Texas Trip, The Front, The IR

The "Trip" is the planned adventure to pick up Jeff's new purchase, a 79 Piper Archer II in Houston Texas. The "Front" was the stalled weather front over the Appalachians that was held in check by Hurricane Bill. The "IR" is the instrument rating that remains to be completed that could have been put to good use and had us home on time Friday.

DAY 1 - THURSDAY

Thursday started out very early as the alarm went off and I was out of bed at 4AM. I had already packed the night before and only needed to shower, eat and get to Wilmington Airport to meet Jeff and Lori for my ride to the Philly Airport. Mary extends her thanks since she didn't have to take me to the airport, even though she offered and was ready to go. I loaded up the SUV and needed to make a stop for fuel on my way. My favorite little fuel stop with home made goodies was closed so I went to the first place I could find.

I pulled into the Airport parking lot and enjoyed the ice tea Mary had poured for me along with an everything bagel and cream cheese. Jeff, Lori and their two children pulled in shortly after I was parked, so I finished up and we transferred baggage. The Philly airport was pretty busy even at that early hour of the morning. We each had printed our boarding pass so there was no need to stop, we headed for the dreaded TSA security checks. Jeff cruised through with no problems but yours truly kept setting off the alarm due to all my new metal parts and wires. "Sir, please wait inside this area"....great I'm standing in the fishbowl looking three by five foot plexiglass room while everyone passes me by. "OK sir, please have a seat and we'll be right with you. the agent shouts "we have a male search here". Here comes my special agent complete with his magical wand. While still seated I extend my legs so he can wand my feet, that are still without shoes, thankfully I wore socks for this special occasion. Next is the stand on the footprints so we can see whats making everything chirp like a bird. Un huh, "sir, please remove your belt so we can place it through the machine". Ok not a problem, belt gone but now it's pat down time. Hey that tickles....no just kidding, I didn't say a word, those folks have no sense of humor. I had to empty out any gadgets in my clothing bag, a portable com radio and my mini Dell lap top computer then let them look through my flight bag. I got the okie dokie to put my shoes on and reload both of the bags. It was determined that I was not a threat to national security so I was free to travel about the country. Jeff patiently waited for me just around the corner and we finally headed for the gate. We were maybe thirty minutes from boarding so we stopped for a quick bite to eat.

We boarded the Embraer 170 and prepared to get underway. I read my IR PTS study guide for the oral exam and took cat naps along the way. I did manage to take a few pictures of the building storm cells to the east. The pilot did a nice job as he landed into a cross wind, more so then usual since you could really notice it from the coach section. It was a short walk to the entrance and Chris, the soon to be former owner of the Archer, was going to pick us up. Chris was right on time and we loaded up our gear and headed to David Wayne Hooks Memorial Airport just 12 miles as the crow flies NW of Houston's KIAH, George Bush Intercontinental/Houston Airport.

QualiTech Aviation, Inc. was not finished with the Annual/prebuy so Jeff had time to take a look at things, go through the logs a bit more and get additional info about the plane from Chris. The folks at QualiTech were really nice and I thought they did a good job of going over the Archer but I wasn't the guy they had to make happy. The three of us headed out for lunch and originally talked about a BBQ place but decided on the airport cafe'. I had some monster burger with mushrooms and cheese, fries on the side and the best big glass of sweet tea. Jeff had a burger and fries and I think Chris got the chicken fried steak. We sat and talked airplanes, always fun stuff, and the guys traded more good info/questions about the Archer. The plan was for a flight test to get familiar with the engine and fuel analyzer along with the avionicss in the plane. Jeff had already spent time with the Garmin 430 sim so he was up to speed and I know the 496 so we were covered. I hung out in the QualiTech office (air conditioning) while they both flew. When they returned we loaded up our gear and climbed aboard for the start of our journey home.

