ND4 Filter

I have posted a video on YouTube with the results of use this filter. It does make watching the video more enjoyable.

Learning, learning, learning

I am still very much at the beginning of learning what it means to be a pilot. Case in point: 

This week I took N80154 for an evening flight. The weather forecast predicted severe CAVOK with easterly ground winds 8-10 knots and 20-25 knots between 1500’ and 5000’. My plan for the evening was to do a small loop outside the airfield followed by a dead stick landing from 2000 AGL, touch-and-go, and a full stop landing (Take offs = Landings). The active runway was 18 with winds 10 knots from 140. I had purchased a few weeks ago an optical filter (ND4 Neutal Filter) for my mini-cam. The filter removes the propeller blur for the videos. I’ll post the video later. EDFB had a few flight schools doing touch-a-goes and my start was delayed a bit. A Kantana takes off before me and the tower reminded me to keep space between me and him. I pulled out onto the runway and waited. And waited.    A  n  d     w  a  i  t e d . I realized after what seemed to be ages (probably 1 ½ minutes) that in the future, I’ll won’t wait on the runway, but at the run-up area. This way, if someone needs the runway, I will not pose a barrier. That is Learning Point #1 for this evening. Crosswinds are manageable during take off, but an OAT of 30°C and QNH of 1011 gives a Pressure Density of 2256’ (EDFBs elevation is 397’) and increases my take-off roll about 20%. It really takes longer to get in the air. I also notice that my radio work needs practicing. I am hesitating and it just does not flow like when I fly more often. I have to crab into the wind to keep my heading after I leave the circuit. The compass shows 060, but the GPS track is 025. 025 is what I want. My AS is 95 knots and GS 91.

I fly my legs like a good boy and radio to EDFB that I am 10 miles north and will approach from HI-KEY position. The tower guy really does not know what that is so I explain in German. At 2000’ AGL on the altimeter over the middle runway facing 180° I cut the power and turn to the east trimming for best glide. The wind is still really blowing and pushes me to the north. I have not done this kind of thing since my flight training, and it shows! I keep looking over my right shoulder for the strip, but lose sight of it. OK, I have lost ~400’ so I turn to the north to continue the circuit. The Kantana is doing the same manoeuvre as me, but on the western traffic circuit. Have to keep a look out… I see the field to my left, my GS is close to 100 knots, but the AS is 80. Quick as a bunny, after losing 300’, I turn to the west. The sun is behind some clouds and I can see that the Kantana is still on the downwind leg. But I am a too high. 10% flaps should do it. I call “Base” and double check that my landing light is on. I don’t need carb heat since the OAT is close to 30°C. OK, turning final, but I am WAY too high. Dump the flaps to 30% and push the nose over to keep up the airspeed.

So here comes Learning Point #2 for this evening: If it looks wrong, it is wrong. N80154 does not like 30% flaps in a crosswind situation. Cessna writes that 20% is all that you need and more just brings drag. Ok, so cross winds with 8 knots directly from the east, landing on runway 18 and I am too high. What should I do? Go around. What do I do? Dump the flaps to 40% and try to pull it off. Wrong move, buddy. It seems on final all I see is runway in the wind shield, airspeed is OK-ish, but still too fast. I flare and hold. It seems as if I touch down on the mains, but I spring into the air again. Shit. I give a bit of gas to smooth out the next landing (2 for 1) and touch down. The front wheel shimmies like crazy, add back pressure to the yoke, flaps up, and full power. The take off is a welcome relief and I cruise around in the circuit to do my final landing.

So what did I learn today? Avoid waiting on the runway. If the Kantana had to circle back for an emergency I could have been an obstacle.

And 2, if it looks wrong, it is wrong. Go around and do not try to save a botched approach.

Grob 115

A few weeks ago I did a check flight on a Grob 115a from Deutsche Luftfahrt AG in Egelsbach. They had been advertising that they have a new aircraft and the best part for me is that it „only“ costs 129€/hour wet. The C-172 in Reichelsheim is 165€ so this saves a bit and I get to fly an aircraft made in the 80‘s. I will be probably be flying N80154 less and using it only for longer flights or for multi-day trips.

The Grob was introduced as a primary trainer back in the 80‘s and if you believe the website from them, it was fairly popular. They went out of business, but are back as Grob Aerospace. When I did my PPL in Augsburg there was a flight school that only had this aircraft. I did feel kind of stupid/strange/weird walking with my instructors then past these newer, cleaner aircraft and getting into a dirty, oily C-152 built in the early 70‘s. Nevertheless, it is the instructor that makes the difference and not the aircraft. But back then I was somewhat envious of the students from this other school who got to fly in these beauties.

