August 28, 2011
My body is quickly accelerating to nearly 120MPH as I fall away from the de Havilland Twin Otter that I occupied at 13,500 feet just a few moments before. On most days a pilot would be extremely concerned by this predicament, but this is no ordinary day. Although the wind is ripping past my ears at speeds that render them useless and nearly every nerve ending in my body is sending alerts to my brain as I fall towards earth from 2.5 miles above, I have a sense of calmness. That reassurance comes from being strapped to the chest of soldier in the U.S. Army, I could not be in better hands.
That harness that connects me to Staff Sergeant Matt Acord can withstand more than 10,000 pounds of weight and it is doing its intended job while I enjoy one of the most exhilarating experiences anyone could hope to have. Matt spends so much time in the skies you could call it his office, his jumps are counted in the thousands, and as I spend a day at the office with him I am quickly realizing he may have one of the best jobs in the world.
Dancing around me in the sky is Matt's teamate Assistant Tandem Team Leader Staff Sergeant Joseph "Abe" Abeln who is serving as a videographer, capturing photos and video of my experience. I am thankful to have him there because my brain is processing so many feelings and emotions that video will help me solidify this memory as one of the most amazing experiences of my life.
The U.S. Army Golden Knights were formed in 1959, as was common at the time, to compete with the Russians for supremacy in the Cold War. Skydiving as a sport was relatively new and the Russians dominated it. However, the Golden Knights immediately found success and they continued to rack up the gold medals at international tournaments, it was decided the Golden Knights would be an appropriate name for the team. The team is a representation of the finest soldiers and demonstrates the professionalism and skills of members of the U.S. Army.
Although today their job seems like all fun and games, in talking to members of the team it is readily apparent these guys have a very serious job and have plied their trade in some of the most challenging places including fighting drug trade in Nicaragua, terrorism in the mountains of Afghanistan and throughout Iraq in our various conflicts there. These men and women serve their country honorably and with great sacrifice but one constant in their career in the military was their passion for the sport of skydiving and through their proven talent were awarded a spot on this elite team.
One purpose of a demonstration team like this is to assist in recruiting. Growing up I had little exposure to the military and sadly garnered most of my knowledge of the Army from the movie Stripes. I could see how meeting the Golden Knights could help to inspire others to look more seriously at a career in the military. Each member had his or her own story of why and how he or she joined the military but it was evident that they all firmly believed it was one of the best decisions they ever made. Being a part of the Golden Knights is special to them all. They worked hard to elevate themselves to earn a spot on this elite team. Here they can help expose others to the Army by showing of their skills diving into football games, high school sporting events or at airshows around the world. They love every minute of it, one of the Knights commented that "When everyday you help someone experience one of the best days of their life, you can't help but have a great day yourself."
Staff Sergeant Matt Acord is doing just that for me. We are having fun screaming through the skies over rural Illinois. I look around and see farm fields as far as my eye can see, then trace the Fox River and locate our destination, the airstrip at Skydive Chicago in Ottawa, IL. Despite being tethered to another person I have an absolute sense of freedom sliding through the skies. I know this thrill ride only has a few seconds remaining as the ground is getting closer and closer. I see "Abe" float away and I realize he is clearing himself so Matt can pull our chute. We have fallen from 13,500 feet to 5,500 in about 45 seconds. I expected time to fly by but instead felt like I was able to fully enjoy our freefall. I am yanked into up as the chute slows our descent, all of a sudden it is quiet and I am treated to a lovely slow glide towards our destination.
During the descent Matt showed off the capability of the parachute by turning us in tight spirals as we floated down. As we neared the ground I lifted my legs up high and we slide into the ground on our butts to a smooth stop on the ground. It took us about five to six minutes to go from 13,500 back to the solid ground but in that six minutes I received a new appreciation the sport of skydiving. One of the team had told me before that even though I am a pilot I had never really flown since I had always flown from the inside of an airplane, and that today I would experience flying for the first time. I now understand what he means, as I was not a pilot controlling a plane, but the actual object that was free to glide and soar so high above the ground.
