W05 - Kim's Road Trip

Today I bagged a day of work to meet Purple Board for Pilots forum creator and fellow pilot, Kim (4763E). I asked my co-worker Joe to join me on a lunch run to Gettysburg, PA and meet up with fellow pilots Rick (chekout my six or sixie as Kim calls him), Tim (TMetzinger) and his co-pilot for today Paul.

Kim was planning a solo road trip from Jacksonville, FL to Biddeford Pool, ME starting on September 22nd. Kim and Phil are attending their best friends' son's wedding in Jacksonville on September 20, so she convinced her husband, (also a pilot) that it would really be cool if they drove to Jacksonville. After the wedding Kim Dropped Phil off at Jacksonville Airport on Sunday afternoon so he could fly back home, then she will start her "road trip".

Just from reading her posts and all the comments associated with it, her trip is more then just "a road trip". I have followed along Kim's blog and listened to the comments she made today while enjoying lunch at Gettysburg. Yes, the trip has a purpose and as all destinations, a reason for taking place. I have always said in sports, which always seems to carry over as a life lesson, it's the journey we should enjoy and savor, it fills our memories and gives meaning to the ultimate destination. I would say we all had a fun day today, laughing and trading stories, learning about unmanned aerial vehicles (UAV) and sharing good company. It's always nice to put a face with those you share time with in the online world of flying, pilots and forums.

Today's trip started out a bit behind schedule since my flight briefing called out Instrument Flight Rule conditions (IFR) around Gettysburg, York and Hagerstown. Not a problem, Joe and I headed to the local Wawa for some cold water and I had to have something for breakfast so I picked up a rice pudding. We returned and made a second call to 1-800-WX-BRIEF and I asked for an abbreviated wx brief with a Temporary Flight Restriction (TFR) update. The wx was now Visual Flight Rules (VFR) and only getting better as the day would go on. TFR's were non-existent in my planned route of flight with the biggie R-4009, P-40 (Camp David) not expanded. Joe and I saddled up and taxied for departure from Wilmington.

The tower alerted us to a Falcon jet departing behind us and climbing through 4000' so I offered to hold my altitude at 3000' and with that was no factor for the jet. I was soon cleared to climb at my discretion, it's always nice to help the folks in the tower when I can. It was hazy as usual but Joe managed some photo's along the way. We made good time looking at ground speeds of 125kts (144mph) most of the way out. I did not see the Gettysburg airport at first so I held 500' above the pattern altitude as I crossed midfield (obviously having spotted the runway). I made the call crossing midfield to enter left down wind for runway six and started an immediate descent. I watched Tim turn base and final then set the Diamond down and taxi out to the ramp. I was next, now on short final and adding rudder as needed. The winds were light and I set 679er down with a good bit of stall horn which means a no flat landing. I retracted the flaps and taxied clear of the runway.

Rick (check out my six) provided transportation, and the group loaded up for Herr's tavern. Herr's is not open until 11:30 (lesson learned from our last trip) but today the sign read "closed on Tuesdays". I'm beginning to think this place has a thing for pilots and screwing with our plans. We all loaded up and Rick had us heading into downtown Gettysburg to find some eats. The Farnsworth House Inn was the choice. The service was good and the food was fine by me. I had the open face hot roast beef that came with mashed potatoes. I saw some garden salads with chicken served and everyone seems to enjoy their lunch. We sat and chatted, Kim revealing she had control issues, I acknowledged that is the first step in recovery, recognizing the issue. She was quick with the comeback asking if I was a psychiatrist, we all had a good laugh. The talk turned to airplanes of course and drifted to the UAV's as mentioned above.

As I have stated before and I will again, time with friends, especially those we share time in the sky with passes by way too fast. Pictured on the left is Kim, Paul and Rick. It was time to head back to the airport and head east for home. We said our good byes and everyone wished Kim a safe road trip on the rest of her journey. Joe and I saddled up once I completed a walk around and checked our fuel. 679er came to life and we taxied out for departure. I watched the winds favor both runways and as the windsock/airplane looked to be a steady crosswind I decided on runway two four for departure. I announced our intentions and was on the roll when Joe said the windsock changed to a tailwind, I had already decided on two notches of flaps for the warm temps, 41 gallon fuel load and our full tummy's. 679er climbed out with no problems and we turned cross wind and downwind prior to departing briefly to the south for some pictures of the battlefield. We heard Tim departing from runway six and watched him take off. The ride home was about an hour and we returned via runway one entering on a left base. I kept it close, turning a base to final and landing a bit long to save taxi time. Another good landing in a 22kt gust heard the stall horn moan and ever so gentle chirps.

