25U Night Op's

I will start off by stating that I have no pictures to add from a beautiful night flight because I forgot my camera :(

I received an email from MikeB asking if I wanted to fly safety pilot for him so he could shoot some approaches this evening, I accepted of course. I decided since he asked if flying at night was past my bedtime I should make an effort to take what I referred to in my younger single days as a power nap. So off to bed I went, early in the afternoon. Maggie followed along, confused , but figured any time to head upstairs is a good thing. Rudder was also in tow and gladly was up on the bed curled up by one of Marys fancy poofy pillow additions. I pulled the shades and turned on the tv looking for anything that might catch my interest. I found a movie that I always get a laugh out of, 'The secret to my success' with Michael J Fox. I didn't see much of it as I soon passed out. Mary said she came home around 3:30 and when I didn't answer her she looked upstairs and I was down for the count. Hey, it was a power nap and it was working.

Finally up and about I gathered up my equipment for flight. I figured I would try out Mary's new headset, the David Clark X-11. I also made sure my Garmin 496 was full charge and ready to go. Mike and I swapped emails and phone calls as we agreed to meet at the FBO around 7:00. 3525U was out on the ramp just as clean and shiny as ever, what a sweet aircraft. I managed this evening with no cane, opting to push my limit a little more each day and try to get back to normal, whatever normal is for me. I'm not even going there.

I read through our checklist as Mike was doing his thing responding with a check or set as required. I worked the radios tonight and made the calls to Wilmington ground and tower. I don't think I used my 679er call one time tonight, that was a plus, seeing I had the right tail number and type of aircraft figured out. We climbed out of Wilmington on runway one four with a left turn on course back over the field approved. We were on our way to Lancaster (KLNS) to shoot an approach or two. This is the point where i noticed I forgot my camera, the sky was a dark orange color mixed with some north east haze which 'would have made' for a gorgeous photo op, oh well at least we both got to see it.

I picked up flight advisories with Philly Approach and they in turn handed us off to Harrisburg. Contrary to the approach plate, Harrisburg was going to keep us until the hand off to the Lancaster tower. Mike had briefed the plate for the KLNS ILS Runway 8 approach, he was ready. I was safety pilot since he had the foggles on and I have to admit as much as I am looking for traffic it was hard not to stare off and enjoy the pretty lights against the night sky. Harrisburg brought us across the mighty Susquehanna River just far enough to cross west bank then gave us one of our last two vectors (heading changes) for the ILS. The last turn towards the ILS always gets a mouthful from approach and I have to constantly remind my self just repeat the numbers, keep it simple stupid. Right turn xxx, 2,500 until established, ILS 8. Once turned loose to the tower Mike prompted me....tower 25U with you ILS 8 and so I called. We were to report a three mile final for runway 8, I acknowledged. I was so intent on watching the needles and for spotting traffic I missed my call to the tower. I know this because the tower broke the sterile cockpit with 25U cleared to land runway 8, I again acknowledged feeling like a slacker that I missed my call. The tower said not a word.

We decided to pass on dinner and get right back in the air. We were now going to head back to Wilmington and shoot a few approaches there. We were cleared to take off on runway three one and directed to turn on course. I was trying to pick out airport beacons on the way home in the hope of honing some night vision skills, I did so so. No flight following on the way back, instead some good conversation and enjoying the cool air and night flight.

Mike made a call to Philly approach on 119.75 requesting the ILS OR LOC RWY 01 into Wilmington then following with the GPS 19 approach. Philly started to vector us towards the Final Approach Fix, HADIN just 5.5 miles south of the airport. Mike briefed the plate and double checked all the nav/coms, we were ready to make the run. No procedure turn required with approach vectoring us in, this is always a good thing. Once established Philly turned us loose to contact Wilmington and they requested us to report HADIN inbound, we acknowledged. Mike went missed and climbed out to the WILEA intersection and did a teardrop entry for the procedure turn for the GPS RWY 19 approach. Having been handed off to Philly they requested we report WILEA inbound and we did. Philly once again handed us back off to Wilmington tower and Mike made the call, 3525uniform with you GPS one niner approach, inbound WILEA. Wilmington cleared us to land, this one was a full stop. Mike greased another one! 25uniform was home, Mike added some throttle to taxi us into the Atlantic FBO.

