Steve's Blog

Flight to Friday Harbor

2010-07-25T20:03:12

Today was an interesting flight: first time into Renton, picking up John, and then off to Friday Harbor. Lots to regale.

John took the photos, they are online at his picasa album, I reproduce a few here.

First thing, from the top. I arrive at Glacier about 8:30. They are scheduled to open at 9 on Sunday, but sometimes don’t open until a little later. Immediately, a man approaches me and asks if he can drop off the sandwiches. I tell him I don’t work here, but while I’m talking to him, a Glacier guy drives up. They open early for the corporate jet that will be departing. Possibly good news, although corporate jets take a lot of tlc from the staff and often make getting out of there a long process.

I let the guy I know I’ll need 8ZT out of the hanger, because I don’t see it on the flight line. This will no doubt introduce a delay. I have no idea. After taking care of the corporate jet, he wanders out to the hanger, then back. The plane is not there. He suspects it’s down at another hanger. By this time a second employee has arrived, so the first guy sends the second guy to take a tow, go down to the other hanger, and retrieve the plane. The uncertainty in their voices make me nervous.

Shortly thereafter I see the second driving the tug back. No airplane. I tell the first guy, working behind the counter, “He’s coming back empty handed” This quickly starts an all out search: the airplane is missing.
I call John to keep him appraised of the situation. Soon the airplane is found and its fueled and ready to go. So hey ho and away I go. The conditions are quite turbulent, and I’m bouncing around like crazy trying to navigate the busy and complicated south Seattle airspace. To make matters worse, I notice that the engine has developed a regular RPM fluctuation and accompanying noise. It’s not serious enough to abort the flight, but it needs to be watched. I decide that before departing Renton a detailed runup will be done. I had had some trouble with the right mag in Olympia, but didn’t think much of it.

Landing in Renton is fairly straightforward, although there is a big blast wall at the south end of the runway to fly over, which is a little weird. Also, I was unfamiliar with the reporting points, but the controllers were very helpful. After landing, I went toward a sign “Proflight” which is where John was supposed to be.

Turns out the Proflight folks have two buildings. I parked at the wrong one and had half a mile hike to find John. We met in the epic walking toward each other movie sort of way on the tarmac. We briefed, and got the plane running.
A detailed runup showed the right mag had substantially fouled. Restoring acceptance performance was difficult and took several clearings. It is very unusual for a mag to foul so quickly after being used in normal flight, without much taxi’ing.

We departed to the north, dodging more airspace and an increasing volume of traffic. The flight out to Friday Harbor was pretty. John handled navigation because he had flown in the San Juans before. There was a LOT of traffic as we approached Friday Harbor, and one guy started clogging up the frequency asking for help with a GPS waypoint. It was ridiculous. I was getting stressed out.

The approach was questionable with gusty winds, and difficult visual cues (the runway is narrow and slopes noticeably). As I passed over the threshold, probably at 30 to 40 feet above ground, I was blown off the runway and twisted by the wind. Unable to recover, I initiated a go-around. At this point there was additional chatter of positioning traffic and I felt completely overwhelmed.

“I’m so scared” I told John. I think, more than scared, I was stressed. In an airplane there is no “time out” you can take. Whatever is coming at you, you have to take it and deal with it. John helped by calmly indicating that he had all the traffic managed and the radio, and I just needed to fly the approach. Second time around, I was having trouble setting up the approach but got it more stabilized, and we were able to land this time.

Braking hard, I could have made the first turn-off, only 1100 feet down the runway (wow the slope was in our favor for landing, so that’s why even with a questionable approach I landed so short). I didn’t feel any need to push the brakes as we had a lot of runway left and there was no one close in behind us. We easily made the next turn-off at 2200 feet.

We taxi’d to the fuel stand and refueled. Friday Harbor fuel is expensive, and Glacier only re-imburses at a fixed rate, so I took a hit on that one. John mentioned it seemed like bad practice, as it might encourage pilots to “push their fuel” hoping to complete the trip without refueling.

We found a parking spot and into town we went. Town is an easy walk and we looked around a bit and found a great restaurant with a view. It’s called Maloula’s Mediterranean and American Cuisine. I ordered an appetizer of spano and a main dish of falafel sandwich. John had a bacon cheeseburger. We relaxed and watched the ferries come and go.
Later, we toured the beach, and then headed back. There was a cool helicopter parked at the airport that took off while we were there. Preflighting the plane, I found fuel leaked out of the fuel overflow drain on the left wing. That can happen right after fueling, but this had been hours. What was happening?

