they pride themselves greatly for and I can vouch for that.

Get It Now

So what’s next? Well that’s easy… Sign up for your FREE iFlightPlanner.com account today!  Go ahead, you know you won’t regret it.

Thanks for visiting and I hope you enjoyed this product review.  Comments will be closing in 2 weeks so please leave your questions and thoughts below before it’s too late!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Disclosure: I earn commission on sales for most products mentioned here at ThePilotReport.com.  That money goes towards the operation of this website and I’m sure you’re cool with that, but the FTC requires me to remind you.

Watch this short pencast lesson (recommend Full Screen mode) as I explain how to decode and read various runway condition NOTAMS as they pertain to winter flying operations.  When you’re done watching the video above, don’t forget to download a PDF copy of How To Decode Runway Condition NOTAMS, print it out, and place it in your kneeboard for reference while flying.

Please leave a comment below and tell me what you think of this teaching method and the material covered today.  I hope this information was helpful.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

***Watch this video review in High Definition***

Notice: I received a package of RunwayPilot.com products free of charge. The items were sent to me for the express purposes of this product review – I hope you enjoy!

RunwayPilot.com was started by two college friends with nothing more than a desire to create an aviation inspired clothing line.  The idea came to them during a cross-country flying adventure to Las Vegas back in 1998 where they wished they had some aviation apparel to wear out on the town.  Fast forward to 2009 and the Runway Pilot Aviation Inspired Clothing Line was born!

The first product I reviewed was the Flock of Pilots black t-shirt.  This shirt is made from a medium-weight 50% cotton/50% polyester blend fabric and is classified as a classic fit.  On the front of the shirt you will find the Runway Pilot wings and propeller logo clustered tightly like a flock of birds, in the shape of a jetliner.  Very cool!

Our next product was the white, Flitek Performance Bamboo Polo shirt.  On the left breast is the wings and propeller logo, green in color.  The shirt is made from light-weight fabric consisting of a 70% Rayon from bamboo/30% organic cotton blend and is defined as a classic fit.  You can’t believe your skin when you feel this amazingly soft material hugging you gently, it’s ridiculously comfortable.

Some benefits to bamboo clothing are: easily laundered, 3-4 times greater moisture wicking, naturally anti-bacterial and anti-fungal to keep you smelling fresh all day long, it’s eco-friendly, hypo-allergenic, and non-irritating even to sensitive skin; just to name a few.

The 1-liter aluminum water bottle was my third item up for review.  It’s light, durable, and stylish with a combination the the Runway Pilot logos on the front and the website address on the back.  The gray screw-off cover was easily manipulated and comes attached to the bottle with a black plastic retainer strap.  Just use caution when filling this puppy up with any hot liquids as the aluminum bottle could be too hot to touch!

Next comes the high-quality, Vinyl Sticker Set.  This sticker set is a combination of three (3) stickers – two (2) small wing and propeller logo stickers, and one (1) larger sticker of the same design.  When I removed the sticker to place it on the back of my Macbook Pro laptop screen, the first thing I noticed was the thickness.  They are not made of some cheap, thin vinyl and are clearly produced to adhere well and last a long time.

Of course I saved my favorite item for last – the black, Pinstripe Flex-Fit Hat.  This black hat with white pinstripes dons a small, white, wings and propeller Runway Pilot logo on the left side.  The addition of the white pinstripe makes this hat not only very stylish, but also very classy looking.  I instantly received compliments from a friend of mine the first time I wore this beautiful hat.

Having never previously owned a flex-fit hat I needed to do a little more research.  The flex-fit technology stretches very easily, it retains it’s shape very well, is moisture treated to help keep your head cool and dry, contains a sweat absorbent band to allow better airflow, and comes with a permacurv visor that virtually never needs to be shaped.

Other notable manufacturing qualities of the Runway Pilot aviation clothing line are:
1.  High-quality apparel
2.  Made with care
3.  Hand-crafted
4.  Eco-friendly materials
5.  Non-toxic, water based inks
6.  Finished with love in Denver, CO
7.  Always FREE shipping – BOTH directions!

