Thursday, April 08, 2021

Catching up with a former co-worker

One of my former co-workers at the Cape May Airport will be retiring.  I believe he said he has nine days to go, I remember that countdown. Although I was in the engineering department and my friend John was in maintenance, our paths crossed on many projects. My main coverage was the New Jersey Airports and Cape May-Lewes Ferry Terminals.  John was always an up front no BS kind of guy, which worked well for me since I was never shy about my opinion, and we both followed the rule of doing the job right the first time vs the just get it done corporate attitude. 
So this morning I decided to make my way over to the airport for the short hop across the Delaware Bay. Pretty straight shot to Cape Henlopen and then direct to Cape May, with a possible circle to lose some altitude before joining the pattern. 

My departure time will be around 10am with the flight taking just about twenty minutes for the 44 miles.  I launched around 10:40 so I was pretty close to my schedule. The flight was smooth and for the most part quiet as I made my call departing the pattern and heading North East. I flowed through my typical WIRE mnemonic; Weather, Instruments, Radio, and En-route altitude/pattern altitudes. 
As I followed the MD and DE coastline I switched to Dover Approach to listen in. Once reaching the Cape, and going feet wet, I switched to Atlantic City Approach for the ride across the Delaware Bay. 
I was now letting down for Cape May and I needed to switch to CTAF. It was another quiet ride until an F16 called Atlantic City with an emergency. The military flight was at seven thousand and heading for ACY, the approach controller pushed all flights clear of the airport until he had a handle on what was the emergency. It sounded like ATC tried to have the F16 meet up with additional F16's heading back to Patuxent so they could at least provide a definite location of the emergency aircraft.  I never heard the military aircraft just the ATC side of the conversation.

This would have been a perfect time to monitor ATC on comm two but I wanted to focus on traffic in the area to get on the ground safely. I made my calls and crossed midfield to enter a left down wind and followed with a real nice landing  making the first turn off for the parallel taxi way.

John met me at the terminal and we sat and enjoyed lunch. It was great catching up and checking on some other former co-workers along with airport and ferry terminal updates since I've been gone. I did manage a picture of John next to 3 Tango Charlie for this blog, and with that shook hands and vowed to keep in contact when either of us our in each others home town. Most likely I'll drag a few of the old timers out to meet for breakfast again when I'm in Cape May.

I climbed aboard after a brief walk around since there were aircraft now parked on each side of me. 3 Tango Charlie started right up and with the oil temp showing well into the yellow I taxied for runway one-zero. Once in the air I dialed up Atlantic City, they were back to normal operations. After making two circuits over Cape May I pointed for home, crossing the Bay at six thousand. 
While I enjoyed another smooth ride I set up for my arrival into Ocean City. ASOS noted and radios set I made for runway one-four.  It was starting to get busy at home. One Cessna took off, one was landing, and there was an Arrow coming in from the North West about the same distance out as me.  I advised I would turn west and fall in number two behind the Arrow and continued my search for a visual confirmation. I spotted the plane on final and turned base to follow him in, slowing down the Commander for spacing. I made another nice landing at home and taxied for the hangar.  A fun day of flying even if it was only an hour total. It was great to catch up with John and I enjoyed a smooth ride both ways, a first for me in weeks. 

Saturday, April 03, 2021

Brothers Breakfast Meet Up

My brother and I traded text messages while we were watching the Phillies opening day game yesterday afternoon.  We decided to make plans for a breakfast meet up and had two plans in place.  The first, I would fly to Summit Airport (KEVY) and Joe would pick me up, then take a short ride to the Middletown Diner.  The back up plan, in case of weather, was to each drive to Lewes Delaware, about 45 minutes for me and about an hour for my brother. Breakfast would be at the local IHOP or Cracker Barrel. 

The weather was looking good, at least when I made my check before leaving home. It was going to be windy (3209G18), but pretty much right down the runways at each airport. I was packed up and headed to the airport early, leaving the house at 8:15.  I planned to set up the tail came then said the heck with it. Todays flight would be a panel cam, crew cam, and old reliable front view cam.  

