I arrived in Easton around 9:30AM. I was about an hour early but the examiner was there and ready to go. He told me about himself and how he worked for the FAA at one time. He also pulled out some old reference materials like showing an old AIM and Instrument PTS from the 60’s that were only a few pages. He had lots and lots and lots and lots of stories to tell. On any normal day they would be very interesting but on a checkride day some were painful because I just wanted to get on with it.

The first 2 hours were pretty much reviewing qualifications and doing paperwork. The practical test hadn’t actually started yet but I’m sure the DE was evaluating at this time making sure that I knew the requirements. He reviewed the aircraft logs, my licenses, medical, and my SFRA course completion certificate. He told me a story about a guy the day before who hadn’t completed the course so the person had to go online there at the FBO and do it right then. He asked me to show him in my logbook my long cross country and then he added up my dual time to ensure that I had enough to meet the requirements. As previously discussed, Frank was very much by the books and spent a lot of time explaining why he was doing what he was doing. We also reviewed the recent updates to the PTS and he showed me how to look in the FAR/AIM and tell when modifications were made to certain sections. The last part was completing the IACRA information. He entered everything into the computer and then I had to sign it electronically as well.

After that we left for lunch at Applebees. I took my FAR/AIM, sectional and the information that I prepped for the flight from KESN-KCRE. On the way to lunch he started asking me questions. The first were around currency requirements. He used scenario based questions like, “If you were busy on a project with work and didn’t get to fly again until October what would you have to consider.” He was looking for “6 approaches in 6 months, holding & intercepting”. He also asked about what I would have to do if I had only been flying VFR for the next year and then wanted to take a trip next April. Of course he was looking for requirements around an IPC.

At lunch he pulled out some weather scenarios that he had prepared. It was a spreadsheet that showed conditions (temp, dewpoint, ceiling, winds, and the types of approaches available) at 3 airports around KESN and 3 airports around KCRE. He had 4 different scenarios that he only showed me one at a time. The first one was showing good weather around KESN but lower weather around KCRE. On this one he was looking for requirments around filing an alternate. I told him that it was my intention to always file an alternate but that the requirement are the “1-2-3″ rule which he asked me to explain. The other two airports had ceilings/vis of 800-2 or 600-2 and we discussed which would be legal alternates. The second scenario was showing low visibility and a close temp/dewpoint spread at KESN. He asked if I could depart and I told him legally yes but that I would not depart an airport that I couldn’t fly an approach back into. The third scenario was showing a possibilty of icing with lower temperatures. We had a lengthy discussion about icing and what to do if it was encoutered. The last scenario showed a large difference in temp/dewpoint spread between the departure and destination. What he was looking for here was to identify that there was a front that would have to be crossed and that thunderstorms would be a hazzard to consider. Then he asked me which of the scenarios was most dangerous. We discussed the thunderstorms we could go around and that icing we could avoid or get out of and both agreed that they could be very dangerous situations. He actually felt that the low visibility close temp/dewpoint spread was the most dangerous because of the fog would make an approach very difficult.

After lunch we returned to the airport. He asked me to file a flightplan from KESN to KSBY. I asked him if it was okay to do on the computer and he was fine with it. I decided to file victor airways which would also take me around R-4006. I filed KESN CHOPS V308 LAFLN V29 KSBY. I think it would have also been okay if I filed direct underneath R-4006. We then sat down and discussed the flight from KESN to KCRE some more. We pulled out the sectional and started at KESN and he asked me about minimum altitudes and what they guaranteed. We discussed a lot of the symbology on the chart and he asked me about mileage markings and crossing altitudes and I was encouraged to use the legend. When we got towards KCRE it led into a discussion of the approaches. We discussed the ILS approach into KCRE and from what points a procedure turn would be required. I briefed the chart for him. We also talked about lost comms and when I could proceed in for the approach.

