Around the Pattern

Ramblings about flying for fun and profit.

Yes, it Still Flies!

Parking area at the EAA Chapter Fly-out.

I am almost embarrassed to say that I have only flown the Swift 3 hours so far this year. That is really nasty.

Through a series of circumstances the annual inspection last year was completed in December – in a heated hangar. So on the last day of 2018 the annual ran out. My low-temp rule for working in an unheated hangar is 40 degrees (F) so I put off working on the Swift and helped (in a heated hangar) a neighbor put ADS-B in his Piper. In the middle of that project we had an unusual warm spell would have met my temperature requirement for working in my hangar, but I like to work on one project at a time…

Selector valve in center, gascolator to right.

All the temperatures and time availability finally lined up and I started on the annual. First challenge was a fuel selector valve that had graduated from a small seep to a visible drip. Of course, the fuel tanks were all full…

I was looking at possible valve replacements but when I finally got the valve out of the plane and cleaned up I found that it just needed a new o-ring seal on the valve stem. All fixed with no leaks with the fuel system pressurized.

Then while putting the fuel strainer assembly back in (removed to gain access to the selector valve) I found the seals in that assembly were in bad shape. That led to a month-long quest to find the right fuel strainer (gascolator) seals. You would think that is a simple process. Aircraft Spruce had the right one in their online catalog but when they arrived the seals were the wrong size. Subsequent discussions with them revealed that their supplier had sent the wrong seals and that they had then been put into their stock improperly marked. Meanwhile I found another source in Florida that took a bit over a week to receive.

Finally the fuel system was all back together again, tested and leak-free.

Washoe Lake south of Reno on the way to Stead from the EAA Chapter Fly-out

The rest of the inspection went smoothly and the paperwork was finally finished in April. A week later I got back into the air and regained my landing currency. The following day I even made the EAA Chapter fly-out for breakfast.

The Ford AT-5-B as it arrived at KRNO.

About a week later our EAA Chapter hosted the EAA Ford Trimotor Tour stop. We operated the event out of the Atlantic Aviation facility at KRNO this time. I can’t say enough good things about the hospitality we received from the folks at Atlantic. Great bunch of people.

The following week the weather started moving in again. We have had several weeks of weird-for-Reno weather, which is saying a lot. Cold fronts have been passing through one or two a week, temperatures have been in the 40s to mid 50s (the end of May) and clouds have been sitting on the tops of the ridges.

This coming weekend is supposed to be the end of the weather days – just in time for Pylon Racing School (PRS). Next week will be formation qualifications for the new racers so they can then attend PRS. A TFR will be in place June 5-8 while the race course is active.

Maybe I can sneak a local flight in before the TFR activates…

In a Dry Spell

Snow-capped mountain near Susanville, CA.
Snow-capped mountain near Susanville, CA

It hasn’t really been since the middle of November since I flew last, it just seems that way…

I had a good string of flights going for a while – at least once a week. Then I took on a project installing an ADS-B solution for a friend. That is just about finished – not sure I’ll do that again for an aircraft that old (1968) with a full instrument panel and dual radio stack.

The wiring was a mess – not all the avionics were installed at the same time. Some came as replacement of previous radios, some just initial installations. It was obvious that some work was done on a time basis as unused wiring wasn’t removed.

Fogged-in mountain lake.
Fogged-in mountain lake.

That project is pretty much wrapped up – we had the transponder/encoder check done last week. He just needs to go fly it and get the ADS-B report, then apply for his rebate.

Of course, all of the time I was stuck under the panel we had weather with temperatures in the 50s. Now that I have my free time back we have barely gotten into the 40s and this is the second weekend in a row with winter storm warnings.

Those temperatures make it unlikely that I will work in an unheated hangar. Top it off with an annual that ran out December 31st and it appears that I’ll be grounded for a while. I need about a week of solid work to finish off the annual. Once in a while we have a string of nice temps that would permit it but nothing on the horizon for a while.

Anaho Island National Wildlife Refuge, NV.

So, like the rest of you in cold climates with winter weather, I’ll spend my time reading my magazines, watching videos and taking aviation courses until we thaw out. It’ll seem like a long time but it won’t be too long.

We can always start making AirVenture plans….

More Traffic Pattern Decisions

At the end of the last article I was returning from the practice area to land at the Stead Airport (KRTS).

The winds on departure, according to the AWOS, were 110/8 and I had selected Runway 08 as my departure runway. At that time there was no other traffic operating at the airport.

Since I had only been gone from the airport for about a half hour I was expecting not much change in the weather conditions. Aah, but this is Reno, NV.

The AWOS now was reporting winds at 130/12 so Runway 14 was the clear choice.I figured I’d do a few touch and go landings for practice.

As I was north of the airport and maneuvering toward a point where I could execute a 45 degree downwind entry to Runway 14 I heard other traffic call entering downwind for the same runway.  Normally this wouldn’t be much of a factor – just find the traffic visually and take the necessary spacing to safely share the traffic pattern.

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