I swapped a few posts with Bob C on the North East Flyers Facebook group. Bob was flying to Hammonton and his friend Matt was coming with him. Once Bob’s Cessna 09 Lima was frost free he filed for a special TFR squawk code and launched. I had 3 Tango Charlie already at the hold short for runway two-zero at Ocean City.
I launched and headed for the Delaware Bay crossing and then on to Hammonton, N81. The ride was smooth and it felt good to be in the air once again. I monitored Dover approach and once on the Jersey side I switched to Atlantic City approach. At the ten mile out point I switched to CTAF to set the mental picture of the current area traffic. A Bonanza landed ahead of me and then I rolled one on clearing the runway at the midway taxiway Charlie.
The restaurant was busy and I had to get in line for seating. Waiting in line worked out as I was tracking Bob on his way in to land. The wait was maybe fifteen minutes and it moved along quick and orderly.
Bob had an issue with his Cessna 172 and ended up calling for a ride home. I offered my ride but I only had room for one additional passenger since I removed my back seat. I did let Bob know to call me when he needs a shuttle flight back to N81 to pick up his plane. I'm home all this week and weekend but we will be heading out on vacation next week.
With some sort of plan made, I left Bob and Matt on the ramp walking towards the restaurant. I launched for home and made another nice landing to end my flying day.
The weather was looking good for some fly time today, and I am trying to keep with at least one flight a week. I posted on FaceBook if anyone wanted to meet up, no pilot takers but my brother-in-law Dave was ready to ride.
Dave needed to leave by 9am and I needed to be in the air around 10am. We swapped text messages one last time to confirm I was still a go. There was an overcast layer at 4,200 feet across the Delaware Bay and into New Jersey. I'm not comfortable crossing that low at the mouth of the bay spanning 17 miles. Instead I headed north for Dover AFB and would make my crossing there where the Delaware river meets the bay, approximately 5-6 miles wide.
ATC was entertaining as Dover Approach was doing training today. Yes, they made mistakes but calls were quickly corrected and everybody went about their way. I crossed the river and pointed to Hammonton, N81. Dover handed me off to Atlantic City Approach and I road along with them until I was within 10 miles of my destination. I didn't top of the VIRB battery charge and lost my landing video at Hammonton.
Dave was there maybe ten minutes ahead of me. We walked to the Apron Cafe' located at the end of the ramp on the approach end to runway 3. The food and service was excellent.
We watched a few helicopters fly by as we ate and then finished up breakfast. Dave came out to see the plane and then I saddled up for home.
I had a fresh battery for the return trip and even got some additional footage from both windows across the wing. I climbed out to 4,500 feet for my crossing and shadowed the Delaware Coastline heading for home.
The ride was a bit smoother then the trip north, and the views were much better with the sun reflecting off the Delaware Bay.
I rode the tailwinds home and enjoyed the 10-20kt push. It was better then fighting the headwind I had this morning. I monitored Dover Approach and once south of Delaware Coastal I switched over to Ocean City.
The winds had changed from this morning. The winds now favored runway 2. This made my approach easy as I entered the left downwind, making the appropriate calls along the way.
I did make a better landing back at home then my first time at N81. With another flight in the log book I was ready to face the battle of getting 3 Tango Charlie back in the hangar. My tugs wire connection to the fwd/rev switch came apart and I had to hand tug her out this morning. Time to put her back in the hangar. I figured I could use the exercise and gave it a go...not happening. The slight incline really made me dig in and push, and as anyone who reads this blog knows, my sticks just won't cut it.
It was time to do surgery on the tug. I disconnected the battery and then reconnected the four wires to the switch. I really need to put a dot of solder on the connections to keep them from pulling apart. So with a quick electrical pit stop completed, I was good to go and managed to tuck the pane in the hangar. When I pulled the tug out from the nose gear and parked it in its usual spot it wigged out. It stuck in the on position and would not shut off, in either direction. I could hear Keystone cops music playing in my head. I hit the switch to keep it from running under the wing and into the back wall, now running itself almost over me and out of the hangar. I picked up the T handle and fiddled with the switch while the wheels were in the air turning, it finally stopped. I disconnected the battery, again, and removed the switch that had pulled apart.
I'll use the new electronic spray cleaner I picked up and reassemble the switch, I'm also looking for a replacement part.
I went to bed last night with a plan to fly this morning. Temps were coming up, and overnight temps were forecast for mid thirties. I decided that I would switch on 3 Tango Charlies pre-heats and then be ready to go, only having to figure out where to go.