A fun flight, gorgeous night and I got to watch the needles for the glide slope and localizer which really helps with the mental picture when under the hood or in actual instrument conditions. I also got to work on my radio skills and my night vision. Thanks Mike!

Formation Flight Training

Let me start out by making the statement that the Club I fly in does not allow formation flying of any kind, with or without training. No ifs ands or buts not allowed. Ok, the housekeeping is complete now let me tell you about my morning.

I got up later then planned so I decided to Drive to WINGS Field (KLOM) in Blue Bell, PA. The airport is tucked in between I-276 the Pennsylvania turnpike to it's south, I-476 to its West and RT 73 Skippack Pike to the North and East. Normally this would be a 15 minute flight with at least 45 minutes of ground prep since I'm moving a bit slower these days. The drive was less then 45 minutes with no traffic to speak of, ok, besides the occasional nut ticket dodging and weaving through cars thinking he is going to get up the road so much faster then the rest of us mere mortals......jackass.

The formation flight training program has been the cornerstone of success for the previous Cessna mass arrivals and that of other organizations into Oshkosh. The hallmark of formation flight training is the formation training clinic. Practice is the perfect complement. Cessnas 2 Oshkosh schedules formation flight training clinics between the month of March and the day before the mass arrival. The last training clinic before the mass arrival will be the Juneau Clinic at the KUNU, Dodge County Airport in Juneau, Wisconsin.

The "textbook" of the formation flight training clinics is the slide presentation by Rodney Swanson, the Director of Training and Operations. The Cessnas to Oshkosh group encourages every participating pilot to review this presentation prior to attending the formation training clinic of your choice. The designated instructor will go over the presentation in detail at the opening of each formation training clinic before practice. The instructor for today's clinic was fellow North East Flyers member Gil Velez (TeenDoc on the POA forum). Gil did a great job and provided an interesting program. As I said from the top, I can not fly formation in our club plane but.......once Mary and I become owners we can take part in some formation flying with friends.

A fun morning learning something new about flying, I'm a happy camper!

Williamsburg for Lunch

The wx was just to nice to pass up flying today! I did not have PT on the schedule, Mary was helping her Mom and Dad so I called John to see if he felt like taking a ride for lunch. I guess I got to the airport around 9:30 or so and slowly went through the preflight ritual. Uncover, remove the cowl plugs, pitot cover, chocks and untie. Climb up in the cockpit, master, beacon, nav, landing and strobes on for a light check. Climb out make a round and check the lights then back up on the wing to shut everything off. Add one notch of flaps for my preflight and very carefully get back on the ground taking great care hitting each step on my new step stool.

I completed the preflight and climbed in so that I could hook up the Garmin 496 and Zaon XRX in order to have things ready to go when John arrived. John got himself belted in and I fired up 679er for our lunch run. We were cleared to taxi to runway 1-19 hold short at taxiway Kilo, I acknowledged. Run up complete I was able to back taxi and cleared for take off on runway one. I went to the four thousand foot mark and turned into the wind. Adding a notch of flaps for the warm wx and density altitude we launched in short order. I made a right turn on course, proceeded south and was set up to contact Dover Approach as soon as Wilmington cut me loose.

I made the call to Dover when I was about 7 miles west of Summit airport (KEVY). We were climbing for 5,500 and looking for any traffic. It was bumpy at times but not to bad as we took in all the scenery. You could see the white sands of Cape Henlopen, the tip of Cape May, NJ and farther along we could clearly see Ocean City, MD. I was tracking the Salisbury (SBY) VOR as my first checkpoint then on to the Cape Charles (CCV) VOR. Approach control was very good today as they usually are with handoffs and traffic. Once we were handed off to Norfolk we were turned direct to Williamsburg, saving some time not having to make my next point at Cape Charles but taking the fun out of tracking to the station.