2.0 hours in the book, a good lunch and fun flight. I was happy to share some flight time with Joe and chit chat along the way. It was nice to meet Kim, Rick, Tim and Paul. We hope to take a road trip (by air) some day and bounce around and meet fellow pilots and explore this great country. Mary and I often talk about taking off and flying until we feel like stopping for the night and exploring everything that destination has to offer. We would get up the next day and repeat the previous plan. All in good time....

Safe travels Kim! Enjoy Bloomsburg, the road trip and friends along the way. Take time to enjoy the sights, recharge the soul and clear the mind. Blue Skies!!

Wheels & Warbirds Airshow

I had four tickets to the airshow and could not find a single person to go. Mary was enjoying her weekend get away with the girls in Ocean City Maryland and the others I asked had a change in plans. I even posted on all three forums, POA, AOPA, Purple Board for pilots and the Cherokee Chat page. Hmmm, well I guess I'm solo....no pun intended.

The weather was perfect even though some clouds followed me into Millville. I did find an officer where I work that was looking for three tickets so I got up early to drop them off at the police dispatch at work, I hope his family enjoyed the show. I hustled back over to Red Eagle, uncovered 679er and completed my preflight. I helped a ramp neighbor push back his Cessna and we stood around and chit chatted for a short time. I finally climbed aboard 679er and called clear prop!

I was instructed to taxi to runway one hold short at taxiway Kilo. No problem, I completed my run up and made the call to the tower letting them know I was ready to go. I was cleared to back taxi on runway one and cleared for my southeast departure. I responded, repeating the information back to the controller. 679er climbed into the cool air this morning like her hair was on fire. We screamed out at over a thousand feet a minute and I made a quick call to inform the tower that 679er was turning on course to the southeast. It was a nice smooth flight over the twin bridges and over top of New Jersey. I made my call to Millville at fifteen, ten and five miles out to advise of position and intentions. I followed a flight of two RV's that were ahead of me.

I could not park where I wanted today instead I followed the direction of the CAP youth and was marshalled into a nice spot in front of my friends at Big Sky Aviation. I made the rounds saying hello and then went about taking pictures of the aircraft that I was interested in as I strolled along the nice neat lines. The aircraft were grouped how they would fly and with like aircraft. I really like the P-47's and the B-25's and......well if they fly I like em'.

My Camera work is really bad, I forgot my tripod. Try to enjoy the aircraft and the video, if you need something for the motion sickness.....well, your on your own.

Did I mention I had the BEST seat in the house? I decided not to enter the race track area, instead I would ride along with our operations folks. I jumped in with Joe C. and I helped set out the big yellow X's to designate the runway is closed. There is a NOTAM out for the show with a 5000' ceiling and if I remember from this mornings briefing it was a 3 mile radius. As you could see by the video's I was very close to the active runway and show center (which was runway 10-28).

I hope you enjoyed the video's and photo's as much as I did taking them. It was a great day to be around airplanes, the airport, pilots and crew that keep these pieces of our aviation history flying.

A Sample of Joe's Aviation Photo work.

N31 - Kutztown for Dinner

Rob (Rob's Flying Adventures) posted on the AOPA and POA forum about a dinner flight to Kutztown Airport. The FBO there recently closed and had a huge sale. This is not a good sign for the folks flying out of this facility. The airport hosts gliders, parachute training and flight lessons. At the end of the runway there is the Airport Diner, great place and good food.

The plan was for Mary and I to meet up with the few pilots that planned on attending. I rushed home to take care of the beast (Maggie) and pick up a change of clothes and shoes for the Bride. I scooted back to ILG and preflight 679er, waiting on fuel to top of my tanks. I was ready to fire up the minute Mary came through the gate. Well, at 5:15 the Bride called and said she was stuck at work, go on without her. If I hadn't finished the preflight I might have cancelled but I was at the starting blocks waiting to turn the key. I decided to go.

I was cleared to taxi to and hold short of runway 1-19. There was a flight of two Air National Guard C-130's setting up for a low pass. They broke the low pass off early turning out to the east, I was now cleared to back taxi on runway one. I made my turn around at the three thousand foot marker, added a notch of flaps and launched into the cool evening sky. The flight was about 30 minutes and 50 miles, good for cross country time. I punched in N31 on the GPS for a direct flight and also set up the nav 2 for the East Texas (ETX) VOR on the 234* radial. This would be my indicator when I arrived, or so I thought.