So, if you’re looking for some stylish, high-quality, eco-friendly aviation clothing options then I highly recommend you check out the Runway Pilot Aviation Inspired Clothing Line today!

I sincerely hope you enjoyed this product review and please do watch the video at the top of this page.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Disclosure: I earn commission on sales for most products mentioned here at ThePilotReport.com. That money goes towards the operation of this website and I’m sure you’re cool with that, but the FTC requires me to remind you.

It’s definitely that time of year again when you’re likely to encounter in-flight icing. Check out this email newsletter by PilotWorkshops.com below for the link to a short refresher video. Pay particular attention to the tip about using the autopilot in icing and why you should be extra vigilant when doing so.

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

PS – you may even want to sign up for these email tips too!

Begin forwarded message:

From: “PilotWorkshops” <tips@pilotworkshops.com>
Date: December 18, 2010 6:57:31 EST
Subject: Icing workshop you may find useful

With the cold weather in full swing I thought it
would be valuable to share a workshop we
produced about icing.

This is a video workshop we recorded with Bob
Nardiello that provides tactics for dealing with
unexpected icing  encounters.

Topics include assessing your options, different
types of icing and cloud formations, use of
autopilot and tips for making an approach and
landing with ice on the airframe.

Watch it here:

http://PilotWorkshop.com/t/icing.php

This workshop is part of our IFR Proficiency
Series. We’re running a holiday sale which
expires at midnight tonight.  You can save $100
plus free shipping by getting it now.

The last time we ran a sale on this product was
6 months ago, so they don’t come along too often.

If you are interested, details are here:

http://PilotWorkshop.com/t/special.php

Whether IFR Proficiency is for you or not, I
hope the Icing workshop is helpful.

Happy Holidays,

Mark Robidoux

P.S. Our regularly scheduled tips will continue.

PilotWorkshops.com LLC, P.O. Box 356, Merrimack, NH 03054

Posted via email from ThePilotReport.com on Posterous

*In case you missed Part 1 of my “Getting Started” story, read Astronauts, Free Flight Lessons, & The Embraer 145 – Part 1 now.

The last stop, or what we thought to be the last at the time, was Embry Riddle Daytona.  Who wouldn’t want to go to college in Daytona Beach?  Turns out, not me.  The school was nice but something was missing.  I think it was the fact that it was a predominately male college at the time of my visit and I just wasn’t sold on the place.  After visiting Riddle we retired for the day back at our hotel where we bumped into a Captain for American Airlines in the lobby.

We got to talking about flight schools and the places we had visited so far.  The Captain told us to cheek out the University of North Dakota (also known as UND).  My Dad and I were like, “Where?”  We thought we had already checked out most of the bigger named aviation colleges, but apparently it was time for a trip to Grand Forks, ND.

As soon as Dad and I got off the plane, I thought to myself, “There is no way I’m coming to school here.  It’s in the middle of nowhere!”  But I put my first impressions aside and went on the admissions tour.  The University was a full operating college with a lot more diversity than just aviation.  You could go to medical school, law school, engineering school, and so much more.  This appealed to me because it meant I would get to meet and mingle with people in other areas of life and career pursuit.

So I applied to UND and was accepted!  I completed all of my undergraduate courses and graduated 6 months early with a Bachelors of Science in Aeronautics and my Certified Flight Instructor certificate.  This gave me the perfect opportunity to do an aviation internship at Continental Express.  It was grand!  I had jumpseat privileges and I traveled my butt off all across the USA and Europe, getting the pleasure of riding in the flight decks of many awesome airliners.  How’s that for an internship perk?

During the internship it became apparent to me that the job market was a little rough for CFI’s so I resorted to enrolling in an aviation Masters Degree program.  This meant back to North Dakota for me!  I spent the whole next year back in Grand Forks taking Masters classes both in the classroom and online.  Then the time came for me to really look for a job.  I got on the UND job boards and applied to some CFI positions around the country.  This landed me a Flight Instructor job in Lynchburg, VA where I spent the next 5 years of my life.