The plan for the first day was to head north east for KLMS, Louisville Winston County Airport, Louisville, Mississippi. From this overnight stop we would head to 35A in South Carolina for a fuel stop then north to KILG. The weather en route was so bad we diverted to KUTA, Tunica Municipal Airport in Tunica, Mississippi. We pulled up to the terminal and the lineman topped off the tanks, ok and spilled a good bit across the wing. The guy just looked at Jeff in horror then started cleaning up. The fuel that 93Zulu took on give or take a bit with the spill matched the fuel analyzer pretty much on the money, this was good to know. We headed in the terminal and the young lady at the desk made a reservation for us at Harrah's casino for $40 a night. We would need transportation but as it turned out there were buses running to shuttle people to Harrah's. What people? We were the only three in the place besides the line guy. No sooner those thoughts entered our heads an Allegiant Air 737 from Cleavland was rolling down the runway and pulling into the terminal. We lined up with those passengers to board the bus, no we didn't just wiggle our way on although that would have made for a great story, instead the guy running the shuttles agreed to gives us a ride if there were seats available. Well, there were no seats, but, there were four other people in the same boat. A short time passed and Harrah's sent out a black stretch limo for the six of us, hey pretty cool and it was a free ride.

DAY 2 FRIDAY

Day two of our journey home and we once again try for the 430 mile east leg to 35A Union County Airport, Troy Shelton Field in Union, South Carolina . We had a quick breakfast at Harrahs in the coffee shop then called for a cab to the airport. Our suspicions were confirmed now with daylight providing the view of vast nothingness. I mean there was nothing but the roadway for miles. The airport had a convention center across the highway but that pretty much was it.

We launched with high hopes taking advantage of tailwinds and cruising along at 145 knots. Unfortunatley, not long into this leg we are avoiding cells. ATC is really helpful and the on board weather confirms what the two sets of eyeballs is looking at. We turn south for an end around attempt to clear a large cell slowly moving north but the surrounding layers don't look good either. Jeff and I discuss our options and agree it's time to get on the ground and re-evaluate. This decision was timed perfectly with a very large opening that you can see in the above left photo that we descended through with plenty of ground contact. As we made our way down we also headed a short distance to one of the day one potential stops KMSL, Northwest Alabama Regional Airport, Muscle Shoals, Alabama. Just 135 miles into the day two leg our plan was coming unglued and our alternate plan of running the west side of the Appalachians was looking to be the best choice at this time. We use the courtesy car to run for lunch and hit the Tex Mex restaurant, Rancho Viejo. We ate our meal and discussed our options as to what we thought would be the safest route home. This wx front was stalled and blocking us from the east coast run north and now we would have to settle for our back up plan. We finished up lunch and gulped down the last bit of ice tea. The food was good and the service very fast. We headed back to the airport to top off the tanks on 93 Zulu. Once again we launch but this time we are headed north to KIOB, Mount Sterling-Montgomery County Airport in Mount Sterling, Kentucky. This 265 mile leg is much better but with wx still giving us fits we call it a day knowing we can't make Wilmington, Delaware by nightfall, besides,the wx at KILG is Instrument Meteorological Conditions (IMC), a no go for the both of us.

Jeff cancels flight following once IOB is in sight. Another super smooth landing and we taxi to a tie down area away from the main ramp. The manager comes out to help us tie down and shuttle us back to the terminal building. We are given the courtesy car along with directions for the Fairfield Inn. The Airport Manager Paul gives us his card and said if you have any problems just call. We loaded up the bags and headed for some food and sleep. Jeff is driving I'm navigating well trying to. As we leave the road from the airport to the main road the car died, yep, traffic coming, nose sticking out there and no can start. I jump out, a real sight to see, and start to push while Jeff opens his door and pushes with one leg out and one in still seated and try to steer us backwards to clear the oncoming p/u truck. The keystone cops has nothing on us! Jeff cranks this baby a few times with no luck, finally it starts and he combines the brake and gas to get us across the road into a gas station. I called Paul to let him know we had a problem as Jeff pumped in $15 or so to move the needle off the 1/4 tank mark. The car fired up ok and it seemed to run so I called Paul a second time to give him the all clear. The gauge must be broken because it ran ok after the added fuel.

