Flying Eyes Optics

ICAO flight plans will be mandatory for both VFR and IFR flight plans starting August 27th.

The FAA will transition to mandatory use of the international flight plan format for all IFR and VFR domestic and international civil flights on August 27, 2019. The change is part of an effort to modernize and streamline flight planning and supports the FAA’s NextGen initiatives. Several improvements to the international form make it easier and more intuitive for pilots to use and will increase safety, including an increase in the size of the departure and destination fields to allow a greater variety of entry types, including Special Flight Rules Area (SFRA) flight plans.

Many resources and videos are available to help you setup your preferred flight planning tools. See the links below:

Help with an ICAO Flight Plan (FAA document)

The ICAO Flight Plan (AOPA video)

Setting up ICAO Flight Plans – ForeFlight app (video)

Setting up ICAO Flight Plans – Garmin Pilot app (video)

Setting up ICAO Flight Plans – Leidos (video)

Setting up ICAO Flight Plans –

ForeFlight, Garmn Pillot and (iPad News)

Setting up ICAO Data at (video)

As heard on the 4-20-19 edition of JPR, connect with SocialFlight and BaronPilot!

Social Flight

To find out more about SocialFlight you can download the SocialFlight app for iOS and Android or simply go to

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Checkride Passed!

Nope, it wasn’t Greg earning his private certificate.  Captain Dennis finally earned the “Captain” part of his name.  

After a number of delays the weather gods delivered perfect weather for my Commercial checkride.  Clear skies and calm winds.

The examiner arrived at my hangar at 7AM and we immediately began with the paperwork to ensure I was eligible to take the practical exam.  My logbook endorsements were verified, the required flights were identified and my written exam was reviewed. Side note, I highly recommend everyone start using online logbooks.  I use and it was so simple to use their training progress report to identify which of your flights satisfied each of the requirements.

Next came the Oral Examination.  I was asked to show the examiner the weight and balance and flight plan for the cross country flight he asked me to plan.  I was asked to explain airspace along the route of flight, weight and balance considerations, fuel reserves, runway lengths aircraft systems, and more.  I was also asked about commercial privileges in several different scenarios, such as renting an airplane for work vs providing my own airplane, etc.

Now it was time to head out to the Mooney and prove to the examiner that I was worthy to be considered a Commercial pilot.  I had already preflighted the airplane so the examiner chose to ask me questions about my plane. There were questions about the fuel grades, what indicates water in your fuel when you sump the tank, what each of the antennas are for, and so on.  

Startup, taxi, takeoff and head out on our simulated cross country flight.  Shortly after takeoff I was asked to divert to Chicago to pickup a passenger.  Thanks to the Avidyne it was a simple process to enter KMDW and I had not just a heading, but the time enroute too.  I satisfied the examiner that we would land with an excess of 1 hours fuel even with the change in destination. That was it for the cross country, now on to the airwork. Over the next hour we did slow flight, stalls (power on, power off, accelerated), Chandelles, and lazy eights.  We climbed up to 6000 feet to do a steep spiral descent followed by simulated emergency descent and a simulated engine failure. The airwork was finished up with eights on pylons. We headed off to a nearby airport to test my landing chops. Normal landing, short field over an obstacle, power off 180, and to finish it off, a soft field landing back at my home airport.  Under 2 hours from takeoff to touchdown, I was now a commercial pilot.

I could not have done this without the help of 4 great pilots/instructors.  Raechel Geary introduced me to the commercial maneuvers shortly after completing my IFR rating.  George Glaros volunteered to train with me in the Mooney, helping me to learn and master each of the maneuvers and landings (on one flight he had to suffer through nearly 15 landings in a 2 hour period).  John Shanks who was able to jump in and help me over the last couple hurdles and signed me off to take the test.  Lastly, My son Austin who was there to critique my practice sessions and offer advice as he is about to complete his Commercial Pilot training too.


This is what a Temporary Airman's Certificate looks like Greg 😉

The Mooney Avionics Upgrade of Captain Dennis

Back in June of 2017 I bought N1163Z , a 1982 Mooney 201, fulfilling a life long dream of owning my own airplane.

The panel was equipped for IFR with state of the art avionics from 1982!  Autopilot, dual King KX-170b Nav/Com radios, ADF, DME, and Mode-C transponder.   Along the way a previous owner added a GPS to round out the panel.

