Thursday trivia #94

• My heart goes out to all those in Oklahoma affected by the May 20 tornado. If you can help, please do.
• Microsoft releases lots of documentation on how they do things for their internal network. Here’s an example: two papers on best practices for securing Active Directory.
• I am delighted to report that a whole bunch of my students from the Navy school I helped run in Pensacola have been promoted to IT2. Well done.
• You could pay $817 for this book on Amazon, or you could read the PDF for free: Introduction to Machine Code for Beginners. Very well worth a look if you’re at all curious about programming. (Old guy note: I learned to program in Z80 assembly about… well, a long time ago.) It’s less than 50 pages.
• Speaking of programming: this guy got a lot of press by writing a Wall Street Journal editorial saying that he’ll only hire people with some fundamental knowledge of programming: “Sorry, College Grads, I Probably Won’t Hire You.” 
• The boys and I saw Star Trek Into Darkness the other day. It was good, but I preferred the 2009 Star Trek better. I have high hopes for Man of Steel, though.
• TechEd North America starts in less than two weeks! I’m putting the finishing touches on my slide deck and demos. If you’re there, stop by my session or the Ask the Experts booth and say “hi”.

Gun collecting, state by state

From my homeboy Pat Richard on Facebook, original source unknown:

You may have heard on the news about a southern California man put under 72-hour psychiatric observation when it was found he owned 100 guns and allegedly had (by rough estimate) 100,000 rounds of ammunition stored in his home. The house also featured a secret escape tunnel.

My favorite quote from the dimwit television reporter: “Wow! He has about a quarter million machine gun bullets.” The headline referred to it as a “massive weapons cache!”

By southern California standards someone owning 100,000 rounds would be called “mentally unstable.” Just imagine if he lived elsewhere:

In Arizona, he’d be called “an avid gun collector.”

In Arkansas, he’d be called “a novice gun collector.”

In Utah, he’d be called “moderately well prepared,” but they’d probably reserve judgment until they made sure that he had a corresponding quantity of stored food.

In Texas and Montana, he’d be called “the neighborhood ‘Go-To’ guy.”

In Alabama, he’d be called “a likely gubernatorial candidate.”

In Louisiana, he’d be called “an eligible bachelor.”

In North Carolina, Mississippi and South Carolina he would be called “a deer hunting buddy.”

And, in Georgia, he’s just “Bubba” who’s a little short on ammo.

PIREP: my first “real” cross-country

Last weekend I took my first “real” cross-country flight. Executive summary: this is the one of the major reason I got a pilot’s license: fast travel, on my schedule, to do things that otherwise would be prohibitive. It’s been a lifelong dream of mine, but one with a practical side.

I recently earned my high-performance endorsement and got checked out in the Redstone Arsenal Flying Activity (RAFA) Cessna 182. This plane is bigger and faster than the Cessna 172 I’ve been flying. RAFA’s C182 is an older model, and the interior shows it, but it is mechanically in great condition, and it’s nicely equipped with a moving-map GPS and a decent autopilot. It can travel at up to about 145 knots, and its endurance is about 5 hours when fully fueled… longer than mine!

All of my XC time so far has been within California (with the exception of two short legs in the Mobile/Pensacola area early on in my training). The longest leg I’ve flown so far was Palo Alto-Bakersfield and back, a distance of about 220 miles. However, all of my flying so far has been casual. This was my first “real” XC: I had a defined mission, a longer distance, a time window to hit, and all my sons aboard. I’d aborted a previously planned trip on a similar route because the weather was just awful, so I was eager to make this trip if possible.

We’d planned to depart sometime Saturday morning. The forecast was for IFR until around 11am, gradually clearing. Sure enough, the morning started with IFR here in Huntsville, with low IFR (meaning even worse weather) further to the west along our planned route: direct from Redstone Arsenal Army Air Field (KHUA) to Jackson, Mississippi (KJAN) and then on to Alexandria (KAEX). By about 1pm it had cleared enough for us to head to the airport, but actually getting there took 3 tries as various kids remembered that they forgot important things such as contact lenses.