I swapped text messages and a phone call with my friend and fellow pilot Charles G. Charles suggested Hagerstown (HGR) but I didn't feel like flying that far. We decided on Cambridge but this morning we changed to Hammonton NJ (N81). I last landed at N81 back in January of 2020 to meet my brother-in-law who rode his Harley to meet me. I remember the airport was easy in and out and the food was good.
I started up and taxied to runway three-two then launched for the Delaware Bay. Once in the air I remembered my life vest was in the baggage area, a lot of good that will do if I have a problem. I continued on, crossing the Bay at five thousand five hundred with ground speeds of 147 kts. The air was smooth and I enjoyed the ride, taking a pass on flight following, instead just monitoring.
I was called out to a Cirrus passing below me so I stopped my descent once feet dry on the Jersey side. Once the traffic passed below me I continued down for two thousand five hundred.
I had planned on runway 3, straight in, but there was a Cessna entering the pattern and landing on two-one. Not a problem I made a long entry to the left downwind two-one and made my calls. My landing was smooth even if a bit flat.
I taxied clear and parked along side the restaurant awaiting Charles and his Warrior. No sooner I was out and looking for Charles on final I heard chirps and watched him roll out. What timing.
There were open tables but the Apron Cafe' was busy. We were quickly seated and placed our orders, I had creamed chip beef and a side of scrapple, Charles had an omelette. Conversation was great as always, flying, politics and how to save the world. Maybe us pilots are a lot like truckdrivers, they think they can figure a way to fix anything too.
Once breakfast was consumed we headed back out to the flight line. Charles was first to start and taxi out, I followed and the Cessna that landed ahead of me followed me out. There was one plane inbound and for some reason he decided to use runway two-one. Charles coordinated with him and launched, I had to wait for him to land and clear before I rolled on to the runway.
It was another smooth flight home, this time at six thousand five hundred across the bay. I did monitor Atlantic City and I heard my friend Frank in his PA30 (AirDorrin)shooting an approach with ACY. Frank actually was given a hold to let an Airbus land ahead of him.
I continued on and switched to Dover Approach until closer to home. Once I had the weather at Ocean City I decided on runway one-four and made my calls as I headed in. I had one bit of traffic, a Dakota, heading my way but we communicated well and each continued on. After clearing with the Dakota traffic I entered on an extended left base for one-four and made a nice landing here at the beach.
Next up a flight to Wilmington (KILG) for my bride, if I can secure a rental vehicle for her.
I posted on FB asking if anyone was flying in the tri-state area for a breakfast run this morning. Bob C posted on the North East Flyers group. Chris was on board with his beautiful V tail Bonanza and I was flying our magic carpet, the Commander.
The plan was to meet at Hammonton, NJ (N81) at 9:30ish. I could have left sooner but I needed fuel. The fuel truck wasn't up and running until 7:45. The Commander took on 17 gallons, adding to what was on board (40 GAL) for a total new total of 57 gallons. After tugging 3 Tango Charlie out we headed for runway three-two. It was busy this morning, the jump plane was on its third load of dropping meat bombs, and the transient traffic was picking up.
With my run-up completed I rolled for three-two and climbed out. On the last flight I missed setting the HDG on for the autopilot,even after checking to make sure the compass and Direction Gyro were in sync. One should have this HDG set in case the AP somehow comes online, it's good to keep flying on the correct heading without any sudden turns or surprises. Today I made sure that task was completed.
Climbing to cross the Delaware Bay
I climbed out fat dumb and happy to be flying on a beautiful day. Unfortunately my rust was showing as I missed my typical one thousand foot checks leaving the pump, and landing lights on. Duh! I mentally scolded myself needing to get in the game. I noticed my airspeed was slow, even with the nasty headwinds I knew I should be climbing faster. Ok, get the scan going. Manifold pressure and RPM's locked along with mixture near full rich. Hey, what are those three green lights doing on? What a dumb butt, let's retract the gear and the one notch of flaps. Wow, so embarrassed to even share this.
Now pointed for KWWD
Anyone that knows me and my flying can tell you how I run my cockpit. Sigh...Today wasn't pretty on the first leg. Somehow I manage to cross the bay and communicate with Atlantic City Approach. I had been monitoring but I heard Chris's tail number and approach say they didn't hear them check in, meaning another plane. I knew he was looking for me so I asked for flight following and approach passed along a message that the destination was changed. I had already noticed Chris flying south about my three o'clock, he was headed to Cape May (KWWD). I advised approach I was making a 180 and now headed to WWD too.