The check flight went well except for the landings. I forgot my cushion and had problems flaring and staying on the centerline.

When I went for a flight on my own, I had the cushion and really had fun keeping the nose up during the flair. The cockpit is fairly basic with probably the original King/Bendix radio stack. As someone who has up until now basically only worked with a Garmin 430, I notice how far technology has come over the past 20 odd years. I also noticed that the Grob is louder than a Cessna. Maybe not volume-wise, but the plastic flyer sounds different than the alloy aircraft I have flown in.

Basically, I need an aircraft that I can charter for a hour each week and the Grob will let me do that without breaking the bank. 

Eye in the Sky

I went a bought a mini camcorder to try and record some flights or at least the take offs and landings. I seem to have found a good place for it. I attached it with some velcro (what would mankind do without this stuff!) and it seems to hold it in place without any vibrations. I want to try and attach it to my headset later. 

The sound is (as to be expected) terrible. I wanted to try out a cheaper camera before I get anything more professional. The camera  is a Rollei 100 Action Cam that I got at Amazon for 67€ including shipping. The functions are very rudimentary, but it seems to deliver decent results for the money. I have read in some forums that certain people where disappointed with the quality, but for under 70€ I really cannot complain. Nothing really fantastic, but more of a „Proof of Concept“. 

You can see the fruits of my labours here: http://www.youtube.com/watch?v=z7DqWv7cjuM&feature=g-upl and here: http://www.youtube.com/watch?v=e8lRO_WdTEM&feature=g-upl 

VOR Magic

So I finally figured out how the VOR works in N80154. It is not hooked up to the Garmin 430, but to the King Dual NAV/COM unit. Duhh... The last time I went out, I had tried to use the VOR and set the frequency in the 430. I was also using my iPad to back me up (can never be too careful around EDDF) and was getting conflicting information. Since I trust my iPad flying skills more than my RNAV, I stop using it.
This time, armed with the knowledge where to set my frequencies, I set up a RNAV route around Frankfurt. I took KC from work; he took pictures the whole time.

After take off (EDFB), I set my heading to 115.50 Mhz and flew 360 in-bound to VOR Charlie. I use the VOR display differently than is taught in flight school. The examiner from LBA Bavaria-South taught me this: always set your in-bound so the arrow tells you „FROM“ so your radial can be read from the top of the dial and the magnetic bearing is then shown on the bottom (Hint: TO is on the TAIL: meaning the bottom of the display).

This way, if you need to change you in-bound radial, turn the dial so the new radial is on the top, see which way the needle has moved (to the left or the right), read you in-bound compass bearing from the bottom, and go 30º to the direction the needle has moved. You now have your new in-bound magnetic bearing without having to remember any rules. It is actually easier then it reads. For example, see the VOR indicator upper right; I am in-bound 230, magnetic 050º.

Let say RADAR asks me to fly in-bound 215 due to traffic coming from the left.

Dial then 215 on the VOR. The needle went to the left meaning then that I go the bottom of the dial and go 30º to the left. In this case, 35º+ 30º means I will fly 065º to intercept in-bound 215.

I have found that this method removes any guess work from working with radials. Outbound works exactly the same except that instead of using the bottom of the dial, use the top.
Anyways, after I had my fun doing some radials and KC shot some pictures, I let him fly for a while. It is really true what my flight instructors said: One of the toughest goals is to teach a student pilot how to fly straight a level. Not that KC flew badly, but up and down left and right; I had given him some tips before I gave hime the yoke. No, I do not expect anyone to get it right the first time either, it just impresses me more how much patience a flight instructor must have to teach the finer points of flying straight and level!

Here are some impressions that KC made:

After take-off

EDFZ

City of Mainz

N80154 Cockpit

Downtown Frankfurt

EDFB

I cannot believe I launched in this...

I have changed fields and plane. I will still use D-EGDG occasionally, but I have found a C-172 that somebody rents privately. This means I save 60€ an hour and can book it online rather relying on a charter company. Like all the aircraft I fly, it is a bit older, but since it is in private hands, definitely is optically in better condition. I always had questioning stares from people I flew with in the AA-5; it had seen better days and the start acrobatics did not impress anybody including yours truly...


