I decided it's been way too long since I had 3 Tango Charlie in the air, 21 days, so today I got some fly time. The plan was to bug out early, just after sunrise but instead I watched the news then an episode of JAG. It was now just past ten and I needed to get moving.
The airport was busy and that motivated me to get it in gear. I still needed to sump since I last took on fuel two weeks ago. I completed my pre-flight and the fuel check then tugged 3 Tango Charlie into the sunshine. I set up a few video cameras and shortly there after got the fan turning. The air felt good, a welcome relief to the climbing temps.
I taxied for runway two-zero and launched. The density altitude was just over 1400 feet and it took a bit longer on the takeoff roll. Once in the air and noting a positive rate of climb I retracted the gear and flaps. All cleaned up and flying the pattern for my south heading.
Along the coast it was hazy but overall the ride was smooth. I did have some traffic along the way south and then a few more aircraft once pointing north for home. I guess Salisbury (KSBY) was busy.
Overall a fun short hop to shed some rust and enjoy the quiet time in the air. We have a few flights planned for September; Jekyll Island, GA and then on to visit HGTV's Home Town location in Laurel, MS. Stay tuned!
My hangar neighbor and fellow pilot, Chet, added a new plane to his stable. Today he flew in with his new to him 1968 Cessna 182L. What a beautiful plane, and in Flyers orange and black. I only note this since Chet is from New York. I should note Chet still has his Cherokee 180 and it's currently at Republic Airport located in Farmingdale, New York - KFRG.
Avionics include a Garmin 430WAAS and a Garmin GTX 345 Transponder. I didn't note the audio panel. The paint and interior are in very good condition, the plane has been well cared for. I'm looking forward to a flight in the 182 some time soon.
I think I'll find a Flyers decal to pass along. <evil smirk>
Sometimes you just need some flight time. This morning I told my bride I was going to take the plane and fly the coast north then head to Delaware Coastal for one autopilot approach then home. The temps were cool and there was a very nice breeze keeping the humidity lower then it has been the last couple of weeks. 3 Tango Charlie needed her oil to circulate and I surely needed some fly time.
I tugged 3 TC out and hooked up a few video cameras, even added one to the tail tie down. I replaced the ear seals on my Lightspeed headset since they were starting to leave little black specs all over my ears. The swap was easy peasy, and the new ear seals look and feel great!
I taxied out to runway three two and completed my run and pre-take off check lists. There was traffic inbound but I had plenty of time to make my call and roll out for departure. 3 Tango Charlie came off the runway just under sixty knots and smoothly climbed away. I tucked the gear up and retracted the one notch of flaps as I pointed for the coast. I would stay on the Bay side of Ocean City since there was one aircraft shadowing me just off the coastline.
Once the "shadow traffic" was clear I had one more plane come down the coast line. Thanks to ADS-B for the call out, I would not have seen him in the haze.
With a small portion of the coastline tour complete I made my turn for Delaware Coastal. The Garmin 480 was set up for the GPS RNAV RWY 4 direct ZARVI. Enjoying a smooth ride I still had to view the smokey haze covering the area which makes for poor video. At least the temps stayed cool at 65 degrees, cruising along just under two thousand feet.
The STec 60-2 autopilot handled the approach flawlessly. The GPSS was selected for navigation along with the ALT hold for altitude. Once inbound and established I selected NAV and the plane did the rest, I just monitored systems. The localizer was alive and I awaited the glideslope. Once the glideslope was alive I adjusted power to maintain 110 knots. Typically I drop the gear about a half dot above glideslope intercept, but today, I let it ride. I was going to go missed and climb out for home, no sense cycling the gear for no reason. I had one bit of traffic pass me as I pointed for Ocean City, thanks to ADS-B for the heads up.
The remainder of the flight was uneventful, that's always a good thing. I crossed over midfield and repositioned for the left down wind runway three-two and flowed through my GUMPS check multiple times. I ended the day with an ok landing, feeling like I rolled the mains on with a short hop. Reviewing the video it didn't look as bad as it felt.