It was windy today and I had to dance on the rudder pedals to make a nice landing on runway two-eight. It felt great shedding the rust and getting back in the game. Gusty landing with a crosswind always provide a good test of skills and a workout.
There is NO indoor seating at Cape May, the party is strictly outdoors. I guess Chris and I waited fifteen minutes or so then secured seating in the shade. The place was really busy but the service and food were excellent.
Climbing over Cape May Harbor to recross the Delaware Bay
With breakfast complete we headed back out to the ramp. There were plenty of planes lined up and still a few arrivals. Chris and I saddled up and taxied out for our separate destinations. I taxied out behind a Cessna who turned off on a taxiway for his run-up, I went to the hold short line. I launched for home and flowed through my checklist items, remembering gear, flaps, and thousand foot checks. I settled in for the Bay crossing, watching banner tow planes shadowing the shoreline.
Crossing RT 54 at Fenwick, DE
Ocean City was busy with the jump planes still buzzing and other traffic mixing in for runway three-two. I swapped communications with a Cirrus on the practice GPS 32 approach as he was about six miles out. I could have easily turned base and landed but I didn't want to mess up his approach. I advised I would follow him, number two for the field. The cirrus pilot then declared it was a low approach only. Oh well, I'm flying, it's fun, and I can fly over the water a few miles off shore and at least check out all the boats.
Overall a fun day once I cleaned up my procedures. Not flying every few days has really built up the rust and I need to keep flying to shed that. I hope to get in the air again this week.
This memory came up on Facebook. I can't believe it's been a year since I met up with my Brother-in-law, Dave, over at Hammonton NJ (N81).
Mary and I have a flight planned that should put some hours on our Commander in the next week or two. I'm anxious to get back to traveling on our magic carpet, and provide a video of our trip and destination. For now I am hoping that the weather works out. Stay tuned!
It was a North East Flyers breakfast meet up and I had the chance to meet up with my friend Jeff (Frey Family)from Michigan who was in the area visiting family.
Another Northeast Flyers meet up, and a new airport at Cherry Ridge in Honesdale, PA. It was great to catch up with fellow pilot and blogger Chris H (Photographic Logbook). Chris and I have been talking about catching up and we finally did it, now we need to get Steve to meet up. Maybe a new goal for 2021.
I also had the pleasure of flying with Vince G. If you follow my blog you know Vince and I flew many hours together in my Sundowner, Zero Eight Romeo. It was really fun logging time with Vince, I have missed our weekend flights.
Thanksgiving is upon us and Mary and I hosted our friends Mark and Candy. We had a great time, sharing good food, friendship, watching our dogs interact, and the men went flying. Mark and I knocked out multiple approaches to each extend our instrument currency
RNAV GPS 2 (KOXB)
I was happy to fly with my friend and fellow pilot Charles G. Charles was in town on business, and he set aside some time to fly. We headed over to Delaware Coastal and had lunch after he shot the GPS 22 approach by hand.
RNAV GPS 22 (KGED)
I decided to torture myself and run the numbers on a cost per hour for my flight time this year. Here is the spreadsheet of shame.
I am looking forward to more fly time in 2021. Mary and I have plans to head west and get back to our typical travels, meeting new people, and exploring new destinations.
I Just wanted to post a short video of some hangar time. I had to take on some fuel and complete a preflight inspection for my lunch run to Hammonton, NJ - N81
I have been swapping text messages with a pilot located in New Jersey who is interested in the Commander Aircraft. Lester currently owns a Mooney but is looking for a bit more comfort now flying in retirement. I should note he recently had a total hip replacement and by recent I mean in the last two months. I have to say he gets around really well and I'm sure him not waiting forever to have it done helped his recovery. Of course my "dislike" for hospitals and having to be at the point of unable to walk didn't help my muscle mass. I am who I am...and have paid the price for my hard headed ways.
Lester and his son Joseph met me at Hammonton NJ, N81. It was a smooth flight across the Delaware Bay at five thousand five hundred passing just west of the Atlantic City Class Charlie. I floated a bit on landing but held off a nice wheelie, although not as long as my landings of late.