Flight instructing was going great, I was teaching students from a local university and I had my own place to live.  Life seemed grand, but not for long.  As most with most Flight Instructors, I was trying to get a job out in the real world world of aviation – for me, that was the airlines.  After 16 months of flight instruction I was hired with the airlines and began my training as a First Officer to fly the Embraer 145.

Life was getting really exciting now and I had finally reached my dream of flying a jet.  After training I spent 4 months on reserve (just a fancy airline term for being “on call”), which for most airlines, is a relatively short time frame in comparison.  Once I became a line holder with known flight schedules, it became apparent to me that I would have a lot of time during my days off to do something else with my life besides just flying for a living.

That’s when I began dabbling a bit with some various online business ideas, none of which really panned out.  Then one day when I was in the shower (of course), I came up with the idea for ThePilotReport.com, and the rest is history as they say.

So if you like what you’ve seen so far, please check out our YouTube Channel, Facebook Page, and our Twitterings for additional Pilot Report goodness and thank you for your support!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

This is the story of how I got started in aviation and what led me to creating ThePilotReport.com.  Now I’m no novel writer so go easy on my story telling skills – I’m sensitive lol.  So here goes nothing!

When I was younger all I ever wanted to do when I grew up was to become an astronaut.  As a kid, space interested me like no other.  I had all kinds of space toys, space wallpaper, and even watched all the shuttle launches I could.

It wasn’t until some years later that I would decide to become a pilot instead.  When I looked into to what it took to become an astronaut I quickly realized I didn’t care enough about becoming a Doctor of physics, math, etc.  I just wanted to fly.  And my first opportunity at the flight yoke was during a Young Eagles day where I flew a Lancair 320 – not bad for a first small plane ride, right?  After that, I was hooked and I knew I had to become a pilot.

Fast forward to my junior high school years to one day in gym class.  We were playing dodge ball at the time when a young lady entered the gym.  She was there to visit the gym teacher.  I overheard them talking about what the young lady had been up to when I heard her make mention of some free flight lessons she was taking.

Well I heard the words “free flight lessons” and I had to know more!  It turns out the young lady had been accepted into a program at Daniel Webster College called Aviation Horizons.  Aviation Horizons was a subsidized flight training program for “at risk” teens where you could get the ground and flight training required to earn a Recreational Pilot certificate – all you had to do was pay for your check ride and nothing else!  There was only one problem, I wasn’t exactly considered “at risk.”

I did some digging and found the contact information for this Aviation Horizons program.  My mother and I drove over to Daniel Webster College to have a visit with the program administrator.  As it turned it, the gentleman running Aviation Horizons considered all teenagers to be “at risk” based on his definition.  And what part of that isn’t true to some degree?

After getting accepted into Aviation Horizons, I promptly began my flight training on November 22nd, 1996.  At the time I was just 15 years old, and in the state of New Hampshire, I hadn’t even reached legal driving age.  Because of the FAA age requirements it was going to be a long time before I could officially earn any pilot certificate too.

So I just flew my butt of until my 16th birthday when I conducted my first solo.  First obstacle complete!  But, I had a whole year yet until I turned 17 and could do my check ride.  So I kept on flying.  At that point I was working at the Midfield Cafe as a dishwasher by day, after which I would walk across the ramp to my flight lessons in the afternoon.

Because I was accruing so much flight time, I decided it prudent to spring for my Private Pilot certificate instead of the Recreational certificate.  Besides, it came with so many less rules and restrictions.  Everything was going smoothly and I was on schedule to take my Private Pilot check ride on my 17th birthday.  The day of truth came and I’m happy to report my check ride was a success and I was officially a Private Pilot.

