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d with thermals as normal for this time of year i was glad to be home i took to eating twice a day most of the days i was there and as a result i m back up to right at 200 i m working back onto omad and hopefully getting the scale headed back in the right direction posted in uncategorized 1 comment aviation drama posted on june 3 2026 by alaskan454 i had a bit of an interesting experience this past weekend fuel prices are over seven dollars per gallon both at my home base of tta and my usual northern virginia destination of hwy however there are a few spots along the way that are still below six dollars hnz was at 5 50 up until a few weeks ago blackstone army airfield bkt is still at 5 75 and farmville regional fvx is 5 81 i being quite the cheapskate will stop en route if the savings will significantly offset the extra fuel that a second climbout will burn i stopped at hnz during a flight back in april as 100ll prices had just started to climb but when i planned the 16 17 may flight they d bumped to 6 25 at that time tta was 6 77 and hwy was 6 19 that was a small enough difference that i did the usual top off at both ends and flew both directions non stop this past weekend was different though tta was 7 12 and hwy had likewise bumped again to 7 05 i decided to stop at bkt i launched with the remaining fuel from the previous week s hwy tta return flight of approximately sixteen gallons that s roughly three and one half hours of flight time no reserve calculated fuel burn with the forecast winds was 9 8 gallons that would leave me with more than one hour of reserve but that was at the very bottom of my personal minimums i prefer to land with at least eight gallons on cross country flights but i will push that as low as five in good weather and daylight if there are en route options available weather was great not counting the stiff headwind at altitude so i decided the savings were worth it the flight to bkt was uneventful and i landed with seven gallons indicated i started the fueling process without issue i d gotten four gallons into the first tank when the pump spun down and went silent i thought it was an electronic or payment issue and checked the terminal it closed out my transaction and printed a receipt for 4 8 gallons odd i went to reauthorize the card and try again when i noticed that the payment terminal display was off power failure there is a telephone number on the pump to call for problems so i gave it a shot i didn t expect an answer it being almost 8pm on a saturday but i was pleasantly surprised dude said he was less than fifteen minutes away and he d be happy to come try to figure it out i thanked him and waited he arrived about twenty minutes later with bad news he d encountered a crew from the local power company just down the road they had a damaged underground line and had killed power to the area to repair it they estimated a couple of hours before they would be done and have power restored i knew that such was only an estimate and the wait could very well be much longer i assessed my fuel including the tiny splash i was able to add before everything died and went about searching for an alternative fuel source first i considered launching for hwy but foreflight had calculated required fuel at 10 6 gallons given the 19 knot headwind and the sid i was expected to fly with only twelve gallons on board that was well below anything i was going to attempt especially at night richmond was 9 08 per gallon which i d have paid if i had no other choice but was significantly east of my intended route richmond exec chesterfield and hanover are both full service only and were both closed for the day dinwiddie has self service but was even farther out of my way than ric somehow i missed fvx as an option despite it only being twenty nine miles to the northwest instead i picked louisa lku which was fifty six miles away was right along my route and thirty minutes closer than hwy it was less than one hour s flight time even given the forecast winds i decided that i could do that with twelve gallons of fuel i launched and picked up my ifr clearance to hwy since that was the flight plan already on file i planned to request the divert to lku once i got closer once i got to my final altitude of 5 000 i throttled back to 55 power my normal is 65 and leaned for maximum economy fuel flow was 4 2 4 5 gallons per hour compared to 4 9 5 1 at 65 but i was still managing 82 85 knots of indicated airspeed the winds were less unfavorable than predicted too with groundspeed averaging 73 knots i kept a close eye on speed fuel flow and fuel remaining within the first thirty minutes i was reasonably sure that i could make it all the way to hwy without running available fuel into unsafe territory i crossed over lku with nine gallons indicated remaining that s 30 of maximum capacity and somehow only three gallons less than i had when i departed bkt thirty minutes more to hwy and nine gallons