I had promised the team that if they returned me safely to ground I would give them a case of Affy Tapple Caramel Apples from my office. Not sure if that was the driving force in our successful jump or not but I made good on my end of the bargain after they treated me so well. I have much admiration for men and women of our armed forces. I enjoyed spending a day with them, seeing them do what they do best, hearing their stories and joining many fellow civilians in thanking them for their dedication to our country.
You can learn more about the U.S. Army Golden Knights on their website, Facebook and on twitter. The video shot by Staff Sergeant Joseph Abeln is below as are many of his aerial photos mixed in a with a few I took from the ground.
August 20, 2011
The Golden Knights were one of the few Chicago Air & Water Show demonstration teams to perform on Saturday morning before strong storms delayed the show for several hours. I had the pleasure to ride with them in their Fokker C-31A Troopship.
As I arrived at Gary/Chicago International Airport the weather looked acceptable at 8am, but it was the radar and Terminal Area Forecasts that had me worried that the drive down to Gary would be for naught. The team planned for both a high altitude and a low altitude jump so they would be prepared for either once aloft.
Ten Golden Knights and Four U.S. Navy Leapfrogs geared up and boarded the plane. I was seated in the back of the plane next to the dual exits on the Fokker, the perfect vantage point to watch the jumpers depart the plane. Across from me was Walt Willey, best known for playing Jackson Montgomery on the soap opera All My Children. He was riding along to get a sneak peak in advance to doing a tandem jump with the Golden Knights in the afternoon.
As we approached show center one of the members tossed a series of streamers out to gauge the winds. The ceiling was high enough for us to climb to 10,500 a couple thousand lower than their preferred height but more than 7,000 feet above their minimums for an airshow performance.
With no doors the freezing cold wind swirled around near rear exits and before long my teeth were chattering. But, it was worth it for one of the best seats in the house for the Chicago Air & Water Show.
Level at 10,500 feet we circled show center. Each time as we would approach the planned jump zone Team Leader and Sergeant First Class JD Berentis would look out the aircraft to determine if there were clouds obstructing the jump zone. A few times the jump was aborted as clouds rolled into the jump zone. On the third pass the all clear sign was given and the ten members approached the exits.
In a flash the go signal was given and the entire team was out the door in less than ten seconds. I looked back assuming there were more jumpers, only to find a nearly empty airplane. When I looked back outside I could just make out the jumpers regrouping in freefall and their performance had begun.
Not long after that I noticed lightning in the distance and a strong storm that appeared to be quickly approaching. The pilots turned the airplane back for Gary. As a result of the storm the Golden Knights were the last performance before the rain delay.
I was extremely impressed by the entire Golden Knights team and their professionalism. They all took the time to walk me through their roles on the team and their history in the U.S. Army. It is getting a chance to meet some of the men and women of our armed forces that makes covering the Air & Water Show each year so rewarding.
August 18, 2011
The performers and aircraft that will thrill million all the lakefront this weekend have arrived. Tomorrow they will put on a dry run of their performances in advance of the official 53 Chicago Air & Water Show that will take place on Saturday and Sunday from 10am - 3pm. Today the teams took members of the media for rides and allowed us to interview the pilots and crew.
My morning started with an opportunity to fly with Team Aeroshell today in their T-6 Texan. The Aeroshell team have been long time regulars of the Chicago Air & Water Show and are an act you should be sure not to miss. Unfortunately, I only captured some very amateurish video because frankly I was just having too much fun.
I also spoke with Thunderbird #6 Major JR Williams who flies the Opposing Solo role during the USAF Thunderbirds performance. He is excited about his first performance over Chicago and said "I've been thinking about this show all year". You can check out my brief interview with him below.
If you have not already, check out my Ultimate Guide to the Chicago Air & Water Show for more on the acts and suggestions on the best places to watch the Chicago Air & Water Show from.
