Rockford next Thursday?
- Thread starter tonycondon
- Start date
ScottM
Taxi to Parking
- Joined
- Jul 19, 2005
- Messages
- 42,530
- Location
- Variable, but somewhere on earth
- Display Name
Display name:
iBazinga!
Here is the pic of the gang.
It was fun, the restaurant was very nice albeit it was probably closer to my house than it was to KRFD
What a wonderful night to fly, the air was smooth and clear. I really did not want to stop flying, I am envious of you guys who got to got more than a few miles last night.
I guess I could have avoided all the approach paths to airports between 10c-06c-KRFD, and then I would still be flying this morning trying to find a way to travel the 30 or so miles between the airports
L-R: Tony, Ed, Grant, Scott
It was fun, the restaurant was very nice albeit it was probably closer to my house than it was to KRFD
What a wonderful night to fly, the air was smooth and clear. I really did not want to stop flying, I am envious of you guys who got to got more than a few miles last night.
I guess I could have avoided all the approach paths to airports between 10c-06c-KRFD, and then I would still be flying this morning trying to find a way to travel the 30 or so miles between the airports
L-R: Tony, Ed, Grant, Scott
Last edited:
Dave Siciliano
Final Approach
What a distinguished lookin group of guys! Sorry I couldn't get up that way. Wouldn't fit in, but could have held the camera!!
Best,
Dave
Best,
Dave
EdFred
Taxi to Parking
...page 2, and now the rest of the story.
I get to the airport and fill up for $3.19(!) with 100LL and one of the guys that works in the FBO is there, and asks where I'm headed, and then I asked if he wanted to go. So Brandon hops in 12R with me and we start heading west. Man, I forgot how my plane liked to climb. We were still making 500fpm through 9000 feet on our way up to 10,500 to cross Lake Michigan. I had the MP3 player plugged into the 340 and we were jamming out to come Crue and Sammy Hagar as we hit the shoreline. I had originally planned for 8500 feet and had the flight plan in the 430 to take me via Kenosha and then direct RFD, but then realized, hey ORD's airspace only goes to 10, lets give C90 a big middle finger and go direct Rockford over the top of the Bravo.
So we're cruising at 10,500 makig about 133kts across the water listening to guard like good little minions, when I hear a call for someone else to contact Minny center on xxx.xx and ident. Brandon hears the call too so I jokingly go to push the ident button, and instead he pushes it. What are you doing?!?! Oh great, I'm going to get tagged and then when I call up RFD APP I'm going to have a number to jot down and call. Well, that didn't happen, and after clearing the lateral boundaries of the Bravo we descended into RFD got a right downwind entry for 7 where I had to snuggle up behind a 172 doing left pattern bang and goes, and a KC135 also in the left pattern to come in behind me. I'm given instruction to land long, make Golf, not overrun the Cessna and clear the way for the 135. I'm blazing down on the Cessna, whom the tower instructs to make low approach for the Cherokee behind you. Of course, crossing the threshold at 120kts can do that. Ok Brandon you're going to get a lesson in how to quickly dirty up the airplane. Power out, trim up, flaps dropped and set her down about 1000' feet from golf, and high speed taxiied off of 7. I think the tower messed up on spacing because the Cessna wasn't more than 2000 feet in front of me, and the 135 had to abort the approach. We taxiied to North American and met Scott and Grant, who indeed was NOT wearing his 6Y9 hat, which I of course chided him for.
We waited around for Tony and his student, and checked out the L-39s they rebuild there, and try as we may we couldn't get Scott to pose in front of the one with a W '04 sticker on it. Too bad, that's avatar material right there. We then drove to somewhere in Nebraska for dinner, had some great conversation and then headed back to the field. A bit more conversation with Tony and then Brandon and I were off to cross the Lake again. I gave RFD my VFR east request at 7,500 and got to see all the UPS 75's coming in as we were leaving. I told them final altitude would be 11500 and I'd be over the top of the Bravo, and was given altitude at my discretion. I heard Scott terminate radar services and then shortly after that was told "contact Chicago Approach on 119.00." Not you can try, but cntact them. Well they were using 14 at ORD and they probably thought it better to talk with me. Well, after listnening for about 40 seconds I can see why Chicago doesn't handle VFR traffic. I got a break, and rattled off "Cherokee 2212R, one zero five climbing one one five." They gave me a new squawk and was given two traffic alerts which weren't really a factor anyway. No vectors, no heading changes, no altitude changes, just let me go direct to 9D9. After than I was turned over to ZAU on 133.2 who change my sqauwk again and was completely dead compared to C90. Crossed the lake without incident, and lazily descended into Hastings and landed about 1 am local.