The Fairfield was a good choice and the young lady working there gave us a great suggestion for dinner. Terry & Kathy's On Main was the choice and off we went. We each had the filet which was cooked perfect along with home made mashed potatoes. There was no room for dessert but we took two slices of Key Lime pie to go. Yep, the pie was excellent too. Day two comes to a close and I passed out while the TV was still on. To Jeff's horror he got to hear me snoring. Mary warned him that when I'm really tired I snore. When we got up I asked if I had snored very bad, his look was priceless and his words were, "Oh My God! I thought you were going to swallow your tongue or something". I'm still laughing as I type this. I'm really sorry Jeff! lol...honest!

DAY 3 SATURDAY

We both manage to get up early in hopes of making Delaware today. The wx is looking really bad at Wilmington and in Dover too. There will be no crossing the Appalachians from this point so instead we alter the plan and head 350 miles for KTHV, York Airport, York, Pennsylvania. The weather at Mt. Sterling was perfect, 61 degrees with a light cool breeze and clear as far as one could see. It was to good to be true. We sat on the ground in order for our destination airport conditions to improve. We launched for York figuring to arrive just past the Terminal Area Forecast (TAF) best weather scenario.

The ride was perfect, cruising along at 9,500 feet averging between 150 and 160 knots, outside air temp was 36 degrees (we had to close the air vents)with xm radio playing the hits and the sky was looking great. I think I even heard Jeff singing despite moving his mic up and out of the way so I wouldn't hear him. Flight following handed us off one at a time as we talked with Lexington, Indy center, Clarksburg and a few others along the way. As we approached the Saint Thomas VOR we needed to descend for cloud layers to maintain Visual Flight Rules (VFR). The xm radio was muted, and our alert status was raised a notch or two. We had crossed the Appalachians and had entered into a valley where the cloud layer really was closing in so the decision was made to divert to N68, Franklin County Regional Airport, Chambersburg, Pennsylvania. Not a very friendly place unless you had a parachute strapped on but it provided a place to land and give us the chance to re-evaluate on the ground with our charts spread out and no pressure to fly the plane.

We sat and waited for the conditions to improve. Finally looking to the north-north east we could see the last ridge lines separating us from our target destination of KTHV, York, PA. A final look at the sectional and a plan to cross was completed. As the plane full of jumpers departed we were number two to bug out. We headed north east shadowing the ridge line wanting to avoid the top elevation of 2,120 and the additional tower elevation to top out at 2,513 feet. The cloud layer was three to thirty four hundred and safety was the main goal here. As we approached N42, Shippensburg Airport we made a right turn direct to York. Our highest elevation was 1,622 and we were passing overhead at 2,700. York was in sight as we announced position for entry. Another aircraft was on a three mile final so Jeff made a right 360 for spacing and re-entered for our landing on runway 17. Another good landing in the book.

Jeff has family in the area so he arranged to borrow a vehicle for our final leg home, on the ground. We gave the last hop some thought but Wilmington was still under the weather so the safe choice was indeed to ground pound it home. I can't count how many times durning this trip we each mentioned the need for the instrument rating. I'm calling/texting Chuck this week, Jeff is going to take his written test in the next couple of weeks. We went out to dinner with Jeff Sr and Peggy at Smokey Bones, a great place. After dinner we went to their home and visited for a short while then saddled up for Delaware. It was a good ride home despite the Lancaster traffic which made us both wish we were still flying. Jeff dropped me off at the Wilmington Terminal to pick up my SUV, which I had left unlocked but all was intact. We parted ways after a hand shake and each shared a big smile as we savored the journey and lessons we learned and shared. It was a great time, I learned more about weather then I ever knew,along with the 'real' art of flight planning and most of all the adventures associated with diversions. I think tops on my list is the fun flying with a fellow pilot and friend as we brought his new baby home, well almost home.

GPS FLIGHT TRACK

By the numbers:
1150 Miles
10.5 Hours (Plan)
9.8 Hours (Actual)

A Special View

What a great sight to see while looking out my office window.The Collings Foundation B17G, "Nine O Nine" was turning left base to final for runway 19 at ILG this afternoon and it was in perfect view out my office window, and the boss wonders why I stare out there so much.

This required an immediate road trip to um....check on my Airport Terminal project....yeah that's it, the terminal HVAC project at the Wilmington Airport Terminal, hold my calls.