Yes, I almost missed the airport. I think this was a carryover from my first PPL XC. I missed the same airport as my checkpoint. I had the East Texas VOR dialed in (234* radial, can't remember) as the needle moved to center I knew I was there just didn’t see it, the airport. Off my left side just behind the wing, I have a visual. I started to circle to enter the downwind for 35 and Bob came on and said you missed us or it or something. I started to laugh and (I know I won't live that one down) entered the pattern.

Nice airport and a great little diner. Let's hope it all stays there. They had a very good turnout for the airport meeting, that's a good sign. As always the time with friends when flying is too short. It was great to catch up with Rob, Bob and meet Eric.

We all saddled up for home and I followed Rob and Bob out to runway 17. We were both off and heading south. The high wingers turned southeast and I stayed on my 180* heading. Did I mention how dark it got? Whew, it was dark out there. Great ride home as I picked out the airport beacons for MQS and OQN. I made my call to ILG tower and was instructed straight in runway one nine, report 4 mile final. No problem, I pass by the Rollins building and have Wilmington off to my left. The twin bridges are in view but no runway in that big black hole where the airport should be. I could not even see the airport beacon. At five out I call and ask for lights since I have no runway (or airport) in sight. The tower lights the place up, it looked great and I was aligned as I should be now on short final. I ask them to bring the light back down and made a nice landing needing to add power to make it to the first right turn on to Kilo. When I did taxi clear of one nine I then asked the tower if anyone else has complained about not seeing the beacon. He said yes and another pilot based at ILG said if I didn't ask for the lights to be brought up he would have flown over the airport too. At least it wasn't just me.

Thanks Rob for the great photos!

As a side note to my flight I wanted to add that I passed two hot air balloons. The flight of two passed between me and the Pottstown nuclear plant cooling towers. I was maybe 15 miles west at the time heading north and the balloons were heading south. The lead balloon was maybe 2000-2500 feet and the second about 1500 feet. They were beautiful as they floated south. I mention this because earlier this month a former club member that flew 679er was lost in a balloon accident. This man was a very good pilot and instructor. Blue Skies Earl, gone but not forgotten.

Written Frustration

I was scoring in the mid to upper 80's a few weeks back and put off taking my IR written, now I am frustrated and scoring in low 70's and can't seem to break out of the rut. I am ready for my checkride but of course must complete the written test first. I'm frustrated and ready to burn my books and use the DVDs for Frisbee's. Ok, well not to those extremes yet but I may get there very soon.

I am thinking of taking a week off then a sort of start over by reviewing the King DVDs cleared for the approach and the instrument knowledge courses. Time for two Advil's with dinner and cool compress for my vapor locked brain.

Thanks to all who responded to my post on the Pilots Of America forum, your wisdom and support help take the edge off my test taking issues.

Elusive River Tour

Today started out with the best of intentions, I know, famous last words. Airmet IFR warnings covered my general area of flight but it looks to be burning off around 10:00 am or 1400 Zulu. Not a big deal, I was in no rush and just wanted to enjoy the day. I made a change to my flight plan and decided that since it was a later start I would fly direct to Wilkes-Barre Wyoming Valley (KWBW), use the crew car or rent for transportation and take care of my parents grave site, the reason for the WBW stop. Mom loved geraniums so Mary and I planted them for memorial day. They are still blooming and doing fine and needed only a drink to make 'me' feel better.

I still miss my folks so much, Mom always the tough one and Dad the teacher and best friend. I miss his words of wisdom and all his quick come backs, I guess I got them honestly. I visited where my Grandparents are buried and most of my Aunts and Uncles, their generation is almost gone. It's kind of scary, the place I called home really doesn't have a lot of family left, just great memories of times gone by. I had to stop by and say a prayer for my dad's sister Rita, who always had a smile to share, her husband Joe and one of my favorite Aunts (really like a second mom) Josephine and her husband "Murph". Murph passed a month after my Mom in November 2003, he was awarded a bronze star and a purple heart during his military service. He and I really got along well, all the time. Between my Dad and Murph's construction stories it doesn't take much to understand why I do what I do for a living.

Back to the flight to get here....

