ApacheBob
Cleared for Takeoff
After months of relative tranquility, three kind of odd things with today's flight:
The weather was hazy, but GA pilots came out of the woodwork to enjoy some milder temperatures near Chicago. As we departed KARR enroute to KRFD, we were advised by Chicago Apch of traffic maneuvering at 3,200 feet. So we stayed near 2,000 and looked up. This put us close to KDKB, which had a full pattern at the time.
We had traffic information available, so we could see that there were many targets by DKB. Therefore, we deviated off our course to the west to avoid the traffic area.
Once we were clear of that airport, we turned back toward KRFD to the northwest.
We called RFD Apch to call inbound. However, they had another Piper Cherokee who was No Radio.
We tried a couple calls, but they were focused on the NORDO. Therefore, we deviated off course to the north to avoid their airspace until they had time to answer us.
RFD had another aircraft try to call the NORDO. After a five minutes, they told that pilot to "disregard," because the NORDO appeared to be turning out to land at Poplar Grove.
So RFD Apch finally answers us and we proceed inbound to RFD.
We did a touch and go on Runway 19 and turned toward KDPA.
After checking in with the KDPA Tower, they directed us to set up for a right base for Runway 20R. Immediately afterward, they tried responding to an aircraft which was trying to call inbound.
After a few unsuccessful tries, the aircraft finally answered and said it was having electrical problems (hence the carrier-wave-only transmissions). This experimental was told to enter the right downwind for Runway 20R.
The tower then asked if the experimental was having other problems. He said, "Yes."
He had lost one of his magnetos and was operating on battery power only for communications.
The pilot said that he could not tell what his RPMs were. (Doesn't sound like fun to me).
So the tower makes the experimental number one and clears him to land. The tower had us circle to the north to follow the experimental. Then, they switched us to enter a right downwind for Runway 28.
I have pretty good eyesight. I was disappointed that the haze made it impossible to spot this guy on the base for 20R.
The tower asked to call our base and told us to turn in for runway 28 after a couple minutes. I am fine with the tower doing things like this, but my eyesight is usually good enough that I can pick up traffic in the pattern. Not the tower's fault. The haze was frustrating me.
I was also wanting to see how my compatriot in the experimental was going to fare. Never saw him land on 20R. Dang haze.
At least the segment from KDPA to KARR was routine. I wish the visibility had been better for my two passengers. I am hoping to get them into the flying club.
Shoot, I may just have to take them up another time!
The weather was hazy, but GA pilots came out of the woodwork to enjoy some milder temperatures near Chicago. As we departed KARR enroute to KRFD, we were advised by Chicago Apch of traffic maneuvering at 3,200 feet. So we stayed near 2,000 and looked up. This put us close to KDKB, which had a full pattern at the time.
We had traffic information available, so we could see that there were many targets by DKB. Therefore, we deviated off our course to the west to avoid the traffic area.
Once we were clear of that airport, we turned back toward KRFD to the northwest.
We called RFD Apch to call inbound. However, they had another Piper Cherokee who was No Radio.
We tried a couple calls, but they were focused on the NORDO. Therefore, we deviated off course to the north to avoid their airspace until they had time to answer us.
RFD had another aircraft try to call the NORDO. After a five minutes, they told that pilot to "disregard," because the NORDO appeared to be turning out to land at Poplar Grove.
So RFD Apch finally answers us and we proceed inbound to RFD.
We did a touch and go on Runway 19 and turned toward KDPA.
After checking in with the KDPA Tower, they directed us to set up for a right base for Runway 20R. Immediately afterward, they tried responding to an aircraft which was trying to call inbound.
After a few unsuccessful tries, the aircraft finally answered and said it was having electrical problems (hence the carrier-wave-only transmissions). This experimental was told to enter the right downwind for Runway 20R.
The tower then asked if the experimental was having other problems. He said, "Yes."
He had lost one of his magnetos and was operating on battery power only for communications.
The pilot said that he could not tell what his RPMs were. (Doesn't sound like fun to me).
So the tower makes the experimental number one and clears him to land. The tower had us circle to the north to follow the experimental. Then, they switched us to enter a right downwind for Runway 28.
I have pretty good eyesight. I was disappointed that the haze made it impossible to spot this guy on the base for 20R.
The tower asked to call our base and told us to turn in for runway 28 after a couple minutes. I am fine with the tower doing things like this, but my eyesight is usually good enough that I can pick up traffic in the pattern. Not the tower's fault. The haze was frustrating me.
I was also wanting to see how my compatriot in the experimental was going to fare. Never saw him land on 20R. Dang haze.
At least the segment from KDPA to KARR was routine. I wish the visibility had been better for my two passengers. I am hoping to get them into the flying club.
Shoot, I may just have to take them up another time!
