KOSU to KLUK
22 March 2104 1900Z
Ground track of today’s flight from OSU to Cincinnati’s Lunken Field (KLUK). The circular track just west of OSU is my “hold”. Flight provide a nice mix of turbulence, IMC, trace of ice (requiring an immediate change of altitude), wind, and a hold. All in all, a good test of flying. ✈
Lesson learned though: After setting up the ILS 9R approach, and activating that approach (with the intent to circle to land on 27L), I received a clearance to “hold” at Fuler outer marker (as I had requested). Hold worked fine, except on inbound course once passed Fuler, the approach was “not activated.” Need to remember to “reactivate” the approach once it is changed from an earlier setting. Ended up flying the approach using “raw” data from the #2 navigation radio, with #1 in VLOC mode to supplement.
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Severe Weather Symposium The Ohio State University
21 March 2014 1400Z
Attended the annual “Severe Weather Symposium” today at The Ohio State University, a conference sponsored by the Meteorology Club at OSU. Good discussion of important severe weather topics.
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ADS-B Read Out Near Muncie, IN
15 March 2014 2320Z
Note the ADS-B read out showing an airplane on our 6, climbing at 1,400′ above us, and moving in a different direction.
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Flight Today from KOSU to KMIE
15 March 2014 1800Z
The pix below shows a Google earth view of my flight with my friend from KOSU to KMIE. Great flight.
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Skew-T from March 13
14 March 2014 2115Z
Below is a “Skew-T” plot derived from a radiosonde sounding at 1200Z on March 12. This plot occurred just a few hours before the surface analysis forecast shown in the post of March 13. Just a few points to underscore with this plot.
Notice that the temperature line (red) and dew point line (blue) overlap from approximately 925 mb to approximately 625 mb. Such overlap indicates that the atmosphere is completely saturated between these levels. Given the vertical distance of this saturation, it is termed a deep layer. Pilots flying between these altitudes would be in IMC conditions the whole way. If temperatures are below freezing (as they are above 700mb), icing lurks in the clouds for the unsuspecting.
The wind barbs to the right show that between these two pressure altitudes, velocities ranged from approximately 45 kts to 65 kts out of the southwest.
A temperature inversion is noted between 950 mb and 850 mb. That is, the temperature line, which begins at 7 degrees C at 950 mb. extends upward and to the right to approximately 10 degrees C at 850 mb. Under “normal” conditions, the temperature should decrease with altitude, not increase as is occurring here. Temperature and dew point is spread maximally at approximately 500 mb, 18,000’ indicating a layer or clearer skies.
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Graphic display of a strong low
13 March 2014 1700Z
Below is surface analysis map from yesterday afternoon showing the strong low that swept through the Ohio Valley and thence eastward to the coast. Note the tightly packed isobars west of the low signifying the strong winds. Cities north of the stationary front in “cold conveyor belt” experienced freezing rain, ice pellets, and snow. Cities farther to the northwest of the center of the low experienced heavy snow (see the four ****). Temperatures behind the cold front slapped the Ohio Valley with single-digit lows. Brrr.
Today the Low is off the coast of Maine.
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Final Approach to OSU
8 March 2014 2115Z
My friend and co-owner of our C-182 are on final approach after completing a post-annual flight to check systems, including our newly installed ADS-B equipment. The ADS-B worked well.
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Cloud Hopper
9 March 2014 1955Z
The pix below was taken just as my co-pilot and I were cleared to 5,000′ en route from KOSU to KZZV. Smooth ride. Can Spring be far behind?
Enjoy!
ADS-B Install
28 February 2014 1700Z
Having Garmin’s GDL 88(D) installed in my co-owned C-182 to gain early compliance with the FAA’s mandate for this equipment. Trying to avoid the mad rush of installs down the road, but also want to take advantage of the traffic warning and weather capabilities that this installation affords. I’ll keep you posted on developments. Off to buy another lottery ticket!
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Aviation Workshop Review
20 February 2014 1415Z
I attended an AOPA-developed, EAA-sponsored workshop last night titled, “What Went Wrong: Playing the Role of Accident Investigator.” The workshop presenter outlined the details of two GA accidents–one IFR, one VRF–in which both pilots unfortunately made decisions that ultimately proved to be fatal. Additional details from the NTSB were presented that determined that pilot error was a contributing factor to the accidents. While reading NTSB reports may be a bit morbid, I recommend that GA pilots peruse these files occasionally to learn from the mistakes of others. NTSB reports can be viewed through their website: www.ntsb.gov.
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