August 7, 2011
In just under two weeks approximately, 2.2 million people will flock to the shoreline of Chicago with the bulk of that crowd converging on North Center Beach, the epicenter for the 2011 Chicago Air & Water Show.
The annual show, in its fifty-third year, is "the largest FREE admission air and water exhibition of its kind in the United States" according to the Mayor's Office of Special Events. To aid new and experienced Air Show goers alike, we have updated and published our annual "Ultimate Guide to the Chicago Air & Water Show". The guide provides an overview of the wide variety of both civilian and military acts that will be performing at this year's show.
The show will be headlined by the U.S. Air Force Thunderbirds who will thrill the crowd with precision aerobatics flown in their F-16 Fighting Falcons. The U.S. Navy will be represented by the Navy Leap Frogs skydiving team and performance and the F/A-18F Super Hornet Demo Team. The Golden Knights will dive into the show to represent the men and women of the United States Army. Our guide provides a full list of military acts that will perform throughout the day.
In addition to the military acts there will be many great civilian acts. Sean D. Tucker performing in his Team Oracle Bi-Plane is always a crowd favorite. Airshow regulars will not be surprised to see the return of Lima Lima Flight Team, AeroShell Aerobatic Team and Firebirds XTREME, all of which have become regulars at the Chicago Air & Water Show.
New this year are two civilian acts: Matt Chapman in the Embry Riddle Eagle 580 (http://www.myflightblog.com/matt-chapman-at-the-chicago-air-water-show.php) and Dave Dacy in the Super Stearman.
Let's be honest, 2.2 million people in the same place can make for a long day no matter how exciting the entertainment overhead. Finding a prime spot to watch the show can be a challenge. Check out our map of viewing recommendations and be sure to stake out a spot early!
June 15, 2011
Flying by visual flight references (VFR) into instrument meteorological conditions (IMC) often results in an accident and sadly these preventable accidents usually result in the loss of life. The 2010 Nall Report states that 62% of weather related accidents were fatal and that 86% of VFR into IMC accidents were fatal. As a Private Pilot with just a handful of simulated instrument hours more than required to earn my private pilots license, I spend most of my flight time trying to avoid clouds and poor weather conditions.
So when an opportunity to fly through the clouds on an instrument flight plan with an instrument rated pilot presents itself I jump on it. This past weekend my flight club, Leading Edge Flying Club, had planned a trip to Oshkosh. On the morning of the weather was not looking so promising with conditions below the personal minimums of even our instrument rated pilots. However, a few hours later the weather improved enough for us to fly on an instrument flight plan. As we lost a few hours we decided to go to Madison, WI instead of Oshkosh, WI.
On the outbound leg I flew in the back seat and enjoyed watching the pilot, Marc Epner and right seat pilot Al Carrino work the flight plan, radios and prepare for a flight into IMC. Less than a minute after starting our takeoff role we were in the clouds. I expected an uncomfortable feeling or some disorientation going into the clouds, but luckily it felt quite normal, in fact it was beautiful. Even more amazing was climbing through the first layer of clouds and popping on top of the foaming clouds.
I enjoyed watching the procedures for loading the approach into the Avidyne flight system and watching Marc fly the approach. A few miles out we sank below the clouds perfectly aligned for our landing at Madison.
On the return flight I switched with Al and took over the right seat and helped with the radios including copying down my first IFR flightplan read-back. I thought maybe sitting up front I might experience some disorientation but again felt quite alright in the clouds. Much of the time we were free of the clouds and I logged some time flying an Cirrus SR 22 for the first time. I loved the plane except for its extremely sensitive trim which I think might take a few hours to master.
I have been excited for a while about the endeavor of seeking the Instrument Rating, and this flight only stoked my interest. As a result I have registered for the Sporty's Online Instrument Rating Course and am working on a plan to earn the Instrument Rating. I look forward to sharing my progress.