So after doing a check flight with the owner, I wanted to do a longer X-country to Augsburg. The weather forecast was not promising, lots of layered clouds, but it should stay stable. I launch from 18 at EDFB, climbing to 3300 (watching out for EDDF Charlie Airspace) and turn to heading 143. After 10 minutes, I notice that I have to climb to get over the clouds, more exactly, between cloud layers. The airspace will let me go to 4500, so here goes! After about 5 minutes between cloud layers, a solid wall of grey, white clouds forces me to turn to 090. OK, I have my iPad and over 3 1/2 hours of fuel with an expected flight time of 1:30. AirNav Pro re-estimates my flight time (as does the Garmin 430) and everything should be fine. After 15 minutes, the situation towards the south does not get any better. I have used 30 minutes of fuel and I am still not heading to EDMA. OK, time to turn around. I am not happy with the situation and start to worry about flying back in the afternoon.

I decide not to fly direct back to EDFB, but do a small loop to be able to do a direct final. I head north for a while and try to head west, but no dice: a solid cloud bank will not let me fly in that direction. I have been listening to Langen Information during my flight and continue to listen to some VFR fliers (like me!) having problems. I hope I do not have to call Langen for help! My iPad is definitely a help to keep me legal and situationally aware. Without it, I would not have tried to start today. Ok, so back to my situation: I turn to fly back to Reichelsheim the way I came. I notice that I am losing some RPMs. Hmmm... More back pressure on the yoke to keep my altitude, trim a bit more, keep flying since the clouds are more of a problem. I then notice my air speed has dropped from 100 knots to 90. RPMs are slowing... Shit, carb icing!! I pull the handle and the motor starts to roar again. Man, got to pay attention!!! That is the first time I really needed to pull the carburator heater. Usually, I have only used it when the check list called for it. I push it back in when the RPMs stabilize (about 15 seconds) and return to flying back to EDFB.

Now, I have to find a hole in the clouds; I am 10 minutes out, north of the field. I hear on the field frequency that there is a student in the circuit. Who would fly in this crap? Anyways, after flying through some high mist (read clouds, but see-through) I can level out at 500 AGL. I ask the tower to turn the lights on since I am not yet really familiar with the area. I double check that I have the Christmas lights on (strobe, nav, and landing). The student (in a LSA) is on final and the runway lights are on. Damn, I was never so happy to see a field before! 20% flaps and flare. I have to get used to the way the Cessna likes to land. The AA-5 has more or less an automatic landing mode (72 knots, 30% flaps and let the ground effect land FOR you) where as you have to „work“ a Cessna.

As I taxi back to the hanger, the tower reminds me that I am still „lit up“. No problem, I turn the lights off and roll to the hanger.

Tango

SITREP:

- 23.03.2012 EDFE Apron Hanger 6
- D-EGDG
- No Power

Last week, DG was doubled booked and I had to give way to a flight student. Very disappointing. The FBO called me later in the day and offered 30 minutes free the next time I fly. Alright, no problem.

So when I show up to fly the next week at noon, I am hoping everything will work out. I planned to fly to EDEW to do some touch and goes and on the way back, some basic air work. I am greeted in the office and Mr. Miller (part time help, actually doing his ATPL) suggests that he comes out to the aircraft with me.

We make our way over to Hanger 6, bright sunlight and 20*C, great day for flying. I do the pre-flight and cannot help noticing that Mr. Miller is paying fairly close attention to what I am doing. Fine, whatever. I check the oil and notice that there is less than 4 quarts. According to the POH, minimum is 2, but if the aircraft can take 8, 4 is half and 2 is basically criminal. I ask Mr. M if there is some oil in the locker. No, but there should be some in the back of the plane. No, there is an empty oil bottle in the back. Ok, he suggests that we taxi to the pumps and get some. Better yet, I should finish my pre-flight, and he will go to the pumps and get some oil.

I turn on the master expecting to hear the gyros wind up, but instead I am greeted to the sounds of silence. Hmmmm, battery empty. Get the power cart and crank it. DG starts without problems, but the battery is so empty, that the radio does not work. No radio, no taxi. I shut her down and wait for Miller to return. He shows up (with the wrong oil), I explain the situation, and he is sort of dumbfounded. I had noticed when I entered the cockpit all of the lights switches where on, but the master was out. Since I am a previous owner of a 1973 VW van, I am familiar with shorts in an electrical system that can cause a battery to drain over the course of a few days. Mr. Miller calls his boss to explain the situation. Boss thinks the circuit breaker from the alternator is broken and we should replace it. What? Maybe he thinks that.... I have no idea what that would have to do with the current situation. If during the last flight, the battery was not charging, then I doubt that they could have completed the night flight with radio, lights, etc. and changing a circuit breaker means tearing the panel apart. No, not today. So, we get the power cart out, hook her up and let the motor turn. After a 10 minute idle, the radio starts to work. After 20, I call Apron for departure information.