I only got to take a few pictures since everyone on the OP's staff was busy and I didn't want to get in the way. The Wings of Freedom Tour is in town for a few days.

B17G "Nine O Nine"

B17G "Nine O Nine"

B24 "Witchcraft"

Pilot Shuffle

This morning I got an early start and was wheels up out of Wilmington (KILG) by 8:30AM. The plan was to pick up BobC and get him back to his plane that was still on the ramp at Georgetown (KGED). Bob was stuck in Delaware due to wx this past Thursday and Friday. It was very hazy today, typical north east. I didn't bring along the camera, I don't know why, I just forgot.

We departed Wings field and contacted Philly approach for bravo clearance. Philly was busy today but picked me up on my second call. Philly approach Archer 28679er - 28679er standby, (never a good sign), Archer 28679er Philly approach - Approach, Archer 28679er 5 south of Wings, 1,900 climbing 4,500 VFR to 3 3 November request flight following and bravo clearance - Archer 679er squawk #### and say altitude request - squawking #### 4,500, 679er. We were on our way through the Bravo. I was handed off once to 119.75 and she also asked my requested altitude........4,500, 679er. We were good to go.

Somewhere south of Wilmington, maybe around the C&D canal Philly handed us off to Dover. I responded 132.42 have a great day - Dover approach Archer 28679er level 4,500. Dover gave us the current altimeter reading and we dialed it in. I soon had 33 November in sight and cancelled flight following. I positioned myself to cross midfield at 2,000, 1,200 above pattern altitude. Announcing my position we circled and entered the left down wind portion of the pattern. Base to final, over the electric wires and another good landing in the log book.

Jeff climbed aboard and we launched for Georgetown. It was really ugly hazy today, I know I mentioned it but it was so bad I needed to say it again. Jeff handled the comms and picked up flight following for the KGED hop. We were assigned a squawk number only to hear another aircraft already squawking that number....Hmmmmm. Jeff, in typical Pilot In Command style quickly advised Dover of the squawks codes and similar tail numbers and requested that we use full call signs. I think Dover got ticked but tuff luck, it's our lives up here while they sit in the A/C tower. We were given another squawk number, the troublemaker dialed it in, just kidding Jeff, ya done good and kept everyone squared away.

We had a Falcon jet pass on by and enter the left down wind for runway 4 at Georgetown. Jeff offered to extend our downwind so he could get in first. We had position and could have gotten in but with his speed he would have had to go around. I chugged along watching the falcon jet cross base well out in front of us and I extended my downwind. As he came by our left side I turned base and made my way in, number two to land. There was a Cessna behind us and he followed number three to land, we all played nice nice. Another nice landing in the book and clear of the runway in time for the high winger to land with no problems.

We parked out front on the busy ramp and then made our way inside for breakfast. I had an Omelet, Jeff had one too, Bob had eggs Benedict. Food and service is always worth the stop at KGED. Jeff and I did some flight planning and we will carry two routes, the east of the Appalachians and west side run, actually the west run was an hour shorter. We had seen enough and felt like we were ready. I am going to take my small Dell computer for flight planning at the hotel and updating the blog while enroute.

We all went out and completed our individual pre-flight. I took on 15.7 gallons of fuel to top us off since it was just two of us we would be fine. 679er was soon screaming off the runway climbing out in Gary fashion when I heard MikeB's voice in my head saying cruuuise climb....and so I did. After we departed the pattern I gave Jeff control. He took us into 33N and transferred control back to me on final. Another good landing maybe a titch slow on very short final but gentle none the less.

I never turned the fan off and Jeff bailed out at the terminal. I'm not sure who is more excited....well maybe Jeff is since he is bringing home a new toy, but the trip will be half the fun. I pointed 679er into the wind and launched for home. [TAKE OFF VIDEO]

Wilmington gave me the straight in for runway one, report three mile final. The XRX alerted me to one aircraft moving towards me from my 11 o'clock +200 feet. I was descending below pattern altitude as I was closing in on my 3 mile final reporting position. Wilmington Tower called out the traffic and I had visual as he passed overhead. Another sweet landing, number five for the day. I'm hot and tired with a sunburn face. I know I'll be sweating bullets when I push back, tie down and cover the plane. I sure did.....