679er ran great as she always does. It was a smooth flight north in decent time and flight following provided the extra eyes. I was kicked around by Philly approach, handed off to another section, then kicked to Potomac, then to Harrisburg, I was starting to get a complex. Finally I called Allentown and they said I had about ten miles until their area. Great, I respond that I'll ride along this frequency, 679er. Sure enough in just a few minutes Allentown contacts me with a squawk and I'm on my way. I flipped frequencies so many times in that short span I think I have a blister!

Once on the ground Ed from Valley Aviation met me with chocks and I shut down where I was instructed to park. No crew car so I had to call Enterprise. They showed up and gave me a lift to their office (paperwork) then I was free to roam. I made the rounds as noted above, made a quick stop for lunch at Burger King and wandered my way back to the car rental office. I had a short wait for a ride back to the airport and was soon playing counselor with the young driver. I must be getting old. We talked about work, dealing with the boss and job prospects in Delaware. He was a nice young man, fresh out of college with a biology degree.

Finally back to my plane! I hang out with Ed for a few talking about how much the area has changed since I was a teenager and places of interest for future travel and the latest update how his family was doing. Well, there is not a lot of traffic today so instead of playing airport bum any longer I decided to tour the river. On departure after contacting Wilkes-Barre Approach I flew south and really had a hard time picking out the mountains that lined my path. I climbed to 6,500 and the haze was still covering the valley. I decided it would not be fun slow and low having to pick my way and the camera shots would really look crappy so I turned for home. I advised approach that I was changing my final destination to ILG, India Lima Golf, Wilmington, Delaware the controller thanked me. Once south of Blue mountain I dropped down to 4500 and rode that until Reading Approach couldn't get me handed off to Philly. Not a problem, I continued down to 3000 ans monitored approach until needing to contact ILG. I picked up the ATIS and called Wilmington at 11 miles out. An easy straight in for runway one nine with a five mile call on final.

Not exactly the day I had planned but a good day for my heart and soul none the less. I just needed to get north and recharge, reconnect with the area and my family. I feel better, I still have the tour to complete and I had fun just flying with nothing to think about but "flying the plane".

RERUN, Susquehanna Tour

I dusted this flight plan off (October 2007) and decided to take a day and make it happen. The original plan for tomorrow was for Mary and I to fly to Nags Head, NC for a short get away vacation. Due to the Tropical storm Hanna heading our way I thought it best to cancel. No, not permanently, we rescheduled that trip for October 10th - 13th.

Instead I revisited this trip "back home", to the place my family is from, Wilkes-Barre, PA. I have made this trip many times by land and air but never once following the Mighty Susquehanna River. I have been toying around with a few stops and planning a flight for a clear sunny day. I plan on heading west towards the Maryland Pennsylvania border then turning north to follow the river. I guess my inspiration is from reading about the Citabria gang , aka the Trunk Monkeys, fun days of slow and low over the tri-state area and forging lasting friendships.

The Susquehanna River (originally "Sasquesahanough" per the 1612 John Smith map)the longest river on the east coast winds its way south from Otsego Lake near Cooperstown, New York, through the northern and central ranges of the Appalachian Mountains in Pennsylvania. By the time it meets the Chesapeake Bay, the Susquehanna River has flowed 444 miles. With an average daily rush of 22 billion gallons of water, the Susquehanna is the largest contributor of freshwater to the Bay.

In the mid-Atlantic states, it's called the "Mighty Susquehanna." It's the largest river lying entirely within the United States that drains into the Atlantic Ocean and the 16th largest river in the United States. The River's 27,500-square-mile watershed covers parts of Maryland, Pennsylvania and New York. This is about 43 percent of the Bay's 64,000 square miles of drainage basin.. I have listed the airports I would like to visit along my proposed route.

Donegal Springs Airpark (N71)MOUNT JOY/MARIETTA, PA

Elevation: 458 MSL

Traffic Pattern: All Aircraft: 1258 MSL

Runways: (10-28) 3250X50; asphalt

Penn Valley (SEG)SELINSGROVE, PA

Elevation: 450 MSL

Traffic Pattern Light Aircraft 1500 MSL

Runways: (17-35) 3800X75; asphalt

Bloomsburg Municipal (N13)BLOOMSBURG, PA

Elevation: 481 MSL

Traffic Pattern: All Aircraft: 1410 MSL

Runways: (8-26) 2800X50; asphalt

Wilkes-Barre Wyoming Valley (WBW) WILKES-BARRE, PA

Elevation: 545 MSL

Traffic Pattern: All Aircraft: 1546 MSL

Runways: (7-25) 3376X75; asphalt; (9-27) 2200X100; turf

Total flight time non-stop to KWBW is 1.5 hours and along the flight plan pictured about 165 miles. I hope to make a day of it with the above mentioned airports for stops. I hope to post a video when completed.