It really seems as if it is more exciting to get the plane going than the actual flying.
A sad state of affairs...

I fly to EDEW to do some Touch and Goes. There‘s a Robin and a C152 in the circuit so I have to pay some attention. The first landing was way too long; I was at the halfway sign before I touched. Too fast on final. The rest were uneventful. And I was using max flaps this time and I was able to correct for my long flares.

This weekend is chilling with Number One. I wonder what surprises are in store for next week...

Finally in the air again

After a month of waiting, I could finally get some stick time. The weather the last few weeks had been limiting to say the least. Although not perfect, it would do to fly to EDTY from EDFE and back over EDRY. Unfortunately, the maps for 2012 were not to be had from my normal internet dealer and the folks at Air Navigation still did not have the current maps online. Sh*t. I checked with my FBO and they had some 2012 availiable and they would set on aside for me. An extra 10 Euros is cheap compared to a ramp check...
I like to fly to EDTY since this field was the first leg of my cross country solo last year. Giant relief when I could see the field that day.
I get to Egelsbach and pick up my map, final weather check, and out to the D-EGDG. I brought a soft cloth with me to clean the canopy. Not that they have a dirty a/c, but it is a charter plane that is mostly used for instruction.
After the pre-flight, time to start. Thinking that since the OAT is above zero, the start should be no problem. Wrong. After emptying the battery, I go and get the external starter. Thinking again that this will be a battle royal, the motor catches basically on the first turn of the prop. Hmmmm. The on-board battery is probably on its last legs. After double checking that the park brakes are set, I climb out into the prop-blast and undo the battery. It is one thing to be walking past a turning prop on the apron or even to be sitting in the cockpit, but to be only what seems to be a few centimeters away from those turning blades was truely nerve racking.
Call the apron, taxi to fuel up. Fill up to150 litres, call the apron again, taxi to 27. Unfortunately, I notice 3 seconds too late that I have miss the taxiway and am proceeding to the runway. Shit. Call the apron to get the OK to turn around and head back to Taxiway Alpha. Run up checks and away we go.
The is the first flight in ages where I could work with the Garmin 430, do some RNAV, and generally concentrate on flying and not concerning myself with Airspace Charlies, unhappy controllers, or consistently preparing for patterns.
EDTY came in sight and after having to slow down for a DA-20 in the circuit, I floated a nice long landing (I wanted to see how long I could stay a meter over the runway) and proceeded to my my next POI, EDRY (Speyer). They have an aircraft museum which I took some pics.
The flight back to Egelsbach was uneventful, however, I have noticed that I am in the habit of only using 20% flaps. This would explain why I have not been able to hit the numbers for a while. This weekend I will make the effort to use full flaps. I think I started using less flaps since the cross winds were close to the max allowed and I found that only 20% allowed me to see the runway better and correct.

To sim or not to sim...

Due to the typical spring weather in this part of Germany, I have been making more use of a virtual aircraft than a real one. A former coworker asked me if it was possible to learn to fly only by using a sim. Basically, no, it is not possible. A good computer simulator (I use X-Plane, I wanted one that would run on Mac and Windows) can help to teach procedures, RNAV, to a certain degree radio work, but not really be the only way to fly.

The accuracy of the simulator effects how well and how accurate you can practice real flying. I went all out when I set mine up, shopped a well known internet selling platform for a yoke, throttle, and rudder pedals as well as purchasing very realistic landscape for Germany. I could practice my cross country flights without getting "lost" or better yet, getting lost with and then getting "unlost" with only a compass and map. Very enlightening. Recently, I have been practicing cross wind landings at and over the maximal recommended for the AA-5 I fly. Tricky at best, and no, nothing I would do in real life. Although, it is pretty cool landing 90 degrees to the strip with a 60kn cross wind perpendicular to the runway. You can basically hover! And that is where the danger comes in.

In the sim, I can loop, barrel roll, spin, and basically fly any way I want in the AA-5. I cannot believe that I would do this in real life, but I always have it in the back of my head, that yes, the sim let me do it, so maybe I can. Very dangerous. I have not survived flying into a simulated thunderstorm. Dead within minutes.