After all that discussion we packed up and I went outside to pre-flight the airplane. There was a lot of aircraft on the ground and Frank was rushing me a bit to try to pick up my clearance so I could beat another plane out. There were 2 jets getting ready to take off too. I taxied out, did my instrument cockpit check and then had to wait for release for a couple of minutes. When we took off I was cleared getting vectors and then Frank gave me a scenario where there was a TFR over Salisbury that didn’t lift in time and that we would have to divert. I was allowed to use the autopilot and Frank actually suggested it. We diverted to KCGE. I checked the weather and requested the GPS34 approach. Approach was a little slow today and they cleared me for the LOC34 approach and I corrected them right away. Frank then covered up my AI and DG so I turned off the autopilot. I immediately switched the 496 to the artificial 6-pack and he was okay with this. Approach was slow to give me a descent from 3000 so I asked for it. The response I got back was “roger” so they didn’t specifically clear me to descend. Frank took the radio and cancelled with them at that time. I performed the approach very well under partial panel and took it down to MDA and went missed and stayed in the holding pattern for 2 turns. After that we climbed back up to 2700 and Frank took the controls and we did 2 unusual attitudes under partial panel. They weren’t too bad to recover from. After that we contacted Easton tower and negotiated for the ILS04 approach. I was cleared to RIKME and was told to fly straight in without doing the procedure turn. I did well with this approach and when I was just about DA Frank told me he saw the lighting but not the runway. I then descended to 100 feet above TDZE and then he told me he had the runway. I had to quickly drop in the flaps and configure the plane for landing which caused me to land a little bit long but I still made the turnoff at Delta. Not to mention that winds had shifted and I had a slight tailwind. We taxied to RW22 and departed. Frank gave me vectors and we did an abbreviated LOC04 approach from WEGRO with a circle to land. I did well with the approach and was directed to circle to the left. I maintained MDA well but then started to descend when I was turning base and had a good landing. I felt that the maneuver was safe but Frank recommended not descending below MDA until aligned with the runway.

So, that’s about it for the checkride. We went in and signed my logbook and he printed out my certificate. We didn’t finish until about 5 pm so it was a full day. Frank was very thorough and experienced. Even though the checkride was long I feel that it was very fair and wasn’t “hard”. He was very clear about the expectations and followed the PTS explicitly. If you aren’t well prepared for a checkride I believe that you will not pass Frank’s checkride. He told me many stories throughout the day of where people made certain mistakes that he had to stop the checkride. All the discussions actually made me nervous a bit and I was wondering if he ever passed anyone. Also, there was an FAA examiner in the FBO and on the ramp throughout the day with someone else which added to the tension a bit.

I’m now an instrument rated pilot! I’m looking forward to getting more actual time. I received an email from my instructor who said that he had a conversation with the DE and the feedback was that he was impressed that I was well prepared, professional and organized. I still have a lot of experience to gain and I’m looking forward to taking my family on longer trips.

Before I purchased the new plane I received a stipulation from Lori.  She said that she supported the purchase of the new plane as long as I studied and got my IFR within a year.  What an ultimatum!  Lori wants to be able to use the plane to travel places and to see family more often and I totally understand why she is pushing me to get it.  I thought it was a great idea and I immediately started studying again for the IFR written exam.  I’m about ready to take the test within a couple of weeks as I’m taking practice tests and scoring in the low 90% range.

I’ve also started the flight portion of my IFR rating.  Frank Dorrin is an instructor that I met through flying out of Delaware Airpark (33N).  Frank and I have talked a couple of times about the rating and what is required.  He is very much down to business and uses a structured syllabus.  He also owns a simulator which will help in my training.  I’ve decided to start working with Frank and have now completed two flights with him that were both very productive.  So far we have practiced the instrument scan, four fundamentals, constant rate climbs and descents, timed turns and we are currently working on patterns.  We’ve spent some time on the ground as well and he is preparing me for what I need to know by showing the reference materials that I should use.  What I really like about working with Frank as I know what to expect.  He lays out the plans and we execute them.  Both flights have been at night which is also helping me with my night proficiency.  I’ve attached the flight tracks of the two lessons that I’ve completed so far that I downloaded from my Garmin 496.  Technology never ceases to amaze me and this data is a great tool to evaluate the flight performance.  You can also view the speed and altitude information as well as the flight tracks by clicking on these links: IFR Lesson #1 and IFR Lesson #2.

I contacted Jason and we met on the Monday morning of our vacation. I used the opportunity to not only get checked out but to complete a Biennial Flight Review (BFR).  I was a bit nervous and studied for a few things prior to the review.  When I met with Jason the nervousness went away.  We went for a beautiful flight in a Piper Warrior up the coast of Lake Michigan and did a few procedures and returned back to Allegan.  The ground portion was also very laid back and I easily got signed off to rent their planes and my BFR completed.

The next day I offered to take Kathy (Lori’s Mom) and Hannah flying.  Kathy is originally from Muskegon so we decided to fly there (KMKG).  We had a very nice flight again up the coast of Lake Michigan.  I even let Kathy take the controls for a bit and she did very well.  I think she was nervous when I was reviewing charts and pretending to look away but I still kept an eye on things.  We had a very nice lunch at the airport in Muskegon and returned home.  Kathy even let me do some steep turns and she enjoyed them.

