I spent most of yesterday morning doing touch ups and opening boxes of the items I ordered for 45Yankee. It was like Christmas, new cowl plugs, pitot cover, spare oil and LED NAV lights. I'm waiting for a few more items.
I am going to try and repurpose 08Romeo's original cover from Kenyon. The previous owner tore holes for the antenna that will have to be restitched and some sort of doubler added around the opening. The old thermometer was on the pilot side and 45Yankee has it located in the center support of the windscreen. I'll mess with it for a little while and if it works I'll move forward, if not, I'll by a new cover.
I did experiment with the orbital buffer and some swirl free cleaner wax made by Meguiars. The few areas I tried came out gorgeous, so 45Yankee is going to get a spa day, I'll have to call CAVU.
That's it for now. I'm getting ready to order the Alpha shoulder harness belts and get their install scheduled. I hope to knock out the last few hours needed for insurance. I need a total of five solo and I have .8 completed. If the weather clears I will try and finish up this week.
The original plan was to rent a car, one way, and fly 45Y home at the end of my transition training.
After a bit more thought I decided to ask my hangar neighbor, Chet, if he could give me a lift to KILG -Wilmington. Perfect timing, Chet wanted to go to Red Eagle and have his VFR cert done. I called and coordinated with Joanne in the office at Red Eagle and we were soon climbing aboard 8Bravo Whiskey.
Chet picked up flight following with Dover approach and we road along together until just north of the Smyrna VOR. Once dropped from Dover we contacted Wilmington tower and reported a four mile final runway one, as directed.
My rental was waiting at fly advanced and the line guys asked me "where's my plane, the Sundowner", I responded, it's in California. I just sold her.
They look puzzled until I explained that I was here to train in my new to me plane, a 63' Debonair.
Chet taxied his plane to Red Eagle and I drove around the airport. I was pulling into the parking lot just ahead of the Warrior 8Bravo Whisky shutting down at the hangar. Dave came in on his day off to do the cert and everything checked out just fine. Once the plane was parked out on the ramp, Chet and I drove over to the IHOP for breakfast.
We returned to the airport and I dropped Chet off on the ramp, at his plane and then headed for the west T hangars to see our new plane. I climbed aboard and went through the motions of a GUMPS check and reaching for each control until it felt comfortable. I'm trying to get familiar with switches and breakers, flaps and gear.
I decided I should get checked into my hotel, the Hilton in Christiana. My former CFII and friend Mike B is in town for business and he is also checked in this hotel. We are going to catch up for dinner and of course go see the plane.
Mike really liked the plane and crawled around it, examining every detail. Once in the cockpit he checked out the avionics stack and each instrument. Mike did note the fuel tank switch would be much easier for me than 08Romeos set up.
Dave was at the hangar, apparently he was closing a deal on its sale too. We all chatted for a bit then Mike and I headed out for dinner. I invited Dave to join us but he declined.
It was a short drive to Firebirds and we were quickly seated. Catching Up with Mike was great, I really miss flying with him. After we ordered dinner we reviewed the different procedures between the two planes. Basic airmanship, power on and off stalls but now with gear and thoughts on creating the basic numbers for all phases of flight.
Things are going to be different as I fly the Debonair. It's not going to be as easy as deciding how much altitude to loose dividing by two for the number of minutes out from my destination, like I did in the Sundowner. With the speed increase Mike suggested a simple formula for staying ahead of the plane. The altitude difference, times three, plus seven.....say what?
Destination pattern 1000' Flight altitude say 8000'
I need to loose 7000'. So, Times three is 21, plus seven is 28. Start your descent 28 miles out which controls any chance of shock cooling and gives plenty of time for speed control, you don't want any slam dunks by ATC. Mike reminded me to learn and fly the numbers, be precise, it will be work to stay ahead at first but things will slow down and feel proactive instead of reactive.
