Details...

Having finished the bulk of the work on the plane, I am now concentrating on all the little finishing details. Today's project: Operation Spinner Shine. I am a sucker for polished spinners, so it was inevitable that I should tackle the project on the Apache. I had previously done this on my Wife's Tri-Pacer years ago, however, I have since learned to polish aluminum better (that means this time it took longer and cost more). Interestingly, the last time I polished a spinner, it was for a friends Apache in SLC. Upon finishing one side, I had one of those "Gee, I love owning a twin" moments when I thought "Aww crap, now I get to do the other side". It can wait until next month.
I also replaced the air filters today, which prompted me to repaint the covers for them. Hmm... New spark plugs, oil change and maybe a fresh battery and she's ready to unleash the fury in search of the perfect $100, umm, I mean $200 latte.

Oh yes.

Noni keeps guard, lest the evil snowplow get too close.

She's starting to look like an airplane again.

Finished! (for now)

The interior of my plane is finally "done". There are still a few little things to take care of but its ready to fly now.

Just as soon as I change the air filters, spark plugs, oil, bleed the brakes, service the hydraulic fluid, grease the landing gear, overhaul the left prop, wash and wax, oh yea, and put gas in it...

Freakin airplanes....

Juneau Video

ENOUGH ALREADY!

WARNING: This is a rant, I am pissed and I am only going to just barely censor myself.


Film makers, musicians, writers etc. GET OVER YOURSELVES! I realize you work hard for what you do, and you get paid well to do it, but do you not realize that by shutting down people who want to enjoy and share your work you are hurting yourself, rather than protecting your work? Case in point: Youtube. A good deal of my favorite videos have been forced off the internet, why? bad language? nudity? nope. They had the audacity to use your music as a background score to compliment their own works. You should be glad that people would choose your music, and want to share it with others, for whatever reason. Maybe what you sang about expressed what the individual was trying to convey, or created the mood they were after. SHAME ON YOU! Why do you do this? so you can get a couple cents of royalties? Please. Did it occur to you that maybe someone would hear your songs, like them and want to buy the CD or MP3? Idiots.

And Hollywood, SHUT THE $#&@ UP ALREADY!

I want to watch movies and enjoy them for what they are, not listen to your idiotic politics which nobody gives a damn about! Who decided that your opinions matter? Since when should I care what you think? Sean Penn, go to @$&#!!! Alec Baldwin, I try to like ya man, but shut up and act. Rosie O'Donnell? Um, eat @#&$ and die. I nave nothing nice to say to you.

Congress:

GROW A PAIR! We elect you to do a job, not protect your own interests. When we say "NO" we mean it, and the more you push everyday working Americans into a corner, the closer we are to lashing out at you by any means available. Maybe thats why you are suddenly trying to push radical new controls on guns, restricting the sale of ammunition, controlling free speech via the "fairness doctrine" and trying to control the citizens ability to travel these states with ever tighter and more insane regulations of air traffic. I have to ask permission from the government to fly my plane to Canada now. Does Canada care if I want to fly there? NO. But the DHS seems to think it should care. It wants to know when I want to fly, and who is on my plane. If I fly to Canada (or any other country for that matter) I now have to send a manifest of the "crew" that being my Wife and I to the DHS to be screened against the "no-fly-list". Then, I can not depart on said flight without receiving a confirmation email from CBP authorizing the flight. How long does this take? They will not say. How do I know they received my request? I don't. But if I assume all is in order and depart, its a $5,000 fine for the first time, then $10,000 each thereafter. Give me a freaking break! If I was a terrorist do you really think I would give a damn about your rules?

TSA, CBP, DHS

You can all kiss my pissed off over-regulated hairy white @$$.

Stop trying to create fear and suspicion where there is none. And what part of "innocent until proven guilty" do you not understand? or Due Process?

You need to be stopped.

Can anyone say "CIVIL DISOBEDIENCE"? "Ive got your non-compliant attitude, RIGHT HERE!"


I think as long as the politicians can choose what taxes to pay and what laws to obey, I should be able to do the same, after all, you people work for me.

Lately you have been working against me, so far you have raised my taxes, jacked up my energy costs, cut off credit, shut down a good portion of my flying, put me out of a job and told me its all for my own good, and not to worry, because Big Brother is here to save me.

UP YOURS!

Hows that for exercising my First Amendment rights @$$-HOLES!

Rant Over.

But really, think about it...

Tanker 123

I last saw this plane in Battle Mountain Nevada in 1998, along with Tanker 121. I also recall 123, 121 and 124 being in Abilene TX years earlier. If you dont know, This is what I wanted to do with my career, and I have always had the greatest respect for the pilots and crews who not only keep these great planes flying, but use them to save lives and property. To quote a line from the movie "Always", "Its 1943 man, except we go places that are burning and bomb them until they stop burning..." The sound of her four P&W R-1830's still echo in my mind. Rest in Peace Rick Lee Schwartz, Milt Stollak and Tanker 123.

I have been putting off posting this video because it makes me cry every time I watch it, and it sends chills up my spine, especially at the 2:03 mark.




An Excerpt from the NTSB report, read it then listen to the song again, it'll make more sense if you are not familiar with this accident.