Around the same time I was having to make decisions on what to do for college and a career.  Flying seemed so second nature so I decided to go for it.  Since I had started my flying through Daniel Webster College it was natural for me to check out their program, though it ended up being way too expensive for my taste.  Next visit was Florida Institute of Technology in Melbourne, FL.  FIT was a nice school even though the facilities seemed older at the time, and up until this point it was my favorite school – but my college visits weren’t over yet!

Come back and visit us on Friday, July 16th for the second part of my “Getting Started” story!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Watch this video review in High Definition (you’ll like it, Mikey did)

I’ve been using Logbook Pro as my electronic pilot logbook software on the PC for almost 5 years now.  It all started when I was flight instructing and I needed a better way to track flight time for additional certificates and various job applications, not to mention the obvious flight time verification needs.  So I began doing some research and arrived at Logbook Pro by NC Software.

The transition from paper to electronic was, at first, a nightmare.  At the time I had already been going through my logbook to verify all my flight times were accurate and up to date.  When this all started I had logged like 600 to 800 hours total flight time and there were so many entry errors.  I was literally pulling my hair out.  That’s when Logbook Pro came in handy.  I went from logbook page to logbook page, put the entries into Logbook Pro and made sure the totals were the same as each paper logbook page.  When they weren’t, there was an error that needed to be addressed.

It took a little bit of tinkering until I finally got all my logbook entries entered (and backed up) in Logbook Pro – HINT: start your electronic logbook ASAP so you don’t have hundreds of flight hours to enter.  From there on out I always made duplicate copies of logbook entries – 1 entry into the paper logbook, 1 entry into Logbook  Pro.  For the last 5 years this has never failed me even when I started flying for the airlines; the software is beautiful!

Some notable features of Logbook Pro are:
1.  Good for FAA, JAA, & CAA certificated pilots
2.  Contains 60+ reporting templates
3.  Gives you easy flight logging
4.  Tracks your flight certificates, ratings, flight currency, and more
5.  One-click FAA Form 8710 creation (brilliant!)
6.  Compatible for Part 121 & Part 135 aviators
7.  Internal error checking
8.  PC only (but fear not Mac friends, there is an alternative)
9.  Free trial – full use for the first 50 logbook entries
10.  Price starts at only $69.95, free updates included (so far!)

Don’t be shy, watch the Logbook Pro electronic aviation logbook video review at the top of this page!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

Disclosure: I earn commission on sales for most products mentioned here at ThePilotReport.com. That money goes towards the operation of this website and I’m sure you’re cool with that, but the FTC requires me to remind you.

Back in the day when I was taking flight lessons at the University of North Dakota, we had some frigid-ass (yes, that’s a scientific term) winters. Once the temperature was below 32℉, we were always required to carry with us: boots, hats, gloves, and a winter coat.  In fact, if you didn’t have one of these items on your person when you arrived for your flight lesson, you were sent home.

How did they know?  Well for starters, if it was a dual flight your CFI would make sure you had the required gear.  For solo flights, the SOF – which stands for Supervisor of Flight, would be the one to make sure you had all your goodies so you were less likely to become a meat popsicle if something went wrong out there in the frozen tundra.

In fact, North Dakota got so cold in the winter that once the temperature fell to -10℉, or wind chill reached -22℉, fights were only allowed to depart dual-only.  After the temperature fell to -25℉ or a wind chill of -47℉, flight operations went NO FLY.  And no fly would happen at least once or twice a season. Brrrrrr!

So after reading an article about survival kits I got to thinking, what the heck happened to all the good things they taught me regarding winter flying at UND?  Turns out I never considered packing a survival gear kit for the warmer months of the year.  And over the past few weeks, I’ve been looking around online and at local pilot shops for things that would be great for such an all-year-round survival kit.

Now you can get pretty crazy with all this stuff, so the contents of your survival kit can and should vary depending on your airplane’s weight/size restrictions, and the terrain/climates in which you fly.