This is a short "How To" on the Garmin 480 legacy GPS. This video walks through creating a random waypoint and a hold with an offset x number of miles on a specific radial. Despite its age the Garmin 480 can do more then many of the modern units. Hope you enjoy the process! Please leave me any questions or comments.
Mary and I were invited to our niece Katie's wedding in Chester Springs, PA. What a great chance to use General Aviation to make the trip an easy hop north and follow up with a return flight home. Travel by car, three hours one way. Travel by our magic carpet, fifty minutes north (headwinds) and about 40 minutes south (tailwinds).
The plan was to depart Saturday Morning around 8am and arrive at Brandywine Airport by 9am. We had reserved a rental car (SUV) so we would be good to go for ground transportation. Our Ziva girl was dropped off Friday afternoon for boarding and our bags were packed. All that remained was a last check of the weather early morning.
Saturday
Rise and shine and lets get this show on the road. Whoa...pump the brakes. Mary woke up with swollen eyes and all sinus areas from forehead to cheeks. Thankfully she had no issues breathing and not really in pain. My bride decided it would be best if she did not go and sent me off on my own. Knowing she was safe and no asthma issues I agreed to go alone, I really didn't want to miss Katie and Mike’s Wedding day and the chance to see my sister and her husband. The last time I saw my sister Denise was pre-covid.
I had my pre-flight completed and only needed to sump fuel before starting up. Once I climbed aboard I mounted a single video camera and headed out for runway two-zero. With one small bag, a garment bag, and fifty gallons of fuel I was light. I had filed but since it was so nice I decided on flight following only for the trip north. I contacted Dover and we swapped info providing those extra eyes we pilots like to have watching over us. Dover handed me off to Philly and they handed me off to another sector before I finally cancelled and let down for KOQN, Brandywine.
I set up for a long final for runway nine and after making a nice landing taxied clear at the Terminal. I secured the plane and rolled my bags to the rental, a Nissan Rouge. From the airport to the hotel was about fifteen minutes. I was so confused looking at the new buildings along RT 100. This was my old stomping grounds when I was working the farm. I knew every short cut and every back road, now, I could not recognize one landmark. I may as well have been dropped off on another planet.
I did find my way to the Hilton Garden Inn and managed to secure my room access by 11am. My brother and his bride arrived before noon and we met up to go scout the area. Read that as find Katie and Mikes house so we had an idea where to go for the reception BBQ later in the afternoon. We motored north on RT 100 and I finally saw something that I could recognize, Ludwig's Corner Horse Show and Fairground. I was amazed how the landscape of my youth and tooling around either on horseback or in my 73 Monte Carlo have vanished from all but those precious memories. Getting old and watching the world change around you really stinks sometimes.
I will say that Mike and Katie live right next door to God's country, barely two lanes of blacktop with shoulders, uh, wait, there were no shoulders just huge, I mean humongous trees, and a few telephone poles. This is four wheel drive country come winter.
We made our way back out to RT 100 and I found our way to the hotel. We would give this another go at 3pm for the real deal. I was showered and dressed for the BBQ complete with my aviation themed Hawaiian shirt. I followed our initial route, or so I thought, missing one of the last two turns. The hunt was on. I was driving, my brother was right seat and his bride was in the back seat with an occasional laugh. She finally volunteered to bail us boys out when we sat at a T intersection, three way stop, trying to decided if rock paper scissors or a flip of the coin would best direct us to our destination. Thank you Janice for the bail out. Yes, I had my phone for GPS. No, I don't need directions, or so I thought.
The decision was made to depart before dark just in case the boys got lost again. It gets really dark on those back roads and the thought of passing even a pick up truck took maneuvering and some luck. We ended the night at the hotel bar to enjoy a nightcap. My Captain and Coke tasted great, and most likely will knock me out when I crawl into bed.