Well, I’m irritated at myself for this, but here’s what happened. I mentioned the airport is sloped. Well the parking spot we chose put the left wing on the lower part and the right wing higher. I didn’t switch the fuel selector off of both, so the wings could passively cross-feed while sitting there. The higher wing fuel tank pushed on the lower wing fuel tank, which, since it had the drain, pushed the fuel right out and on the pavement. A sticking confirmed about two to three gallons had been lost from the right tank in the time we were in town. Morals of the story: if you’re going to fuel on arrival, instead of on departure, maybe don’t fill the tanks all the way to the brim. And if you’re parking on a slope, set the fuel selector to prevent crossfeed.

After waiting for someone blocking the parking area (ironically a guy from rents from John’s FBO, and John knew the guy), we taxi’d to depart. At this point the wind had shifted to behind 110 degrees, favoring runway 16. Runway 16 would also give us a downhill departure, which is favored. However, traffic was using runway 34 still, and it was heavy enough that I didn’t want to “rock the boat” (although, at some point, someone has to say, hey folks, let’s switch directions).

I taxi’d down to the departure end of 34, and assessed. We had a 5-7 knot tailwind. We had an uphill slope. We had 3000 feet of runway. This could be a challenging takeoff. So I elected to call it a short-field takeoff with flaps, even though the distance alone wouldn’t indicate that. We did a runup and again the right mag was royally fouled and it took a long time to clear it.

Departing FHR felt like the longest takeoff roll ever. I’m glad I elected for the short field technique.
We returned without incident to Renton. We sat on the deck at Proflight for a while and chatted about flying and life. I departed then, electing to perform the Boeing Field transition instead of backtracking down the valley. Very smart. From now on I will not go up or down the valley but only take the BFI transition out and in from Bremerton. It’s so much easier. I flew south, as the sun began to set, occasional quips from Seattle Approach (I was on flight following) directing aircraft. It was a lovely evening and an easy landing back at Olympia.

I told them the problems with the right mag. An instructor overheard and told me had had the same problem a number of times and the mechanic had looked, but nothing was found. He said he’ll ask the mechanic to look again.

Select photos:

The view from the restaurant:

Friday Harbor in the background:

Ferries and airplanes:

The islands:

A little desolate rock:

Downtown Bellevue:

Approach into Renton:

The plane:

New Front Siding

2010-07-15T18:32:49

In just two days start to finish Patrick and his crew replaced the front siding, removed the ramp and installed some steps. (A step, I suppose).

all photos

The old siding comes off. You can see the water stains on the moisture guard caused by the 25 years of aging angled cedar siding.

And just like that the new HardiPlank starts going on:

And the ramp comes out:

This old rotted board? Out.

Cover the windows and paint it:

The new steps down:

The finished product:

Arlington Air Show

2010-07-11T20:49:47

Went up with John, Katy, and Nic to the last day of the Arlington Air show. Because we just caught the very tail end, many displays were already gone, so there was a lot less to see this year. On the upside, we got to see some cool vehicles moving out which, if you came mid-stream, you’d only see on static display.

all photos

Some photos:

This plane was there last year, and we took this same silly picture last year. So we decided to make it a tradition.

Some videos:

This crazy four engine plane caught our attention parked on the way in and we were there when it left too.

Some kind of crazy flying boat. I guess they taxi with the doors open.

A lot of these military vehicles on display still move on their own power. Here they are positioning the tank to be loaded onto a trailer. We saw the tank on the trailer later on the freeway.

The tank was carefully driven onto a semi trailer.

Later:

A trio of flights

2010-07-03T09:39:30

From last weekend.

Friday: Jeff joined us and we flew to Hoquiam. Ceiling was low (2,500), so that was interesting. We took the southern pass around the hills. At hoquiam, we had a hot chocolate and then walked the boardwalk. Returning, the ceiling was still low. I wanted to take a peek at the northern pass - it was ok, so we went north and did a touch-and-go at Tacoma Narrows.

Saturday: Lisa and I flew to Corvallis (150 nm), the longest X-C I’ve flown. The way down was bumpy and the Portland area heavy with traffic, especially the obnoxious kind. We started out low due to ceiling but then the ceiling broke and we were able to climb a little. The original plan took us over downtown Portland but we didn’t have to do that. We spent a few hours in Corvallis helping Lindsay pack, and then back we went.

Fueling the airplane was a challenge. I have participated but not lead fueling before. It was stressful but we got 'er done.

With clear skies for the return, we cruised higher and had smoother air. We did have to descend in the Portland area for some clouds. Traffic wasn’t as bad and we made decent time back to Olympia. Still an hour and a half each way in the airplane is a while to be in such a cramped space.

Sunday: John and Nic arrived in Olympia by plane to pick me up. We then flew to Astoria via Kelso and the Columbia. At Astoria, found a very bored airline rep (two flights a day, and she worked all day), and we decided to walk (2 miles) into town. It was a fun trip. The plane John flies has very comfortable seats. We then returned to Olympia, noting what appeared to lenticular roll clouds over the hills, but experienced only minor turbulence.

