Boeing Conducts Remote 787 Testing | INTERNATIONAL AVIATION NEWS

Ok this is really just a test of how well IE8, Windows Live Writer, WordPress.com, Facebook work together.

But the blog post is about something near and dear to my heart and to the Boeing enthusiast who is following the progress of the final development of the new 787.

Boeing Conducts Remote 787 Testing | INTERNATIONAL AVIATION NEWS

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Flying to a fly-in

Loerdag var jeg ude og flyve med en kollega. Vi floej op til det lokale airshow i ARlington (USA’s tredjestoerste airshow).

 

Som saedvanlig har jeg beskrevet turen for mine amerikanske kolleger, og i skal da heller ikke snydes…..

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So Late last week Mike and I hooked up and planned to fly to Arlington together. We both had the idea that being two should hopefully help on the work load of keeping all the “bogeys” in check during the arrival as well as help follow the procedure. Btw thanks to John Calhoon posted the NOTAM links last week. Great help!

Well equipped with all the stuff printed out and studied, I met up with Mike Saturday morning at 8 (to me that is a bit early to qualify for “morning” – night seems appropriate to me). We had agreed that we wanted to get up there early (to beat the traffic so to speak) yet we did not want to arrive at the moment or shortly after they activated the special procedures, because as Mike put it, the controllers will be playing catch-up and getting everything/everyone in line for a while, so arriving at 9 was the plan. A it was – it was a good plan because we only saw one other airplane, and it was a no factor. most days around Puget Sound are way more busy than this.

We departed north from BFI, swung just east of Paine, and joined the arrival procedure at Lake Stevens. It wasn’t really that big of a deal to follow the procedure, they have just hammered out the details to a degree that it seemed more complex than it was. Anywho, we flew up proceeded up towards Green Valley Airport (WA25) and we managed to find it – before spotting the red balloons, once over the airport we got the call from the controller “Red and White Cessna, <..> rock your wings to acknowledge”. Mike dutifully complied (weeeeeeeeeee as my daughters would have said) and we continued to Arlington city (airport was landing to the south) and joined the pattern as prescribed. Actually compared to the lack of traffic until that point there was a surprising amount of activity, I wonder how everyone had arrived there if they weren’t following the same procedures as us. But no matter. Landing was uneventful (props to Mike who knows his airplane). Once on the ground we were directed by the busy little CAP guys to GA parking. I thought all in all the whole arrival, landing and taxiing was pretty slick. Good planning from the airshow folks

Arlington itself was… well Arlington  I like the show, I like the exhibits. We even managed to score ourselves some wings credit listening to Bruce Williams speak about  WAAS GPS approaches. One thing was different form the last 2 years where I have attended. There was a noticeable lack of exhibitors. In particular a lot of the FBO’s that are usually there weren’t. I didn’t see Northway, Galvin and I only spotted Regals supply stand. Apparently the crisis have kept them at home. There were a lot of LSA and kitplanes around though. Mike and I were particular taken in by the CTLS (I think that was what it was called – I cant believe I cannot rember the name). But it was pretty slick and seemed to be a notch above some of the competitors. I also drooled for 10 minutes in the Evektor Sportstar (IFR Equipped). Nice airplane. I am definitely spending some time at Harvey getting checked out in that…. It reminds mee too much of the plane I trained it in Denmark (Grob 115) and the glass canopy gives a GREAT view that I miss a bit when I fly the 172.

At 3 o clock the airshow kicked of.. It reminded me a bit of the last two years airshow.. But it’s cool, definitely worth seeing.

We wanted to get out of there as soon as possible after the airshow was done –not surprisingly so did everyone else who hadn’t pitched a tent already.
We had prepped a bit early by pulling the plane out of its parking spot and pointed in the right direction. So did quite a few around us, so once the ball started rolling, we all moved quickly. Poor mike was in a bit of a hurry to be the dutiful pilots and call up parking and get taxi clearance. I am sure with the number of planes moving and the amount of traffic on the frequency, many – more than half I guess – of the pilots didn’t request the clearance, they just followed along with the other lemmings 😉