Sunday
I woke up at my typical Ziva feed me time, 5:30 Ugh...I rolled over for a few more winks. My tummy finally gave notice that I needed to find some eats and get something cold to drink. I showered, dressed and headed downstairs for breakfast in the lobby area. I strolled around and finally decided on a cheese omelet and crispy bacon. I passed on the juice and had a large cold water instead.
With my tummy full I needed to take care of a few things wedding related, a card and the cash. Mary and I had planned to do this when we arrived but since I am solo I now had to pick the card. That wasn't too bad and I make tracks back to the hotel. As I walked in my brother and his bride were just coming into the lobby, good timing. I sat while they had breakfast and then we decided to head out and find the wedding venue. I like scouting trips, it usually helps get the lay of the land. The wedding venue was easy and we were soon pointed south for the hotel. Janice wanted to make one side trip to find her Uncle's house but we weren't positive of the address, however, we had the correct road. We did eventually find the place with a little help from Janice's cousin Pat, and with that took some pictures and then headed back to the hotel.
I went back to my room and took a nap mixed in with watching some History channel show on cars that built America. We had all agreed to meet in the lobby at 2:15 for the ride to the wedding. We piled in the rental SUV since that was way more comfortable then my brothers rental car. Once we arrived and found a parking spot we were directed to an outdoor area for the country wedding ceremony. Here are a few pictures.
L-R My brother Joe, Katie, my sister Denise and me
The music and food were excellent. Everyone seemed to really have a good time. I am so happy for Katie, Mike, Brooke and my sister and her husband Dave. Y'all know how to throw a great party.
Time flew by and I was ready to head back to the hotel. Joe and Janice were ready too, and we all said our goodbyes before walking out to the SUV. I was so happy to see my sister, it's been way too long. I am also happy to see Katie and Mike tie the knot, they are fun to watch and listen to as they interact. Mary and I wish them a lifetime of love and happiness.
Monday
I was up again on Ziva time, I wonder if she was up at the boarding place or if she was sleeping in. I know my bride was sleeping in, no dog and no me to make noise around the house. I did text Mary all through the wedding with pictures and updates, it was the least I could do to make her feel like she was there.
I was up, showered, and dressed in time to check out at 6:40am. I loaded up the SUV and headed south to Brandywine, a fourteen minute trip. I took an old familiar road to cut across RT 202 and on to the back way to access the airport. Boot road looked nothing like I remember. There were houses everywhere replacing all the farms that I frequented. I even went through a double set of tunnels that I knew so well and I honestly was shocked, gone were the fields, barns, and horses that used to dot the land on either side. Time waits for no-one.
The Terminal was still locked when I arrived, it was just 7am. I loaded the plane and did my pre-flight making sure to sump fuel despite not taking any on. It had rained pretty good on Saturday and I wanted to make sure there was no water. Both tanks were good. I had called the airport office on Saturday and asked if they could check to see if the top latch for the pilot door was indeed latched in the closed position. Most times I leave it in the open position because the plane is hangared or I am not away from the aircraft. The man checked the latch and without putting any pressure on the top of the door he must have forced the latch and broke it. I somehow managed to squeeze it together with enough force to switch to the open position and gain access.
The man that works the desk rolled up and asked if I needed a hand with anything and I advised I just needed to check out. I mentioned the broken latch and said I should have been notified. Either way I asked for it to latched and they did me a favor, all good, I'll take care of the broken handle. My tie down fee was paid when I arrived so I was good to go. I headed back to the plane and climbed aboard.
3 Tango Charlie came to life and I sat to let the oil temps come up. Once at the top of the yellow I taxied out for my run up. I held short at runway two-seven finishing up my checklist items then got a call, from a fuel truck, if I was taking off or waiting on a release. I responded just getting ready to launch and with that made my call.
It was a smooth ride south although very hazy until reaching Ocean City. I did have some traffic to contend with but no issues. I made my call ten and five miles out for landing full stop runway three-two and continued in. I made a nice landing but had floated a bit and landed way longer then my typical greaser. I called clear and headed for the hangar.