Breakfast & Bath

This morning I had the pleasure of meeting up with Bob C and his daughter Mackenzie for breakfast. Our plan was to meet close to Wilmington (KILG) and then I was going to wash the plane. The wx really looked bad and I didn't think it would be to much fun washing when it may have rained on me. The change of plans had us meeting at a more central location in West Chester, PA. The DK Diner was the choice and the food and service were very good. Mary and I have made the stop on more then one occasion for breakfast and or lunch.

The Bride was once again sidelined with a flare up of diverticulitis so I was on my own today. It was great hanging out and talking flying with Bob and as always, it was a blast absorbing all of Mac's smiles, giggles and her playing peek a boo in the mirrors adjacent to our booth. You had to be there, she would pop up, see herself then say, it's me!! The child is just to cute!

After the morning stop for eats I headed south. I called Mary to check on her and see if she needed anything before I headed back down to the airport. She was good to go but did remind me to pick up cat litter on the way home. I rolled into Red Eagle Avionics and they still had all their planes parked out front. I was wondering if I would be able to taxi over and wash the bird. I wandered inside to see if I would be in the way and got the thumbs up to wash away. They have always been very friendly at Red Eagle. I did figure out why the planes were out when I saw the floor scrubber machine hard at it. They were doing the spring cleaning, just in time for fall.

I walked down the line of aircraft wondering what history each plane could share. I think of these crazy things, what places have they been to, who has the most hours, who is well cared for and sadly acknowledge the few there that really need and want attention. These thoughts are gone as fast as they came when I arrive at 679er. I uncovered and opened her up for some fresh air and then hooked the tow bar for the pull towards the hangar. 679er who I have dubbed "Elizabeth" had to wonder why no pre-flight and why no key in the ignition. Not today my flying friend, today is your airplane version of a spa day. I tugged her up alongside of a spotless King Air, this big boy was sharp, super clean and obviously well cared for. I fetched the hose and my bucket along with a brand new super soft brush, new cleaning towels and Mothers quick shine that I have used on my corvettes when entering them in shows. Of course the sun comes out as I am getting started and I worked up a good sweat, it beats riding that dang stationary bike.

After a good scrub and wash down I pushed my baby back to her tie down and toweled dried any remaining water. I broke out the new clean soft towels and applied the spay and wipe quick detail from Mothers, she was looking good. I re-installed the new nose plugs, placed the cover on and double checked all the locks, our girl was good to go. I know we don't own 679er, we are part of a 3 person club with one being the owner but I treat her like she is mine and she takes care of us when we fly. I know, this may sound strange but I guess it's a guy thing. I was the same way with my corvettes, when I sold them I felt like I was selling a part of my family.

I gather up my bucket and supplies and head over to the hangar so I can harass my friend Bill who is running the floor machine. He is a fellow ham radio operator and we have known each other for, well to many years to count. Both his boys were helping out and he was wrapping up as I finally decided to call it a day. I made a quick call to the house to see if my Bride needed anything but she was fine. We will decide on dinner if she is feeling better when I get home. Oh, the answer is yes, I brought home the 25lb box of cat litter, the boys will be happy.

A fun day hangar flying with Bob and some good hard work getting 679er clean and shiny. We may head over to Woodbine for the labor day cook out and catch up with Jeff and Wayne. We are almost ready for our flight to Nags Head, NC scheduled to depart Wilmington on Thursday returning on Sunday, bumped a day earlier for Mary's surgery. The plane is clean, tanks full and the GPS is updated. Are we there yet?????

My Instrument Cross Country

Whew, what a long day!

I was scheduled for my Instrument cross country at 11:30, I was awake since 4 am and went through my preflight a dozen times. Mary wanted to give me that V8 juice smack on the forehead so I would stop tossing and turning but she gave up. My Bride gave me a kiss goodbye as she headed into work around 7:30 and I continued with my wx and nav log sheets. I finally decided, after multiple reviews that everything was covered, checked and rechecked it was time for a shower. I was ready to head to the airport on what seemed like a record pace. Of course I ran through all my stuff just to make sure I hadn't missed anything. I must give credit where due; I had purchased the IFR Flight File from MyPilotStore.com and it really helped organize what I needed for my trip, I reccomend it to any new IFR pilots. Finally, I was packed and headed south when it hit me, I forgot my batteries for the E6B, ahhh the manual version is always reliable and needs no batteries, keep trucking south to Wilmington.

