Oshkosh with Josh


I’m just your average 64 year-old instrument-rated pilot who flies an average 47 year-old Cessna out of an average non-towered airport. In April 2016, Josh, a VFR pilot half my age, and a member of the group I belong to called Galion Air (based at Gailion airport (KGQQ), asked if I would like to fly with him and his family to Oshkosh for AirVenture. I had only been to AirVenture once. That was in 2012 and I drove from Mansfield through Chicago to get there. The drive was horrible but the time spent at Oshkosh was wonderful.

Since that trip, I had contemplated flying to OSH and studied every YouTube video that showed pilots converging on Ripon, flying over the tracks in single file with half-mile spacing to Fisk, where they were instructed to rock their wings. Then the Fisk controller would reply with those three words that makes every pilot smile, “Welcome to Oshkosh!”

This would be Josh’s fourth year flying to Oshkosh so he was an old pro who knew first-hand how it all worked. He also knew from experience that the weather could be challenging for a VFR pilot flying from Ohio to Wisconsin and back. I’m IFR rated and current so if the ceilings or visibilities became too low for VFR, we could still fly the IFR equipped Cessna 182 to our destination.

Friday morning, July 29th, at 6:50 a.m., our camping gear was loaded into the Skylane and Josh’s wife and son (he turned 6 on the 29th) had settled into the back seat. Josh programmed the Garmin 430 and I called Mansfield Clearance to activate my IFR flight plan to Porter County Regional (KVPZ) located in Valparaiso, Indiana for the first leg of the flight.

Foggy Start at Galion

Foggy Start at Galion

Patches of fog hugged the ground and the visibility was marginal VFR but the ride was like velvet as the verdant farms and fields of northeast Ohio and then northwest Indiana slid underneath us. Just under an hour-and-a-half later, the South Bend controller offered vectors to intercept the localizer for the ILS 27 approach. But I could see the airport clearly so I canceled with him, switched to the CTAF, and landed on the 7,000 ft. runway. It wasn’t until we looked at our cellphones which had automatically adjusted the time back an hour, that we realized we had flown through a time zone.

Josh got a weather update prior to the next leg of our trip and found that although Chicago was VFR now, it was forecast to have heavy rains and possible storms within a couple of hours. Oshkosh on the other hand had heavy rains and possible storms now with the forecast to become VFR later in the afternoon. His recommendation was that we continue north to get ahead of the weather coming in to Chicago and then land at Waukegan Regional (KUGN) in Illinois until the weather over OSH cleared.

Josh fired up the engine, got Flight Following, and took us to the Lake Michigan shoreline, then followed it north past Chicago while staying under the class Bravo airspace.

Chicago from Lake Michigan shoreline

Chicago from Lake Michigan shoreline

We made it to KUGN and spent some time at the Signature FBO while we waited for the weather to clear over Oshkosh. In case you were wondering why I just didn’t fly us there IFR, I hadn’t planned on flying the second and final leg of the trip so I hadn’t made the required reservation which had to be filed at least 6 hours in advance.

As predicted, the weather over Chicago deteriorated and the weather over Oshkosh improved but now we couldn’t get in to OSH because the airshow had started. So we came up with a new plan.

Back in the air, Josh was handed off from Chicago to Milwaukee who vectored us inland for a bit to keep us out of their commercial traffic flight path. The marginal VFR ceiling and a couple of 1,100 ft. agl towers in the area made us glad when we were able to get back over the shoreline. Just south of Sheboygan, we turned west and flew direct to Fond du Loc (KFLD) in ever improving skies.

We landed at KFLD which was outside of the Oshkosh TFR and then took the shuttlebus to Airventure where we got our tickets, made sure a camping spot in the Vintage aircraft section was available, and watched the balance of the airshow.

After the airshow was over, Josh and I took the shuttle back to Fond du Loc to retrieve the Skylane. We now had less than an hour before the controllers would stop incoming flights at 8 p.m.