I unplugged the pre-heats and tugged 3 Tango Charlie out of the hangar and quickly climbed aboard. My hands were cold from the blowing wind and it felt good once in the protection of the cockpit. I set up cameras and then got the fan turning, trying to generate some heat. The ASOS reported winds 36018G30. What? Oh man, it's going to be a bumpy ride, I just know it.
Sure enough climbing out was bumpy and so was my ride north. I did pick up flight following with Dover approach although the air was void of traffic this morning. I guess that should have alerted me.  I canceled with Dover once clear of their airspace and in VFR conditions shot the GPS 35 approach by hand. 
For the most part the approach was ok, I was VFR and looking for a CAP flight in the area. It was fun hand flying today despite the risers and sinkers. I rolled it on runway three-five and taxied off for the ramp, it was empty. Once shut down and the plane secured I headed inside to meet my brother waiting in the parking lot.  One small problem, I noticed the step up to the doorway landing but didn't see the small step into the building. Yep, face plant, caught myself with my hands out front and didn't damage any of the metal joints, plates, rods and screws.  I gave the folks at the desk a good scare and after making sure everything still seemed intact I stood back up. Yes embarrassed, but only a bruised ego. 
photo from our visit to Florida
I climbed in the SUV and we were off to the Middletown Diner. The food was very good and the service was excellent. I had creamed chip beef and home fries and Joe had eggs benedict. We certainly had a good time catching up, talking baseball, politics and future plans for Florida. We sat so long we doubled the tip and teased the waitress that we get the hint we're leaving, as she was clearing the neighboring tables. She laughed and said no worries, stay as long as you want.  I responded no no, I know what its like to be tossed out of a place and at least this time I'm not on the pavement. The waitress really had a good laugh with that one. 
Joe and I headed back to the airport and once parked we sat and talked even longer. I watched the cloud layer dropping and decided it was best if I headed home.  I climbed aboard 3 Tango Charlie and got the fan turning. It took a few minutes to set up cameras which worked out perfect, in order to bring up the oil temps. 
I taxied out for runway three-five and briefly held short for a CH-47 that looked ready to launch. I queried to see if the Chinook wanted me to hold short, but there was no response. Instead I continued to the runway and performed my run up. With the run up completed I launched for home and climbed away from Summit on the down wind leg of the pattern. 
The ride south was bumpy but the tail winds produced excellent ground speeds. I decided on monitoring Dover but did not pick up flight following. I made my calls for Ocean City and completed the circuit, landing on runway three-two. 

It was a fun day catching up with my brother, talking baseball and future plans for both our families. Good times!

Wednesday, March 31, 2021

Coping with TFR's

It's only a matter of time until this TFR will be up and running when our president decides he needs beach time. Yes, I could go on a political rant, but, at this point, it's exhausting.  Instead, I will leave it to the aviation content only.
I have read that it's possible that there will be gateway airports made available for access to New Garden Airport and New Castle Airport while the Wilmington TFR is in effect. However, the Transportation Security Administration has not yet provided any information on whether this will happen or which airports might be selected to serve as gateways. I certainly hope this happens so my fellow pilots and friends based at New Garden and Wilmington can continue to fly. Having a gateway airport will also provide Mary and I access to ILG for family visits, which always beats driving. 

Gateway Airport?

There are occasional exceptions that will allow certain GA aircraft to penetrate the inner ring. In some cases, the United States Secret Service (USSS) will agree to set up “gateway” airport(s), at which GA aircraft can be screened before proceeding into the TFR. In other cases, GA aircraft are permitted into the inner ring only after obtaining TSA waivers, sometime used in combination with gateway airports. However, these exceptions are relatively rare and are normally made for TFRs that impact multiple airports for several days.

VIP TFR Operating Restrictions

No UAS operations are authorized in the areas covered by this NOTAM (except as described).

Except as specified below and/or unless authorized by ATC in consultation with the air traffic security coordinator via the domestic events network (DEN):


B. For operations within the airspace between the 12 nmr and 32 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or filed VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC.

C. The following operations are not authorized within this TFR: flight training, practice instrument approaches, aerobatic flight, glider operations, seaplane operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, maintenance test flights, model aircraft operations, model rocketry, unmanned aircraft systems (UAS), and utility and pipeline survey operations.


Sunday, March 21, 2021

Lunch at Fiorentino's (KLNS)

Since the plans to Laurel were canceled, we decided to meet up with fellow Beech Aero Club (BAC) members Chris along with Les and Nahia for lunch at Fiorentino's, located at the Lancaster Airport (KLNS).
The plan is to depart Ocean City around 11:45 with an hour of flight time, arriving at 12:45.  Winds are forecast at 5-6 knots from the north and our fuel burn each way should be around 13 gallons. 3 Tango Charlie has 50 gallons on board so we are good for the round trip.