On July 18, 2002, at 1840 mountain daylight time, a Consolidated-Vultee P4Y-2, N7620C, under contract to the U. S. Department of Agriculture Forest Service and piloted by a commercial pilot, was destroyed when it impacted into mountainous terrain 6 miles southwest of Estes Park, Colorado. A post-crash explosion and fire ensued. Prior to the impact, the airplane's left wing separated and aircraft control was lost while maneuvering to deliver fire retardant on the Big Elk wildfire, burning in an area northwest of Lyons, Colorado. Visual meteorological conditions prevailed at the time of the accident. The aerial attack flight was being conducted under the provisions of Title 14 CFR Part 91, public use. A company visual flight rules flight plan was on file. The pilot and second pilot on board the airplane were fatally injured. The flight originated at Broomfield, Colorado, at 1814.

According to the Airtanker Base Manager at Jeffco Airport, Broomfield, Colorado, the airplane, Tanker 123, was dispatched to join other airtankers, Tanker 161 and Tanker 22, a helitanker, number T-16, and a U. S. Forest Service lead airplane, Lead Bravo 8, to drop fire retardant on the Big Elk Fire. The airplane had flown seven previous air attack missions on the fire that day. Prior to the accident mission, the airplane was loaded with approximately 2,000 gallons of fire retardant, and 550 gallons of fuel.

The captain of T-161 said, "Tanker 22 had just completed his drop and Tanker 123 had observed the drop and was preparing to drop. All communication between 123 and Lead Bravo 8 was normal. I fell behind T-123 on downwind and base. I looked away momentarily and I again focused on T-123. I noticed his left wing was falling. The aircraft was in a 15 to 20 degree bank. I next saw fire near the fuselage as the wing failed inboard of the number 2 engine. The aircraft pitched nose down in a huge fireball and plunged into the ground vertically starting an immediate large fire."

The copilot of T-161 said Tanker 123 was in his base turn for the drop and in a "smooth 15 to 20 degree bank turn", when the left wing separated from the airplane. "The aircraft then went into a rotation and impacted the ground." The copilot said that operations were normal and the weather in the area consisted of "the smoothest, least turbulent conditions of the day."

The pilot in the Forest Service leadplane said, "The conditions were perfect for a tanker drop. No turbulence and no smoke in that area." The pilot said, "I had just made two runs with Tanker 22 on the same drop area. He had departed and I allowed helicopter 72D to make a water drop on the area. Tanker 123 was on scene when Tanker 22 made his split load drop, two different runs. I instructed Tanker 123 that we would be extending Tanker 22's first drop. Tanker 123 responded with something like, 'We can do that' or 'We see that," and that he was on downwind for the drop. I told him I was at his 8 o'clock and [he] said that he had me in sight. I then told him I would come up on his left side and continue downwind with him until he was ready to turn back. He then responded with 'I think I'm going to use this nice big valley to turn around in.' I told him that sounded like a good idea to me. We flew approximately 15 seconds before he began a gentle turn to final. We continued in the turn from downwind to final without squaring off for a base, which is normal on tanker runs." The pilot said that after he turned on final, he told the captain on Tanker 123 that his attack run would require a pitch over which was approximately 1/2 mile ahead. The pilot said after he finished that transmission, the captain of Tanker 161 called him and said that the left wing had just come off of Tanker 123 and the airplane had gone in.

A witness on the ground, approximately 6 miles east of the accident location, using a digital camera with a telephoto lens and automatic shutter, took a series of eight still photographs of the airplane at the time of the accident. The photo series shows the airplane's left wing separate at the wing root and fuselage, a fire ensues at the separation, and the airplane enters an approximately 45-degree dive to the ground. The photos also show the airplane in a counter-clockwise roll during its dive toward the ground. The witness said when he saw what was happening, he depressed the shutter button and held it until the airplane went behind a treed ridge. Copies of the eight photographs are provided as an attachment to this report.

Several witnesses on the ground in the vicinity of the accident location said they saw the airplane in a left banking turn. Some of the witnesses described the turn as "steep" or "tight." One witness said the airplane had rolled out of the turn after making a "hard banking turn." At this time, none of the witnesses indicated that there were any apparent problems with the airplane. The witnesses then said the left wing "folded upward" and severed at the "left wing-fuselage point." They all described "slurry" coming out and "fire erupting" from the area where the wing separated. The witnesses said the airplane rapidly descended and impacted into the hillside.

Radar information provided by the Denver Air Route Traffic Control Center showed the airplane come out of the Broomfield area and proceeding northwest to the Lyons-Estes Park area where the Big Elk fire was burning. The airplane is shown entering a series of counter-clockwise 3.5 to 4 nautical mile diameter orbits at an altitude averaging 8,900 feet mean sea level (msl), over Lion's Gulch, and in the vicinity of Moose Mountain. Terrain in this area is mountainous averaging from 7,300 feet msl to 8,500 feet msl. The radar information showed the airplane make five orbits over this area. On the last half of the fifth orbit, the radar information shows the airplane at an altitude of 8,500 feet msl and heading approximately 315 degrees. The airplane is shown on a 315-degree heading for 1.3 nautical miles. The airplane is then shown making a left turn to 260 degrees. The airplane is shown on a 260-degree heading for 1.1 nautical miles and at an altitude of 8,400 feet msl. The airplane is then shown making a left turn and rolling out on a 195-degree heading. The airplane remains on this heading for 0.6 nautical miles, when radar contact is lost. The accident site was approximately 0.1 nautical miles southwest of the last radar plot.