By the time we got to KHUA, visibility had improved to around 5mi but ceilings were still 3500′, which is low but manageable. I’d planned the flight to take place at 6500′, but that wasn’t gonna happen; however, the forecast called for higher ceilings further west, and I had a brand-new Stratus aboard for inflight weather, so we fueled and launched. After takeoff, we turned west on course and climbed to 2500′, where there were a few light bumps but nothing too serious. I noticed right off that the Stratus was connected but not displaying GPS or ADS-B data. Turning the iPad’s WiFi off and back on fixed it; it did this periodically throughout the trip, so I’ll have to figure out what’s going on. About halfway to KJAN were were able to climb up to 4500′, and things smoothed out considerably. There was a line of storms about 45nm to the south of our course, but they were moving NNE fast enough so that they were never a factor. Being able to see radar and METARs for en route airports on this leg was absolutely invaluable. At every point I had a good picture of what my options looked like if I needed them. Here’s what the Stratus data looks like when displayed in ForeFlight; The airplane icon displays our position from the Stratus onboard GPS; the green and blue dots represent airport weather results (tapping on the dot displays the detailed information), and the weather radar data is just like you’d see from a NEXRAD display.

We landed at Jackson, taxiied to Atlantic Aviation, parked, and went inside. Nice FBO, friendly people… but key learning #1: check fuel prices beforehand! I am used to flying out-and-back legs from a single FBO, where I rent wet, and it didn’t occur to me that there might be dramatic price differences. After filling up at $6.90/gallon (with a club rental reimbursement rate of $5.11/gal), I now know better.

After a quick snack and a pee break, we loaded back up and took off for Alexandria. We were able to stay at 3000′ until about Vicksburg, when we asked for higher. Our arrival and descent into KAEX was smooth, but I had a sterile cockpit problem: the kids were bantering and I got distracted enough to begin an approach to runway 36 when I was cleared to runway 32. I caught the mistake in time, went around, and was lucky to have an understanding controller, but key learning #2: shut your passengers up as part of your descent checklist.

We parked at Million Air. They treated us like we’d rolled up in a Gulfstream. I am now a huge fan.  Unlimited soft drinks, popcorn, and soft serve ice cream? Why, yes, thank you. We needed it because, like a doofus, I’d neglected to pack any water for the flight. Key learning #3: if you pack snacks, pack drinks too, duh.

Our visit with the family was superb; we had a feast of BBQ chicken, got some great visiting time in with my mom, grandmother, uncle, and cousins, then got a good night’s sleep. Sunday we just relaxed and visited, at least until the 32 pounds of boiled crawfish arrived. After a delightful meal underneath a big tree in the backyard, it was time to head back to Million Air.

I’d planned a single leg back, without the Jackson stop, but on preflight noticed that the oil was lower than I’d like, and none of the Alexandria-area FBOs had 15W50. That necessitated another stop, and since I was familiar with Jackson I planned to stop there. (Key learning #4: carry spare oil. ) This worked out OK because the kids all needed a bathroom stop. I had filled up with fuel at Million Air ($4.81/gal), so I didn’t buy any fuel at Atlantic… so they charged me $20 for stopping by. I don’t think I’ll be back.

Coming back we were able to fly at 3500′ to just east of Alexandria, then 7500′ from there on out. Great, smooth ride with a beautiful view of the Mississippi River crossing, the flooded bottomlands near it, and all sorts of farm and agriculture happening beneath us. I started teaching David how to work the radios, and he did a creditable job (although I think there are some guys at Memphis Center wondering what kind of aircraft a “Skyliner” is).

I used the return legs to get some practice in driving the 530W and the autopilot; I am used to flying a G1000/GFC700 172 so the knobology is quite different. This particular 182 doesn’t have electric trim so I had to do a bit of trim wheel judo to keep the autopilot happy in altitude hold mode but it was good practice. While I love hand-flying, learning to use an autopilot effectively, in the right modes at the right times, is critical to safe single-pilot IFR operations, so I want to start getting better at it ASAP.