Our direct to turn was somewhere over Silver Beach, VA and we were headed towards Point Comfort then towards Gloucester Point just north of the George P Coleman Memorial Bridge. My next visual clue is the Hog Island State Pond peninsula that points right at the Williamsburg Jamestown Airport approach to runway 31, I know, strange way to find places. I cancelled flight following and flipped to the JGG frequency, 122.8 previously dialed in. Williamsburg Unicom, Archer 28679er is fourteen East, request airport advisories. Unicom came online and the gentleman confirmed what the AWOS had stated. I acknowledged his report and continued inbound. At five out I once again announced my position and intentions, Williamsburg Traffic, Archer 28679er five east, midfield crosswind for left downwind runway three one, full stop. A Cessna nine miles south advised of his position and intentions for the field. I called out my downwind, base and turn to final adding my last notch of flaps on short final and setting 679er down with a slight chirp of the mains. I taxied clear of the runway and advised so the Cessna would know I'm out of his way. I ordered fuel and made way for Charly's restaurant.

The Archer took on 15 gallons of 100LL for a 8.3 gph burn rate, she usually does a bit better. Lunch was very good, as always, with my choice of the beef barley soup and a tuna salad on Charly's famous fresh bread, John ordered the BLT on a dark rye bread. After lunch we headed out to the plane ready for the fun ride north. After sumpping the tanks and a walk around inspection we climbed aboard for the flight home. It was really to nice to even consider going home when there is so much sky out there to explore, but reality kicks in and off to Wilmington we go.

It's awful hot out this afternoon and I had them top off the tanks so I went with two notches of flaps for 25* and a short field takeoff. 679er jumped off the runway and I held her in ground effect as my speed climbed. I retracted a notch of flaps as we cleared the tress and once again showing positive rate of climb I took out the last notch. I set us into a ninety knot cruise climb attitude and called Norfolk approach. Norfolk Approach Archer 28679er, they acknowledged, I replied, Archer 28679er off of Williamsburg, 1,200 climbing 5,500, VFR to Wilmington, India, Lima, Golf, request advisories. Norfolk gave us a squawk code, altimeter setting and followed up with a radar contact now at 2,200.

Visibility was still very good but you could see the typical north east haze layer off in the distance to our north. We crossed the Chesapeake Bay and headed north up the peninsula with Salisbury VOR tracking solid. The ride got bumpy as approach handed us off from one station to the next. By Dover we were taking some good licks and my hip was starting to feel the pain. I soon canceled with Dover and flipped to the Wilmington tower (ILG) on 126.00. At 15 miles out I contacted Wilmington to let them know we were headed home. Wilmington Tower, Archer 28679er, 15 south, information Yankee, 3000 level full stop, a real mouthful. ILG acknowledged and gave us a straight in for runway one, report three mile final.

KILG 081751Z 32007G19KT 280V010 10SM BKN060 25/11 A2993

Wilmington Tower 679er three mile final runway one. I held off the last notch of flaps until over the numbers and worked the crosswind holding 679er off and making a very smooth landing. Dang! that felt really great! We were home, and the bumps finally put to rest. We covered the plane and headed out the gate, I was tired and thirsty. 3.6 in the book and I feel like I haven't been away at all. Time to finish that IR!

Current Again!!

Tonight I scheduled flight time with fellow club member CFI Dan. Dan agreed to ride along in order for me to knock out at least three landings and to once again be current. Basically as stated in Sec. 61.57 Recent flight experience (and I'm only quoting a portion of the section here)

Pilot in command.

(a) General experience.

(1) Except as provided in paragraph (e) of this section, no person may act as a pilot in command of an aircraft carrying passengers or of an aircraft certificated for more than one pilot flight crew member unless that person has made at least three takeoffs and three landings within the preceding 90 days........

