comanchepilot
En-Route
- Joined
- Jun 1, 2010
- Messages
- 4,020
- Location
- Tucson
- Display Name
- Joe Farrell, yeah, him
- Home Airfield
- TUS
Today was interesting because of the sequester delay.
I departed POC for CMA and met up with Ventucky Red for lunch. If you ever have the chance to get to the Waypoint Cafe at CMA they do a killer tri-tip on Wednesdays - even if it was a little salty.
I sat on the ground at POC for 15 min waiting for release - the tower told me is was due to have fewer controllers at SoCal - I dunno how they can reduce volume at SoCal but thats what they said. It is rather annoying to be sitting there burning $6 a gallon fuel -
If you are SoCal based - now that staffing is 'challenged' they want everyone to PREFILE IFR flight plans - until this gets resolved you need to pre-file to get a clearance faster. Was thanked by ground for doing so and instructed to pass the word along. Just file a TEC - I was ONTN15 when filed and DUATS was fine with it.
The photos below are what the top of a thick marine layer looked like. Many VFR only pilots have never seen it - it looks just like cotton batting in a pillow.
I flew the GPS RNAV 26(Y) into CMA and broke out at 800. Mins are 620. First approach in a while to within 200' of mins - one guy in front of me asked for the VOR approach - which has 1100' mins - and was told they were reporting 800bkn with lower ceilings to the east - he went missed. Thankfully I have an approach certified 530.
I was vectored all over God and creation on the way out - and hit the IAF with about a 60 degree intercept - thankfully the GPSS steer took it around the corner gracefully as a fly by waypoint. Winds aloft were screaming though - had about 20 degree correction left on the way down that adjusted to about a 10 degree at landing. Winds have been funky here in SoCal lately.
I am finally getting comfortable using a iPad mini for situational awareness on an actual IFR flight - << cough cough. >> I do have the paper plate open and ready to go - plus the display on the 530.
On the way back I was only about 700 above the clouds so the whole flight can be logged - even if it was pretty ez. The insurance company and the FAA might care but I don't. Vectors to the VOR/GPS-A at POC - pretty standard - but again I needed a 30 degree angle to maintain the track inbound - its funny how that wind went away as I got under the cloud deck to right down the runway at 10 knots.
and the controller told me that I was cleared to the active three times before clearing me for the approach. I heard the Sup in the background the third time telling her to clear me for the approach - I was just about to ask if I was cleared for the approach when she caught up - and the Sup was talking her through it -
anyway - enjoy - it's always a good day to get 2 approaches close to mins and do it within the PTS.
I departed POC for CMA and met up with Ventucky Red for lunch. If you ever have the chance to get to the Waypoint Cafe at CMA they do a killer tri-tip on Wednesdays - even if it was a little salty.
I sat on the ground at POC for 15 min waiting for release - the tower told me is was due to have fewer controllers at SoCal - I dunno how they can reduce volume at SoCal but thats what they said. It is rather annoying to be sitting there burning $6 a gallon fuel -
If you are SoCal based - now that staffing is 'challenged' they want everyone to PREFILE IFR flight plans - until this gets resolved you need to pre-file to get a clearance faster. Was thanked by ground for doing so and instructed to pass the word along. Just file a TEC - I was ONTN15 when filed and DUATS was fine with it.
The photos below are what the top of a thick marine layer looked like. Many VFR only pilots have never seen it - it looks just like cotton batting in a pillow.
I flew the GPS RNAV 26(Y) into CMA and broke out at 800. Mins are 620. First approach in a while to within 200' of mins - one guy in front of me asked for the VOR approach - which has 1100' mins - and was told they were reporting 800bkn with lower ceilings to the east - he went missed. Thankfully I have an approach certified 530.
I was vectored all over God and creation on the way out - and hit the IAF with about a 60 degree intercept - thankfully the GPSS steer took it around the corner gracefully as a fly by waypoint. Winds aloft were screaming though - had about 20 degree correction left on the way down that adjusted to about a 10 degree at landing. Winds have been funky here in SoCal lately.
I am finally getting comfortable using a iPad mini for situational awareness on an actual IFR flight - << cough cough. >> I do have the paper plate open and ready to go - plus the display on the 530.
On the way back I was only about 700 above the clouds so the whole flight can be logged - even if it was pretty ez. The insurance company and the FAA might care but I don't. Vectors to the VOR/GPS-A at POC - pretty standard - but again I needed a 30 degree angle to maintain the track inbound - its funny how that wind went away as I got under the cloud deck to right down the runway at 10 knots.
and the controller told me that I was cleared to the active three times before clearing me for the approach. I heard the Sup in the background the third time telling her to clear me for the approach - I was just about to ask if I was cleared for the approach when she caught up - and the Sup was talking her through it -
anyway - enjoy - it's always a good day to get 2 approaches close to mins and do it within the PTS.
!