GPS TRACK

Texas Road Trip

One of my pilot friends is in the process of purchasing a 1979 Piper Archer II, sound familiar? Well, it sort of is. I fly a 79 Archer II also but this Archer is in Texas and is loaded with a great avionics stack of goodies. Ok, let me back up here and fill in the details of the story.

Jeff and I met through flying and we have safety piloted for each other on a few occasions, we also attend North East Flyer events. Our first real trip together was our flight to the aviation mecca, First Flight in North Carolina. What a plan that was with the family members getting sick, going from a two plane flight to one plane and me driving to meet up and fly with Jeff.

August of 2008. Jeff went to the airport to cut the grass around his aircraft only to find out the airport maintenance folks already cut it. They also dinged his plane in a few places bad enough to warrant repairs and did not report it. His annual now had added repair work that needed to be done. Jeff and the airport did work out the details. Read his post here.

March 2009. Jeff headed out to the airport this day only to find there was an accident involving a rented Piper Warrior that had crashed into two planes, Jeff's Cherokee 180 and a Cessna 337 Skymaster. News report and NTSB report.

Ok Fast forward back to present day. Jeff was interested in joining the club I belong to but the last slot was filled a week or so prior. The new member was in on a two month trial basis and was not sure he was going to stay on. Jeff was next in line to fill the spot. Well, two months have gone by and Jeff was really needing to get in the air. He and his family vacationed and while away he completed his BFR. When he returned from vacation he swapped some emails with the club owner only to find there was no status change. There was however some talk about a possible sale. This talk got the ball rolling and Jeff resumed his search for a late 70's early 80's Archer. Every pilot scans the trade a plane ad's and every other service online that lists aircraft for sale, it's what we do. Hey were pilots, we dream big, what can I say.

After trading phone calls and looking over links to various aircraft Jeff calls to tell me he his pulling the trigger on a 79 Archer II located in Texas. This aircraft has the latest avionics which makes it a rock solid Instrument Flight Rules (IFR)bird. The wheels start to turn, Jeff makes the appropriate calls. Of course I wanted to be the first to offer to right seat for him if he needs to make a road trip. I'm covering the bases here, I can hear it in his voice this is going to happen. His plan was to fly down with a CFI but I assume the timing didn't work out. This opened up a chance for me to make the trip.

I'm excited to say the least! I called Mary and asked her what our plans were for the weekend and she said it was open. I updated her on Jeff's purchase and let her know I had the chance to fly with him, she said you boys go have fun. So far we have our one way tickets to Houston in hand and we will be leaving Thursday morning bright and early at 7:35AM. We talked about a potential route home and stops along the way, neither of us wanting to really fly at night since we have four days available for return. The flight plans for nine or ten hours depending on the winds aloft. Initially we plan to spend Thursday night in Starkville, Mississippi then fly home on Friday, everything weather dependent of course.

I asked Mary if she wanted the link to track our progress home if our flight gets posted on Flight Aware and she said no, just call in. That works for me, I'll keep her updated.

Hot Date!

I asked my Bride if she would like to have dinner at the Oyster Bay restaurant in Cape May, NJ. She thought about it, for maybe 3 seconds and said it's a great idea. We made plans to shower and change around 2pm, head to the airport by 3pm and be wheels up around 3:30. Mary spent the day working on her sun tan in the back yard while I watched the replay of the Phillies game last night. I also putzed around on the computer for awhile. I scheduled 679er from 3-8pm and set my flight, garmin and Marys headset bag near the front door. I also grabbed the camera, but forgot to charge it.

It was a great day to fly with a nice breeze to cool things off. We uncovered, I took on 21 gallons of 100 LL and climbed aboard when the fuel check was completed. The Archer started up an everything looked good to go with cool air from the big fan rushing in the kool scoop window and cabin door. I contacted Wilmington ground and advised ready to taxi, VFR departure south east to Cape May, Whiskey Whiskey Delta with information Hotel. Same response as always, taxi to runway one niner via Kilo, hold short contact tower when ready to go. I acknowledged all commands and released the brakes.