DAY 2
The weather is not looking to play nice today, I'm keeping my fingers crossed and hoping for the best.
Despite no pets, I was still wide awake a 5am. I figured since I was up, I would shower and get ready to head out for breakfast. I managed to select the same place as yesterday, IHOP. The place was empty but by the time I finished eating it started to fill up .
It's a short drive back to the airport and the west T hangars. My security card issue is squared away and I pass through the gate just like a regular tenant. The plan is to stow my equipment on board and sync my iPad after relocating it to where I want it. After taking the bracket apart and moving it closer to the pilot side yoke, I find it doesn't provide enough clearance for my right hand on the yoke.
Obviously there is a reason Dave had his iPad mounted where he did. With everything now switched back exactly like I found it, I reconnected my mounting plate and guess what, it was perfect. Next,I toggled the battery switch to on and synced the PMA 8000BT and attempted to do the same for the Flight Stream 210 to my iPad...easy peasy for the audio panel, not so much for the 210.
My instructor came by the hangar and handed off another set of questions for me to review and answer. I decided to head back to the hotel, work through the questions and then relax, we are going to shoot for 2pm.
I returned for the 2pm meet but the rain poured down and the threat of thunderstorms were moving in. I decided to call it a day and returned to the hotel. I am not a happy camper being stuck away from my bride and not accomplishing a thing. I skipped dinner and instead grabbed some Pringles and Carmel peanut crunch along with a Fanta orange soda. Comfort food munchies to the rescue.
I read the study materials again and glanced over the emergency procedures in the POH. I'm taking the rest of the night off, watching some NCIS then calling it a night.
DAY 3
I did manage to sleep in a bit later than normal. I rolled out of bed at 6:19 and immediately turned on Action News. What's the action news deal you wonder...just the best darn news around. I really miss the 6ABC news team since we retired to Ocean City.
I decided on breakfast here at the hotel then searched the area for colored toggle caps. I made multiple stops at electrical supply companies, and automotive suppliers before waving the white flag. I'll order from Aircraft Spruce or Sporty's.
It was time to preflight and tug 45Yankee out into the sun for some us time. I carefully did my preflight and then loaded my stuff in the baggage compartment. Vince stopped by and checked out the plane, I think he really likes it. I took my time and did a temporary video set up, connecting the audio cables too. This video set up will take some planning before selecting the final spot.
Al was right on time and together we did a walk around with me explaining my process. There was a cotter pin that needed to be bent over so a person doing the preflight wouldn't catch their hand or finger. 45Yankee drew first blood and despite her objection, the cotter pin is squared away.
We climbed aboard and discussed our plan for today's flight. I followed Dave's start up procedure to the letter and 45Yankee came alive. To say I was nervous was an understatement. My knees had a bit of a shake going on but that disappeared once I hit the PTT button to call for taxi clearance.
I completed my run up and everything looked good, I was ready to log my first takeoff in 45Yankee. Once cleared for take off I rolled on to the runway and unleashed the beast. The big bore continental roared as I smoothly increased throttle while on the roll. I was quickly off the runway and climbing out of Wilmington. I called out positive climb, and with a tap of the brakes, and a flip of the switch the gear was coming up.
I flew steep turns, power on and off stalls, slow flight, an ILS approach into Chester County and an engine out or two. We spent time in the practice area then headed for 33N, Delaware Airpark. The winds were gusty and this would be my first attempt at landing the Debonair. My approach felt stable and my numbers were spot on, I was on the runway. I taxied back for another go and departed once again for some pattern work. Al changed the plan on departure and we instead headed to KEVY - Summit. Instead of staying configured in gear down pattern work we climbed out to the north. I made the configuration change to gear up but my brain had my hands return the gear lever to what I thought was a middle detent position.