May 25, 2011
Virgin America is starting service between San Francisco (SFO) and Chicago O'Hare (ORD) this week and I have the opportunity to fly on the inaugural flight to Chicago. While in the Bay Area I decide it would be fun to take a Cessna 172 up and do a San Francisco Bay Aerial Tour.
Earlier this week I reached out to Jason Miller who is a local CFI and also host of the Finer Points Podcast. Jason suggested we fly out of San Carlos Airport (KSQL) and fly North past San Francisco International Airport over the city and then tour the bay before coming back south along the Pacific coastline.
After arriving commercially, I started the day with lunch at Sky Kitchen a restaurant just off the west side of the San Carlos airport. There I sat at a giant table in the middle of the restaurant surrounded by a group of pilots that meet for lunch nearly daily, some of them for more than 40 years. I enjoyed taking in the camaraderie and enjoying hearing some long tails. This is a new favorite $100 Hamburger destination.
After lunch I met Jason at West Valley Flying Club. We pre-flighted the airport then launched to the North. Soon after take-off we received hand-off to the San Francisco Tower that allowed us to transition the San Francisco Class B Airspace. It was a thrill flying parallel to the commercial traffic landing on runway 28L and 28R. Just three hours before I had been in one of those tin cans. I much preferred being pilot in command over traveling like a sardine.
Next we flew directly over San Francisco I did a lap around both the Golden Gate Bridge and Alcatraz. Having visited both the Golden Gate Bridge and Alcatraz before I loved seeing them from this new vantage point. Then we flew over Point Reyes National Seashore before turning south to fly low along the Pacific coastline.
Heading south along the coast we paralleled scenic highway 1 as it winded its way down from San Francisco to Half Moon Bay. As we descended to 1,400 feet to stay below Class B Airspace NORCAL announced a traffic advisory at our 11 o'clock. The traffic was a 747 departing San Francisco International and quickly became no factor, but it was a thrill none the less to briefly share the airspace with a Boeing 747 about 500 feet above us and climb.
Another enjoyable flightseeing experience in the book and one I highly recommend to all pilots. There are few icons as thrilling to fly by then the Golden Gate Bridge.
May 18, 2011
During the episode I shared some of my thoughts on the troubling decline in the pilot population. When only 20% of those that start learning to fly actually earn their private pilot certificate it is obvious an issue exists. AOPA is dedicated to finding a solution and has created the AOPA Flight Training Student Retention Initiative which is a long-term, industry-wide effort dedicated to increasing the percentage of students who earn a pilot certificate. In conjunction with this program AOPA published the Flight Training Experience Research Report which identified 67 discrete attributes that contribute towards the optimal flight training experience. Four focus areas were identified by the study as needing improvements including educational quality, customer focus, community and information sharing. I shared with the Airplane Geeks my opinions on this study and how we can all help improve the flight training experience.
We also talked about some of the great benefits that have come out of running this blog for the past seven years. Top of that list is all the great people I have met through the blog who have inspired me and having the opportunity to inspire a few of you along the way as well. As you would expect on a podcast about airplanes we also talked about some of the cool planes I have had the opportunity to fly or fly-in including the L-39 Albatros and the B-17 Flying Fortress.
In addition to the contributions by the four U.S. based Airplane Geeks the show features a regular segment hosted by Steve Visscher and Grant McHerron of the Plane Crazy Down Under Podcast. In this episode they have a special guest of their own Stephen Force of Airspeed Online. Also contributing to Airplane Geeks is Pieter Johnson who provides an update from across the pond.
If you have never listened to the Airplane Geeks Podcast I encourage you to give it a listen today.
April 20, 2011
As part of the FAA Wings program I recently took and completed the "Art of Aeronautical Decision Making" online course. The FAA defines Aeronautical Decision-Making as a "Systematic approach to the mental process of evaluating a given set of circumstance and determining the best course of action." More practically they use a framework for ADM and risk management: Perceive - Process - Perform.