Good for him

2010-06-14T18:47:34

I wonder a lot about the back story, about the motivations and reasoning in cases like these. What are the differences? Are the two situations related? What will he do now? What does a life-long priest do when he leaves a monastic community?

I’m looking at my ordination certificate and lineage with his name and wondering how many apostles of the past came and went. But I remember decided some years ago that I could never be a monk; too much structure, too many rules, too tightly regulated.

He admitted it and left the life he had always known. Good for him.

From the Shasta Abbey website:

We are very sorry to announce that Rev. Master Eko Little has resigned as Abbot of Shasta Abbey and has returned to lay life. Rev. Master Meian Elbert, the Vice Abbess, has been appointed as Acting Abbess until the election of a new Abbot/Abbess in the near future.

On April 30th, 2010, Rev. Master Eko told the monastic community that he had differences which he felt to be irreconcilable with regard to the direction and functioning of the Order of Buddhist Contemplatives. For the sake of harmony in the Sangha, he felt that it was best that he resign and leave the Order.

On May 16th Rev. Master Eko told the monastic community about another aspect of his returning to lay life. In addition to his concerns about the direction of the Order, he had also formed, and concealed, a romantic relationship with a congregation member, though with no sexual contact. Due to this breakage of the rules of our Order regarding fostering romantic relationships with congregation members and the breakage of the Precept on truthfulness, with sadness and regret the community asked Rev. Master Eko to resign immediately, which he did on May 17th. On May 21st he left the Abbey to return to lay life.

Despite these unfortunate circumstances, we remain deeply grateful for Rev. Master Eko’s many years of service to the Abbey and to his Master, Rev. Master Jiyu-Kennett. We continue to be grateful for the teaching of his thirteen years as our Abbot, during which he did a great deal to promote the Buddha Dharma and to help all beings. He did a lot to make the Abbey accessible as a refuge for those seeking the Way. May we not forget these things.

Shasta Abbey will continue to further the legacy of Rev. Master Jiyu-Kennett and the practice of Serene Reflection Meditation. The gates of the Abbey will remain open to welcome those who wish to share in our practice. We deeply appreciate your continuing support and friendship.

Hqm

2010-06-12T15:49:19

John and Katy invited us to meet them at a fly-in breakfast in Hoquiam. Lisa couldn’t attend, so this morning I went down to the airport. The low clouds were in place, but they broke enough that I could slip out. It was a quick and pretty flight to Hoquiam. John was also delayed and we found ourselves in basically the same place – we came in in sequence one after the other. The diner was very busy with many pilots and dogs as well. After breakfast, we took a walk on a nature trail. They had their plane for longer and planned t fly up and down the coast, but I had to rush back to Olympia to return the plane on time (a few minutes late as it turned out). All in all, a great flight. John has some video I’m hoping to see.

Portland

2010-06-06T10:40:04

Went down to Portland Friday evening on the train. Train was fast and a few minutes early the whole time. Very nice.

Eric and Mari picked me up and we went to Powell’s Books (actually the first time I had been there) and browsed a bit, and then to the Bagdad for a leisurely dinner, which included a soon-to-be-discontinued dessert and some drinks.

Afterwards, we picked up some Irish Cream. There were three flavors and we couldn’t decide which one we preferred. So finally, three flavors, three of us, ... the choice was made.

We spent the night watching the entire Evil Dead trilogy. (First one: decent B movie, second one: stupid except for the awesome lines, third one: ???)

Mari fell asleep about half way through.

The next morning we went to Cup and Saucer, a breakfast restaurant similar to our Darby’s. Good food.

Next we toured an open house in their neighborhood, including a creepy basement with original steam boiler and ice room.

I helped Eric clean out the bed of his truck in preparation for a canopy. While we waited for the canopy to be installed we went to a lamp store and I made an impulse purchase for the house. I’ll post photos once it’s delivered and installed.

We reconvened at the house and decided to go downtown where the Rose festival was in occurrence. We toured the Saturday market, Eric got a funny mini-poster for their bathroom, and we encountered a harpist.

Normally I don’t give money to street musicians, but then, most street musicians in the Saturday market tend to be the bang-on-garbage-cans loud as possible type (more noise than music). So I listened to the harpist play for a few minutes, few nice, gave her a tip, and we headed for dinner.

Darlene (from OSU) was in Portland as well for a few days by chance so we all met up at the Macaroni Grill for a light dinner. It was good to see her again.

We rushed to the train station, the train was very lightly loaded, and off I went. On the way out of town, I saw a lone deer standing in a field.

About the Sun

2010-05-20T17:44:33

Originally from Calvin and Hobbes...

C: Why does the sun set?