There was a line forming at the end of our hangar building waiting to back taxi to runway two.  A Cessna took off, a Piper Malibu Mirage and a Sundowner landed, the Decathlon in front of me taxied out, and I followed to the hold short at one-four. I should have followed him out and pulled over to taxiway Hotel and await my turn. Once the Decathlon passed overhead I crossed the hold short at one-four to back taxi runway two, it was our turn to launch. 3 Tango Charlie climbed out smoothly and was eating up altitude as fast as I let her. Today’s ride was perfect, compared to my last launch and cruise. 

I had filed for the flight but decided on VFR four thousand five hundred to cruise north.  I picked up flight following with Dover and road along, eventually being handed off to Philly, north of the ENO VOR, on 119.75.  I made multiple calls without success and finally switched to Comm 2.  This is the exact scenario as my last trip north, in the same exact area. More investigation will be required. 

I eventually cancelled with Philly, since I thought he forgot about me, and contacted Harrisburg approach with my info and the current ATIS at Lancaster. It was a short ride and Harrisburg handed me off to the Lancaster tower. 

I was directed to make straight in runway three-one, report three miles. As soon as I acknowledged I was then directed number two to land following a Cessna on a right base. Mary and I confirmed visual contact and I followed the Cessna in, loosing sight of them as they turned final. The tower cleared me to land and I made the turn off on Delta,  dumping us right at the restaurant ramp. 

Chris was already on the ramp with his V tail Bo, waiting for us and Les in his Sundowner. Trying to find cell service was a pain so I could not check how far out Les was from landing.  I also couldn’t text my friend Jeff, whose turbo Saratoga was sitting there covered on the ramp. 

We made our way into the restaurant and awaited Les and Nahia.  When I finally did get cell service I found Les to be turning final for Lancaster.
Lunch and service was very good, and the conversations flowed. The men talked airplanes, of course, and the ladies chatted about who knows what. It was a fun meet up that was much needed to recharge all our inner batteries. 
Another conga line, this time to depart Lancaster at runway three-one. I gave up my place in line to perform a run up and waved the trailing Cessna by. I fell back in line once my run up was completed. 
Cleared to take of on three-one had us rolling, again a steady climb, and a left turn on course as directed. This departure was odd, the tower never handed me off to Harrisburg as we cleared their airspace. I made a call to Harrisburg to pick up flight following and was given a squawk code. No sooner I entered it Harrisburg said Philly wasn’t taking handoffs and for me to squawk 1200 and frequency change approved. Very bizarre. 
Ok, I can take a hint. I stayed clear of the Philly bravo and pointed directly to ocean city. I did monitor Philly then Dover approach as we road along south.

Winds favored runway two so I set up for a forty five entry to the left downwind. One plane departed, that I never saw or heard after he had called for departure. I added approach flaps then dropped the gear making a nice landing and roll out. We had a fun day meeting with friends and enjoying the beautiful flying weather. 

Friday, March 19, 2021

New Camera - Drift Ghost X

I recently provided a review with a video on my video cameras and mounting hardware. What I discovered was a gap in panel coverage. Yes, I tried to use one of the Garmin VIRB XE's but the zoom wasn't enough. 

How does the new Drift Ghost X help, you wonder.  Honestly, it doesn't help with the panel, but, it does free up the GoPro 4 for tail shots. The GoPro had the best battery life out of the cameras I now own. Ok, that still leaves the panel shots, what's going to handle that. Good question.

The revised plan is to set up one Garmin VIRB XE for the front view, still mounted over the shoulder on the track form bracket. For wing shots I will use the second Garmin VIRB XE and simply swap from left to right as needed. The Ram Mount device makes it quick and easy.  A good example is flying along the coast, shoot the beach or shoot fields.  Exactly, shoot the beach. 

I plan to shoot the panel shots with the two ActiveOn Golds. the cameras are small enough and light enough to easily be attached with double sided tape. I'll focus one over the Garmin 480 and one over the Aspen. Both within easy reach to turn on/off without a problem, as needed. 

The Drift Ghost X will be utilized for crew cam shots and the occasional front view from the dash pad. It will also be used to take some hand held shots as needed. At least that's the plan. I will flight test the new set-ups this Saturday on my flight to and from KLNS - Lancaster, PA.