“Do you want to fly the plane into Oshkosh?” Josh asked.

He didn’t have to ask twice.

We took off from KFLD and I pointed the nose toward Ripon. All my lights were on, the transponder was on standby, and we both scanned for other aircraft as we listened to the arrival ATIS. Along with the reminders to stay single file, no S turns, etc., we heard the following.

“Any aircraft not within 30 miles of Oshkosh will not be allowed into airport. The field closes at 8 p.m. I will not hear any deals you try to make. Plan to land somewhere else.”

At Ripon, I put the 182 over the railroad tracks and motored on at 1,800 ft. msl and 90 knots toward Fisk, now listening to the Fisk Approach controller giving directions to aircraft ahead of us.

Then it was my turn.

“High wing aircraft with the landing light on the left wing, rock your wings.”

I did.

“Welcome to Oshkosh!”

I sprouted a smile as big as a kid who just woke up and saw the toys under the Christmas tree.

“Turn right at the big yellow roof and follow Fisk Avenue to runway 36. Monitor tower on 126.6.”

On a left base for 36 and approaching final, I was still 1,000 feet over the ground. The tower hadn’t made contact with me so I radioed a request to descend.

“High wing Cessna, you are cleared to descend and land 36 Right. 36 Right is the skinny one (the one that is usually a taxiway). Land on the red square.”

I’m still just an average pilot, but now I have bragging rights.

Thanks Josh.


Camping at Oshkosh



The following story is from my Confessions of a Thankful Pilot series.

My first attempt taking the IFR (Instrument Flight Rules) flight test was on June 14, 1994. But with only about 15 minutes of flying left, the flight examiner discontinued the test because of bad weather conditions. My second attempt on August 23rd succeeded and I became an FAA certified instrument rated pilot, approved to fly through clouds.

Fourteen days later, on Tuesday September 6, I filed my first IFR flight plan as an instrument rated pilot.

Byron (Fuji) Hasegawa, a fellow Willoughby firefighter, wanted to go to Kalamazoo, Michigan to spend a few days with his wife Faith who was on a work assignment there. Instead of a 4 1/2 hour drive, he opted for a 1hour and 45 minute flight with me.

The plan was to fly him from Cuyahoga County Airport (CGF). to Kalamazoo-Battle Creek International Airport (AZO) on the 6th, then come back on Saturday, September 10th to pick him up and fly him home. Continue reading


While at home during some passing storms, I checked some of the weather features of my GDL 39 3D.

Weather Products


Here is the Weather Products page. I decided to check for pilot reports.


On the map page used when navigating, I found a couple of pilot reports which are depicted by a small square. A small green square, I found out, indicates a general pilot report. A yellow square indicates significant information. And although I didn’t find a red square today, it would be reasonable to think it would hold extreme importance. 





Pilot Reports


This screen shows one of the pilot reports I found. A yellow square near Mansfield, Ohio indicated a pilot report of interest so I clicked on it and got the on screen report as you see. Although I don’t fly at the airline altitude, the report is still significant because with 89 degree temps on the ground, it indicates the extent of the precipitation/atmosphere instability.







Other items I that popped up on the navigation map screen were Airmets and Sigmets. You can toggle these on or off.


Initially, you will see a yellow dotted triangle or other defining figure. Click on the dotted line to get the Sigmet information.


Sigmet 2

That’s all for now. I’ll report more as I gain more experience.


Ohio to Florida in a 172

WRT after FLAFrom Confessions of a Thankful Pilot

The first light of dawn was filling the eastern sky when the Skyhawk’s engine came to life. It was 7:10 on October 9, 2013 and I was about to begin a journey that would be as epic for me as the flight across the Atlantic had been for Lindbergh.

Who could have known that wanting to tear down years of animosity that my dad and I had for each other 25 years ago, would lead to the two of us taking flying lessons together, attaining our pilot license, and eventually to this moment. Cancer had taken my dad in 2001, so today I’d be wearing his David Clark headset on the trip as a way of bringing him along with me.