on board even with the higher burn rate on the approach full rich mixture i was confident in continuing out of pure paranoia i did request the visual approach to save the five to seven minutes that the instrument approach would have added though that s where the most interesting part of the flight happened though i rarely fly normal rectangular traffic patterns i fly them even less frequently at night i was going to land straight in on runway 33 but someone was doing stop and gos on 15 so i crossed over the field and turned downwind for 15 i turned closer to the airport than normal especially considering that the guy doing the pattern work gave me a heads up that there was a noticeable easterly wind at pattern altitude despite calm at the surface starting too close to the runway plus the push from the east had me much closer than was ideal then i did my next stupid and turned base early base turned into an overshot final with the runway threshold rapidly approaching i pulled power almost all the way out to get it down kept the turn as tight as was safe for low altitude maneuvers and made very sure to keep the airspeed above 70 knots i had no desire to spin in on final from trying too hard to salvage an unstable approach but i really didn t want to go around and do it again i knew i had enough fuel to do so but i just wanted it on the ground it had already been a long day had the turn needed to be any steeper or had i not been able to get it straightened out with plenty of runway remaining i would ve gone around i m crazy not stupid i ll push to the edge of the envelope on the rare occasions that it is called for but not beyond and i ve flown enough by now to know the difference i got it lined up on centerline just before the threshold and had wheels on pavement by the 1 000 marker fuel quantity indicated at shutdown 5 1 gallons i bit the bullet and had hwy pump twelve gallons of seven dollar avgas into it and made plans to stop at fvx on the return flight to take advantage of 5 81 gallon the leg to fvx sunday night was uneventful i was cleared direct and my on course heading was 211 lined up perfectly with runway 21 which the wind was favoring it s smallish at seventy five feet wide and 4 400 long so i was only twelve miles out when i could positively identify it landing was uneventful and i easily stopped by the midfield turnout for the fbo fuel was right there no search necessary fvx to tta was mildly interesting the forecast at departure from hwy was sky clear or scattered high clouds until the last fifty miles at which point scattered clouds at 7 000 were on the menu i filed for 6 000 because the winds at 4 000 were forecast to be a punishing twenty knots but only twelve at 6 000 during the climbout from fvx i pulled up adsb weather for tta and found that there were already scattered clouds at 5 500 despite being legal and competent to fly through clouds i avoid them when i can when i called up roanoke to get my clearance i amended my requested final to 4 000 better slower and clear of clouds than a bit faster but in and out of clouds that are likely full of all manner of bumps and similar unpleasantness i had full fuel at that point and even with the additional headwind i was only looking at just over one and one half hours full fuel is 5 5 hours at 65 power and given the bkt to hwy experience at least an hour more than that at 55 roanoke cleared me direct at my newly requested 4 000 feet winds were as forecast with an average groundspeed of 74 knots at my normal cruise power setting again my on course heading was straight in for runway 21 at tta although raleigh almost always routes me slightly west of course to stay out of rdu arrivals and departures not this time for only the second time in the nearly one hundred flights i ve made from that direction i wasn t vectored but was allowed to fly on course directly over the northwestern corner of their class charlie airspace that had me flying the approach from an intermediate fix instead of the usual initial approach fix a few miles to the west in line with the usual vectoring angle that i get my clearance was to cross the assigned if at above 2 200 after which i was cleared for the approach proper the final approach fix is 5 6 nm from the if i can descend from 2 200 to 2 000 but cannot go lower than that until after crossing the faf at that point one must follow the vertical guidance provided by the instruments until reaching the decision altitude i crossed the if descended to 2 000 slowed the airplane down to approach speed and leveled out as is the procedure at some point though i got to thinking that i was already past the faf and should be descending i pulled power back deployed approach flaps and started coming down the guideslope was nearly fully deflected up telling me that i was too low but since i didn t immediately start descending at the if which my brain had decided was actually the faf it also told me that i was too high and needed to descend more to