X-Plane has a plug in that allows it to couple with Air Navigation Pro on my i-Apple products allowing a further level of realism to my "sim-experience". Probably one of the best learning experiences I had at home was what to do if the iPad crashes or loses a GPS signal. How do I trouble shoot AND fly the a/c? Once again, I could painlessly practice this without endangering myself or anyone else. The lesson I learned was what everyone always says: fly the aircraft first. On the sim, you change pitch or direction without feeling it and you can get into trouble fairly quickly.

A good computer simulator is not a substitute for the real thing, but for praticing procedures, definitely worth it.

The Cushion (or how I learned to land)

Every flight student knows that landings are a tough maneuver to learn. Everything else you learn has a wonderful safety net called altitude. Landings are where the metal meets the meat (metaphorically speaking). Landing a C152 on a big wide strip like at EDMA, should be no problem: landing speed 65 knots, Rate of Descent ~500 ft/min until you are over the threshold, chop the power, and flare. Until the runway starts to move to the left, now right rudder, no, too much flare, stall warning blaring, instructor looking at you as if you want to end his life while at the same time telling you that we are not center line. Thanks for the info…
You can read about some of the finer tips here: http://philip.greenspun.com/flying/how-to-land-an-airplane .

I had one FI (KP)  who insisted that we hear the stall warning just before touching down. If not, he would haul back on the yoke so the nose would point back to the sky and yell, “See!! It still wants to fly!! You pay to fly and not to roll!!” Sigh. Thanks, but I am still happy to have landed without bending anything.

It takes about 40 landings before you can start to notice or feel how to land correctly. It took me about 60 before I started to get the hang of it. You need to flare the a/c so you can reduce your forward speed without climbing. Climbing while landing is not landing, but flying and you are about to go bounce on the runway. Let the instructor of your choice explain your options if this happens.

So what does this have to do with a cushion? Around Landing #50, KP asked how I felt about my landings? Well, OK, but I have a hard time after the flare. Why?, he asks. I cannot see the runway. Fine, then get a cushion to sit on. D-EGCW only had these folding camping chairs for seats; you basically sat on the floor. I went to a department store later in the week and tried to find an acceptable cushion. The problem is that most cushions flatten right away; I needed one that did not compress. After much searching I found one on sale. This red cushion would be with me on every flight.

Finally, I could see the runway as I flared and could correct the left drift with the right rudder. No more excuses for not hitting the center line.


Waiting for spring...

Glass with Number One

A glowing red fireball greeted us as we turned east on the autobahn.

The high pressure that has dominated central Germany's weather with its clear blue skies and frigid temperatures the last three weeks weakens slowly. This would be maybe the last chance this month to take Number One for her first GA flight. Called the FBO on Wednesday, but received a no-go; DG is booked up on Saturday.

On 10.02, my mobile rings. The charter company calls to say that there has been a cancellation, D-EGDG is available, would I like the time slot? Affirm. Oh, and by the way Mr. Smith, we will have a can of starter spray in the office and one of the instructors will show you how to work the ground power. Perfect. I want to avoid a 90 minute starting ordeal like last week.

After an early breakfast, we drive to EDFE. Being too early for the FI (he has the keys to the office), we we dive into the terminal, I get the weather and Number One powders her nose. I wanted to fly to EDTY (Schwaebisch Hall), but the weather might be a bit marginal. No taking chance with Number One, I decide to do a local flight. FI arrives and we go into the office. I check the airplane logs and see that it just had a 100 hour servicing. Super, shake-down flight. Last time I had that, the battery cooked on a C152. Another story, another time. You never know if somebody forgot this, or missed re-attaching that.

Winds are a bit stronger today than last weekend and a thin dusting of snow covers the taxiway. Nope, never done snow before. After pre-flighting, we attach the external power. At least she cranks better. Prime three times, crank... No go. Wait a bit, starter spray gets it chance. Spray, prime, crank... One cylinder catches, but no real fire. FI says that the fuel is dripping out of the cowling. He should have seen the puddle I left last week. After more unsuccessful attempts, I ask him if he could try. Sure thing and he jumps in.

Thirty minutes and a can of starter spray later, we finally get her to light up. The trick was NO priming, soak the air filter with the spray, and pump the throttle. Damn, I wish they had an engine pre-warmer. At EDMA where I did my training, they had one and even the oldest, most worn out C-152s started like a charm in -20˚C weather.