Here’s a generic list to get you started:
1.  PLB – Personal Locator Beacon (406 MHz recommended) or a SPOT Messenger
3.  Folding Shovel
4.  Flashlight and batteries (you really should already be carrying one of these!)
5.  Leatherman/multi-tool
6.  Flare Gun (who doesn’t like stuff you can shoot?)
7.  Spare cell phone battery (freshly charged of course)
8.  Handheld transceiver (also, freshly charged)
9.  Jacket and/or poncho
10. Emergency blanket
11. Waterproof matches
12. First aid kit

Does this sound like a lot of stuff to be carrying around?  Well, I guess it is, but I’d say this is a clear cut case of better-to-have-and-not-need than need-and-not-have. Kind of like car insurance, it’s nice to know your back side is covered when the excrement hits the rotary blade.

That being said, now may be a good time remind you of the recent change to emergency locator transmitter (ELT) frequency monitoring. The Cospas-Sarsat satellite search and rescue program ceased monitoring 121.5 in February 2009 and switched to the more accurate 406 MHz. If your airplane isn’t equipped with a 406 MHz ELT, the satellites won’t pick up your signal should it activate; meaning, you might not get found!

The Air Force Rescue Coordination Center, which works closely with the Civil Air Patrol to initiate searches for downed aircraft, will only receive notification of active 121.5 signals if the reports are relayed by air traffic control or flight service stations. The change to 406 MHz has been a long time coming, as the NTSB issued its first recommendation to the FAA on the issue in 1972. For a great write-up on the benefits of the 406 MHz ELT, check out the NTSB’s Safety Recommendation here: http://www.ntsb.gov/recs/letters/2007/A07_51.pdf

In a nutshell, the old standard 121.5-MHz ELTs are still legal, but will provide only limited assistance if your airplane goes down, especially in a remote location. Investing in a 406 MHz ELT, PLB, or SPOT Messenger, is a decision that could save your life.

So, what’s in your survival gear kit?

Clear Skies and Calm Winds,

Len @ ThePilotReport.com

PS – Curious about what spurred this whole discussion in the first place?  Read Landout/Survival Kit from rogersoaring.blogspot.com.

So it’s that time again…Time to renew your CFI certificate.  Should you go to a refresher clinic?  What about those home study online tests?  Enter CFI renewal by webinar, the most recent addition to the seemingly endless ways in which to renew that coveted certificate.

Here’s the concept: it’s very similar to a weekend refresher clinic where you typically spend 2 full days in a conference room listening to some mindless presentation.  Now I know not all refresher clinics are that dull, but let’s be honest, it’s not exactly an experience to jump up and down for joy about.  Well, the webinar option is LIVE, just like an in-person refresher clinic, except all the training occurs over the internet.

How does this differ from the other online CFI renewal processes, you ask?  Simply this – the webinar allows for one-on-interaction with the presenter.  So instead of spending the weekend in a conference room, you spend it at your computer, learning the same things you would as if you were in person INCLUDING the ability to ask questions and interact with the other attendees and the presenter.

In fact, webinars are an all-around cool way to experience most presentations and the like.  I, however, personally prefer the AOPA CFI Renewal program for one reason and one reason alone – you can complete it at your own pace.  Meaning, you are not required to sit in front of the computer for 16 hours and keep your screen active by moving the mouse around to log your full training time requirements.

The AOPA renewal process ROCKS for that reason.  I just log in, read the study guides, take the tests, and *tadah* I’m done in no time.  But hey, people like options right?

So if you’re interested in this new webinar CFI renewal process, check out: CFI’s Can Renew Online Through Webinar Program from Aero-News.net.

Clear Skies and Calm Winds,

Len @ ThePilotReport.com

For those of who’ve been following along with the status of ForeFlight Mobile 3 HD on the iPad, then you should have received (and hopefully installed) the version 3.5 update a few days back.  Version 3.5 brings us a new moving map feature complete with heads up display showing aircraft groundspeed, GPS altitude, track, and a RAIM like accuracy prediction.