Drift Ghost X By The Numbers

Model NameGhost X
BrandDrift Innovation
Video Capture Resolution1080p
Optical Sensor SizeOV4689 4MP
Connectivity TechnologyWi-Fi

About this item

  • 5 HOUR BATTERY LIFE – Longest battery life on the market filming at 1080P Full HD. Up to 8-hours battery life with the Long-life battery module (sold separately).
  • ROTATING LENS - Easily align your shot regardless of the mounting position by turning the lens up to 300 degrees.
  • VIDEO TAGGING – Capture unexpected moments after they happen.
  • CLONE MODE – Users can sync up to 10 Ghost X or Ghost 4K cameras via WiFi. Start recording on one camera and all start recording. Change settings on one, and the rest will change.
  • DVR MODE – Use the Ghost X as a safety camera by recording continuously when plugged into a power supply. When power is cut, recording will stop and save the last interval. Great for insurance purposes.

Thursday, March 18, 2021

Plans Sometimes Change

Mary and I sat down and planned out our next four day get-away, Laurel, Mississippi.  Since we both enjoy HGTV, and loved our visit to Waco Texas to visit "Fixer Upper",  Laurel and "Home Town" needed to be the next destination crossed off our list.
Preplanning began one week out as I studied the weather patterns and long range forecasts. Reservations were secured at the Hampton Inn and Suites just five miles out of town.

The Weather Watch
It's a No-Go

We could depart on Saturday and I think that would be fine for the trip south, however, a return home mid next week would present the same potential winds and rain.  Just glance at the left coast fun that is going to head our way. For now it's a no-go and we will plan again in May or just proceed as planned for our west coast swing with Laurel as the first stop in September. 

Flying is supposed to be fun, and I don't get paid to do this. I'm fine being a conservative minded pilot and not pushing the envelope of safety and comfort. 

Friday, March 12, 2021

Adding The Dynon D3

I have decided to add the Dynan D3 to the copilot side of the panel. I gave serious thought to an AV-30, and the G5, but decided it wasn't worth that investment for the few times I have a pilot in the right seat. I have noticed that when I have a safety pilot on board they don't have an easy view of the instruments, mainly the Aspen, in particular the course heading.

I do offer an iPad mini 4 with AHRS for the copilots yoke, but, that unit has been so slow and buggy. With everything considered I felt the best investment would be the Dynon D3.

The Dynon D3 is not FAA TSO'ed. This unit can not be used as a primary certified instrument. The D3 is a supplemental unit only. 


  • Synthetic Vision
  • Intuitive Touchscreen Interface
  • Improved Brightness for Superior Sunlight Readability
  • Accurate Pitch and Roll: A True Artificial Horizon
  • Proven Dynon Attitude Sensing Engine
  • Internal Li-lon Battery for Extended Cord-Free Use
  • Two Versatile Mounts Included
  • GPS Ground Speed
  • GPS Ground Track
  • GPS Altitude and Vertical Speed
  • Turn Rate
  • Slip/Skid Ball
  • G-Meter Page with Min and Max Indications
  • Adjustable Brightness for Night Flight
  • Truly pocket sized: @ 3½” x 3¼” x 1”
The unboxing and install was pretty simple. Here is a quick video showing the placement and set up.  Flight test this weekend to compare to the certified instruments.

Tuesday, March 09, 2021

Video Equipment and Mounting Hardware

Recently, I have been asked about my video equipment and mounting hardware that I use to make my videos. I have touched on these systems in the past but decided it was time to put something together that may help explain, in more detail, my setup. 
The video is not super technical, as a matter of fact it's a pretty basic description with pictures of what works for me. 

I did not discuss the audio portion of my videos. This system is also pretty simple, one main cable from the front/panel view Garmin VIRB XE connected to the rear passenger headset jack takes care of it all. It's easy, no magic editing requirements, and the timing is always right on the money. Coordinating that audio to sync with the crew cam can be a bit tricky, but, I have started making a verbal note on camera that I'm turning on the crew cam or wing cam. This helps locate the exact timing mark to make life easier while editing. 

Any questions, feel free to leave me a comment here, on on my YouTube video, and I'll do my best to answer.

Friday, March 05, 2021

Queen City, KXLL

I got a call from my hangar neighbor and he asked if I could give him a lift to Allentown - KABE  or Queen City - KXLL. If not able it wasn't a problem, he was going to rent a car and drive one way so he could pick up his plane from service.  A reason to fly?  I'm in, let's meet at eleven and go from there, I'll turn the preheats on.