The eastern approach to KHUA crosses several restricted areas (some for drone flights, some over propellant storage areas), so we had to turn north, fly past the Decatur airport, then remain north of I-565 until we passed Huntsville International. We landed, refueled, hit Taco Bell, and poof! A trip for the books. 

The 182 burned about 13gph and gave me an average groundspeed of 133kts over 7.5hrs on the meter. While this isn’t exactly exciting compared to faster aircraft, it beats the hell out of driving, and it let the four of us deliver a great Mothers’ Day surprise. The kids enjoyed the visit and tolerated the cramped quarters pretty well, so we’ll be doing this run again soon.

Exchange 2013 Inside Out enters “early release” period

Lately I have been busy working on Exchange 2013 Inside Out: Clients, Connectivity, and Unified Messaging. More precisely, I’ve been dividing my time between performing technical review on Tony’s book, Exchange 2013 Inside Out: Mailbox and High Availability, and writing new content for my book. It’s all Exchange, all the time! To be more precise, right now I am about 55% done with the book: the chapters on unified messaging, Lync integration, message hygiene, client management, and mobile device management are done, and I’m working on the transport chapter now. That leaves me with chapters on CAS, load balancing, and Office 365 yet to do– certainly enough to keep me busy!

Microsoft Press is offering an early access program for these books (and a number of others). If you buy the ebook now, you get immediate access to the parts of the book that have been completed (meaning they’ve been through at least the first part of the editorial pipeline), with access to the remaining chapters as they’re finished. When the entire book is released in its final form, you get an electronic copy of it as well. I’m excited to see Microsoft Press offering early access to the book, because all signs point to gathering interest in the practical aspects of deploying Exchange 2013– something both books talk about quite a bit. We are targeting the final version to cover SP1 when it’s released, so there will be updates to the early access versions as well.

Now, back to writing!

Taking pictures in the air

Last week, Doug Mahugh posted this great blog entry on taking pictures from commercial airplanes. He’s done some excellent work. I don’t usually take my real camera on commercial flights, but I think I’m going to have to start. In the meantime, here are two of my favorite airborne pics. I have some other great ones but my iPhoto library is so disorganized that finding them would take more time than I can spare at the moment.

 

the business end of a B-17

 

en route to Petaluma; that’s Alcatraz in the foreground

 

Thursday trivia #93

Wow, lots of catching up to do. I’ve been writing a weekly set of notes for students at Acuitus’ school for veterans, and that’s taken all my Thursday material for the most part. It just dawned on me that I could have been posting those notes here too. Oops.

• If you’re feeling handy, why not build your own working digital computer out of paperclips? That’s how they did it back in 1967.
• Steve Sinofsky ran the Office and Windows divisions at Microsoft. Every article he writes is worth reading carefully, but especially this one: Using meetings to be more effective.
• If you don’t have two-factor authentication enabled, you really should. Why? It can save your bacon. Here’s how to do it for Microsoft accounts, Google accounts, and Facebook.
• Really interesting paper, “Marching Towards the Sweet Spot: Options for the US Marine Corps in a Time of Austerity“
• I now have my FAA high-performance endorsement (which doesn’t mean what you probably think it does) and am checked out in the flying club’s Cessna 182. Time for some more flying!

 

 

 

“There is always room for improvement” in aviation

Bonus double Flying Friday post today. Why? Because this article is too good not to share.

…these NASA pilots were always at 350 when needed. It wasn’t 349 or 351. They always flew on-speed. For me, sitting in the backseat for my first couple of missions in ACTIVE, a whole new skill level was revealed. They flew this way all the time. They were always on parameters. They were always on-altitude. No 34,900 ft or 35,100 ft for them. It was 35,000 ft and not a foot higher or lower.

The author goes on to talk about how this precision inspired him to fly more precisely– “Why not,” he asks, “endeavor to fly as perfectly as possible? In fact, why not endeavor to fly as well as you possibly can all the time, versus ‘just good enough’?”

Exactly. That’s what I want, and what I try to do.