D: It’s because hot air rises. The sun’s hot in the middle of the day, so it rises high in the sky. In the evening then, it cools down and sets.

C: Why does it go from east to west?

D: Solar wind.

C: Why does the sky turn red as the sun sets?

D: That’s all the oxygen in the atmosphere catching fire.

C: Where does the sun go when it sets?

D: The sun sets in the west. In Arizona actually, near Flagstaff.

C: Oh.

D: That’s why the rocks there are so red.

C: Don’t the people get burned up?

D: No, the sun goes out as it sets. That’s why it is dark at night.

C: Doesn’t the sun crush the whole state when it lands?

D: Ha ha, of course not. Hold a quarter up. See, the sun’s just about the same size.

C: I thought I read that the sun was really big.

D: You can’t believe everything you read, I’m afraid.

Prices

2010-05-16T18:18:44

Mom sent an interesting slideshow of life in the 60s, but one of the first slides with the prices back then caught my eye. So I decided to copy them down, and reference current prices for those items, and compare:

Item	1960 price	current price	Current Price / 1960 price	source for current price
National Debt	286.3 billion	12940 billion	45.19734544	http://www.brillig.com/debt_clock/
Average Salary	4743	45000	9.487666034	http://rawnumber.com/blog/i/news/2008-us-income.jpg
Teacher Salary	5174	50590	9.777734828	http://swz.salary.com/salarywizard/layouthtmls/swzl_compresult_national_ED03000010.html
Federal Minimum Wage	1	7.25	7.25	http://www.laborlawcenter.com/t-federal-minimum-wage.aspx
First class stamp	0.04	0.44	11	http://www.usps.com/prices/first-class-mail-prices.htm
Gallon of gas	0.31	2.905	9.370967742	"http://www.eia.doe.gov/oog/info/gdu/gasdiesel.asp
McDonald’s Hamburger	0.15	2	13.33333333	http://answers.yahoo.com/question/index?qid=20080119160321AACB23X
Popcorn at movies	0.2	4.75	23.75	http://gizmodo.com/5169552/movie-theater-popcorn-it-really-is-that-expensive
New Chevy	2529	24190	9.565045473	http://www.automotive.com/new-cars/pricing/01/chevrolet/index.html

So things today, wage and cost wise, are about 9.5 times what they were in 1960. The national debt has increased widely beyond this amount, movie popcorn is also outrageous, and a hamburger is somewhat more expensive than it “should be”. However, gas is not more expensive than it “should be”, and the minimum wage has not kept up. (Based on these numbers, the current minimum wage should be $9.50/hour).

To compare, the CPI inflation numbers tell us that “What cost $1 in 1960 would cost $7.16 in 2009” which is obviously understated.

Mother’s Day Flight

2010-05-09T15:26:21

Went down to the airport to take mom on a flight. I arrived early (since the plane was available) to do a leisurely preflight and prep. Everything appeared to be in order, except a bolt holding the flap mechanism was “loose” (not in the needs to be tightened sense, but in the mount is loose sense). A flight instructor refused to offer an opinion (good CYA), a phone call to the mechanic refused to offer an opinion until he looked at it (Monday), and finally the manager helped me inspect it, and ultimately I decided that it would probably be ok if flap loads were kept to a minimum, so I imposed a 10 degree flap limit for the flight. This becomes significant later.

We took over almost right on time, and began encountering turbulence. The ride up to JeffCo (Port Townsend) was pretty bumpy. The radio reception was terrible; I’m assuming it had to do with static electricity in the air. A quick search shows that thunderstorms and lightning do disrupt VHF radio waves, and we had convective activity but not yet thunderstorms.

When we arrived at JeffCo, there was considerable low-level turbulence and a gusty crosswind. Due to the 10 degree flap limit, I found it hard to get the plane slowed and descending in a controlled manor. The first approach was way too high and I had to abort. As we went around for the second approach, I felt a strong gust roll the plane; the gust originated across the runway. I didn’t want to fight with gusty crosswinds and minimal flaps on a not-so-long runway, so we decided to cancel and go back to Olympia.

On the way back the turbulence decreased somewhat. On approach back to Olympia, the thermals were getting pretty bad. We landed with a 5 knot headwind, 10 degrees of flaps, and it took...

...3,500 feet to touchdown.

(For comparison, the runway at JeffCo totals 3,000 feet long).

Now sure a lot of this is pilot skill (lack there of) in dealing with gusty, thermal conditions. But I was still surprised how limited flaps combined with thermal activity to make landing much more “involved” than normal. (Normal sea-level landings I expect down-and-stopped in 2,000 feet).

My mom mentioned afterwards that she thought I was trying to hold off the plane for a soft landing. Nope, it just wouldn’t stop floating.

Mom took some photos so hopefully those will turn out.