- PERCEIVE the "given set of circumstances" for your flight
- PROCESS by evaluating their impact on flight safety
- PERFORM by implementing the best course of action
AOPA's Air Safety Foundation uses "Anticipate, Recognize, Act". Both promote identifying an issue, determining a plan to mitigate or eliminate risk then putting that plan into action. ASF says "...the thing that seems to cause pilots the most difficulty -- is recognizing potential hazards and taking timely action to avoid them."
With every flight, pilots get a chance to use their ADM skills. However, I did not anticipate the level to which these skills would be used when a fellow flight club member invited me to join him for a flight in his Columbia 400 (now called the Cessna 400). The mission was to fly from Chicago to Miami University in Oxford, OH (my alma mater) to pick up his daughter and bring her back to Chicago. He was planning to file an IFR flightplan and use supplemental oxygen allowing us to fly at 18,000 feet, more than double what I typically cruise at. I figured this flight would be a great learning experience for me, having never flown in a Columbia 400 or having much experience with instrument flight plans. Little did I know what a great learning experience this flight would become.
About forty-five minutes from our destination airport cruising along at FL180 and enjoying a 100 knot tailwind that was helping us achieve a 290 knot ground speed, Ray and I felt a hiccup in the engine and what felt like a short-lived decrease in power. We looked at each other than quickly switched the G1000 Multi-Function Display (MFD) engine page to check for any anomalies. There were no red flags As we were doing that the issue replicated itself. At that point we agreed an issue might be imminent and that he would continue to fly the plane and I would take over the radios if an emergency developed. We knew altitude was on our side and we agreed on an airport we could safely glide to while we troubleshooted the issue. Unfortunately, we had not identified a likely cause when the issue happened twice more in short succession. Each time we were seeing manifold pressure decrease with the hiccup and we noticed the oil temperature was lower than normally expected but still no clear cause or resolution presented itself.
Despite that we had a specific mission for this flight, "to pick up his daughter", we agreed there was a significant risk at hand and that we would be best to troubleshoot this issue on the ground and have a mechanic checkout the engine. It would have been easy for Ray to have stayed in "Mission" mode or to be swayed by Get-There-Itis and keep pushing through. But, we are both all too familiar that too many pilots have lost their lives or their aircraft with such decisions.
Without thinking about it we had just completed Perceive and Process in the FAA's Solution and Recognize in the Air Safety Foundation's thought process. Now it was time to Act or Perform. We agreed now was a good time for some Crew Resource Management (CRM) so Ray continued to focus on flying the plane while I took over responsibilities for radio communications. We informed Air Traffic Control that we wished to divert to Delaware County Airport in Muncie, IN. As we switched over to the Delaware County Tower the controller was aware we had been experiencing some engine irregularities and radioed "Columbia N262RK are you declaring an emergency?", a phrase no pilot wants to hear. I was relieved to be able to respond "Negative, we are not declaring an emergency and we have the runway in sight." A few minutes later we were safely on the ground.
A few years ago I made a precautionary diversion due to deteriorating weather conditions, this was the first diversion related to a mechanical malfunction but proved to be my best example in my flying experiences of appropriate use of Aeronautical Decision Making skills. A few days later I learned the mechanics determined the issue was caused by pin size holes in an exhaust host to the engine manifold, which I guess is common in turbo planes. The plane was not in imminent danger but I believe we made the right decision mitigating the risk.
A wise person once said "the difference between an ordeal and an adventure is your attitude" and on that day we had the right attitude and enjoyed our afternoon at the quiet Muncie airport enjoying a meal at Kacy J's Airport terminal restaurant while we waited for the cavalry. Marc, the Leading Edge Flying Club President, offered to fly down in the club Cirrus SR20 to help us complete the mission. As a result I got another new experience out of the day. It was my first time flying in the Cirrus SR20 which Marc let me fly for much of the short flight from Muncie, IN to Oxford, OH. I enjoyed a brief visit to Oxford before we turned for home. With four passengers and some baggage we had to manage fuel and make a fuel stop in Lafayette, IN before successfully completing the trip back to Chicago.