intercept the glideslope the needle went fully deflected so i pulled more power out still thinking that i needed to be lower then at about 1 850 150 low and two miles from where i should ve started descending i figured it out i crammed power back in and climbed back up to 2 000 maintained that to the faf where the glideslope was perfectly centered the rest of the approach and subsequent landing were unremarkable understand that although i busted the altitude i was not in any real danger at that point i had the airport in sight and would have seen any obstructions had there been any additionally the highest feature along that corridor was less than 500 so i had well over 1 000 feet of clearance at my lowest altitude had i continued things could ve gone differently i did figure it out rather quickly and it was definitely remarkable enough to serve as a good learning experience reminder i ll not likely repeat that mistake posted in uncategorized leave a comment mission scrubbed posted on may 23 2026 by alaskan454 i m staying home this weekend weather forecast for home is manageable with 4 miles of visibility and ceiling at 700 feet for departure and 6 and 9 000 feet for monday s return en route will be light to moderate rain with scattered thunderstorms that i could probably avoid without too much trouble northern virginia is a bit different at my planned arrival time it will be 1½ miles and 300 feet that gives ¾ mile of visibility and 100 feet above the legal minimums given my complete lack of recent experience in imc those conditions are a hard no further complicating that is the alternate discussion culpepper fredericksburg hanover charlottesville louisa and even richmond are all below minimums to be used as an alternate not for the available approaches they are all just barely better than those minimums manassas stafford and lynchburg are all right at or slightly above the alternate minimums that means that it wouldn t take much degradation of conditions for me to find myself in an untenable situation again no monday s departure would be manageable with 6 miles and 1 500 feet but that hardly matters given the arrival situation i m absolutely not driving interstate 95 in the rain on a holiday weekend that leaves staying home posted in uncategorized leave a comment animal adventures posted on may 22 2026 by alaskan454 i added five birds to my flock about two months ago they re still on strike averaging less than two eggs per day for the last several weeks across twelve birds ten of those are one year old or younger in their prime peak i have approximately three weeks worth of feed remaining on hand either they re laying normally by the time it runs out or i buy no more i ll leave the main coop door open during the day and they either forage or die and hope the hawks or other predators don t get them stupid lazy welfare chickens i refuse to support them if they won t work speaking of other predators this guy showed up last night ate all the cats food then carried the dish out into the middle of the yard and left it possums raccoons and now foxes i need to buy more shotgun shells posted in uncategorized leave a comment flight posted on may 20 2026 by alaskan454 it was just brought to my attention that i haven t posted much about flying in a while apologies for that i have flown a bit recently but it hasn t been all that remarkable in the last six weeks since my llws adventure i ve logged over fifteen hours it s all been the same xc routes that i regularly fly on one occasion i stopped for fuel at hnz the airport from where i flew my first tomahawk i d bought my bird but i needed a flight review and checkout in the make model for insurance i found this guy with one in his fleet who was willing to fly with me so i drove the ninety minutes to accomplish the necessary the only reason i flew back in recently was because they still had 5 50 100ll while tta had bumped theirs from 5 41 to 6 77 my usual route goes almost directly over hnz so it only cost me maybe a gallon of gas extra for the second climb since i needed almost twenty gallons it was financially advantageous to stop and fill up there it was after hours so i didn t see anyone much less the cfi that i flew with and that tomahawk was sold not long after my flight in it i am getting more comfortable as a pilot my comms are almost automatic and with the very familiar routes and approaches i can relax in the cockpit in fact i commented to wife after a recent flight how much of a joy that particular flight was i m not doing the white knuckle thing on the yoke much anymore and while i still wander a few degrees off heading when changing frequencies routing fuel tanks i correct quickly and my landings seem less likely to bend the airplane lately i think i m finally getting the hang of this flying thing after logging 430 hours speaking of logged experience i just went through the annual insurance renewal process during which they ask hours flown in the last twelve months 97 total tim...