So the Tripacer sold this weekend.

She went to an amazing home - a grandfather who was buying her for his grandson to learn to fly in. They also took the Bobcat, and the kid has made more progress on it in the last two weeks then I did in the 5 years I had it.

Someone told Michael, when he bought the Tripacer 13 (!) years ago: "The day you buy your first airplane is the second happiest day of your life. The day you sell it will be the happiest". The Tripacer wasn't my first airplane, of course, but I had her far longer, and was probably more attached to her, then I was to the Starduster.

But selling her, in the end, wasn't as traumatic as I thought it would be. Honestly, I'm more relieved that the whole "airplane selling" process is over. It's been absolutely nutty - I've had so many people call to kick the tires, a few people actually showed up to kick the tires, a dozen first-time buyers who weren't really ready to buy anything, tons of incredibly low-ball offers via email, and more people then you can imagine who weren't interested as soon as they knew the paint wasn't perfect.

Then this guy showed up. He sent me email, with no pointless questions, just "can I see it this weekend?". He didn't want me to finance it, he didn't care that the paint wasn't perfect, he'd owned plenty of planes before, he chose a reasonable mechanic for the pre-buy, and he understood that a 53-year-old-plane could not be expected to look like it just rolled off the showroom floor. I couldn't have asked for a better plane-selling experience.

Will I miss her? Sure. But I know she's gone to a much better home, and I honestly need a break. Flying's been a chore for the last few years, and I need some time off. I don't know if I didn't want to fly because I resented the amount of money I was spending, or if it was because I'd outgrown the Tripacer years ago, or if I've just done enough and I want to move on. The plan is to take a year off, and re-examine flying next fall. If I'm deep into something else, that's cool. If I really miss flying, I'll join a club, or look around for a partnership, or just rent.

And it's so cool to see this kid excited about flying!

Next weekend, I finish cleaning out the hanger. Then it's time to hunt down the windsurfing instructor again!

Tags: flying, tripacer
Current Mood: crushed

For Christmas this year, Mike got me a cheese-making kit. I picked up few gallons of milk and tried it this afternoon.

That's a basil mozzarella. I had some spare basil, and I figured it would make it easier to mix in the salt if I could see it, so I tossed it in. I should have let the curds set more, because I lost a good bit of them because they were too small to fish out of the whey, but I've got another gallon of milk in the fridge to try again later. That's a dessert plate it's sitting on, so it's not an enormous amount of cheese.

(Random aside: Someday I'll have enough light in my kitchen to take pictures without having to color-correct them in Photoshop every time)

In other news, I'm finally back in flying currency. I did my BFR this afternoon in a Citabria. I really should have waited a few more weeks - my wrist was killing me at the end of an hour. It was okay if I kept it trimmed, but power changes were difficult, since I needed my left hand for the throttle, the trim, and to help with the stick, all at once. But I made it.

Now I can actually legally fly the Tripacer again as soon as it's back together.

Tags: christmas, cooking, flying
Current Mood: accomplished

It's time to sell the Tripacer.

I've accomplished everything I wanted to accomplish. I have 1200 hours of flight time, 250 hours of it in a twin (comparison: Continental Express hires copilots for their regional jets at about 800 hours, 100 of that in a twin). I've flown into and out of NYC a dozen times, including a few trips down the Hudson (both pre- and post-911). I've flown from Houston to San Francisco . I've been to Oshkosh, Sun and Fun, and Meigs Field (before they tore it down). I flew into Dallas-Fort Worth at peak time. On the other end of the spectrum, I've flown into more little grass strips then I can count, including one ultralight strip in Georgia where I cleared the trees at the end of the runway by less then 5 feet. I've done formation flying. I've flown IFR in a twin, and I've gone scud running in the mountains. I crossed the Rockies in an airplane with 150 horsepower - twice. I've made it through two partial engine failures and one landing gear collapse. I've done aerobatics in a Pitts, and flown United's 737 simulator (nearly crashed it, but that's another story). I've dodged thunderstorms over the Gulf, with no real radio contact and no radar, and I've flown over the water in the Florida Keys at 50 ft at 175 miles an hour. I (mostly) taught one person to fly, and a different person to fly instruments. I flew Angel Flight patients. I towed gliders for years, in aircraft that were sometimes less then airworthy. I'm rated in gliders, singles, and multi-engine aircraft. I have 200 hours of tailwheel time. I've disassembled an engine, changed a cylinder, and helped re-fabric two airplanes. I rebuilt the brake system on the Tripacer on the ramp at Van Nuys in an afternoon.