Brandon decides to help me put 12R away for the night. I have a north end unit T hangar with sliding doors. The south door slides south, and being that I am the last unit, the north door also slides south. Brandon never encountered sliding doors the both go the same direction so as I get the south door open, I see him sliding the north door the opposite direction, and the hanging rollers come out the end of the track. Great. So we spend the next 45 minutes trying to get the rollers back in the track with a variety of failed techniques before We finally maneuver my truck with a ladder from the fuel pumps stood up in the back of the bed, me stading above the "do not go above this step" at 1:45 in the morning finally getting the roller back in the channel. I think I finally got home at 2:10 am and am now dragging ass today.
I expected to be home around midnight at the latest, ah, but it's worth it.
I get to the airport and fill up for $3.19(!) with 100LL and one of the guys that works in the FBO is there, and asks where I'm headed, and then I asked if he wanted to go. So Brandon hops in 12R with me and we start heading west. Man, I forgot how my plane liked to climb. We were still making 500fpm through 9000 feet on our way up to 10,500 to cross Lake Michigan. I had the MP3 player plugged into the 340 and we were jamming out to come Crue and Sammy Hagar as we hit the shoreline. I had originally planned for 8500 feet and had the flight plan in the 430 to take me via Kenosha and then direct RFD, but then realized, hey ORD's airspace only goes to 10, lets give C90 a big middle finger and go direct Rockford over the top of the Bravo.
So we're cruising at 10,500 makig about 133kts across the water listening to guard like good little minions, when I hear a call for someone else to contact Minny center on xxx.xx and ident. Brandon hears the call too so I jokingly go to push the ident button, and instead he pushes it. What are you doing?!?! Oh great, I'm going to get tagged and then when I call up RFD APP I'm going to have a number to jot down and call. Well, that didn't happen, and after clearing the lateral boundaries of the Bravo we descended into RFD got a right downwind entry for 7 where I had to snuggle up behind a 172 doing left pattern bang and goes, and a KC135 also in the left pattern to come in behind me. I'm given instruction to land long, make Golf, not overrun the Cessna and clear the way for the 135. I'm blazing down on the Cessna, whom the tower instructs to make low approach for the Cherokee behind you. Of course, crossing the threshold at 120kts can do that. Ok Brandon you're going to get a lesson in how to quickly dirty up the airplane. Power out, trim up, flaps dropped and set her down about 1000' feet from golf, and high speed taxiied off of 7. I think the tower messed up on spacing because the Cessna wasn't more than 2000 feet in front of me, and the 135 had to abort the approach. We taxiied to North American and met Scott and Grant, who indeed was NOT wearing his 6Y9 hat, which I of course chided him for.
We waited around for Tony and his student, and checked out the L-39s they rebuild there, and try as we may we couldn't get Scott to pose in front of the one with a W '04 sticker on it. Too bad, that's avatar material right there. We then drove to somewhere in Nebraska for dinner, had some great conversation and then headed back to the field. A bit more conversation with Tony and then Brandon and I were off to cross the Lake again. I gave RFD my VFR east request at 7,500 and got to see all the UPS 75's coming in as we were leaving. I told them final altitude would be 11500 and I'd be over the top of the Bravo, and was given altitude at my discretion. I heard Scott terminate radar services and then shortly after that was told "contact Chicago Approach on 119.00." Not you can try, but cntact them. Well they were using 14 at ORD and they probably thought it better to talk with me. Well, after listnening for about 40 seconds I can see why Chicago doesn't handle VFR traffic. I got a break, and rattled off "Cherokee 2212R, one zero five climbing one one five." They gave me a new squawk and was given two traffic alerts which weren't really a factor anyway. No vectors, no heading changes, no altitude changes, just let me go direct to 9D9. After than I was turned over to ZAU on 133.2 who change my sqauwk again and was completely dead compared to C90. Crossed the lake without incident, and lazily descended into Hastings and landed about 1 am local.
Brandon decides to help me put 12R away for the night. I have a north end unit T hangar with sliding doors. The south door slides south, and being that I am the last unit, the north door also slides south. Brandon never encountered sliding doors the both go the same direction so as I get the south door open, I see him sliding the north door the opposite direction, and the hanging rollers come out the end of the track. Great. So we spend the next 45 minutes trying to get the rollers back in the track with a variety of failed techniques before We finally maneuver my truck with a ladder from the fuel pumps stood up in the back of the bed, me stading above the "do not go above this step" at 1:45 in the morning finally getting the roller back in the channel. I think I finally got home at 2:10 am and am now dragging ass today.
I expected to be home around midnight at the latest, ah, but it's worth it.
gprellwitz
Touchdown! Greaser!
- Joined
- Jun 19, 2005
- Messages
- 12,774
- Location
- Romeoville, IL
- Display Name
Display name:
Grant Prellwitz
Though it may seem as if I'm of more than one mind at times, I actually have only one head (above my shoulders
) and many aviation hats, and 6Y9 didn't happen to be up in the rotation this time. Sorry! 
For all the grief we give them about their lack of responsiveness, there are times when I truly understand why they have no time for us.
Yes, it was. It was good to see you again!