After years of planning and dreaming, I was finally doing it. I was flying from Galion, Ohio (GQQ) to Winter Haven, Florida (GIF) to visit my son, Jason. Continue reading

The Chagrin River Incident

The following is from my memoir Someone’s Hero.

The first time I remember someone saving my life was Monday, September 1, 1975, one month after starting as a career firefighter.

Ohio had been getting more than its fair share of rain for days and the swollen rivers and streams had lured people to “ride the rapids”. The result was plenty of newspaper pictures and TV news video footage showing overturned kayaks, canoes, and rafts in raging waters where people had lost their lives.

I remember seeing a video where firefighters in a rowboat, attempted to recover dead bodies in a river while the water was still high and flowing. While standing in the boat and trying to hook a body with a pike pole, the firefighter lost his balance, fell overboard and drowned. The lesson was immediate. Never risk your life to recover a body. Continue reading

Meet Jim Trewhitt

The following is from my memoir Someone’s Hero.

In yet another exercise of how to control fear and develop confidence while using outdated firefighting and rescue equipment, our instructors sent us up to the third floor of the training tower with something called a Pompier ladder. Firefighters are trained to stick a Pompier ladder out of a window, hook it onto the window sill on the floor above, then climb up on the outside of the building or to put it on the window sill on the floor you’re on and climb down to the floors below. 

PompierInstead of having sturdy rungs between sturdy beams like a normal ladder, a Pompier ladder is nothing more than a single hollow square beam of metal about ten to twelve feet long with round tubes sticking out of each side for foot and hand holds. At the top of the main beam, is a thin vertical blade of metal with little saw-like teeth cut into it. These teeth are designed to bite into the windowsill it’s placed on. If, God forbid, the teeth lose their bite while you’re on the ladder, there’s a big hook at the end of the vertical blade that’s supposed to stop you and the ladder from plummeting to the ground. Continue reading

Two Souls Above Jamestown

The following story is from my Confessions of a Thankful Pilot series.

December 4, 199Me and Dad in Tiger5, a little over a year since earning our instrument rating, my dad and I found ourselves flying in dark clouds in our club’s Grumman Tiger. We had departed Cleveland Cuyahoga County airport in Ohio and were now en route to Dunkirk in upstate New York where we would make a brief stop then fly on to Jamestown, New York for lunch. I was the pilot-in-command for the flight but with only 11 hours of actual instrument time, it was comforting to have another instrument rated pilot with me, even if he was also low-time.

The forecast was for widespread cloud layers and predominately IFR conditions along our route. Icing hadn’t been mentioned in the preflight briefing I received within 20 minutes of our departure but for some reason, my dad commented that he’d like to experience aircraft icing sometime. Well, okay, I thought, as long as it’s not this time on this flight.

We were cleared for 7,000 and climbing in the clouds when suddenly something started banging on the airplane from outside and aft of where we were sitting. About the same time, I noticed that the needle on the number two VOR display wasn’t even close to being centered like the needle was on the number one display, even though both were set to the same radio frequency and on the same inbound radial. Continue reading

April 29, 1974

Before getting out of his cruiser, the officer thumbed the red button on the microphone.

“Tell the fire department to step it up, Willoughby.”

He had made his way north on Erie Street, through a canyon of century-old brick commercial buildings and stopped just short of Route 20, confident his cruiser was far enough away from Regina’s Restaurant and Lounge, that its green paint wouldn’t blister from the heat. It was just after midnight on Monday, April 29, 1974. Continue reading

Flying Stories

The following story is from my Confessions of a Thankful Pilot series.

April 15, 1989

The air is clear and a huge orange moon sits on the eastern horizon as I take off from Cuyahoga County airport. Aside from the ethereal voices on the comm radio, my only companion tonight is my flying partner, a two seat, single engine Piper Tomahawk with the call sign N2314K (pronounced November-Two-Three-One-Four-Kilo). Continue reading