I had previously ordered fuel on my last return home so I only needed to sump for this task. I quickly uncovered and stowed my gear, I was really feeling excited about flying, like it was a checkride prep flight. The Tiger tied down across from me taxied out and I followed suit in short order. I was headed to runway one four for my departure. I was asked to hold in position just shy of the taxiway that leads me to runway nine for an Army Blackhawk landing at his ramp. There was no traffic behind me so I completed my runup. No sooner I was reviewing my checklist I was asked to change to runway nine at the taxiway I was holding short, no problem 679er taxi to runway niner at kilo five. A final check of the door, flaps, mixture, pump and lights has me advising the tower that Archer 679er is ready to go runway niner at Kilo five. I'm cleared for take off and 679er jumps into the air, we are both ready for today's next step in the Instrument rating process.

A smooth landing at Brandywine (KOQN) and a short taxi to tie down. Brian and I reviewed my fight plans, check the computer wx forecast and he listened in on my call to flight service for a briefing on weather, flight restrictions and file my flight plans, all three legs. Everything checked out and the flight plan call went ok. The briefer kept telling me my route to IPT was not correct, he didn't accept direct to pottstown (PTW). I thoguth this was bizarre but hey it was my first time calling for an IFR plan. Brian confirmed my plans and questioned what the briefers concern was. I guess I dropped the ball since I thought he finally acceptd what I gave him. We shall see when I request clearence.

Brian checked my fuel in 679er and we saddled up. I taxied out and completed my run up so I would be ready for my release. I held short of runway nine and made my call.

ME: Philly Clearance, Archer 28679er, at Brandywine, IFR to Williamsport
PHL: Archer 28679er advise ready to copy
ME: Ready to copy, Archer 2879er

C- Cleared to Williamsport
R- MXE PTW ETX V164 FQM
A- 3000 expect 6000 in 10 minutes
F- 128.4 (departure radio frequency)
T- 4234 (squawk code)

MY COURSE TRACK ON FLIGHT AWARE

I read back what I copied and added departing runway nine, I was given "read back correct, advise ready for release" by Philly. I quickly advised ready for release and I was given a release with a void time of four minutes. Philly clearence advised my void time was 1638, time now 1634 if not off by 1638 call clearance to advise. I flipped back to CTAF and announced my departure on runway nine at Brandywine. I was climbing out to 3000 and made my brandywine traffic call advising departure to the south. I then flipped back to Philly departure and checked in with, "Phlilly Departure, Archer 28679er off Brandywine, 2,200 climbing 3000 dirct modena". Philly reqested a climb to 5000 and direct PTW, they also came back and vectored me for traffic then got me back on course. I was having a blast! Nervous as all heck but having fun!

Enroute was really nice,listen for your call acknowledge instructions and comply. If you use flight following you will handle the Instrument enroute no problems. We followed the course and Wilkes-Barre approached asked me if I wanted vectors for the ILS 27 at Williamsport. I confirmed I would take the vectors, life made easy. After a series of heading changes I was told to maintain a certain altitude until intercepting the ILS. I did and was then handed over to the tower. I had to report the Final Approach Fix "Picture Rocks" also an NDB, inbound. I had the NDB already tracking and watchd it swing as I passed the station. I reported my position and was cleared to land on runway two seven. I am still unwinding here so if I missed a call or two while typing this don't hold it against me. I made a really nice landing into Williamsport and have come to the conclusion that the plastic foggles were messing with my vision. I wore my regular glasses with the flip "overcasters" and I landed with no crazy sensation of being in the fast forward mode.

We made a nature stop here while I checked the wx for the next leg and settled up the fuel bill. I wanted to top off for the remaining legs of the journey. Instrument flight requiers 45 minutes in reserve fuel not counting the fuel needed to fly to an alternate of necessary, according to the 1-2-3 rule. I had everything plotted out and marked on my low enroute chart, I also had the alternate airport flight plan on the same sheet as the flight plan for each specific leg, I know, anal retentive. One of my radio bloopers toady was during my taxi off the runway. I was directed to switch to ground and I did then given direction to make a left turn on bravo and a right turn on Hotel. I spewed something like left turn golf (the taxiway I was on) and right tune on bravo, or somehting stupid like that. In good ole Reverend Jim fassion (tv show taxi) the ground controller repeated in slow motion, how embarassing. I could not help but laugh as I repeated to him in the same voice and speed, we all got a chuckle out of that. As Brian said, good thing that wasn't ILG, they would not let you forget that one, he was right.