But it was all good. Mike got the runup done on the go and we monitored ground when entering the taxiway as required. It all flowed smoothly, all in all a process that seem to work very well for those prepared to follow the stream. If you think you can stop to do your run up, you would be wrong and would have to top the whole line of airplanes following yours. Probably not a good way to do it. Anyway we taxied to the runway where the ground people had us line up in pairs, taxied onto the runway and awaited the signal to go. I didn’t count the seconds between ear plane taking off (from each side of the runway) but I think there was perhaps 30-45 seconds between. Quite cool and it definitely creates a “crowded environment” 🙂 on climb out the guy next to us (a mustang called “Spare parts” 🙂 ) slowly over took us, near enough that we could have logged time for formation flying. But he turned right and we turned left and it was all good.. and hellacool  🙂

The flight home was pretty uneventful. We climbed above Paine’s airspace (but gave them a courtesy-call). The plan was that I should have flow the landing, but as KBFI called out the wake turbulence warnings, Mike took over and did the rest. Slowed the bird down and tried to give the 737 as much separation as possible, but as mentioned we still hit the wake on short final. Something which would have been a nasty surplice if you weren’t expecting it, but Mike did a superb job. On the ground Mike thanked the controllers for the heads-up, and we trundled up to north east parking…

 

Flyvetur i bjergene i en Cessna 172 SP / G1000

Hejsa

 

Har vaeret ude og flyve her i weekenden. Jeg har skrevet en lille rapport til nogle amerikanske pilot venner, og jeg taenkte jeg lige ville dele historien med jer:

 —–

Unfortunately I had to cancel on joining the (red: microsoft) fly-out saturday – I’m sorry to hear that it didn’t seem to pan out for most. Better luck next try. But I still managed to have a great day flying. I did have to cancel on the flyout, since I wanted to get into flying the G1000 without the instructor. I haven’t flown the G1000 since I took Northway’s G1000 class last year, and took the required dual flights then, so now it was time, but the trip to TMK in a G1000 was a little on the pricey side.

 

Instead I planned a shorter trip and along with me, I brought Mark Brad and his son Ty. I had a debt to be paid after last years fly-out to Shelton, where he footed the bill, and it its nice to have that extra set of eyes with you so one can look outside while the other looks inside at the mesmerizing array of gadgets.

 

I had been wanting to do a loop of the mountains (Arlington, Darrinton, Concrete) for a while (see picture)

 

We arrived at Paine around 11, and immediately spotted some low scud hanging around the west and north of Paine – pretty much the same stuff that kept everyone else on the ground longer than planned. But it burned off while we finalized the plans and got 1152Z preflighted, so it we were airborne before noon.

 

We immediately got a taste of what the TAWS can do for you, because it got busy calling all the traffic in the pattern. That is nice, but also more of a distraction in the pattern where you already know about the traffic. Immediately out of the pattern it did helps us spot someone coming from the direction of harvey so we could pass behind him.

 

Once things had quited down on the traffic front it was time to try out the auto pilot. 1152Z is equipped with a Bendix/King KAP 140, which apparently had earned its nickname Crap-140 supported by the fact that Cessna no loger ships the G1000 airplanes with it anymore speaks to its problem. But lo and behold, this one actually did everything we asked of it. No mater if we slaved it to the heding or to the nav mode, it did the job perfectly. We got it set up to intercept our cruise altitude (3500) and it did it smoothly – so smoothly, that I only noticed we had intercepted by the sound of the enginning revs going up (mental note, using an autopilot doesn’t absolve me from my duty of keping an eye on it).

 

Dialing back the power to the cruise setting we neared the #2 waypoint, where we turned into the canyon/valley. It is just so awsome flying with the peaks gliding by over you as leasurely make you way. Wwe had gooten very lucky with the weather, because everything has burned off so we had severely clear flyin, but we could see all the rising clouds standing tall not very far veyong our route (where the real mountains starts).

 

It was a spectacular sight, and the fact that the auto pilot off loaded me enough that I could spend more time enjoyig the view was very nice. I just had to fiddle with the heading know and the airplane went where Ih ad pointed it. Pretty awesome. Of course e both forgot a camera, so we cant share the sights, I aologize, but urge you to go your self.

 

Once we turned north I decided to climb a bit to gain more altitude for gliding in case of an engine out. The terrain around wpt 5 just before we reached Concrete did look to narrow in a bit more, and with the lack of dcent “outs” climbing seems the prudent thing to do. Of course that put me way high near concrete, so we used the altitude to over fly the field looking for the sock. We did call on the ctaf, but nobody was flying that day, so we reled on ye olde winsock for a landing directions.  Never mind the fact that the G1000 already knew where the wind was blowing but I like windsocks to confirm it, and sure enough we had a 10 knots wind straight down runway 25. I would imagine that his is a place where turbolence thrives and a crosswind can become a difficult playmate, but got lucky and didn’t have any problems whatsoever.