The FI and I exchange places (him out, me in) and then let the motor warm up for fifteen minutes. When I checked the oil before the start, it look like molasses...
Call EDFE Ground, taxi to 09, do the checklist and line up. I notice the runway is covered in snow. Hmmmm. Winds are from 030 at 8 knots. I roll a bit left of center and punch it. Turn a bit into the wind with the yoke and rotate at 65 knots. We have a density altitude of -4123 feet, so we basically rocket into the air. Rudder keep us centerline, climbing to 1300' before I can turn to Kilo.

After passing Kilo, I explain to Number One, what the controls do, the various instruments and why I cannot climb too high (EDDF‘s Charlie Airspace). We cruise out from under Frankfurt‘s Kingdom and climb up to FL055. The visibility has greatly improved as well as the OAT. We are now at a balmy 0˚C as compared to the -13˚ at T/O. We really notice the temperature change when we descend later.

We poke around a bit and then decide to head back. We descend down to 3400‘ to pass under Frankfurt and call EDFE Info, 10 miles from Tango. 09 in use, wind 040 at 12 knots, squawk 4441, QNH 1033. This is the only Info airport I have encountered where you have to change the transponder setting . Has to do with FRA; they want to know if a small aluminium menace is about to scratch a Lufthansa Heavy. I enter downwind at 1300‘ and notice that the ground is moving by a quite a clip. Quick look at the Airspeed, 90 knots, OK, the Garmin 430 says 121 knots GS. Oops... Flaps 20 and haul the reins back. Base is at 85 IAS, still 100 GS, but my saviour is the final: with 75 IAS and 65 GS, I float over the threshold and set a respectable cross wind, snowy, centerline landing.

Waiting for spring...

Tiger no start, Kimosabe...

CAVOK over Europe the whole week. Called the charter company on Tuesday, yes, D-EGDG would be available Saturday morning. Good, please reserve. I invited two coworkers  if they would like to come. Both confirmed immediately. 

Arrived early at EDFE to get the weather an prep the Tiger. I had to have the beast rolled out from the hanger, since EDFE pack the planes real tight in their barns. No time to prep before the boys arrive and it turns out better this way. I give them a briefing on what to do and how to act before we proceed to the a/c.

After the mandatory potty breaks we walk out on to the sunny, albeit cold, apron. My coworkers take photos and generally gawk at the collection of different aircraft. We arrive at D-EGDG and proceed to pre-flight. Halfway through they lose interest and I finish on my own. They needed a smoke break...

This is when the fun starts. After strapping in and turning the starter until the battery is empty, our moods are somewhat destitute. We disembark and head back to the terminal. I go to give the loaned headset backs when the desk guy tells me that we can get a jump from their starter wagon. Best news all day! We head back to the Tiger and await the man with the juice. They show up a short time later and ask me 12 or 24 Volt. Duuuhhh... doesn‘t it say on the port? I ask knowingly. Yeah, but it‘s hard to read... Oh. yeah, 12V. We get some fresh electrons, but D-DG still does not want to go. After priming and priming and priming while cranking, and cranking and this that and the other thing, my thumb is starting to get really sore pushing the starter button. Finally, a cough, then a second and third, then out; I am really getting frustrated. Pilots have to think positive...

Right about now a concerned gentleman comes over to us. He informs me that he has his PPL-A exam at 12:00 local. He is giving me a look that if I break something, he might break me. No problem, I say, we are just going for a little flight and I am sure that the examiner will appreciate a warm cockpit when the time comes. He goes away not sure what to make of all of this. 2 other pilots come by to give us their condolences and some not-so-helpful tips. One of them is from the DFS who‘s P-28 refuses to start as well and is waiting for the battery trailer. 

After about the tenth time promising that if it doesn‘t start, we are getting out, the coughing fit starts again, but this time, I notice on the CHT gauge, that there is a fire in there. Hmmmm, go baby go!! Finally, with much ado, DG is running!!! 

Needless to say, the time is running short. The whole episode took 90 minutes, it‘s 11:00 local, we need to be back by 12:00 and the charter company asked me to tank it to the tabs for the exam.

A quick taxi to 09, and away we go. This is the first time the coworkers have flown in a small plane, so I show them some simple maneuvers with a small stall that they didn‘t really like, but I thought was cool.  

Back on the ground, a quick taxi to the pumps, tank her up and back to Hanger 6. I head over to the FBO at 12:15 to excuse my tardiness, but the examiner is not there yet. I tell the guy that my examiner was late for my exam, so no problem.