A fun trip although really missing my bride. Happy to be home and I can't wait to see Mary. I'm not sure what's up next, maybe Bar Harbor maybe the Boston area.
The plan to meet up was worked out on Friday with a few text messages shared with fellow BAC member Les G. We would take the ladies out to brunch at the Runways Restaurant and lounge located inside the Rider Jet Center at Hagerstown airport KHGR.
Mary and I were off to the airport for our scheduled 10:15 departure. I only had to sump to complete my pre-flight and then tug 3 Tango Charlie out of the nest. We climbed aboard and taxied out to runway three-two where I completed my run up and launched. I had filed Friday night and decided I would launch and pick up my clearance with Patuxent once in the air.
C KHGR
R JAYBO BAL EMI HAIGS KHGR
A 6000
F 127.95
T 5511
Patuxent gave me "As Filed" four thousand and soon followed with six. I climbed above the layer and Mary and I enjoyed the cool temps, 56°. It was a beautiful day on top.
The quiet and fun ride ended as I crossed the midway point between Salisbury (KSBY) and Easton (KESN) at the north tip of R-4006. I had picked up traffic opposite direction about three hundred feet below.
There was no word from Approach, so I alert them to the traffic and then ATC turns me from my present course of 310ish to 270°. I advise the traffic is turning to me and I am given a new heading of 260°. Once again the traffic turns to me and ATC turns me to 230°. I get one more turn to 210° and finally a climb to seven thousand, all be it very brief. Once there is no conflict I am immediately dropped back to six thousand and resume course.
The one day I do not video and I have something I want to review and learn from. Here is my take-away after watching the FlightAware video and thinking back to what transpired. With traffic only 300 feet below and coming head on I should have asked for higher immediately. Instead, I advised ATC of the traffic and they vectored me, multiple times before finally giving me higher. The really odd part of this situation is that the traffic kept turning towards me, each time I turned. I gave away control of my situation to ATC. My learning moment, never give up that control as PIC. It was a real brain fart on my part, and I honestly can't remember doing that in the past.
The remainder of the flight across the Chesapeake Bay was quiet and enjoyable. I had a few more handoffs and a shortened route with a direct EMI then changed to direct HAIGS. When I was given direct HAIGS I set up for the ILS 27 approach just in case. As ATC stepped me down from six thousand I went into IMC and the ride was still very good. Once I reported that I had the weather at Hagerstown ATC asked me to report established on the localizer. I thought this was odd since the airport was VFR conditions and I was not given an expect ILS 27. Once turned inbound for the airport at HAIGS I broke out and reported that I was now VFR conditions instead of established on the localizer. ATC handed me off to the tower and I continued in for a smooth landing.
Les arrived in his Sundowner shortly after I had landed. The lineman had just finished fueling 3 Tango Charlie with just ten gallons. The ramp was busy so Mary and I headed inside to settle up my fuel bill grab a table. The ladies had a chance to catch up and the pilots of course talked airplanes. We had last met up with Les and Nahia in Lancaster for lunch back in March.
While we were chatting a young man came up to the table and said he followed me on YouTube and Instagram. I was thrilled to meet Ryan and thanked him for watching and checking in. Ryan and his father (Dan) flew their light sport Aerotrek A240 from Martinsburg for lunch. I managed to get a shot of them with the plane and chat a bit about their light sport while we were waiting for our food order. Yes, Les and I left the ladies holding the fort. Hey, we had the chance to talk airplanes.
We headed back in to the restaurant while Dan and Ryan readied their plane to get back in the air. It was really nice meeting them both and checking out their plane.
After lunch and plenty of chit chat time we all decided it was time to head out. Les taxied out and I followed once I picked up my clearance. I had filed when we were seated at the restaurant, almost a reverse of my flight here. KHGR EMI BAL JAYBO KOXB. The email confirmation showed a route change, KHGR SBY KOXB. I'll take it, it's a more direct route home that will save time and fuel.
