winds way too high for an end of year flight today

unfortunately, the winds are way too high for an end of year flight today:

KJYO 311340Z AUTO 29021G29KT 10SM SCT065 SCT080 08/M07 A2958 RMK AO2

as a backup, a couple of us might head 0ut to to gravelly point by DCA to watch a few:

http://www.youtube.com/watch?v=asek2Oy1xb8

you can't get much closer than that.

night current again and needed the practice

A couple of us updated our night currency last night at KJYO (at least 3 landings at least one hour after dark every 90 days). One thing that I've been surprised at is what appears to be how few people do that. We do it mostly for the experience and it forces a little more practice (which I always need). I definitely needed it last night.

modern software systems, people and chance

The following article is a fascinating study about the interaction of modern aviation technology and people. It is about a collision of two state of the art, modern commercial aircraft at 37,000 feet over the Amazon in 2006.

http://www.vanityfair.com/magazine/2009/01/air_crash200901?currentPage=1

I've been in software systems development for almost 30 years and can easily see how some of the contributing factors are possible. Some of the factors from the article include:

• too much information and too many display choices lead to confusion and uncertainty about what you're looking at and what it means
• modern altimeters coupled with an autopilot allow/cause two aircraft to fly at exactly the same altitude increasing the chances for a collision
• much more to look at and play with inside the cockpit reduces the desire to look outside
• TCAS being off at a high (or any?) altitude should result in an audible alert (particularly if the transponder is off/standby) and not just a text notice on a display device
  
• potential language barriers or difficulties should cause more communication and not less

This is a very informative read for anyone associated with aviation and should cause pilots to review checklists and their personal procedures and habits. It also causes me to see more value in the portable Zaon PCAS MRX that a friend I fly with recently purchased. One thing to note with what I just said. It only works for aircraft with a working and "on" transponder which is exatly what was not happening with the private jet in the article.

some videos of the neat details of flying

you can see a few videos of some of the details (all cool) of flying here:
http://aluwings.blogspot.com/2008/12/virgin-nineteen-egll-to-ksfo.html
it's an actual virgin airways flight from LHR to SFO with detailed commentary by the pilot.
it's just a bit more involved than my typical Cessna 172 flight.

ILS details

As usual, AviationMentor has posted some excellent info on ILS. The following videos cover some risks of partially operating ILS equipment and instrument misreadings as a result.

http://aviationmentor.blogspot.com/2008/12/levels-of-paranoia.html

weather weather weather

KJYO 191920Z AUTO 14005KT 1 3/4SM BR OVC002 06/06 A2973 RMK AO2

The above says that Leesburg (KJYO) is experiencing mist and a 200 foot overcast right now. It seems like the last couple of months has caused a noticeable decrease in my instrument training due to weather. Right now the weekend doesn't look good either.
I am getting a few hours a week practicing ILS, localizer and VOR approaches using MS FSX though. Hopefully, that will help some.

some more IFR training and a C-5

We did another IFR lesson a couple of (very cold) nights ago, shot some ILS and localizer at KMRB and KJYO. just after landing at KMRB we saw a C-5 come in in the smoothest landing I think I've ever seen a large (enormous really) aircraft do. I, however, appear to still be working on my AGLENAT rating (A Good Landing Every Now And Then).