 

Concrete Municipal is snuggled in between the mountains ,and for a lowlander like my self that of course affects me, so I guess I made my first lap in the pattern too close to the airport and of course I had to execute a go-around. No big deal but it does put you close to the granite than what your used to and it made for some very different sights. ANywho, in second attemtp we got down with no problems. The runway looked like they had just finished the re-paving. It was crisply black and the numbers so white it was almost blinding.  Very nice. The “apron” is ….. small J It had one plane tieddown, and with ours, we filled it up the paved parking spots. There is till room so you could taxi to the grass, and I guess you could park there too, just do iit out of the way because the grass serves as taxi from the hangars.

 

Once down and secured we took a bit of a walk to a pizza place we had bing’ed. In fact according to Bing, Dex and other sources, this wa supposedly the only reastaurant in town. Not so, there were plenty of small places you can eat closed than the 1 mileswe walked to Annies Pizza. Maybe they ust stay open for the sumemr season and that is why they don’t show up in serches, but in fact there were several places you could eat. Some loooked a little disreputable, but others like the lodge looked quite ok – form the outside at least.  Any who, Annies pizza was good – served the 100$ pizza craving well.

 

Back on the airport, in search of a bathroom I found the pilots lounge. I did recall something about Concrete having a fly-in, I looked around in  the nice big pilot lounge (a house really) and found that it was in the third weekend of july. If memory servces me right, they even have a small museum of airplanes up there. We missed that, and I woul definetly try to get back up there at the fly in. Could be a really neat little place to go for that. We both wondered where the park the airplanes for that event, but they probably have that figured out J

 

We didn’t stay around for long, but got back In the air and headed back to Paine. Played around with the auto pilot and practiced altitude intercepts and played with G1000’s ability to tell us all the stuff you’d need to know (and plenty more). Time quickly passed and the auto pilot got  us all the way back and only disengaged it when I was on downwind. Pretty darn cool I thought.

 

Anyway, all for the this Sunday. Hope yoou all had some memorable flights – I know I did.

 

I like airplanes because

Airplanes usually kill you quickly, women take their time.
Airplanes can be turned on by a flick of a switch.
Airplanes don’t get mad if you do a "touch and go."
Airplanes don’t object to a preflight inspection.
Airplanes come with manuals that explain their operation and behavior.
Airplanes have strict limits on weight and balance.
Airplanes can be flown any time of the month.
Airplanes don’t come with in-laws.
Airplanes don’t care about how many other airplanes you’re already flying, much less looking at.
Airplanes and pilots both arrive (and take off) at the same time.
Airplanes don’t mind if you buy airplane magazines.
Airplanes expect to be tied down.
Airplanes don’t comment on your piloting skills except in real extreme cases, and then you’re happy they do (GROUND WARNING! PULL UP! PULL UP!)

However….when airplanes go quiet…..just like women, it’s usually not a good sign.

Med landings bane i haven.

Bort set fra at det ikke just er en ideel placering i forhold til mit nuværende arbejde, så lyder det her da some et sted jeg godt kunne leve med at bo 😉

http://www.parmafrance.com/info.htm

Egen landingsbane. Nam nam!

Hunting the 100-dollars-hamburger.

En lille del af den amerikanske pilot jargon er udtrykket "100$-hamburger".
Her er en lille velskrevet artikel om begrebet.

Den Første familie flyvetur i USA

En af de mange ting som jeg har savnet mens jeg har erhvervet mig det amerikanske flycertifikat er muligheden for at dele glæden ved flyvning med familien. Det er altid nemmere at overtale dem til at lade mig at flyve hvis de kommer med 🙂

Sidste weekend havde vi så planlagt at male Nisa’s værelse. To farver – selvfølgelig for så skal man male 4 gange … DOH. Da vi så var færdig med at male den første farve for anden gang trængte vi til en pause, og da vejret havde taget røven på meteorologerne, skyndte jeg mig at ringe og skaffe et stykke flyve jern fra mine venner hos Northway Aviation. I ved den slags venner man betaler 😉 Til gengæld har de nogen super lækre Cessna’er.