When I go to the airport now, I don't have a list of things I want to achieve anymore. I see a list of things I've accomplished, and things I have to do, but nothing I want to do anymore. So it's time to move on to something new that I do want to accomplish. It is not a moral failing to lose interest in something.

Gonna hurt like hell to sell her, though.

Tags: flying, introspection
Current Mood: working

I'm thinking of selling the Tripacer.

Yes, I'll be glad to give everyone time to pick their jaws off the floor.

I'm sick of doing airplane maintenance. Actually, I'm really just sick of having to do airplane maintenance. She turned 51 in November, and I honestly don't have the time or inclination to keep everything fixed. Part of that is that I'm not flying enough these days, and that always makes maintenance expenses go up, and part of the reason I'm not flying enough is that I dread finding out what's going to break next.

There are no working radios in the plane, and if I'm going to keep it more then 6 months or so more, I'm going to have to put in new ones, and that's a $5K hit right there. My hanger rent has nearly doubled since I moved, and I'm now half an hour further out from the airport, so I can't just pop out to do a bit of maintenance (or flying) in the evenings. I was ashamed to tell my insurance agent this morning that I'd only flown 50 hours last year, and only 20 of them in the Tripacer.

Everyone tells homebuilders that you have to make a decision - do you want to build an airplane, or do you want to fly? I seem to have stumbled into a variation on this - do I want to maintain an airplane, or do I want to fly it?

I don't want to stop flying. So the logical conclusion is to sell the Tripacer and buy something newer that I really enjoy. I can't afford to upgrade a whole lot, so that means a partnership, but Mike could go in half with me, and we could get something a bit better. There's a Cheetah on the field that was rebuilt from the ground up 3 years ago, although it's sat in a hanger since. It's got a nice panel, with modern radios, and I really like the Cheetah/Tiger line. Faster then a Tripacer by 25%, on the same fuel-burn-per-hour. No fabric, mid-time engine, and I could buy half of it for what I have in the Tripacer. And there are other things out there in that price range, most of them 20-25 years old.

Then, this weekend, I saw a new airplane. It's called an Allegro 2000. Tripacer speeds (on 3 gallons of fuel an hour!), 2 seats plus minimal baggage, and it's available brand-new for about $75,000, well-equipped. That's a lot of money, but it would be brand-new. Even comes with a 2-year, 100 hour warranty. It's a Light Sport Aircraft, which means you don't need a medical certificate to fly it. The engine is a Rotax 912, which has been around a while, but is a lot more modern then any certified aviation engine. It's a steel frame with a fiberglass skin, with aluminum wings. Certainly not state-of-the-art design, but a lot more modern then even all-aluminum airframes.

The best part? You can fly it without the doors in the summer.

The downsides to LSA are no night and no IFR flying. I honestly haven't been single-engine night current in at least 5 years, and I don't think I've been single-engine IFR current since I got a multi rating 2 years ago. But that's still a downside. And there's no serious cargo capacity, so I won't be packing it to the roof and heading off on an adventure for 2 weeks, and that is a use case I'll miss. There are other downsides - will there be parts support in 15 years? Will LSA still be viable in the US in 15 years?

It's possible to finance it, and it's possible to get insurance on it.

I'm intrigued. I'm going to be heartbroken to sell the Tripacer, but she's not the right plane for me anymore, and I'm not the right owner for her. No matter what I end up buying, I'm going to have to sell the Tripacer first.

I suppose there will have to be a rename token in my future.

Tags: airplane maintenance, flying
Current Mood: curious

I put my iPod on "Music I haven't listened to much" this morning, and it's off on a shiny, happy Sesame Street kick. How can you not smile after "The Monster In The Mirror", "I don't want to live on the moon", "ABC-DEF-HI", "C is for Cookie"....

Having 100 userpicts rules.

I called the bike shop this morning. He agrees that it's most likely that I just blew out the paper head gasket. Only Harley would put a paper head gasket on an air-cooled engine. He also said if he has to open it anyway, they might as well top it - replace the rings, check the valves, all that stuff. He seems to think that it won't be all that expensive, but it'll take a while to get the parts. I'm not in a huge hurry, so that's okay.