Although the flight did not go as planned, I had a great day of flying and aviation camaraderie none the less. Below are some photos from the day.
April 8, 2011
"Watch for the secondary stall. You've got a 10,000 pound airplane here, your flying it" I am severely behind this 5 ton jet as we move from a secondary stall into a the onset of a spin, and my CFI has made it clear this is my problem to resolve. I am in the aft seat of a Czech-made L-39 jet. Greg Morris of Gauntlet Warbirds is talking calmly to me from the front seat. Guiding me, but letting me learn from this L-39 training experience.
Moments before we departed Aurora Municipal Airport and at about 30 seconds after takeoff Greg hands control of the plane to me. I fly us through some holes in the scattered skies, bringing us up to 14,500 feet in just under three minutes. This is my first reminder I am not in the Diamond Star anymore. If I had not already been thrown into the deep end of the pool it is time to jump right into maneuvers, there is no time to waste when you are burning two gallons of fuel per minute.
The first planned maneuver is a power-off stall. As the plane slows and I pull back on the stick the plane begins to buffet. Thinking this is no different than any other stall I have recovered from I am a bit overconfident. That overconfidence, however, is short lived. Following standard procedures, I dip the nose and throw the throttle to full. Being in a powerful jet capable of 425 knots of power I figure I can coast through the rest of stall recovery and begin pulling back on the stick. Surely the thrust of this turbo-fan jet will propel us through the stall. I start to feel a rumble and a shake in the aircraft and I start to wonder...did I push throttle in too fast? Was I supposed to go from zero to full power in a jet? I misinterpreted this shaking to be related to my power control when in reality it is the start of a secondary stall. As I ponder what is going on, slowly falling behind the aircraft, I forget to ensure wings are level. You know what comes next, the right wing dips and we begin to spin to the right.
Instead of grabbing the controls, Greg calmly talks me through the spin recovery, but I am frazzled and it takes a little longer for my brain to react to my previous training and Greg's coaching. Sure enough as offset the spin with the rudder pedals and bring wings level the speed builds up and I bring the plane back to straight and level flight. Turns out I had incorrectly assumed that if I tossed the power to full the jet would accelerate through the stall. Greg later explains a combination of L-39's fuel control system, which regulates acceleration, and the sheer weight of the plane makes it take longer than I expected to accelerate. I learned that the same stick and rudder skills used in a Cessna 152 are required to fight off a stall in this turbo fan jet. I learned this lesson well thanks to Greg's patience and coaching, it comes natural to him after 10 years of instructing. He asks if I would like to try it again...Hell yeah.
Prior to departure, Greg and I discussed my experiences with aerobatics and resulting G Forces. A few years ago I had the opportunity to perform aerobatics with Ben Freelove of Tutima Academy in an Extra 300. In that flight it was a thrill to experience 7Gs without too much strain. Greg explained the biggest difference between aerobatics in Extra 300 and a jet was going to be duration. In an Extra 300 the maneuvers are quite quick, resulting in a few seconds of G Force influence. In the L-39 the power curve causes a longer-lasting G Force impact. To minimize the time spent snoozing in the back as a result of G-Loc (G induced Loss Of Consciousness) I was taught the "Hook" breathing maneuver.
In combination with tightening my leg and abdominal muscles I was to take in a deep breath then slowly to exhaling while forcefully saying the word "Hook", holding the final K for a few seconds then pushing out a final exhale with the "Ka" sound and then repeating. Greg also explained that if I felt uncomfortable or started to lose consciousness I should say "knock-it off" and he would end the maneuver as quickly as was practical.
I was able to put this method to the test when Greg took over the controls to show off the performance capabilities of the L-39 Albatros. During a Half Cuban Eight we put 5Gs on the plane and our bodies. The Hook method worked well and I felt great. Greg then put me through a tight break turn that increased the G Forces to 6.5Gs. Prior to the maneuver I figured I would be fine having successfully made it through 7Gs the summer before.