I pre-flighted 679er taking my time to get back in touch with my normal routine. I guess it's like riding a bike, you don't really forget although the consequences of missing a problem on the ground can potentially cost you more then a banged up knee and some Bactine spray. When Dan arrived he performed his own pre-flight which I thought was a pretty good idea, he doesn't know me from the man on the moon, why would he trust me. I did tell him he was the last to fly the plane and the fuel sumps I performed were clean and water free. Once Dan climbed in we chatted a bit about 679er and then I started my remaining pre-flight/start up procedures. It all came back as I went through my checklists item by item.

BEFORE STARTING ENGINE
Exterior Preflight -- COMPLETE.
Tach/Hobbs Meter – RECORD.
Seats, Belts -- ADJUST & LOCKED.
Radios & Electrical Equipment -- OFF.
Parking Brake -- SET.
Carburetor Heat -- OFF
Fuel Selector –- SET TO DESIRED TANK.
Prime - COMPLETE
CALL CLEAR PROP
Throttle –- OPEN ¼ INCH.
Master Switch –- ON
Electric Fuel Pump –- ON.
Mixture –- RICH.
Throttle –- ADVANCE WHEN ENGINE FIRES.

679er springs to life and seems ready to go. All gauges in the green, waiting for oil temps and I make my call to Wilmington Ground requesting taxi clearance for pattern work providing current information Yankee. Winds were jumping around and I ended up taking runway one niner with a slight tailwind. I readjusted my mental note and launch marker so I had room to abort if needed. I completed the run up and off we went for some scrape off the rust time. I climbed out and was directed by the tower to enter a left downwind for three two , Hmmmm that's a quick change but ok, I acknowledged. I was crossing the numbers pretty much as I launched off of one nine but ok left turn to downwind and time to set up for landing. I was high turning base and high on final when the tower asked me to turn out for inbound jet traffic landing on runway one. An immediate right turn out 360* back to final.

Ok, I don't mind getting back on the horse but gezzz not something that bucks right out of the chute. I am once again high on short final and need to lose some altitude. I slowly pull the power add in a last notch of flaps for landing and Dan asks do I want to go around, I said no I can work with this and will go around if I don't like what I see as we work our way down. He asked for 60 knots so we could brick on in, I don't like holding the nose high blocking my full runway view. I did What I would normally do and slipped in. 679er came in like a rock and I just passed the numbers as I landed but had some speed so I slowed down and taxied off for another go.

Yikes, round one was exciting, let's see if we can make this as uneventful as we can. Rounds two and three were more "normal" although I seemed to be way to fast on the downwind. Dan mentioned the 90-80-70 rule for pattern work in the Archer. Round four I was pretty much on the money. I had to pace myself with opposite traffic turning on a right base making me number two for landing. I was trimmed for 90, added approach flaps and settled right in at 80 knots, turned base adding a second notch of flaps and kept the nose lowered and sat the airspeed on 70 knots. Nice, short final I added the last notch of flaps sat the airspeed on 65 and greased one. All of my landings were really nice and on center, I just needed to get my pattern speed under control.

I logged .9 and made four landings, Dan went around a few times for .4 and I think maybe two or three landings. He really keeps a nice tight pattern, and is very smooth. I was happy with my last trip around the patch but I could use a bit more practice. It sure felt great flying 679er once again, I think we'll spend some additional quality time together Wednesday.

Wheels Up 10:32 AM

Yeah man!!!!!! MikeB shot me an email this morning at 8:17 asking if I was up and if so, if I wanted to fly, in his words, for as long as I could stand him AND my hip. After I got done laughing, I tried to reply so fast I couldn't type straight and before I could hit send he rang me up on my cell. I'll tell you, I was mighty quick with that crutch getting out of the office and out to the family room to answer the phone, truly a sight to see. Thankfully there were no pets running interference.

The plan was made, we would meet at 9:45 and head north to KIPT, Williamsport, PA. I got on facebook and left Ted a message asking if he wanted to catch up, then went on POA forum to leave him a PM just in case he missed the other. I watched the clock as I hopped up the stairs to shower, get dressed and most important check my flight bag. I was all set, now just watching the clock. I really didn't feel like making a stop for water so I chugged down three glasses of ice tea figuring that will hold me until Williamsport.