I sumped my tanks and we saddled up for Tri-Cities (KCZG) just south west of Binghamton, NY. I advised I was at Degol Jet Center, IFR to Tri-Cities. The info was exchanged and this was what I copied.

C - Cleared Tri-Cities
R- As Filed
A- 4000 expect 7000 in 10 minutes
F- 124.9
T- 4277

FLIGHT AWARE TRACK TO KCZG TRI CITIES

I once again got the read back correct and I advised I was ready for release. I had to wait a few, but not to long thenwe were off. I taxied to runway one two via taxiway Juliet and we were launching for KCZG. I was cleared to 7000 in short order and turned on course to Tri-Cities. My plan was to shoot the VOR - A into CZG and knock out a second "kind" of instrument approach. I was offered vectors from Binghamton and I accepted knowing I was going to shoot the VOR-A back at Brandywine, with no vectors. The approach dumps you right at the point where you can enter the left down wind for runway 13 or cross midfield and enter the downwind for 31. I know, it's circle to land but you all follow my line of thinking here. Anywho, I "circle to land" and it was pretty smooth and rounded very nice with a good 180* turn. You have to watch the surrounding hills and not stray far from the runway. Again a smooth landing and short roll out as I taxied off. I closed my flight plan on the ground with Binghamton Approach and taxied to the ramp to get set up for the next leg, CZG to ABE Allentown.

I taxied out, and contacted clearence at the same sweet spot I was able to call them from on my taxi in. Again the use of CRAFT to copy my info makes life so easy.

C- Cleared to Allentown (Class 'C' airport)
R - Radar Vectors LVZ As Filed Maintain obstruction clearence (a new twist)
A- 4000 expect 6000 in 10 minutes
F- Departure on 118.6
T- Squawk 4215

FLIGHT AWARE TRACK TO KABE ALLENTOWN

I advised ready for release and we were soon off. It was a straight out climb making sure I cleared the surrounding hills, once clear and local traffic advised of my direction of departure I flipped to the departure frequency and contacted Binghamton. I advised off of Tri-Cities, my altitude and climbing to 4000 . Enroute time, time to review and work my plan setting up the radio and vor's as needed. I am waiting on getting a bit closer so I can copy the Allentown ATIS, I know I'm a bit anxious. Brian and I chit chat about flying, lessons and what remains for my rating. Brian decides to fail my GPS and I get on the VOR tracking, I have them set as my back up anyway. I actually tracked the VOR's better then the dang GPS. I flip to cross reference intersections with other VOR's, fun stuff.

After working our way well south of Wilkes-Barre we get handed off to Allentown. I get my GPS back in time so I can shoot the GPS 6 approach. It all flows very smooth except for a missed altitude readback in the middle of the GPS clearence and all the other stuff that was spewed out. Point taken and I'll do better. Finally switched to the tower and I shoot a low approach only. I get cut lose to maintain VFR back to Brandywine, but keep the squawk code.

Eventually Allentown dumps me and I trudge onward to the Modena VOR MXE for another VOR-A approach with a hold. Altitude and heading are correct and I brief with a note that my entry will be direct all the while drawing the invisible line on the approach plate for a teardrop entry, which was correct. Brian asked what are doing for an entry, show me. I made the trace with my finger indicating a teardrop and said teardrop the second time. I then realized what I had said the first time, I'm getting tired.

I entered in a teardrop and turned outbound at 200* for one minute then turned inbound for the 56* heading. The vor and headiong indicator needles swung in unison, it was a beautiful site and a fitting end to such a fun day. I was so happy I hit that on the button that I forgot my timer, what a dipstick, ok track in and drop down to the circling altitude. How do I know I'm there? I use the GPS and guesstimate, I flipped the foggles as I was almost to the down wind base point for runway niner, great timing. I circle to land on nine, corrected for squaring off the pattern and not maintaining the circling concept. I cut back the power, add flaps and once again make another fine landing,

In review, 5.4 hours on the hobbs $475, 6 hours instructor time $330, landing at two new airports and the learning experience PRICELE$$ !