Not so fast, the clearance for home was amended and now read KHGR HGR EMI BAL JAYBO SBY KOXB.
With the new route entered on the Garmin 480 I taxied out for runway two-seven. As I climbed out for the HGR VOR I was handed off to approach and we were on our way. I had one vector for traffic and then turned back on course. Eventually I was given direct Salisbury (SBY) and while Mary slept I motored along. As I let down for home Mary woke and apologized for sleeping the entire flight. I reassured her that was ok and that I took a cat nap too, yes, the look was priceless. I was kidding of course.
Today we checked the pulse ox and I was at 88-89 once at six thousand and I'm sure a bit lower coming home at seven thousand. The experiment was to just try the compression sock only and no oxygen. The test run was a massive fail. When I climbed out of the plane I could hardly walk on my right leg. Mary helped me tremendously, opening up the hangar and bringing the tug out to the plane. I used the tug as a walker of sorts and managed to get 3 Tango Charlie safely in the hangar. There would be no window or leading edges cleaned today, I needed to get home.
Mary loaded me up in the SUV and drove us to the house. I went straight to bed and took some horse pill size Ibuprofen for the pain. I went through the I'm freezing and the shakes to I'm melting and the sweats. I woke up this morning refreshed, no pain, and ready to do this blog. Lesson learned, I need Oxygen for anything above six thousand to do whatever it does to keep the blood flowing and accident traumatized leg from flaring up in pain.
Next up a possible flight to Pennsylvania for a wedding next weekend. Still watching weather and the forecast thunderstorms. Fingers crossed!
Sort of like dinner and a movie, but instead, breakfast and an approach. I posted on FB and texted a few friends if anyone was up for a breakfast flight, there were no takers. Mary was snuggled in bed and said she would take a pass today. I decided I needed flight time and to get the oil moving in 3 Tango Charlie, I was off.
Traffic was still pretty light as I made my way to the hangar. 3 TC had 37 gallons on board by sticking the tanks and according to the JPI monitor 34.5 on board. Either number works for the half hour hop to Easton, KESN or possibly Cambridge, KCGE and then the return to base.
I made the decision to head to Cambridge after a fellow pilot posted that "It's been a couple years but, the food is mediocre, and the service was below average. Much prefer the breakfast and folks at CGE.
Lets get the fan turning.
I picked up the wx and then taxied for runway three-two. I was off and pointing west for Cambridge with a slight headwind of thirteen knots. The ride wasn't too bad, until I let down for the RNAV GPS 34 approach.
Once the approach was loaded I selected the initial fix, PROFS. I made one round for the procedure turn and headed inbound for the final approach fix, WUGUM, at or above 1700 feet. There were a few planes in the pattern but we swapped calls and worked together for the landing sequence.
I had creamed chipped beef over hash browns, crispy bacon and of course the very best sweet tea. The restaurant was packed! Somehow I was quickly seated, tucked in just past the register. The hostess took my drink order and then when she brought the sweet tea out, took my food order. I checked the clock and noted the time. My meal took 40 minutes to come out.
There was one waitress, one hostess, and they were both busy as could be. I will say they were both very pleasant, and did a fine job under the short staffed conditions. When I paid my bill I thanked them both for coming in and doing a great job under the conditions. I got a thank you and a big smile.
I wandered my way back to the ramp and chatted with the two men that were flying a Mooney. Both guys were from Chorman, D74. I had a similar path with the Mooney owner growing up, horses, then construction. We had a nice chat about both planes and they invited me to stop in at their home field. It's on my list as a go to.
We each got the fans turning and I followed the Mooney out to three-four. There was a Travel Air doing simulated engine out practice so we had to hold. Once the Beech was clear the Mooney took off and I followed. The best course of action to remain clear of clouds and clear the Salisbury airspace (2500) was to point north east. Once clear of SBY I flew direct Ocean City, entering an extended left down wind for three-two. I made a nice landing and taxied for the hangar, dancing with a Cirrus coming the other way that had landed in front of me.