Mike was already starting his pre-flight when I walked out of the FBO and on to the ramp. We chatted for a bit then I tried to climb aboard. It was like getting into the SUV, I backed in, got on my toes and wiggled into the seat followed by some bizarre type of layout (tried not to exceed the hip angle) and got both feet in and tucked into place. Not to bad, no pain and in pretty good time. Mike finished the pre-flight and also climbed aboard. We discussed mounting the Garmin 496 and agreed on a center windscreen location just above midpoint to allow for spotting traffic but angled enough to read easily. We went over transfer of controls and decided that I would work the radios and Mike would fly. I had already noted the ATIS with my hand held radio and together we worked through the checklists. A little CRM working here as I called out the items one by one and Mike completed the checks. We were cleared to taxi to runway three two via taxiway Golf and Fox2. With the run up completed I called up the tower and we were cleared to take off three two and now rolling.

I could not believe how much I missed just the take off roll, airspeed was alive and we were soon climbing out. Right turn on course approved and we were on our way. Philly approach was dialed in and I made the call for flight following. It started out great.....Philly Approach Cessna 3525Uniform, they responded, I then gave the who what where, Cessna 3525Uniform, off of Wilmington 2,100 climbing 6,500, VFR Williamsport, India, Pappa, Tango, request advisories. No problem, they give us a squawk code and altimeter setting, they both get dialed in and I end my response with 679er. Yep, WRONG PLANE GARY. No fear, I did it two more times, old habits die hard and 679er is just an extension of me, I couldn't help it. This is where Mike should have slapped me up side the head, he didn't.

We cruised on along and eventually Philly kicked us to the curb and we were on our own. I flew for a bit testing the right leg for rudder pressure, it felt great, and making sure I could shake off the rust. I felt on top of the world, almost as good as when the doctor told me I could go full weight bearing. As we neared Williamsport Mike put in a call to NY Center as noted on the approach plate and we were vectored for the ILS 27. Mike put the foggles on and off we went. I worked the radio acknowledging each turn as directed and searched for any traffic. As safety pilot I am the eyes outside while the pilot is wearing the view limiting device. Mike took us down the glide slope and into IPT with a nice landing, fun stuff. I heard Ted make a call while we were inbound and I was hoping we could indeed catch up for lunch. When we taxied to the terminal Ted was up the far end of the airport but I did see him climbing around his Aztec. I didn't have his cell but I knew AdamB in New Hampshire did so, I called him. He mentioned that Ted did just get in, he tracked him on flight aware coming home from Virginia. Wow, what timing. I called the number he gave me and Ted had just left the airport, he turned the big Ford Excursion around and joined us for lunch.

Mike and Ted hit it off (fellow multi-engine guys hangar flying),we all enjoyed our lunch. The grilled Ruben was really good and the waitress kept the ice tea coming. As we were finishing up two guys walked in, pilots, they were carrying sectionals and flight bags. I looked over as they picked their table and sure enough there stands Capn'Ron from the POA forums. What are the chances? I introduce Ron to Ted and Mike and we sat at least another half hour talking. Ron has been on an unbelievable pace, I think he rattled off 10-12 airports in the last week or two that he has been to either ferrying planes or instructing. We finally drug ourselves back out to the plane and said our goodbyes. A fun time catching up with everyone.

I took a few shots of Bill's plane that he and Ron arrived in, a sweet LanceAir. Mike and I saddled up, I worked on getting my self back in the right seat while he completed a pre-flight since 25U was out of sight. We taxied out to runway two seven and launched for home. When you take off from runway two seven you have to turn right, maintain visual reference until established on 300° heading. Intercept the MIP R-318 and continue climb to 2500 before proceeding on course as noted in the Take Off Minimums and Departure Procedures. This is a good way to save your butt from becoming a monument on that big green hill on the south side of the airport, see the attached pictures or landing video. As soon as we cleared the ridge Mike transferred controls to me, the typical, your plane with my response being my plane, transfer complete. Yep simple but to the point and previously discussed and agreed to. I climbed to 7,500 to ride on top of the scattered layer with plenty of holes to descend through if needed. I took plenty of pictures as well as Mike adding to the collection. I was careful with my grip on the yoke and made sure the feet were working together with the hands. 25Uniform trimmed out real nice and we were tracking along with a tailwind at 136knots.