The three of us sat and enjoyed breakfast, talking airplanes and work history. Once we finished up Lester and I headed out to fly so he could test the fit and feel of the Commander 112A. I brought along a step stool that Mary and I use and it helped him climb aboard. My only complaint about the Commander is how high the step is to get in.
I taxied back out to runway three and completed my run-up then launched for a short flight. We left Hammonton and pointed towards Millville (KMIV) then to the practice area north west of Union lake. Les commented that the plane trimmed out nice, and handled very well. I said but the Mooney has a lot more snap to it, he agreed. We knocked out some steep turns and then made our way back to Hammonton. The mid-day heat was now starting to make for a bumpy ride.
Once I landed we sat and chatted a bit more then I headed for home. I knew once I had to put the plane away I was going to be soaked in sweat and tired. We have dinner plans tonight so a quick shower and some R&R before we have to leave should recharge me.
The flight home was smooth cruising along at six thousand five hundred and 145 knots. Once midway across the Delaware Bay I made a slow and steady descent to fly just west of the local beaches. People were out worshiping the sun, it looked like ants at a picnic.
I let down for two thousand and swapped calls with an inbound King Air. This King Air is based at OXB and the pilot is a really nice guy. I advised I would point to the beach and re-enter on the forty-five for the left down wind runway one-four. As we passed on my extended down wind I turned base and advised number two for the field. The Waco that gives rides fell in line number three and everyone played nice, as it should be.
As I figured, it was hot and I was drenched after cleaning off the bugs and placing all the covers on. I'll come back tomorrow to clean the wind screen, I was cooked. Time to head home.
A beautiful day to fly and meet up with friend and fellow pilot Dave Stowe from central Jersey. We met up at Hammonton, NJ - N81. The Apron Cafe' provided good service and good food.
I had plenty wing view footage from my flight on Sunday to Hammonton, NJ - N81, I just didn't use it. Well, not until today.
When I got home from flying Sunday, I started a headache. Not really feeling that great, I just blitzed through the video editing. I even deleted my dash cam video too, just didn't feel like going through it all. Of course yesterday I felt better and this morning I feel great.
Now, after watching my video, I wish I just waited until I felt better to add all the footage I had captured. It is what it is, and instead I'm putting together a Wing View Wednesday review of this past Sunday's trip.
So here it is, enjoy. A little bit of tour guide and noting a few landmarks and waterways along the journey.
I got a call from the shop on Friday asking if I could bring 3 Tango Charlie back in for a quick check with regard to the fuel pump. Apparently while cleaning the screen and replacing the O ring on Bill's Super Commander the guys noticed another O ring in the same container. The concern was they may have placed a similar O ring in my plane but not the correct one. There were no leaks from my pump in either of my last two flights and there was no leak during the run up leak test to complete the annual. Making the trip to confirm the O ring part is correct is a no brainer.
I was at the airport at 8am and mounted cameras and following my detailed pre-flight got the fan turning around 8:30. It's just a short hop back to KGED, Delaware Coastal and fifteen minutes after launch I was shutting down in front of the shop hangar door.
As I noted the hop was quick but not without some concern as I was reporting short final. I had been making my calls at ten, five, down wind, base and final. On short final I heard a call for a plane landing on two-eight. I asked for its position multiple times with no response. I did not have any traffic on ADS-B. LAHSO is now in full on mode. I had to erase the land long thoughts and exiting on the last taxiway in front of the shop for getting stopped, and now clear prior to run way two eight. I pulled the remaining power early and made a nice landing, exiting at the first taxiway across from the restaurant at the terminal. Op's said they thought that plane may have been at Millville, KMIV, landing on their R/W 28.
Op's was correct. After watching and listening to the video I clearly heard the aircraft give the airport landing as Millville, at least three times. Talk about a brain fart. I was busy getting configured to land and it just didn't register.
I shut down at the hangar and the guys quickly removed the top and bottom cowls and got right to work. With the O removed it was checked and confirmed it was the correct part. Another new O ring was installed and 3 Tango Charlie was buttoned up with a clean bill of health.
Let's get home
I taxied out for runway two-two and launched for home. Power pulled back and cruising along at fifteen hundred feet, still warm but at 75 degrees it was better then 90 on the ground. I landed on runway one-four with a seven knot crosswind and taxied clear.
I have two flights coming up, both for the Beech Aero Club. On June 12th we are meeting up at KFWN, Sussex NJ and on the 19th we are meeting up at N81, Hammonton, NJ. It's good to be back flying!