A fun day with good eats as the prize. I'm looking forward to our flight for a family wedding in a few weeks, then we hope to open up our traveling once again.
I was scheduled for my flight review last Thursday but my knee was giving me some trouble. The best choice was to reschedule and let my knee calm down. Everything worked out and I wore an Ace neoprene brace for the added support and to make sure I had no issues.
I headed to the plane around 9:30am, only needing to tug 3 Tango Charlie out since I did my pre-flight and fuel sump yesterday afternoon. A quick walk around confirmed all looked good to go and with that positioned the pane on the ramp and locked up the hangar. It was a beautiful day even though it was a bit windy.
The runway of choice was runway two and I took my time to taxi out letting the oil come up to temp. As I turned towards the wind for my run up I heard the jump plane heading my way. Timing was good as I completed just as he pulled up. One Cessna landed and I positioned and held. Once the Cessna was clear I launched for Millville, KMIV.
Today I was going to try oxygen. Why Oxygen just crossing the bay? Well I noticed when I climb around seven thousand my right leg, with all its metal parts, will really ache once on the ground and done for the day. Some have said lack of O2 or pressurization. I can eliminate one of those issues and use the Oxygen system I had previously purchased.
I gave the system a try yesterday and it didn't seem to hard to get hooked up. As I climbed for the Bay crossing I hooked up the O2 and gave it a try. It didn't go as smooth as it did on the ground yesterday, but I worked through it and let the autopilot and vertical speed climb keep me pointed on course and climbing to my target altitude.
I did a test with the pulse Ox and it was reading 91, with the bottle hooked up and nose cannula in place I was reading a steady 96. I had the bottle set for ten thousand the lowest setting. I should note I also wore a compression sock on my right leg.
I let down for Millville and made a nice landing on runway ten, the first leg is complete. I taxied to Big Sky and shut down then headed inside to catch up with my CFII Tim.
The Flight Review
Tim and I discussed the plan then headed out to the plane. Following my taxi out and run up we launched. Let the fun begin. Instructions were on departure fly heading three zero zero and two thousand five hundred. I made my calls and followed on course, to altitude, locked in. We reviewed V speeds and then I set up for slow flight. Power reduced and two notches of flaps added for my left and right 360’s. Tim advised that despite all the wiz bang tools he likes a clearing turn, noted, I obliged.
I flew in slow flight and actually chased my altitude, it wasn’t pretty. I did multiple turns and straight and level until it was respectable and we were both satisfied with my performance.
Next up an ILS approach by hand. Despite setting up for vectors the change was to fly direct LADIE. I briefed the plate and since this was ‘vectors’ I advised no procedure turn and instead turned left on the final approach course at altitude. I needed to be on altitude and turn to course since I was now inbound at the FAF. I had added a notch of flaps and dropped the gear as I approached LADIE. Once crossing I started to let down for the DH of 347. At two miles out I started my missed to clear the airport environment. Tim wanted to go at five hundred. I regrouped, recovered, and back on glideslope. Going missed I asked where to and he said what if I was going to fly the published missed. I hit the suspend button and the flight path came alive. I’m now wondering if I briefed the miss out loud. With that we headed out for additional much needed air work.
On my return to the airport we had talked about using the last notch of flaps and that it makes going around exciting. I was right on the money landing and added that last notch of flaps. Perfect serve, Tim wanted a go around. Cram, climb, clean, and cool was my call and I flowed along. As I started the climb I immediately took out that last notch of flaps, then gear, and then the last two notches as I confirmed a good positive rate. I had the cowl flaps open for landing so cool was taken care of.
One more lap in the pattern, a nice landing and then taxi back to Big Sky. We sat and chatted a bit more then switched to former employer airport updates. I enjoyed my flight time and catching up with Tim. I need to keep up on the slow flight and air work a bit more often.