I quickly changed and grabbed my flight bag with video equipment then headed over to the airport. I pulled up to the hangar at eleven on the dot. The only thing remaining was the preflight, then tug 3 Tango Charlie out on to the ramp. 

Chet and I climbed aboard and I got the fan turning, deciding to set up the cameras while I built up some oil temps.  Runway 14-32 is still closed by NOTAM so I would have to battle the winds from runway 2.

METAR KOXB 051653Z 30012G23KT 10SM CLR 03/M12 A3002

I held short of 14-32 as a Comanche rolled out so he could easily clear the runway without going full length. I had to ask how the winds were, his response, "Wooo Buddy".  I was now almost sorry I asked. 

Once clear, Chet and I back taxied for runway two and turned into the wind. It was a wild take off, not fun at all. We climbed out riding the bucking bronc until finally breaking into smooth air. The plan was to cross the Delaware Bay and Philadelphia's airspace at 7,500 feet. 

Dover approach handed me off to the first Philly sector and we were on our way. Philly handed me off at least one more time before eventually handing me off to Allentown Approach. Once on with Allentown I reported that I had the weather and I was directed to report the airport in sight.

By this time we were making our way towards pattern altitude and once again riding the bucking horse to the pattern. My first attempt had a heck of a crab angle right down to the numbers. I actually ran out of rudder and decided to go around. Cram Climb clean, I was out of there. 

METAR KXLL 051855Z 29011G23 10SM CLR 01/M15 2994

The next attempt wasn't looking much better and Chet suggested Allentown if we could not land here. We had plenty of fuel to give that a shot if needed.  Once again I crabbed my way to the numbers and found a calm space in the cross winds, just enough for me to plant the gear on the asphalt and slow down. 

I immediately retracted Flaps and kept the appropriate Aileron corrections for the winds. It was a smooth taxi clear of the runway, and now heading to the terminal. I booted Chet out and turned for home, setting up the GPS and then taxied back out to runway two-five.

I made my call then taxied for departure. 3 Tango Charlie lifted off and I once again climbed on that crazy horse. I actually did that crap in my teens and twenties, I'm too old for this at my age. Once at altitude, 6,500 feet for the ride home, things settled down a bit. I hand flew most of the way home and even though the plane was trimmed I had risers and sinkers until across the Bay at Dover. 

When it felt smoother then my ride across Philly, and now across the bay, I turned on the autopilot. The ride was much more comfortable and managing systems was a lot less stressful today then hand flying. I checked on Ocean City weather and tuned my radios for home, I was ready to tangle with mother nature one more time. 

METAR KOXB 051953Z 31019G25KT 10SM CLR 04/M13 2998

Once in the pattern at OXB the ride was just as bad as I had left it this morning. Hang on to your hats boys, it's going to be a fun one. On my first attempt I was oh so close to the numbers but was so out of shape and getting beat up. Cram climb clean, rinse and repeat, we're out of here. Round two was just as 'fun' but somewhere between the numbers and the aiming point markers I got 3 Tango Charlie to settle in and put the rubber to the runway. I was happy and thankful to be home with no dents or dings and the gear still attached.

Wednesday, February 24, 2021

New Approaches (N57)

It was a beautiful day, and I just had to fly.

After taking care of Ziva and making some breakfast I turned on 3 Tango Charlie’s preheats with a simple text. I had planned on flying up to New Garden, N57, to fly the two new approaches listed in the latest Jepp update. New Garden has two new RNAV approaches,  GPS runway six and two-four.  I also wanted to catch up with my friend Charles so he could get some fly time, and check out the new GPS approaches, since he is still waiting on his new engine for his Piper. 

I headed to the hangar to knock out my preflight and mount my video cameras. As I finished up Charles texted me and advised he would meet me at N57 in an hour.  

Perfect, I had already hooked up the tug and just needed to get the hangar door closed. 3 Tango Charlie started on a few blades and I got to the first of my tasks. Did I mention how much I miss my FlightStream 210? I chugged and plugged my simple flight plan in the GNS480 while oil temps came up. I  picked up the weather and got the video rolling, it was time to taxi out to runway two-zero.  Runway 14 - 32 is still NOTAMed closed during the weekdays. 

I launched into a beautiful blue sky, turning east for the coastline and then north, enjoying the view. I had one ADSB target, the WBOC traffic helicopter.