FYI, there is no middle detent position, I had immediately recycled the gear to the down position. I got distracted, confirmed I heard the gear in transit but didn't confirm the gear up light. I didn't make this mistake a second time. I quickly realized that my fly the numbers wasn't producing the book speeds and regrouped. I checked flap position, all good, checked gear up light, green, not good. I cycled the gear, confirmed red light, gears up, and watched the numbers fall into place. 45Yankee was teaching me. Al was patiently watching me recheck my numbers and let me find the problem, a good teaching moment.
We made a few landings at KEVY - Summit and then pushed farther north to KMQS - Chester County. Along the way I put the foggles on and planned for the ILS RWY 29 approach. For the first approach it went very well. Not having my numbers chart set up yet, 45Yankee was well behaved and quickly settled in for a stabilized descent to the runway.
Next up I was headed to KLNS - Lancaster. While I thought I had time to chug and plug the info (no iPad Garmin connection) and get my frequencies set up I was already hitting the ten mile out mark. Thankfully I was listening to the weather (ATIS) and checked in with the tower. I was high and fast but cleared to land number two which gave me time to drop the anchors, my gear, and descend keeping temps in good shape. I made a nice landing holding off the nose gear and made my way to the west ramp.
It was time for refreshments! I was soaked in sweat and needed a break. We had been at this for two and a half hours. Once in Fiorintino's we were seated and I started drinking down raspberry ice teas, three of them. It was a good time to cool off and review our air work to this point.
One last hop for today, home to Wilmington, or so I thought. After receiving my taxi instructions I headed for runway three-one. With my run-up completed I called the tower and was cleared to takeoff with a left turn on course approved. 45Yankee was really smooth and stable as I flowed through my checks and pointing us home. Al and I talked about staying ahead of the plane and always looking for an out, a plan B.
My pucker moment happened when Al advised we had an oil pressure issue.....what! I have been checking my gauges faithfully. I checked again and said numbers look great. Al replied no, it's a simulated engine issue...well duh, obviously I'm clueless. I quickly assessed the situation and pointed for N57- New Garden located about my ten o'clock position. I made the runway but I should have held off a bit longer dropping the gear.
We taxed back for departure and once again pointed for home. I was perfectly aligned for runway three two down wind entry and confirmed the towers direction for a left entry. There were two C130's ready for departure on runway two-seven so the tower had us enter a right down wind for three-two instead. I finished up with another good landing and was happy with my overall performance during today's flight training. I'll be back at it tomorrow for the last hour and a half of dual, starting at 12:30.
DAY 4
It's a new day! I hope to finish up and get me and the plane home to Ocean City. Somehow I manage to skip breakfast and instead run a few errands. I'm still looking for color toggle caps, but came up empty. I'll have to call Sporty's or Aircraft Spruce and see what they have to offer.
I decided to return my rental early and catch a ride with a lineman back to the west T's. I had to wait for my CFII, scheduled for 12:30, so I kept busy cleaning gear and and getting my bags stowed.
Vince stopped by to chat and he offered to help clean. I said I wanted to pair my iPad with the Flight Stream 210 so we both climbed aboard. Last night I read through the pairing sequence for the Garmin 345 bluetooth transponder and the Garmin 530W. I thought I was ready for the task, Miss Deb had other ideas.
First things first, iPad on and in discovery mode. Next, 45Yankee battery on...battery on...ahhh, battery on. What the heck! The panel is dead, not a single instrument light or gyro spinning up.
Let's see, Missy Deb draws first blood yesterday and today she refuses to power up. Missy Deb fits the spoiled little girl she is. Obviously she doesn't want to leave Dave, or Wilmington.
I'm sure she will eventually come to learn that I will care for her like her previous owner has done for many years and she will get plenty of exercise while visiting new places. But for now she continues to test me.
I called Dave to see if he had any ideas, he came right to the hangar. Dave knows the Deb as well as I knew the Sundowner, it's very obvious. Vince borrowed a battery charger and removed the Concorde battery for a top off. Vince was my life line, he provided wheels, mechanical skills, a charger and support. Thank you!