I launched for home and enjoyed the flight at 6.5 back across the Delaware Bay. I flew along the coast, eventually entering a left base for runway one-four. My flight review is in the log and I’m good to go for two more years. Next up my medical in September.
I made a slow, really long drive to the airport today. I did not even think about beach seasonal traffic coming into town or the airshow traffic. What typically takes me ten minutes took just shy of forty minutes. What was I thinking?
When I did arrive the ramp was full of GA planes and the tie down row parallel to the main taxiway was also full. The main ramp area at the terminal was blocked off for show aircraft, six Geico SNJ-2's, two UH-72A Lakota's and refueling for the L39 jet. I passed the Lucas Oil Pitts in the hangar just a few up from me and a P51 Mustang in front of hangar row D. Enjoy!
Since I didn't get out on Saturday for the BAC Fly-In to Sussex NJ I really wanted to get some fly time today. Charles and I texted back and forth planning to meet up with our brides in Cape May NJ for breakfast at the Flight Deck Diner.
Mary has been battling a sinus headache for two days and woke up feeling a little better but decided not to fly. I think that's a good call since I was needing a bit higher altitude having to cross the Delaware Bay. After swapping text messages, Charles’s bride also backed out. It was the boys day to fly!
I was in the air by 9:15ish and made a beeline for Cape Henlopen. I crossed the Bay at seven thousand three hundred feet and let down for Cape May about half way across the 11 mile salt water span. I did overfly two Ferry's crossing closer to the NJ side. I passed over the Cape May light house and followed the coast a short distance north before turning for a long left down wind for runway one-nine. I still needed to loose some altitude.
I made a nice landing and taxied for the ramp at the restaurant, adjacent to the operations building. Once shut down I managed to shoot a short video of Charles and his Piper Warrior 160 pulling up and shutting down.
The restaurant was packed, every seat in the lobby filled with a body...maybe Cambridge was a better call. Our wait wasn’t too bad, and we got a table instead of the counter seats we had asked for, thinking it would speed things up.
Charles and I each had an omelette with toast and I added bacon. There has to be a meat with breakfast. Once finished we settled up the bill and headed out to the ramp. Traffic was picking up and we enjoyed hanging out at the planes and chatting with a few of the pilots.
We each climbed aboard our rides and got the fans turning. The two pilots we were chatting with were first to taxi out, Charles followed and then I fell in line. The young pilot that was farther down the flight line taxied out behind me. The conga line made its way to runway one-nine and one by one we turned at an angle and each did our run up. Since I had to cross the Bay I circled over the Cape May ferry terminal prior to going feet wet.
Once at altitude I made the crossing and eventually let down for home. The jump plane was making calls counting down to dropping the meat bombs as the airport activity was picking up.
I extended my down wind and a Cessna circled south of the airport. A Bonanza was entering the down wind and a Cirrus was heading in from the north. I turned base and final and watched the first chute circle down towards midfield. Once the first jumper was down I called about a two mile final and landed long. There was a second chute that jumped well after the first and they were circling over the midfield infield area. I didn’t want to taxi off the runway where they were landing so I taxied full length before clearing. The conga line of planes made their way in behind me. It was busy!
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!
A quick flight this morning to check systems and reacquaint myself with my Stec 60-2 autopilot. I launched from Ocean City, Runway two-zero, and climbed to the west. With some button pushing I set up for the RNAV GPS 14 approach, direct PFAIR, back into KOXB.
It's been six weeks since I last flew, not counting the short hop home from annual. It felt good to chug and plug on the Garmin 480 and get a bit of autopilot buttonology while still aviating. 3 Tango Charlie is ready to go and Mary and I are looking forward to our next adventure.
Everyday each of us enjoy the freedoms our soldiers paid the price for. Let us all remember the families left behind, the lives left unfinished, the futures left wanting, those bright minds, and loving hearts that answered the call.