As Greg banked us 70 degrees to the right and pulled tight on the stick, I felt the strain on my body. As the turn continued I started to see my vision narrowing. Things slowed down and I began to wonder:
Hooooo Ka...Is this what Greg meant when he explained the first signs of a blackout...Hoooo Ka....Hey where did all the color go...Hoooo Ka.....Yeah this is definitely what he was talking about .Hoooo Ka..I wonder should I say knock it off.... Hoooo Ka....
Just then we rolled out of the turn, I had just barely made it through the maneuver consciously. Another few seconds and I would have been doing my best Reagan National Air Traffic Controller impression. I would have sworn we were in the turn for half a minute but video replay proves the maneuver was just over 10 seconds long. I did not call "knock-it off" not because I was too macho, but more out of lack of full understanding of the situation. I give great props to the men and women who do this for a living and folks like the Blue Angels who do these maneuvers regularly without the aid of G Suits.
In our 45 minute flight training experience we burned 101 gallons of fuel. I don't think I burned that in my last four flights in the Diamond Star and not something one could afford to do regularly. But, I wouldn't have traded this experience for the world. The opportunity to fly the L-39 was a once in a lifetime moment and a great learning experience.
I would like to thank Greg Morris and Gauntlet Warbirds for having me out to checkout their world class outfit. If you have any interest in learning aerobatics or training to fly a warbird like the T-6 Texan or a jet like the L-39 Albatros I cannot recommend Greg Morris and his staff at Gauntlet Warbirds enough.
I would also like to thank MyTransponder's Mike Miley for coming out and taking some amazing photographs from the day. Check out his photos on Flickr and enjoy a few in-cockpit videos from the L-39 experience below.
April 5, 2011
John Purner, author of The $100 Hamburger, released a list of the top 17 $100 Hamburgers as voted by his subscribers in 2011. His book highlights nearly 1,700 Fly-In Restaurants nationwide.
Last month he reached out to his 50,000 subscribers to ask them to select their favorite $100 Hamburger. After receiving a record number of votes seventeen restaurants pulled away from the pack and have been labeled "The Best of the Best" for 2011.
I was disappointed not to see Sky Manor, Pittstown, NJ or Sky Galley, Cincinnati, OH on this list this year. You can view a list of $100 Hamburger joints I have flown to on Yelp. Which $100 Hamburger spots do you think should have been on this list that weren't included?
121 Restaurant Bar
OXFORD, CT (WATERBURY-OXFORD - OXC)
The Airport Tiki
FORT PIERCE, FL (ST LUCIE COUNTY INTL - FPR)
WILLIAMSBURG, VA (WILLIAMSBURG-JAMESTOWN - JGG)
DeNunzio's Italian Chophouse and Bar
LATROBE, PA (ARNOLD PALMER RGNL - LBE)
Enrique's Mexican Restaurant
PONCA CITY, OK (PONCA CITY RGNL - PNC)
LAKEVIEW, AR (GASTONS - 3M0) Harris Ranch
The Hard Eight
STEPHENVILLE, TX (CLARK FIELD MUNI - SEP)
Harris Ranch Restaurant
COALINGA, CA (HARRIS RANCH - 3O8
Nancy's Air Field Café
STOW, MA (MINUTE MAN AIR FIELD - 6B6)
Nick's Airport Inn
HAGERSTOWN, MD (HAGERSTOWN RGNL - HGR)
The Perfect Landing
DENVER, CO (CENTENNIAL - APA)
CARTAGE, NC (GILLIAM-MC CONNELL AIRFIELD - 5NC3)
CHICAGO/SCHAUMBURG, IL (SCHAUMBURG RGNL - 06C)
Rick's Cafe Boatyard
INDIANAPOLIS, IN (EAGLE CREEK AIRPARK - EYE)
Rick's Crabby Cowboy
MONTAUK, NY (MONTAUK - MTP)
Southern Flyer Diner
BRENHAM, TX (BRENHAM MUNI - 11R)
SUNRIVER, OR (SUNRIVER - S21)