As we continued south we decided to look for the next hole to drop down through. As we avoided some build ups to the east and west there was a great big gap surrounded by clouds as if entering a stadium just ahead. Mike throttled back and we slowly lowered into the "stadium" at 500 feet/minute. Nice and easy like riding the glide path to the runway, super smooth. Once reaching 3,000 we took a look around us and it was indeed like sitting in the center of abig bowl of clouds, very cool to see this.

We ducked under the outter ring of the Philly Bravo airspace, avoided the Vice Presidential TFR north of Wilmington and was looking down runway one four at ILG. We transferred controls and Mike made the call to the tower reporting our location and intentions. They responded giving us a left downwind entry to runway three two. Hmmmmm...with the winds reported that would be a nine knot tailwind, why do that? Mike asked for runway one niner and was instructed to report a three mile right base, he acknowledged. We taxied to Atlantic and shut down. We both sat like, as Mike said, two little boys sitting out in Dad's car. It was a plane and we still are two little boys at heart when it comes to flying. Good friends, good food, GREAT flying....Geeezzz I love my life.

Special thanks to MikeB for asking me along, I really really needed that flight time. I now feel very confident about going up in the Archer tomorrow night with the CFI, I can still do this flying stuff!

Back In The Saddle

Today I finally made it back, yep, got on the horse and sat square in the saddle. Horses? No, back to flying! Mary and I made the trip to KILG, Wilmington Airport in order for me to once again attempt climbing on the wing of 679er. We headed out for breakfast at Angels, our favorite place, then headed to the Action Hardware store just across the street. I kept the motor running while Mary jumped out and headed in to search for the perfect step stool. A few minutes later she peeks out the door and holds up a plastic looking stool with two steps and no handle to get in the way, I give her a thumbs up and start to laugh. My lovely Bride walks back into the store and pays for the item then emerges with step stool in hand, all smiles.

The stool fit perfectly! It tucked right under the wing and with the help of my one crutch I slowly stepped up one at a time with my third step on to the wing of 679er. I felt like a little kid and I'm sure I had a smile from ear to ear. I reached in my pocket and took out the keys to unlock the cabin door. We had already pulled back the cover so I could grab hold of the handle to help climb aboard and now I pushed the cover clear of the top door release. 679er's door was open and it just fell out of my mouth....."I sure did miss you", Mary laughed. I climbed in with a revised Piper roll, almost in reverse. There I sat, just like old home, touching everything I could letting 679er know I was back, I was in love all over again.

I was trying to keep my drool to a minimum so I decided it was time to see if I could get out of the plane. It wasn't real pretty the first time around but I'm sure it will start to flow a bit smoother each time. We buttoned up our girl and headed home, I couldn't loose that perma-grin to save my life. Mary said it was even better then the doctors visit when he told me I could drive again, she said she got most of her husband back then, now he's all back.

I checked my log and my currency expired on June 29th since I made two of my last three landings on March 31st, 90 days had passed. I immediately sent out emails to a CFI that flys in our club and to my friend MikeB if he had any CFI's available for a few landings. I need three TO/LD full stop to once again be current to carry passengers. I'm sitting here typing this as I wait for the phone to ring like a teenager waiting on his first girlfriend to callback.......Yes, my flying addiction is pretty bad and I need to get back in the air. I want to get Mary out of here for a few days of Beach time, maybe a quick weekend trip to Nags Head this month, she needs it more than I do. Hey, she had to put up with me being home 24/7 since April 8th.