I'm finally moving users over to the new server. It's going more smoothly then I imagined it would. No major problems so far - I'm waiting on one user to update some portal code, and I have myself and 2 other users to move. It's got all the services of the old one, with the exception of a newsserver - I'm going to get that up this week sometime.

I'm taking a break from townhouse stuff. I unpack a box every once in a while, but that's about it. I might get started on building bookshelves this weekend, if the bike is still in the shop.

A Tale In The Desert is going wonderfully. I've got a good base to build off of, it's so good to see my friends...it's great to be back in Egypt.

I went soaring this past weekend, for the first time in forever. The soaring was good, but I couldn't stay in the thermals to save my life. I had asked for a tow to 3000 ft, but I popped off at 2000. The lift was there, but I couldn't find anything big enough to stay in, and I quickly regretted not taking the last 1000 ft of tow. I renewed my tow currency, and got a backseat checkout, so it wasn't a wasted day. Next Sunday, I'm towing.

And that's Tina's Random Life.

Tags: flying, motorcycle, townhouse
Current Mood: lazy
Current Music: Fuzzy And Blue

I'm in training this week, and so I'm bored out of my mind. Even if it is a pretty interesting class.

Anyway, someone was telling me today about flying into the "2nd busiest GA airport in the US". I've heard that a lot, so I went looking for numbers. These are from 2005:

http://www.aci-na.org/asp/traffic.asp?art=217 (click the spreadsheet link at the bottom).

According to that list, I've got the #1 busiest GA (VNY).
From the overall list, I've got (out of the top 50):
#3,
#6 (done this during push twice),
#7 (shot an ILS here),
#13 (and here - a "keep your speed up" ILS to 500ft)
#17 (VNY again),
#21,
#25 (I'm suprised this is so low),
#30 (wasn't PIC for this one),
#47 (lost my oil here),
#48 (more times then I can count)

Guess I need to get out more.

Tags: flying

It was a Pinckneyville weekend. 3 days, 1200 miles of flying, and a weekend with friends I don't get to see often enough.

Dylan took the Tripacer, loaded to the gills with camping stuff. Mike, Michael, and I took the twin. Michael could only fit in the back seat, since he couldn't bend his leg, so Mike and I did all the flying. Mike is a great co-pilot - I can let him take the plane for hours on end, relax, and not have to worry.

The Garman 295 Michael has in the twin was having problems, so we borrowed a 396 from somebody on the airport. It was very nice - having real-time weather, on a map, in the cockpit, makes all the difference in the world. No more guessing if the strikes on the Strikefinder really mean what I think they mean. For the first time since we've been going, the weather was great, so we didn't need it much, but I can see how it would make the difference in getting there or not.

It was nice to see everyone. Got to meet ptomblin, got to hang out with Morris and Lonny (who I don't get to see enough of), got to see Stella and John (who I also don't get to see enough of), and got to eat Mary's cooking for a whole weekend. The highlight of the weekend was getting to safety-wire on Red Lady - John's beloved Stinson Reliant. Three bits of safety-wiring, one of them a particularly difficult bit with 2 bolts and a bump of metal between them. I fiddled with Morris's Arrow and fixed a few tiny things that needed done, but didn't have time to get into the big things.

The trip home was long in the twin, but not nearly as long as it was for Dylan. 15-20 knots of headwind isn't a huge deal when you're doing 140kts, but it kicks your butt when you're doing 90. It took him something like 8 hours to get home.

I think I was asleep before I hit the pillow last night.

Tags: flying, travel
Current Mood: refreshed

....you calculate the density altitude of your apartment before making candy.

I bought myself a candy thermometer last year before Christmas. I've pretty much stuck with toffees and brittles, but when my mother asked what I wanted for my birthday, I had 2 requests: heat-resistant spatulas and a candy cookbook.

She bought me Candymaking. It's wonderful - creams, jellies, divinity, lollipops, carmels - everything you could want to make with a candy thermometer. My first cream fondant is cooling in the fridge now. I worked a tiny sample batch, and it was incredible (although it takes a lot of arm strength to get it beat well). When the full batch is ready, I'm going to dip them all in chocolate - I'm hoping 120 fillings will be enough to start getting the hang of it.

And if not, well, I'll feed 'em to my co-workers. Later this week: jellies. My mother loves them, and I promised her a batch next weekend.