Nå, men planen var at vi ville flyve over til Port Angeles, lige ned og lave en touch-and-go (dvs. en landing hvor man ikke stopper men flyve videre). Det ville tage lidt over en time at komme frem og tilbage, og så skulle vi så skynde os hjem til en sen aftensmad.

Men Nisa var mega tosset fra take-off. Vi kunne ikke finde ud af hvad der var galt. Så i stedet for at flyve den halve time til Port Angeles, så valgte vi at lande på en lille lufthavn på halvvejen for at se hvad der mon var galt. Inden vi nåede at lande var hun godt nok dog igen, men da lufthavnen – Jefferson County Airport – er kendt for at have en rigtig god lille cafe kaldet The Spruce Goose Café, så besluttede vi os for at spise aftensmad der.

Maden var god, turen var fed, og da vi skule flyve hjem igen var det sørme blevet nat. Godt at en del af det amerikanske certifikat lærer en af flyve om natten, for så kunne vi flyve hjem uden problemer. Her viste ungerne igen deres evne til at falde i søvn på de mest spændende dele af turen. Jeg er sikker på at at de begge 2 var gået kolde før vi nogen sinde nåede ud på landingsbanen. Men det gør jo ikke noget at man som mand og kone kan flyve hjem i natten med byens lys forude mens stjernerne og de andre fly blinker koket til en.. 

Jeg har uploaded billederne fra turen her på siden. Desværre er det jo ikke rigtig nemt at give få gode billeder fra nat turen hjem. Til det kan jeg kun sige "kig forbi", så tager vi en tur mere og så viser jeg jer gerne hvor flot det er. (PS: Måneskin på sneklædte bjerge om natten – pæææænt!).

Jogging the old flying memory

So, I actually managed to let 2 months pass since my last trip (the family trip to Stauning). I think it is so uncool since I can really feel how rusty I am already. I hope I get the opportunity to pick up the pace in Seattle. And then again, flying isn’t really hard. The only thing I had to take a little care about was the speeds, had to brush up on those for the Piper before leaving.

Sunday dawned, and I had promised a colleague here in Copenhagen that we would go flying before I move to Seattle. Well, given that the last month before moving will be hectic and the weather is predictably crappy, I thought we had to use the opportunity with the nice weather we had on sunday. So I called up Yuri and fortunately he was good to go.

We didn’t really plan anything all I had to care about was making sure I could get back before sundown. and with the sun setting around 4 in the afternoon, that becomes important. So we just took a trip up to "wave" at my house and pass around Frederiksborg castle and then flew back down to Hillerød – just a nice little trip to ensure I didn’t forget too much. I am sure I did, but again I proved to my self and my growing confidence that it really isn’t that hard to fly a plane – once you know how. Of course this was on a wuite sunday with plenty of visibility (nothing fancy but it was easy to navigate), so no big deal.

One of the good things about flying on sundays at Roskilde is it actually get’s really quite on sundays. not a lot of schooling going on so just a few sunday tourist like myself. Pretty nice because that means you can do anything (within reasons) as long as you ask first. So on re-entering the tower airspace around Roskilde, I asked if I could ignore the normal traffic pattern and just fly an ILS approach for fun. No problem – so I also got to practice that  a bit. Nice.

Family flying trip to Stauning

So – Finally – the time has come to take the little family flying. Man I have been waiting long for this. That goes double for the kids. I don’t know how many times I have had to say “soon” when Lara asked when she would be flying with Daddy.

So we loaded up the car – did all the planning with how to keep the kids cool when driving/flying anywhere longer than 15 minutes. Treats (bribes actually) and water for drinking are essential for keeping the kids quite. Actually they are more necessary when flying. Something to chew on or a water bottle to suck is good for “popping” their ears while climbing or descending. Also there is the question of how to keep the kids safe and harnessed while flying (you don’t want the little monkeys to run rampant around the small airplane cabin. For this we had planned ahead and bought a new car seat for Lara (she had to have a bigger one anyway) and  Nisa had grown up o use Lara’s seat.  Fortunately they can also be mounted in the back of the Piper (fortunate – ey?)  Pictures of this will come shortly.