Post Op Adventure Planned

I will be heading to the airport this morning so I can attempt climbing in the Archer. Mary will be with me just in case I get to carried away and want to start 679er and go for a quick ride. After my boarding attempt I am going to take my Bride out for lunch at a new spot I read about just across the state line in Pennsylvania. Is this the adventure you ask? No, just what's on tap for today, now as they say "the rest of the story".

Mary and I both want to explore the great state of Maine. So for our first trip after my surgery we are going to visit Stonington. Stonington is a town in Hancock County, settled in 1762 and known as Green's Landing before it incorporated on February 18, 1897 from a portion of the town of Deer Isle. Its name implies the great quarries, four of which were developed after 1870 and supplied material for many buildings in New York City and the Museum of Fine Arts in Boston. Fishing and, increasingly, summer residences provide the mainstay of the local economy. Stonington hosts three nature preserves, the following two managed by the Nature Conservancy. The Crockett Cove Woods forest covers 100 acres where thick mosses shroud the granite boulders, and old man’s beard lichen veils the trees. The area has a self-guiding nature trail and good bird watching opportunities.The Wreck Island Preserve features open fields and some spruce. Once used to graze sheep the ground is covered with woodland flowers and grassy fields make up most of the interior.

Pilot Get-Aways did a really nice write up and that helped us finalize the plan. Our destination Airport is Stonington Municipal Airport which is a public airport located one mile northwest of the central business district, thankfully our hotel will pick us up when we arrive. The airport covers 12 acres and has one runway. It provides service to private and charter aircraft traffic only. Stonington is located on Deer Isle which is only reachable by auto via a long, narrow suspension bridge, that I will most definitely have to check out.

Here is a snip of the Pilot Get-Away article:

Stonington, Maine If you’ve ever considered visiting Maine, summer is the best time to make the trip. Authors Cal Thomas and Janie Phillips take you to Stonington, at the southern tip of Deer Isle. It is easily accessed by aircraft, and with dozens of other nearby islands, this is a kayaker’s paradise. Nearby Isle du Haut is home to the most pristine portions of Arcadia National Park, with 18 miles of hiking trails through forests, marshes, and shorelines. Other maritime adventures include canoeing, sail boating, charter cruises, and island camping. In the town of Stonington, Main Street is just right for strolling its art galleries, shops, museums, and restaurants, and the ocean is right beside you. You can catch the show at the Stonington Opera House that has a year-round schedule of concerts, films, and other performances. When it’s time to retire for the evening, you’ll have numerous unique bed & breakfast establishments or inns to choose from. In a place like this, you’d guess the seafood would be fabulous, and you’d be right—the freshest Maine lobster, crab, and other delicacies tempt you from restaurants situated right on the water. Pair your meal with a local microbrew, and you’ll understand why the locals love this town!

We already made our reservations for a four day mini vacation and I scheduled 679er online. The plan is to visit the Stonington area, then rent a car after taking 679er on a short hop to Hancock County-Bar Harbor airport to explore Bar Harbor. It will be nice to take some time off for us after all this surgery/recovery time. I will post more details and flight planning as the date gets closer.

Last Call For Boarding

I scooted out to the airport this morning trying to cross off one of my things on my list to accomplish. Mary went with me and supervised as I tried to board 679er. I was happy to see that the step up to the wing was a short one, that would make it a bit easier for the right leg and knee. However, looking at the first step with the left I don't seem to remember it being that much of a step as it now seems to be. None the less, it was time to give it a go. I set my cane aside and balanced on the wing with my right hand, avoiding any pressure on the flap area. Next I made the step up to the foot peg or step and as my left foot was firmly in place my right knee buckled. I did manage to catch myself on the wing to avoid hitting the ground.

I was not happy with that try but decided to not go again until I had a step stool to help relieve some of the distance and pressure required on my new hip and finicky knee. I'll try it again this weekend once I find a one or two step type stool to help out. I still think I could back into a Cessna and wiggle in to the left seat, for now.

I hope to report mission accomplished tomorrow as I sit and dream about flying once again from the left seat of 679er.