The Good, The Bad And The Ugly

IR Lesson 27

To reference the 1966 movie classic, a bit of history. Clint Eastwood is the "good", slow to anger, but quick on the trigger, Lee Van Cleef is the bad, an elegant example of absolute evil and Eli Wallach is the "ugly", a menacingly funny, totally amoral bandido whose relationship with the Eastwood character consists largely of betrayals. The movie style is all contrasts,huge panoramic shots alternating with tight close-ups and very slow build-ups to lightning-fast action.

Fast forward to August 24th 2008. Gary wants to be the "good", working hard on his IR, trying not to beat himself up to much. Gary seems to be playing multiple parts, taking on a second as the "bad", since his flying today stinks. Wait, why not play all three parts and cap of this lovely flight experience playing the part of the "ugly", yep, between altitude and heading, never mind the standard rate turns it was down right UGLY.

Ok, all the players are covered and I get no extra hobbs time credits for playing multiple parts. The day started out nice enough with the wx looking pretty good. No sooner then it was spoken the Government, in it's infinite wisdom, decided that the Vice Presidential candidate Joe Biden needs a TFR over his house. I could go on but I digress. TFR noted and noted again when listening to the Wilmington ATIS as I call ground for my taxi release. A change of pace has me taxi to runway one four as instructed. I'm off in short order climbing to 2,500' since my track to KOQN is directly over the TFR. I maintained above the 2000' block and didn't get a second look from the tower or any escorts. My approach and landing into Brandywine was uneventful and I taxied off to find a parking spot. This was the end of my "good" flying.

The plan for today was to shoot some approaches and polish my skills with the garmin 300XL GPS. I purchased new clip on foggles for this week and they worked great, blacked everything out. We departed Brandywine and climbed straight out to 2,500'. I followed a few vectors and made my course changes accordingly. I set up for the GPS 27 approach which went fair. It was bumpy at times, I guess as we got close to the base of the cloud layer now moving in. I make that statement since I was vectored by my CFI to remain clear. My altitude is everywhere and I'm doing the ski slalom keeping my on course heading aligned. I easily get frustrated today and that's not like me and it's not a good thing in the cockpit. Deep breaths I tell myself as I go missed and instead head out towards Chester County. Brian senses my frustration and tells me that my procedures are fine and the briefings are fine, stop fixating! Even though we want to hone the GPS skills I seemingly move the yoke with my body movement to program the 300XL, this is causing me to fight the plane. As my frustration level increases so does my standard rate turns, they get steep which causes my altitude to fluctuate. It's a vicious circle today.

Next up was the VOR A approach. Seems simple enough right? I don't think so, at least not for me today. I track to the VOR, cross and make a direct entry, looking good. I'm outbound on the 239* for one minute, ask if clear right and track inbound on the 52* heading, ok well at least search for it. I made the mistake of dialing in the MXE VOR on the GPS and distracted myself getting off course for half deflection. I get reined in and cross the VOR asking to make another lap so I know that I can still do this IR pilot stuff. Brian says to relax, do what you know to do and fly the plane, again with the stop fixating. At this point Brian asks if I had enough for the day, I respond oh hell no, not ending on a bad note. I turn inbound tracking nicely but forget to reset my timer. I don't fiddle with it since I have enough distractions and instead note my time on the clock display. 11:11:38, ok that means I'm looking for 11:15:25 or so for the Missed Approach Point sine the DME went kaput in the last week or so. Ok time's up and my altitude is hanging on 1150' for the circling to land. Ok nice and easy, add another notch of flaps and make a smooth 180* turn back to the runway. Nice, looking nice and off we go missed. My only positive point of the day and it was so short lived, the life of an instrument student.

My final approach was the GPS 9 and I pulled it off ok. Still fighting course and altitude. My last few lesson have really come together but today did knock me down a peg or two. I 'm instructed to look up, so with a quick flip I have runway nine almost dead ahead and Brian asks for a circling to land two seven. I slide to the right after making sure I'm clear and circle to land two seven as instructed. On final Brian again asks if I had enough and I tell him I want to land and end on a good note. He agreed and in we went.

It was a very humbling experience today, I am far from ready in my book but we shall see how the cross country goes on Wednesday. The plan is KOQN-KIPT-KCZG-KABE-KOQN. I'm excited but after today's rough go I'm a bit nervous. I'll report back Wednesday evening.