We were planning to fly to Stauning  (a trip of 140 nautical miles from Roskilde) – the longest trip I had flown since flight school, it would be really cool because the weather would be beautiful (not a single cloud in sight) and a pretty decent visibility (25 km’s).  I planned the trip out so that we can fly by both the Storebælt bridge and Lillebælt bridge. Great with a few nice features to look at while flying. Mental note to the new pilot – don’t fly right over the feature, the cockpit doesn’t have a glass bottom 🙂

After crossing Lillebælt, I had planned to fly direct to Stauning. That mean crossing the Class D airspace of Billund Approach and passing directly over Billund Airport. I had no idea  whether they would permit us to do that, but if you don’t ask you don’t know, so after passing Lillebælt I called Billund Approach and asked for clearing, I was granted permission to cross over the airport and the airspace at Flight Level 45. How cools is that? I think it is a hoot to pass over mayor airports (tried it once at Copenhagen), so much fun to know all that big traffic is flying around underneath you and you can just “putter” along on your way 🙂

We left the airspace and was granted permission to pass the restricted areas in west Jutland- There are military shooting areas that could have been active, but as Billund Approach so nicely put it “It is weekend and the weather is too nice to play war, so they have all left on weekend and nobody is  down there – you are free to pass”. I just love to fly in Jutland the controllers are SO nice and a lot of fun to listen too. This is obviously a result of them being less stressed but they were a hoot to listen to. I was giggling quite a few times while listening to the radio – I think they were enjoying the sunny day just as much as we were.

Anywho – the approach to Stauning was coming up, and I had to descend with the normal care I give Judith – she get’s airsick really easy, so no sudden descending. I don’t feel like rewriting the old proverb “what goes up must come down” in to “when you go down, something will come up” 🙂 so we made a nice shallow descend, and the airport was visible 15 minutes before we landed so everything was peachy. I knew that this is and AFIS airport, which means a lot less strictly controlled compared to airports like Roskilde. This threw me of a bit off, because I had forgotten that I didn’t actually have to ask for permission to land. After the AFIS guy had said that he wasn’t aware of any other kind of traffic, I was in effect granted permission to do what I wanted, But I still called up asking for permission and the AFIS guy came back with the reply “oh what the hell – go right ahead 😉 “. Again, I love the light bantering tone. I get enough if the stringent by-the-book talk back home, so this just made me smile even more.

Well we landed without any problems. And as we taxied in I saw Lottie (we were there to visit Lottie and Alex who lives near Stauning) but I also spotted “Magiske Mads" who is one of my instructors from the flight school. He was over there for a weekend practice trip with some of the school students. Unfortunately he had heard my minor blooper on the radio and of course he had to tease me a bit with it. That is ok is though – it did make a mistake, so ok. We tried to see if we could make our plans fit so we could fly a little formation when flying back to Roskilde. Unfortunately they had to leave a bit earlier, But it was great to see them in Jutland.

We had our lunch and enjoyed the good company of our friends Alex and Lottie. Of course the lunch break would be over way too soon since we had to be back before sunset, and given my sunset experience from the day before (see my blog from Saturday the 23rd) I was determined not to get back this late. But of course time was slipping and we were expecting head winds while going back, so it was going to be a bit close again. And of course – what happens, even though you are planning ahead and are checking the kids and their diapers  to make sure they are clean before take of? As I finish my check lists on the ground and I get ready to call out my intentions on the radio? Nisa starts crying because she has a dirty diaper.. I bet you guys have never been changed while lying on the wings of a Piper 🙂 Well Nisa has..

Anywho we took of and flew home, the trip pack and it was almost uneventful, since the trip was (almost direct to) an hour and 45minutes of flying at the same level and same direction is almost boring, but it is good for the kids and Judith, nothing that can make the experience unpleasant for them.There was actually one thing that made the trip interesting. Billund Approach asked me to confirm my altitude and heading, and I did, and I was asked to make sure I maintained my altitude, since I had IFR traffic crossing at Flight Level 60 and I was at FL 55. That is only 500 feat (150 meters) – that is not a lot when a big Dornier aircraft is heading straight for you. Well not quite ,he passed behind me half a mile out, but at these speeds that felt awfully close, not scary (since Billund approach clearly had the situation under control). But a little close for comfort.

Anyway, we made it back 5 minutes before sunset, and we were able to see the beautiful sunset while taxing back to the hangar. A spectacular end to a beautiful day of flying.

I will be posting pictures from the trip as soon as I figure out the best way to get this CMS system to do it.