The determination is made that the battery/master solenoid has, for lack of a better term and my frustration, shit the bed. I made a quick call to Cecil Aero and they had one unit in stock. Josh at Cecil Aero asked me to try a quick test to confirm. Remain clear of the prop, battery switch on and tap the solenoid. We followed his instructions and with the battery switch hot a simple tap had power flowing to the panel. Battery switch off, then back on and the panel was dead again. Rinse and repeat a few times with the same results.
Al, my instructor volunteered his Cessna 182 for the parts run. I was instructed to fly left seat, Vince climbed in the back and Al was right seat. Uh...Al? I haven't flown a Cessna in many years and never a 182. "If you can fly the Debonair you can fly the 182, climb aboard", okie dokie.
The 182 felt solid when we taxied, just like the Deb. With the run up completed we were cleared to take off runway one-four, and off we went. Al did radio work until we were released from Wilmington and he programed the 430W while I just flew the plane. Al laughed and said, "you really don't need any GPS as well as I knew the area", I was good to go for 58M, Claremont.
I made my position calls and made a nice landing on runway three-one. Like the Deb, you have to hold off the nose with all that weight out front and let her just gently settle in. Trim is your friend. This isn't the Sundowner anymore, these aircraft need a bit more attention when touching down. The three of us jumped out and walked into the shop. Josh was ready for us and had the part, so it was a quick grab and go. We passed Stan in the shop and chatted for a bit then climbed aboard the 182 for the mission at hand.
I made another nice landing back into Wilmington, missing the first taxiway (F) but making the turn off on runway one-four as instructed by the tower. We put he Cessna 182 to bed and headed back to over to the Deb, time to reinstall.
With the new battery/master solenoid installed we gave it a test. Vince climbed aboard and called clear, then hit the battery switch, the panel came to life. Thumbs up! Battery switch cold, time to close up the plane. Vince and I ran to get water, ice tea and burgers at the Kings place then returned to the airport. Vince had to head into work so I thanked him for all his help and promised to get back to ILG and take him for some flight time in the Deb. I think all this motivated him even more to finish up his PPL.
I hung out drinking my huge ice tea and eating the cheeseburger. I just needed to take a breath and calm down. I was going to finish the transition training today and head south, if daylight permitted. Al showed up after his other lesson finished up and I had 45Yankee ready to go. We both climbed aboard for the last 1.5 hours of training.
Following the taxi and run up we launched from runway nine. Ground asked if I could accept an intersection departure and I requested full runway instead. I guess I ticked him off because he taxied a twin from the other end of the field and made me wait until they passed. Fine, some sin bin time, if it made him feel better, great.
We climbed out and headed towards Summit, KEVY. Along the way we did more slow flight and stalls. Power on and off and in climbing turns. No problems, things were moving right along. I did an emergency gear extension, wow that's a lot of turning to drop the gear, around 52 turns. I flowed through all the procedures and emergency situations without an issue. Finally the words I wanted to hear, take us to Wilmington. I made another nice landing and taxied back to the hangar to complete the paper work.
The Recap:
PIC in a Complex Airplane High Performance Airplane Flight Review endorsement
Time to finally head home. Can I hot start like I did in Lancaster the other day? The answer was no, I had 45Yankee running and leaned a bit to quickly and didn't put in enough throttle. I tried two more times, no start. Girl, we are going to Ocean City if I have to push, tow or truck you there, get with the program. Dave walked over and gave me much needed advice and I tried it again, he has the magic touch. 45Y fired up and we taxied out.
After completing my run up, solo, I sat waiting for take off clearance, it was getting warm in the plane. Finally, it was my turn and I rolled for departure like I have been flying this plane for years. A smooth climb out on Daves suggested numbers and she took to it, I think we were both having fun.