This morning, I took Steve and did a few approaches in the Tripacer. It was terribly rough, with winds out of the south at 30 kts on the ground. I saw a groundspeed of 134 knots on one approach. For not having flown any approaches in 6 months, mine didn't look bad, although I should have been a bit better organized. Next week, we'll do some more...

Tags: cooking, flying, tripacer
Current Mood: accomplished

In 2005, I flew 172.7 hours. 119 of them were in the twin, but only 23.5 in the Tripacer.
That gives me a total of 1113.6 hours, with 226.7 of them multi-engine time, 520.6 in the Tripacer, and 149.7 tailwheel (I really have a lot more then that, but I'm sloppy about logging towing time).

This year, I need to fly the Tripacer more.

Tags: flying
Current Mood: accomplished

...forgot to mention: I finally got the Tripacer flying. Flew it both this weekend and last weekend, and besides the usual "didn't-bleed-the-brakes-enough" problems, it went without problems.

Next year, I resolve to get my annual done in less then 3 months.

Tags: flying
Current Mood: lazy

I'm running out of vacation enthusiasm.

We got two dive trips in, but the shop we're diving with doesn't have a camera for rent, so no pictures. We finally got to the beach, but it was too cold to enjoy the water.

Yesterday, I flew to Pensacola to see my mother and brother. Thanksgiving dinner in the school cafeteria (yay for turkey roll) followed by the college production of The Mikado (yay for Gilbert and Sulliven).

The twin was acting up on taxi - kicking around like I was taxiing over really rough ground even on perfectly smooth concrete. It seemed to smooth out at higher speeds, so I flew it anyway. When I got to Pensacola, I went over the gear, but it all looked fine. I called Michael, who thought the FBO we'd parked at might have exceeded the steering limits on the nosewheel and bent something.

So I flew it back this morning. He met me at Destin, and discovered what I'd missed - the shimmy dampener on the nosewheel was wiggling freely, despite still being bolted and cotter-pinned down. One of the main tires needs changing anyway, so we'll jack it up when we get home and fix both at the same time.

Tomorrow, we pack up in the morning, check out of the hotel by 10, load the plane, then head off for windsurfing lessons at 11, then head back to Houston.

Last year, we took up scuba. This year, I got my motorcycle license. I'm thinking windsurfing or kitesurfing is for next year.

It'll be good to be home.

Tags: airplane maintenance, flying, scuba, travel, twin comanche

Saturday, scuba
night diving was fun, dark, and
disorienting.

Sunday, nice fall day.
Breezy, sunny, thermaly,
gliders everywhere.

When taxiing slowly,
on grass, one never expects
landing gear collapse.

When right main gear snaps,
right wing bangs onto the ground,
prop throwing up dirt.

Much damage was done.
Wrinkled fabric, bent wing ribs,
crimp on trailing edge.

No, I'm not damaged.
My trusty steed, I'm afraid,
will not fly this month.

Tags: flying
Current Mood: guilty

Good trip, but it's good to be home.

I flew up to PJY (in the southern tip of Illinois) on Saturday. I was less then 100 miles from home when I checked the generators and discovered only one was working. We'd just replaced it the weekend before, but it was most definitely not generating anything.

Failed generators in the twin make me nervous because the gear is electric, so if you run the battery down, you have to lower it manually. Then you have to put it on jacks to get it back up. Also, without power, you can't lower the flaps, and you can't really get into Weiser without flaps.

But the other generator kept going, so besides an autopilot failure, I made it into PJY without any other problems. I was early (2:30 in the afternoon), so I pulled the bad generator off the twin, then hung out with the mechanic for the rest of the afternoon until Morris and Lonny showed up with the Arrow around 7.

The annual (I went up there to help annual the Arrow) went quickly and easily. Besides a new pitot mast, nothing big was broken. By Wednesday, we were mostly done. We took a look at my generator and didn't see anything obviously wrong, so I hung it back on the twin and flew it back home on one generator again. We'll probably pull it off this weekend (sometime after my motorcycle course) and look at it more deeply. When I asked Michael about it, he said he might have pulled the circuit breaker and forgotten to reset it. I'm going to feel like an idiot if that's all it was. On the other hand, "Check breakers in" is on the checklist, and while I open the panel and glance down there, I guess I've not been looking as close as I should, and this was a cheap way to point it out.

I had planned to stay all week, but work needed me and we were mostly done, so I came home yesterday.