I was determined to get a bunch of flying in so the following day I rented another Piper Warrior from Dodgen and flew up to Saginaw, MI (KMBS).  My friend Bob was teaching summer school up there and we met up for about an hour just to catch up.  It was a good excuse to get up and fly for a couple of hours (as if I needed one).

Click on the pictures to be taken to the gallery from this great week of flying.  I logged almost 6 hours of flying in the 3 days.  I also believe that this week gave me the bug again and that is why only a couple of weeks later I made an offer on another plane that I now own.

The crew started the day early on Saturday morning with Jeff, Andy, Eric and Kenny meeting up and tailgating in the parking lot.  Andy cooked up some excellent brats and we had a burger, chips and of course a few beers.  Jeff and Eric went into the infield for the start of the race.  It was neat to be so close to the drivers and see all the action on pit road.  Pit road isn’t the best place to see the race so after a few laps Jeff and Eric went out to catch up with Andy and Kenny.  On the way they stopped in one of Eric’s friend’s suites just to say hi.  Then they continued on to the Turn 4 area where Andy and Kenny were camped out for the race.  It was great to get all those different perspectives of the track.  Jeff picked Joey Lagano to win the race and right up until the end of the race it looked like Kyle Busch was going to win it.  In the last few laps Kyle had a tire issue and Brad Kaslowski swooped in to take the win.  Joey came in second.  Most everyone was happy that Kyle didn’t win though.

We weren’t sure if we were going to stay for the truck race.  It had been a long day.  Right at the last minute Andy and I decided that we would stay.  I have never seen the truck race so it was something I wanted to.  Andy and I went back into the track and took a seat in Turn 1.  It was a good race.  Again Kyle Busch dominated and made it look easy at each restart weaving in and out of the others.  Right at the end of the race he had another tire problem and wasn’t able to recover.  There were a lot of cautions for tire problems but it was still a good race.  Afterwards, Andy and I dragged ourselves out of the stands and headed home.  It was a very long day but also a very fun one!

Even though I had a pass that would get me into the infield I decided that two days of racing was enough for me and I’ll watch the Sprint Cup on TV.  It was an excellent experience and I’m thankful to have good friends to be able to share the experience with!

Click on any of the pictures above to be taken to the gallery with all of the pictures I took over the weekend.

A few short videos taken from my phone are also posted at: http://www.qik.com/jdfrey1

Click on the picture to the left to see all of the pictures.

Here is a link to the story in the Dover Post:  http://www.doverpost.com/news/x679799326/3-plane-fender-bender-rips-off-wing

Back in August I went out to mow the grass around my plane at 33N and found that the airport had already mowed the grass hit the aircraft at least 3 times.  They did a significant amount of damage to the right aileron and fuselage.  I was quite upset as you can imagine.  I worked with the airport manager and they took responsibility for it.  Normally they don’t mow within 15 feet of the planes.  My mechanic is now making the repairs.  The ailerons were both re-skinned (one of which I am paying for because of a previous ding).  They look perfect, even the paint! Now the fuselage damage is going to be patched.  Total damage caused was over $5,000!

So, hopefully in the next couple of weeks all the issues will have been addressed and I’ll be back up in the air again.  I can’t wait!!!

The Simcoe Select IPA is loaded with 3 oz of Simcoe hops that are added throughout the boil.  1/2 oz is added at the beginning, 1/2 oz 20 minutes into the boil, 1 oz at 40 minutes into the boil and then a whole oz right at the end of the boil for finishing.  The wort had a nice strong hoppy aroma that I love (and Lori hates)!  I look forward to drinking it in 3 to 4 weeks. 

Here’s Midwest’s description of the beer:

“LIMITED EDITION RECIPE KIT – Throwing caution to the wind, we’ve decided to put this rare hop into a recipe kit while supplies last. With 3 oz. of Simcoe, a whopping 68 IBUs and a ABV of 6.5%, this potent IPA is guaranteed to please.”

Click here for the link to the brewing instructions.

The guys really enjoyed the brewing process.  Andy is an experienced brewer but both Eric and Russ had never done it before.  We sampled a couple of homebrews that I had from my last batch which is a Scottish Ale that the guys said reminded them of New Castle.  I showed them the brewing process and how detail oriented I am in making the best quality beer I can.  This includes using bags for the grains and hops, using a cooling coil to quickly cool the wort before pitching the yeast and straining the wort a couple of times before it makes it into the primary fermenter.  The guys seemed interested in brewing again so maybe we can start up an informal club.  Andy suggested that the next batch be a lager that he can ferment in his refrigerator.  We had a great time and cleaned out most of the beers that were hanging around in my refrigerator.  I look forward to getting with these guys again to bottle and sample more beers.