In a blink I was clear of Wilmington and crossing the C&D canal. I picked up flight following with Dover approach and enjoyed the ride. I actually used the S-Tech 50 autopilot, taking advantage of the heading mode and altitude features. I monitored gauges and the traffic, finally settling in, in the new plane.
I arrived at Ocean City just at sunset and made a nice landing. We were home. I was tired and soaked in sweat as I pushed Missy Deb into the nest. It's going to be a very good relationship and I will take care of her like I did the Sundowner. I think she'll come around to the new diggs and pilot.
Special thanks to Dave for ALL his help and words of wisdom flying the Deb. I promise to take care of 45Yankee as you did and I know she will treat Mary and I right.
Vince, thank you for all your help. You were my life line. I'm looking forward to flight time with you and you finally getting that PPL.
I am tired and need a shower....it's good to be home.
The deal is done, N9745Yankee has a new home here in Ocean City Maryland. I'll bring 45Yankee home once my training is complete. I am learning about high performance complex airplanes and how to fly them out of Wilmington, KILG. Insurance requires five dual and five solo prior to carrying passengers.
This plane is loaded with avionics and that's what attracted me to her, well, that and the beautiful color scheme and paint condition. 45Yankee just came out of annual and I was able to crawl around with the owner and get a first hand look. Cecil Aero has maintained this plane for many years and that was a big plus for me. I've trusted Rogers work since I started flying, back in the Archer club days.
The interior is in excellent condition and the seating sits much higher than our Sundowner. Mary and I were both worried about getting in and out of one door but the Debonair has a wide door and it seems pretty easy. In order to get in, I back in, and to get out I put my knee on the seat and step out.
By the numbers: TTAF 3500 TTSFREM 1700 Continential IO-470-K 225hp Prop 711 Fuel 80 gallons - 74 useable Paint 8/10 Interior 8/10 Wing Loading 16.9 lbs/sq.ft. Service Ceiling 18,400 ft Max Ramp Weight 3000 Useful load 1117lbs SkyTec Starter Safe Heet, oil sump preheater
Avionics: Garmin 530W Garmin 430W Garmin GTX 345 Transponder 1090 MHz ADSS-B PMA 8000BT Audio Panel S-Tec 50 Auto Pilot Garmin Connext Flight Stream 210 WX500 II StormScope (viewed on 430W/530W) ACK 406/121.5 mhz ELT
The want list...
Shoulder belts or harness
Rosen sun visors 3 axis
Skyox four place regulator and two new pendant cannulas with oxymisers
This morning I said goodbye to 08Romeo. Honestly, it was not easy. I arrived about forty-five minutes ahead of the new owner and his CFII so I could sit left seat and just soak it in. Many great memories over the years starting from the day we brought her home from T31, Aero Country Airport in McKinney Texas, through our most recent adventure to Waco Texas. We have covered 34 states and 120 airports in our travels.
I worked through the weight and balance with the new owner and CFII on my iPhone app, so much faster then paper and pencil. With fifty gallons on board and just shy of 110 pounds of baggage, together with 08Romeo books and extras they came in ten pounds under gross.
Once they saddled up I decided to take a video and capture 08Romeos departure. It was really strange watching her roll on takeoff and I wasn't in the left seat or even the plane. Nevertheless she lifted off and climbed to make one circle over the field, thanks guys. Soon 08Romeo was out of sight and I could no longer hear her climbing away.
It was time to close the hangar door and head home. I'll miss 08Romeo, she taught me about ownership, IFR flight and provided many safe miles of exciting adventure for Mary and I.
Today's plan was to FLY to Wilmington and then get some fly time in the Debonair with the owner. Unfortunately, the weather at Ocean city was 300' overcast and not clearing until 10am.
Plan B, saddle up, it's time to ground pound it. I pointed my SUV north and eventually pulled up to the west T-hangar gate in one hour and forty-five minutes. I was hauling butt.