A few weeks before this killer-features upgrade, a blog post was put out by the folks at ForeFlight where they went flying in a Cirrus SR22 to test, what we now know to be, the version 3.5 features.  During the flight, app developer Jason Miller recorded a demonstration video where an in-flight comparison was documented between the heads up display on ForeFlight for iPad and the data provided by a Garmin 296 handheld aviation GPS.

The results were pretty astonishing to say the least! To watch the original video recorded by Jason Miller and his dad, check out iPad 3G Flight Test and First Impressions by blog.foreflight.com.

Clear Skies and Calm Winds,

Len @ ThePilotReport.com

Dear Friends,

Last week I was testing out my abilities to broadcast LIVE video directly from my iPhone, something I believe will come in quite handy later on in the growth of this website.  That video can be watched above.

Now in this video I talk about the different ways you can interact and communicate with me and our online aviation community.  I’d love nothing more than to chat with you all and geek out about airplanes and gadgets and just about anything else.  Subliminal message: WATCH THE VIDEO ABOVE!

Just don’t stalk me while I’m getting my manicure done or throw rocks at my bedroom window in the middle of the night, otherwise I might have call the Po-Po – unless you’re bringing me some snacks or food, then we can probably work something out, mmmkay?  Hey, I’m a growing boy…but I digress.

SO, all you need to do at this point is watch the video at the top of this post to find out all the ways (and the BEST way) to interact with me.

I sincerely look forward to hearing from each and every one of you!

Clear Skies & Calm Winds,

Len @ ThePilotReport.com

HINT: look around KGOO and KAUN for 4 fliers posted in all the usual places.

Be sure to tell your pilot friends!

Thanks for all your support

(CLICK IMAGE TO ENLARGE)

***View this video in all its High Definition glory!

The Clarity Aloft Aviation Headset was one of the first noise cancellation headsets to use passive noise reduction technology instead of the conventional active noise reduction (battery operated).  The way this is achieved is by using an in the ear design versus the over the head, over the ear aviation headset style you’re used to seeing.

Because this headset is in the ear instead of over the ear, it provides noise reduction in the same manner in which a set of normal earplugs does – simply squeeze the ear tips and insert them into your ears and *tadah* the noise is greatly reduced.  Also, this means no more messing around with batteries or coming back to a dead headset because you forget to turn the noise-cancellation off.

I’ve personally been using this Clarity Aloft Aviation Headset for over 5 years now with roughly 2,200 hours of flight time logged on them.  So when I say they are comfortable and amazing it’s because they really are!

That being said, here’s some of the headsets features:

1. Passive noise reduction (no batteries)
2. Noise canceling microphone
3. Replaceable ear tips
4. Low-profile, feather weight headband
5. Auxiliary audio input (MP3 player)
6. No painful head-crushing, clamping effect
7. All day comfort

Watch the video above for a complete demonstration!

Additional manufacturer information can be found at the Clarity Aloft Aviation Headset website.

Disclosure:  I earn commission on sales for most products mentioned here at ThePilotReport.com.  That money goes towards the operation of this website and I’m sure you’re cool with that, but the FTC requires me to remind you.

…the NTSB said the FAA should require manufacturers of twin-engine, turbine-powered aircraft to develop a checklist and procedure for a dual engine failure at low altitude, and require operators under Part 121, 135 and 91K to implement the checklist and procedures.  Source – NTSB Wants Power-loss Training for Part 135, 91K

And they very well should!  I can recall no Part 121 training regarding this very issue.  In fact, the lack of such training is almost a disservice to flight crew and passengers.  But first let me clarify something.

As an airline pilot I have received PLENTY of training and simulated flights for a single engine failure, that is losing thrust in 1 of our 2 engines.  We practice takeoffs, maneuvering flight, instrument approaches, and landings in the 1 engine configuration.  So all is well and good there.

Although, I recall no such training on a dual engine failure at any altitude.  To be even more specific, the dual engine failure training was merely a review of our quick reference handbook and a discussion on how to perform such an emergency procedure from the comfort of the classroom chair.  Granted the very likely hood of having a dual engine failure in a turbine aircraft is so astronomically small that it may not warrant such real world training, but that’s what flight simulators are for right?