It was incredibly relaxing. It's so much less stressful to spend a few days working on an airplane.

Tags: airplane maintenance, flying, travel, twin comanche
Current Mood: working

Friday night I went out to the airport to give the twin a quick sponge bath and get her ready for my Angel Flight Saturday morning. When I opened the hangar doors, I went a bit too far out, and knocked one of them off it's track. Michael was not amused, and since we didn't know how to fix it, we left it open for the night.

Saturday morning was Angel Flight #7. We took her home to Texarkana, which is a quick 1.75 hour trip in the twin. It was mostly uneventful, although I finally filed IFR when the visibility got down to a few miles in haze. We dropped her off, and on the climbout, the door popped open. In the twin, that's a real pain - it adds a lot of drag, and really kills the climb rate. You can't get it closed in flight, either. So we turned around, landed at Texarkana again, closed the door, and took off. I even got to keep my IFR clearance. The controller was more worried then I was - he kept asking me if I wanted the fire trucks out when I landed. I kept telling him there was nothing wrong, I just wanted to close the door...

Anyway, we got home more or less on time - 4.1 total.

Saturday afternoon, Michael came over to watch "Open Water", which I'd found on the clearance table at Blockbuster. I approved of the ending. The rest of the movie was awful.

Today, I tried really hard to work on the airplane, but it was just too hot. Got the left wheel bearing and brake done, and sunk an anchor in the concrete near the tail to use as a tiedown, but didn't actually get an eyebolt for it, so it'll have to wait. Jim came out this afternoon and helped me fix Michael's hanger door, so I could finally close it.

And now I'm home and showered and enjoying the AC. It's going to be a fine afternoon for some gaming, I think.

Tags: airplane maintenance, angelflight, flying, movies, twin comanche
Current Mood: tired

So I took a week off to go to San Francisco in the Tripacer with Dylan....

	Day 1 We left Houston Saturday morning, hoping to make El Paso by sunset. We flew EYQ-ERV-FST-T27, getting to T27 in plenty of time before the drag races started...
	Day 2 We made it from T27 to Casa Grande (CGZ) to Thermal, CA (TRM). Thermal (in the picture) was hot - it's 114 ft below sea level, and the temp was about 110F. It was miserable. Then, we headed for LA - VNY, where a friend of mine is a flight instructor. Taxiing to parking, we lost the brakes...
	Day 3 ....so we spent the first half of the day taking the brakes apart. It turned out that the rubber diaphragm in the master cylinder had a tear in it - luckily, we found a geezer A&P who happened to have one in his hanger, brand new, dated 1969! We replaced it, hopped up to Fresno for lunch with someone else we knew, and made Oakland by the end of the day. Oakland is way more laid back then SFO - it would have been a breeze if we hadn't been landing into the sun at sunset.
	Today... We wandered down to Fisherman's Wharf, did a bike ride over the Golden Gate bridge, and just generally hung out in SF. I forgot how tiring sight-seeing could be.

Tags: flying, photos, san francisco, travel
Current Mood: exhausted

It's not a VFR cross-country flight without at least one stop at the auto parts store.

Tags: airplane maintenance, flying, travel

It was a weekend.

One of these days I'm going to learn to relax - but not today.

Saturday, I took a few people to Austin for an Alton Brown cooking demo/book signing. It was fun - I so rarely fly with enthusiastic non-pilots these days. And I got my picture taken with Alton Brown (again!), so that ruled. I'll post more about this flight tomorrow...

Sunday, I snagged our local airline-captain-type to go do some single-engine work in the Twin Comanche with me. After the Duchess crash, I've been thinking a lot more about single-engine currency, and even though it has only been 4 months since my checkride, there were a few maneuvers I had done in the Duchess but not the Twinkie.

We spent an hour in the air - a VMC demo, a single-engine go-around at altitude (it takes about 4-500 ft to make it work), a shutdown/restart, engine failure before rotation, then another engine failure at 100 ft, and a few single-engine landings. On the first single-engine landing, I got a little far from the runway and got low on altitude and airspeed, so he gave me back the second engine at 100 ft. The next one was much better, although I started a bit of a PIO in the flare when I looked down to check the green light.

I was exhausted, but it was good. In 6 months, we'll do it again, maybe with some single-engine instrument approaches in the mix.