To Lolland, and back in a hurry

Saturday we had beautiful weather, and the skydivers were holding a "skyvan boogie" boogie at Maribo. I called out on the homepage (which I incidentally ma the webmaster of) for people to join me for at trip down there on Saturday. Anders said that he would love a trip down there. Anders hat an unfortunate landing accident i May where he broke his ancle, so he hadn’t joined the crowds down there on Friday like mostly everyone else, so he would be free to fly with me down there.

We had to postpone our flight until Judith was off work, so we planned for going to the airport at 4 in the afternoon. Unfortunately they have all these insane and unnecessary "security" restrictions on the airport, and since Anders had forgotten his drivers license, he could not join me (and help me) at the hangar, so he hat to wait in the airport building while I prepared the airplane.

I Sure could have used his hands though. Being a "new pilot" on Pipers, it would have been nice, since I had to be extra careful with everything I did. Anyway – between that, and the fact that I had to refuel the plane and taxi from the fueling station to the apron to pick him up, all-in-all we didn’t take-off until after 5 PM..

So we took of to the south (Maribo is almost straight south of Roskilde) and after leaving the Copenhagen airspace we climbed to our altitude of Flight level 45 (4500 feet – 1400 meters). I chose this altitude to have a safe gliding in case of an engine failure over the relatively small patch of water we had to cross between Sjælland, Falster and Lolland. The Piper REALLY didn’t like climbing this day. It will get there eventually, but climbing at 4-500 feet minutes seems REALLY slow. It isn’t much worse than any of the smaller planes I have flown, but haiving been a passenger in the Cessna 182 Turbo RG from my skydiving-club I just know There are much faster small planes out there. I am so looking forward to trying it out 😀

Anyway, while flying down there, I switched radio to Copenhagen Information, and I could listen in as the Skyvan from Lolland requested altitude and drop and other things. I realized that we were going to arrive exactly as they were about to drop the jumpers, and while a little excitement won’t hurt, I also know that the skyvan likes to descend like a homesick bowling ball I thought I’d observe all at a sfe distance while holding a few miles southwest of the airport. That was a really cool idea since the weather was clear, We could see the skyvan and his crazy descend. Looks like great fun, but there is something abnormal about that big box doing acrobatic-like maneuvers while descending.

Anywho – the skyvan landed and we lined up for our own landing. However when I was on short final I noticed the Skyvan wasn’t clearing the landing strib, but he was loading the skydivers while on the landing strip. I asked him to confirm that he wasn’t going to clear it and he countered by asking me to land-short. It thought that was ok, we had 3600 feet of run way and he was parked at the other end, so I figured this wouldn’t be a problem. It wasn’t, so that was kind of cool to try that out.

So I landed short (way short in fact, over half the free distance was left when I stopped), and while taxiing back I passed the skyvan taxing to take off. Good thing that the skyvan has a top wing, so there was plenty of space for us to pass each other.

It was to be a short stop down there though. The delay before start, a high head wind while flying there and the hold before the skyvan had landed had turned the trip into a longer trip than expected. This mean that I actually had to hurry home to make it before sunset. I actually had to ask advise from Ulf – the pilot on OY-RSC who was dropping student jumpers when I took off. I had to ask him how best to handle Roskilde airport, in case I didn’t make it back before they switched to night VFR. I was basically told to fake it – until you make it. In fact it doesn’t get really dark quickly so I would have to land in twilight, but since it wasn’t really dark it would be a problem.

So given that I was late and I hat plenty of gas I decided not to fly economical but instead at a higher power setting that would gain me a few precious extra minutes. I also had the tail wind while going home so all in all I thought it would be ok. I watched the GPS a lot while going home, to keep an eye on the calculated ETA. It started out by predicting the exact minute where the official end of the day-VFR period ends. While cruising back the time improved a bit, so I would land legally. But it would be after formal sunset AND since the night mists were coming up the sun actually set early in the clouds so it would be a landing in twilight.

I made it back to the airport and since everybody else had landed at respectful hour – not last minute like I was about to, the airspace was all cleared and I was giving permission to do the easy approach without worrying about traffic.

This was so cool – I mean it is uncool being pressed for time, but landing in beautiful weather right after sunset was really pretty and a lot of fun. Too bad I didn’t get more time with the guys at the boogie – but hey, I have spend so much time at boogies the last 8 years that I figure I will survive anyway.