The flight was smooth and traffic minimum, at least until Dover.  I saw some activity around Delaware Coastal (KGED) so I picked up flight following advising I was west of the waterloo VOR, level at three thousand. 
Dover acknowledged and passed along a squawk code but the, I'm assuming, trainee Controller didn't give me a altitude setting. I would have asked but the next aircraft that checked in received the info and I just made a slight adjustment to what Ocean City had reported. 

Once north of Dover I crossed that magical line for weather and the ride became bumpy, at times uncomfortably so. 

The Monster Mile

I was handed of to Philly approach and attempted to contact them multiple times but could not hear them. I heard everybody else checking no problem. I decided to try comm two, and I heard approach ask if I was up. I responded and advised trying multiple times but could not hear them, now trying comm two. I switched back to comm one and by now they were loud and clear, not sure what was up with that. I eventually canceled once I was ten or twelve miles from my destination. 
I made my calls for New Garden, same CTAF as Ocean city, 123.050. 3 Tango Charlie settled into the down wind and flowing through the GUMPS check I soon turned final. I made a nice landing and rolled out, not needing to use up brakes since there wasn't another aircraft landing after me. There was activity around the self serve tanks and I noticed Charles was standing along the taxiway adjacent to the ramp. This would be a pick up one and go, no need to even shut down. Charles approached the plane from the rear and climbed aboard, we were soon ready to roll.

First up after we launched was to get Charles some stick time. I was head down loading the new RNAV approach on the Garmin 480 since I updated my GPS data card one day early. I also had to make the same change, deleting the Pennsylvania terminal procedures on my iPad so the updated data cycle could be active. We were all set and ready to shoot the RNAV GPS 24. Charles and I swapped control and we were off for the initial fix ZEYNU.

Traffic was picking up but we made our way to the initial fix and then after the procedure turn, which wasn't the most crisp PT, we pointed inbound for the final approach fix (FAF) ENUKE.  Who comes up with these names??

We decided to break off early once past the FAF and head out north north west to now try the GPS 6 approach.
We transferred controls again while I set up for the GPS 6 approach, direct DELFA. We had a traffic conflict and had to change up our course to avoid one aircraft before heading to DELFA. Charles spotted the traffic pass by our right side low. 
My procedure turn was much cleaner and we headed inbound for the FAF, YOSGU, before stepping right to join the pattern for runway two-four. I made a nice landing turning off on the first taxiway since there was a plane on final behind me. 
We decided on lunch at a local place. Anthony's Coal Fired Pizza. The food was excellent and it gave us time to debrief the flight and catch up along with planning on places to go with our brides in Ocean City.
Charles retuned me to the airport and we chatted with a regional pilot flying an RV that was waiting to fuel at the self serve. I didn't want to start up since we were tail to tail on the ramp. Once clear, I climbed aboard and started 3 Tango Charlie. I didn't use the cowl plugs so she was cool which required some hold time to bring my oil temps back up to a safe operating temp. While I waited I set up the video cameras and reversed my flight plan from this morning on the Garmin 480 with a simple press of a button. 

I taxied for the T-Hangars just past the runway so I could do my run up. This required a dance with a pick up truck waiting to get by. He moved over, I taxied by and started my 360 to point back at the taxiway to the runway and the truck turned in unison passing by my left side. We both laughed as we passed by each other. 

Once my run up was completed I announced departing runway two-four and off I went. It was a wild bumpy ride climbing out with serious windvaning. The ride remained bumpy all the way past Dover then conditions finally settled down. 

No flight following on the way home but I did monitor Dover approach and guard. Once I passed Delaware Coastal I started down for Ocean City and switched to OXB's CTAF. I made my calls at ten and five out blending in with traffic. First for the airport was the Kilo November King Air, a frequent visitor, followed by a school plane entering in the pattern. 

Looking down the Chesapeake Bay
I figured on being number three for the field. The Cessna made her calls and with the current NOTAM's the King Air had to back taxi. The young lady advised turning final and the King Air pilot said he had to back taxi and advised maybe a 360, obviously for spacing/timing. The Cessna continued in advising they would go around and the King Air said he was good as long as she didn't get to big in his wind screen. It was a friendly exchange, both keeping it light but professional. I continued in and made my landing just past the aiming point bars. With a quick turn around I taxied back to cross the closed 14-32 and taxi to the hangar.