Dave walked me through a detailed pre-flight. Much like my Sundowner and other aircraft, we proceeded to check all control surfaces. With great detail we reviewed the power plant, prop, exhaust, fluid levels, alternator, and baffles.
Next we reviewed the gear. Typical brake and tire inspections along with a new wrinkle, inspecting the retracts. Dave pointed out the uplock springs, uplock cable and the roller bearings. All these key components require attention during each preflight.
Check uplock cable for fraying
Check uplock springs for corrosion
Check spring attach points for elongation or corrosion
Check roller bearings rotate freely
roller bearing
(L) uplock spring - (R) uplock cable.
The canvas is the protective boot
Before tugging 45Yankee out into the sun we took some time to talk about fuel and oil. Dave runs the Phillips product with CamGuard and Avblend added to each oil change, I will continue this procedure. As far as fuel Dave adds Alcor TCP fuel treatment to each tank to prevent lead build up on spark plugs and valves. I will also continue to follow this procedure. 45Yankee can also run on Mogas.
On to the flying...
I'm still getting used to climbing in the one door and I tried a different way this time around. I should have just backed in like the first time. With belts secure we went through the start up checks, it's a bit different than 08Romeo.
Mixture rich, throttle full, auxillary pump on until reaching 18 gallons on gauge, pump off, throttle out, then spin in four turns.
45Yankee spun the prop much different than 08Romeo. This was slower, deeper sounding, working to turn over the big bore Continental then suddenly coming alive. This engine sound was different, a more throaty sound with a bit of a lope, it sounded powerful.
We taxied out for departure on runway nine and after the cleared for take off call from the tower, we were on the roll. 45Yankee wanted to climb, and we did at eighty knots. The nose seemed higher than what I was used to. Dave advised positive rate of climb and selected gear up, confirmed with a gear light on the panel. We were quickly climbing towards pattern altitude and nosed over to continue the climb at one hundred knots, cruise climb.
We pointed toward south Jersey and the Cape May airport. Once cut loose by Wilmington Tower we discussed power settings and the use of the new to me prop control. It's obviously going to take some time for this procedure to set in my brain but it all seemed doable, well at least Dave made it look very easy. I asked about the storm scope I thought he had but it was removed when the information is now displayed on the Garmin 430W. The 430 provides a nice platform for traffic and storm scope displays.
We worked through the S-Tec 50 autopilot and its controls. I liked the heading mode and using the Directional Gyro for buggering up the heading you want. The S-Tec made very smooth bank turns at speeds that made you feel like slow flight. Looking at the indicated ground speed we were at 135 knots. 45Yankee was very snappy, much lighter than I thought it would be in my hand. The aircraft trimmed out very nice and flew along straight and level without the AP engaged.
The ride was very comfortable, this is a cruising machine. The seat height feels like your riding along in my SUV with your knees and hips at a right angles. This set up really helps my hip joint that was replaced versus sitting in my baby beech or pipers with a lower seat to floor height. This will be a comfort improvement for long hauls.
We made our way back to Wilmington and Dave explained the power settings as we slowly descended. Things happen a bit faster in the pattern than with 08Romeo so there will be a learning curve. I use the GUMPS pneumonic all the time so that's a plus. Now, instead of making the comment for U as undercarriage down and welded, I will actually be lowering the gear. Gear speed is 120 knots and once those anchors are out your airspeed slows right down to the flap range. On the last GUMPS check I'll now set the prop for go around and continue in for the landing. The Debonair crosses the fence a bit faster but I'm not sure if Dave called out mph instead of knots.
The take away from todays flight is that the plane has plenty of power and it's comfortable. 45Yankee is stable and smooth and will be fun to fly as we learn each others ways. Dave remarked, more than once, fly the numbers. If you fly the numbers you will be fine. It's the same advice I give baby beech owners when they ask about landings, just fly the numbers.