I knew eventually I would need to make upgrades and decided to take it one step at a time.  First priority is the 2020 ADSB-Out mandate.  Since I live within the Mode-C veil of the MSP Class Bravo I had no choice.  After trips to Sun-N-Fun and Oshkosh, reading reviews in magazines an online I determined that the best choice for me was the Stratus ESGi transponder from Appareo.  Since the Stratus was a 1090es transponder I would be able to fly internationally, something that you can't do with a UAT solution.  On February 1st we delivered the airplane to Modern Avionics at Flying Cloud Airport.  At the time it seemed innocent enough, I am going to replace just one radio.  Silly me…….

Since I don't have a WAAS GPS, the Stratus ESGi includes it's own GPS receiver and antenna.  This required installing GPS antenna on the fuselage and  the cables had to be run through the interior of the plane to connect to the instrument panel.

At this point you start to realize that since you are already this deep I might as well just go for it and replace the radios at the same time.  After all, you don't want to pay the avionics shop twice to open the panel.  I started by removing the ADF and old King KLN89b GPS, then I looked at my options.  Do I install a used GPS/NAV/COM or buy new?  The choices came down to a used Garmin 430, new Garmin 650 or Avidyne IFD.  All 3 provide IFR WAAS GPS, Comm and NAV functions in a single panel mounted receiver.

I discounted the idea of installing a used Garmin 430.  The 430's were new in 1998 and while they are highly regarded they are also very old.  Next up I looked at the Garmin 650.  The 650 is a departure from the knobs and buttons we are all familiar with and features a touchscreen interface for everything.  I don't know about you but tapping, pinching, and zooming is a challenge on an iPad in a moving car.  Imagine the challenge on a smaller screen in flight with any turbulence.

The Avidyne IFD 550 and 440 navigators turned out to be the perfect fit for my needs.  Avidyne chose to include touch screen capabilities, but also retained the knob and buttons giving the pilot multiple options to enter or select information on the screen.  Avidyne also includes bluetooth and wifi to interface with 3rd party and their own applications on your iPad.  This allows you to easily populate your flight plans from Foreflight, etc. directly to the aircraft panel.

Avidyne IFD540 and IFD440

In another case of while we are in there ™” it only made sense to replace the old King audio panel to a new Avidyne AMX-240.  This included a new Stereo intercom and the ability for both pilot and copilot to talk simultaneously on separate radios.  Now the copilot can call the FBO with our fuel request while I am working with tower for a landing clearance.  In addition the audio panel includes Bluetooth to connect to our phones for hands free calling and inflight entertainment.  No more having to shut down to call flight service for an IFR release, hit the Bluetooth button and call them right from the plane.

Avidyne AMX240 audio panel

This also seemed the best time to address another shortcoming of the 1982 instrument panel.  Engine Monitoring.   Currently the factory gauges only monitor the temperature of 1 cylinder.  I have a 4 cylinder engine, are the others running too hot or too cold?  In an effort to keep costs down I was able to purchase a used Insight 602 Graphical Engine Monitor.  With a single gauge I can now monitor the temperatures of all 4 cylinders.   Later I can upgrade to an newer Insight monitor and not have to replace the cables.  In fact I have already upgraded to an Insight G1 thanks to the folks at Wentworth Aircraft.  

At this point we have nearly everything out of the aircraft and it became very obvious that the carpet has seen better days.  What was once blue has faded and in spots looks more grey.  So again, “While we are in there” I called SCS Interiors in Duluth, MN.   Mike and Carissa were extremely helpful and provided full size paper patterns to ensure the new carpets would fit properly.  Now the interior will look as nice as the panel.

Light at the end of the tunnel….

March 9, 2018 – After nearly 6 weeks all the “While your in there” tasks are completed and we were finally able to power the panel up for the first time.  The team at Modern Avionics is going through the the configuration and checkout process to ensure all the new an existing equipment functions perfectly.

What a beautiful sight!!

March 13, 2018 –

To validate the performance of the new ADSB-Out transponder, and to qualify for the FAA rebate I had to fly for 30 minutes inside “Rule” airspace.  This meant I had to fly within a 30 mile radius of the MSP Class Bravo airspace.  Just to make sure, I made a loop around the Minneapolis metro and was even cleared to overfly the MSP airport.  It is pretty cool to watch airliners flying under you

This was also the first flight of the new Avidyne IFD 550 and 440 NavComms.  The first thing I noticed was how clear the radio reception was.  The enhanced situational awareness provided by the Avidyne made it so easy to navigate the MSP airspace.

Last but not the least, the carpets have been replaced.  The folks at SCS-Interiors manufactured custom replacement carpets that fit perfectly in place of the 35 year old Mooney flooring.  The old carpets were a dark blue, but 35 years of use and sunlight made them more of a dirty gray.  I chose to go with their featherweight carpet and added ensolite foam for comfort and noise reduction.



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