Then, I changed the oil on both engines, and snagged a random MEI from the flight school, and went up to work on my MEI stuff. It went well, except that I got so busy explaining "single-engine commit point" on short final that I forgot to push the props forward, so I landed a bit long. I should have told him I'd explain it on the ground, but I thought I could do both...

4.2 hours this weekend, all in the twin.

Tags: flying
Current Mood: sleepy
Current Music: Me - Paula Cole

This wasn't one of my more organized missions.

Before we left for the observatory, Michael had mentioned that he had an AngelFlight on Monday at 6, and he wanted the plane fueled in a specific way, and would I please make sure I was home in time?

Before I left Durant, I had a voice mail from him, telling me not to worry, just to fill the tanks.

When I got to Houston at 4:30, I had another voice mail from him - call him before I put gas in it.

So I did. He was home, sick, and the patient would be at the airport at 5, and if I really needed him to he could ride in the right seat, but he was too sick to fly. Would I take the patient home?

Well, I didn't see that there was much choice, so as tired as I was, I told Micheal to bring me the mission paperwork, then go home and to bed. I unloaded all the stuff from the weekend out of the plane, sent Mike home, fueled the airplane, tracked down a flight instructor to play copilot, got a quick weather briefing, tossed some water bottles in the back, and we were ready to head off to Wichita Falls, TX by the time the patient showed up. I'd just come from almost that same direction, and the weather was clear, and I knew what the winds were doing, so it was a pretty easy flight. I let the flight instructor fly most of it. He needed a good bit of help, and it's hard to give dual with a patient in the back, especially when I was tired. But I tried.

We got there in 2.2 hours, and I dropped off my patient. Since I'd been too busy to be very friendly in the plane, I made it a point to sit down and chat with her for 15 minutes or so, while she waited for her ride. The FBO had offered me the courtesy car, so my copilot and I did a quick McDonald's run, then headed back out. By then, it was nearly 9, and it was dark.

I hadn't thought about it when we left, so I wasn't really set up to fly at night. Most notably, I had no flashlight. We managed to preflight by the light of the full moon, and the plane does have a map light - I was just hoping the electrical system didn't decide to bite the dust, since lowering the gear manually in the dark would not have been fun. I have a flashlight on my Tripacer keyring, Michael has one on the twin keyring, but I had grabbed the spare set of twin keys out of the car without thinking about it. I'll have to get one of those LED ones to store permanently in the plane.

But we made it home with no issues, except that I still tend to come in too high to Weiser at night. I've got the airspeed problem figured out, but I'm still not getting the glideslope right in the dark. I'm fine if I have a VASI or a glideslope, and on a longer runway it doesn't matter, but at Weiser it gets iffy at night if I come in too high. I need to spend an hour doing landings to try to get it right.

It wasn't bad. Just not as good as I like.

4.5 hours of twin time, on top of the 3.8 to the observatory. This puts me over 100 hours total this year. Not bad for June.

I called Dallas this morning to get the mission changed into my name, since I couldn't file my report without it being in my name. I got this back:

Thanks again for helping out yesterday and filing your report so quickly. I told Mike you were a keeper.

Beth Stone
Director of Mission Coordination

I was amused.

Tags: angelflight, flying
Current Mood: accomplished

ATC to random pilot: Cessna 1234, cleared for the VOR/DME 18, report established inbound on the arc.
Me to Michael: Wow, it must really be raining down there.
Michael: Oh?
Me: Well, approach just told him to "report established on the arc".

Tags: flying, humor
Current Mood: amused

I have an old Airmap 5000. It stores the data on a PC card that slides into the unit.

My database is now 3 years old. Lowrance stopped providing data about 4 years ago, and a year ago Jeppson dropped support.

A web search didn't reveal anybody else selling databases.

Now, that data is on the 'net. I'm a reasonably competent programmer, and I could reverse-engineer the database format, and write code that would put fresh data back into that format, thus updating my database.

Here's the problem: I have no idea how to read/write to that PC card. Has anyone done this? Is there a driver somewhere, or am I going to have to write that too? I'd assume there was some sort of standard "data storage" PC API, just like there is for the data storage USB devices.

If I went to all this trouble, I'd be glad to update other people's cards for shipping costs, since there isn't any other way to get the data, and I'm guessing there are a reasonable number of these out there.

Any help would be appreciated!

Tina Marie

Tags: flying, geeky
Current Mood: geeky