Our buyers are coming into town this Sunday. Mary and I hope they fall in love with 08Romeo as we did back in October of 2009. Once the deal is complete and they are safely headed back to the west coast I'll close the deal with Dave on the Debonair.
My plan is to leave 45Yankee at Wilmington until my training is completed. I need five hours dual and then five solo before carrying passengers.
We might board Ziva and have someone take care of the cats so we can get a hotel room close to the airport. Mary can drop me off for flight time and she can visit family. We shall see how that all works out. For now, more baby steps completed and more to come this weekend.
Vince agreed to come down to Ocean City and do some touch up and give 08Romeo a spa day with a wax. I have to say the plane looks fabulous.
It was fun catching up with Vince and his girlfriend Drew. Good times reminiscing about how we met, our flights, and our many destinations visited. Vince pretty much cut his teeth on flying in 08Romeo. Thankfully, Vince is still taking lessons and hopes to join the ranks of the pilot community very soon.
We both forgot about Dover race day traffic so the trip from Wilmington was 3.5 hours. After we finished the plane we had dinner at the Green Turtle then returned to the house to switch vehicles and grab something cold to drink for their ride north. Traffic must have eased by their departure of 10pm and I received the "I'm home" text around midnight.
It was a long day but a fun time. Always great to catch up and talk planes and flying with Vince. If the weather is good I am going to fly up to Wilmington on Friday so he and I can take a last flight together in 08Romeo. He deserves some stick time and I'll get to enjoy the views and his radio work.
Thanks Vince and Drew for making the trip to OCMD!
Dave S, the owner of 45Yankee had agreed to do some flying today so I could learn the systems and flight operation of the Debonair.
However, 45Yankee is still in the shop because she had her dorsal fin fairing replaced and it needs time for the paint to dry prior to mounting.
There was a crack across the fin and Dave didn't want to sell her like that, he also wanted to clean up the plane and get some touch up paint work done. So, no flying the Deb this weekend.
All this sounds so familiar...
I have been back and forth to the hangar cleaning up 08Romeo. Along with some clean up I have been sorting through all my stuff that came with her.
I think I have everything sorted out. I separated everything that goes west with the plane and a second pile for me to keep. I am holding on to my carry all with cleaners, polish, basic tools, oil filler spout, and the add-ons. Add-ons being the new life vests, Mary's neck pillow, my foggles, a second cover with a few rips on top that will cover 45Yankee when hangared and lastly my chocks. Ok, 08Romeo's chocks. One of the first items I bought when I brought her home and I'm keeping them for the Deb. More sentimental than anything else...I know, it sounds crazy.
I spent the day shampooing the carpets and treating all the leather, getting ready for her new owners to fall in love with her like we did. This week the touch ups will be done and I'll get some fresh wax on the girl so she shines real pretty.
As excited as I am about the new ride I'm just as sad to see my first plane go. Good times and many good memories, I will definitely miss her.
It's been a busy weekend and it rolled right into our week days. Today's flight is heading back north, this time to 58M, Claremont Airport. 08Romeo is scheduled for an oil change and with the potential sale I wanted to have that taken care of.
Usually I help with the change but today I only assisted with removing the cowl, Josh did all the work. While the oil was draining I hopped a ride with Roger and went to take a few more pictures of the Debonair, secure in Roger's hangar. It was dark inside and the sun was so bright outside, drove me and the camera crazy.
Josh called me over for the run-up/leak test and to look at the filter when he cut it open. Filter looked great, not even a spec of carbon. The run up went fine and there were no leaks. All that was left was the paperwork.
I hope to be closing on the Deb this week or next and maybe get some seat time with an instructor so I can meet the minimums for insurance. Dave, the owner, has offered some flight time to learn what 45Yankee likes and to get used to the added work and speeds. Maybe this weekend we'll get out and fly.
The remainder of the week is gathering odd and ends that go with 08Romeo, making sure I have all her books squared away and finally clean her up. There doesn't seem to be enough time in the day to get everything done.