Now an airline like mine (which doesn’t do any extended over water flights) may not truly benefit from powerloss and ditching training due to our operational characteristics, but there are still some big lakes that we fly over in North America.  I mean, it certainly can’t hurt to receive that knowledge and training in the safety of a flight simulator.

I’ve love to hear your feelings on this so please leave your comments below!

Here’s the original article that spurred this blog post:  NTSB Wants Power-loss Training for Part 135, 91K

The implications for iPad usage in GA aircraft are HUGE.  The day it launched in the USA I ventured out to the local Apple store to try one out.

While I was there I decided to give ForeFlight Mobile 3 HD a play and admit that single application was the make or break decision for me.  Once I saw how elegant ForeFlight Mobile was, I knew I had to have an iPad.

And don’t worry because we’ll be making plenty of video reviews for iPad and it’s aviation super powers.

Read more about the iPad’s possibilities for GA users at http://www.aopa.org/flightplanning/articles/2010/100506ipad.html

Cheers!

Yesterday I shared with you how one particular aviator was using his iPad in the cockpit, and today I’m going to show you how another creative flyer made his own iPad kneeboard for cheap.

This creative flyer decided that paying $150+ for an iPad aviation kneeboard seemed a bit out of whack for his purposes and figured he could probably make something himself.

With a little creativity and a few low cost items, I share with you: Building Your Own iPad 3G EFB Kneeboard.

The iPad isn’t just a magical new internet device, it’s also a perfect candidate for use as an Electronic Flight Bag (EFB).  With it’s many apps and the ability to connect anywhere with the iPad 3G, your dreams of a paperless cockpit are one step closer.

I stumbled on a really cool blog post describing how this particular iPad user is doing just that – using his magical new device in the cockpit:  iPad EFB In the Cockpit.

Enjoy!

***View this video in all its High Definition glory (trust me, it’s better).

I downloaded the AeroWeather iPhone app a while back and have been using is frequently.  It’s nice for those times when you just need a quick peek at the current weather conditions and don’t feel like launching Safari to hit up ADDS.

Here are some of the features of this application:

1. Airport selection options:  choose from a worldwide airport directory, search by ICAO code, or find nearest airports using the location service on your phone
2. View METARS and TAFS (reference ONLY – no mention of QICP certification by application programmer)
3. View airport details like UTC time, airport latitude/longitude, variation, elevation, sunrise/sunset times, and more
4. Supports both Metric and US units
5. Choose raw or decoded results
6. View additional airport information on Airnav.com and NavMonster.com

Watch the video above for a complete application demo and tutorial.

PS – Please press the LIKE button if you enjoyed this video or found it helpful

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Welcome to ThePilotReport.com!  This site is dedicated to putting some fun back into aviation.  What do I mean by that?

Well, I’m an airline pilot and I currently fly for a major airline out of the New York tri-state area.  I’m probably one of the few airliners that still enjoys general aviation and I’ve stayed active in instructing (CFII/MEI) over the years.  But flying the jet from place to place just to stay at a new hotel and eat some crappy fast food has taken some of the fun out of the job – and the remedy for that is of course, more cowbell!

Ok, ok I’m joking about the cowbell.  I’m just a passionate aviator with a talent for the interweb arts.  The mission of this website is to provide the best aviation reviews for such items as aviation software (on the PC, Mac®, iPhone®, Android™, BlackBerry®, & iPad® apps), aviation hardware (GPS, radios, glass displays, etc), aviation gadgets & gear, aircraft demos, industry news, interviews, videos, podcasts, photos, and much, much more!

I really hope you’ll make ThePilotReport.com your number one place for all things commercial and general aviation related.

So thank you from the bottom of my heart for visiting this website, and please, tell your friends! 

Clear Skies & Calm Winds,

Len @ ThePilotReport.com