679er was off in short order climbing to the south. At 700 feet I made my previously approved on course left turn to one five zero degrees and leveled off at 3,500.It was typical north east haze but I have seen worse, at least the cooling tower was easier to see today. I tuned in Dover approach and listened in but did not call for flight following. I like to switch to Millville Radio in order to keep tabs on traffic. Once clear of MIV I flip to 122.7 cape may CTAF. This frequency is shared with Chester County, queen City and a at least two other airports, what a pain in the ear. It was good to have the Zaon PCAS on board today, it picked up two targets. An aircraft was passing overhead about 1500 high and it tracked him solid and I did get a visual on him and the other was 500 feet below and never saw him. I think he went into one of the many grass strips between the Delaware river and Millville.

There was a Cessna 150 departing Cape May and we traded calls to locate each other. I was five miles out when I heard him depart and never did see him. When I announced short final for runway one zero a young lady stumbled through her calls but got her point across as she announced her position. She was following us in to WWD and was entering the down wind as we touched down. I did notice today that the stall horn did not work and I had once again rode a nice landing, setting the nose wheel down well after the mains. I made the first right hand turn off and found a parking spot up front at Big Sky, the FBO.

Mary and I walked in and asked for our rental, it was ready and waiting. The man working the counter said it's the small red one. Oh my, I took the compact but now I was worried. As we walked out to the lot I said to Mary he wasn't kidding, it must be small, I can't even see it! It was parked out of our view but we finally walked up to the toy car. The chariot for tonight's date was a red Chevy Aveo. The Archer had bigger tires! It started up and we piled in, it actually was pretty roomy up front. It was all plastic and it made some funny sound, it must have been the rubber band unwinding. The toy car got us to Oyster Bay in great time and we were the first couple to walk through the door. We had a nice cozy corner seat by the fireplace and a very good view of the entire room.

After going over the menu's I decided on the shrimp cocktail for starters. Mary had the special salad with mozzarella cheese with prosciutto, peppers and balsamic dressing. We both ordered the house special, surf and turf. 8oz fillet cooked to perfection with a half lobster stuffed with crab meat a side of mashed potatoes and green beans. Mary passed on the potatoes. The food and service was excellent!!

We finished up diner and very briefly gave dessert a thought. We decided to order two slices of a mousse cheesecake with the bananas foster packaged on the side, both to go. Like two little kids we carried off our treasure and made for the hot rod, um, I mean the toy car. The key did work and it even started again, I didn't even think to rewind the rubber band. I shouldn't complain, the rentals from Ace Sharper have always been good for us and the rate for the wind up car was only $29.99 plus tax. Traffic was light as we made our way back to the airport, enjoying the sites along the way.

Mary and I walked out to the plane and loaded up our special treats. I did a walk around and checked my fuel status then climbed into the left seat. Mary followed and we soon had 679er ready to taxi. I watched one plane land and another take off as I completed my run up. We were next up and rolled on to runway one zero and advanced the throttles for takeoff. I climbed out and held off on my turn north giving some added space for the neighbors below. I was tracking the DuPont VOR on a 330 degree TO heading. The Garmin 496 was programed and I decided to dial in the direct to on the panel mounted Grmin 300XL. Something didn't add up, the 300XL kept showing me a 152 degree heading to Wilmington but it was 180 degrees off. It also showed a dotted line for my course instead of the solid line. I thought maybe a satellite problem but my G496 was going strong with weather and traffic running. I recycled the 300XL and it came up the same way. Not sure what that was about but I'll check the manual tomorrow.

It was fairly smooth going home and Mary was soon fast asleep, I didn't even get to flip the switch to isolate. I teased her and said she had puppy syndrome, full tummy must take nap. I continued on and once again gave the 300XL another chance to provide good info, this time around it was perfect. I was already tracking the DuPont (DQO VOR) anyway but it's always nice to have a second or third backup. I widened the view on the Garmin 496 and saw shower activity moving into Lancaster, PA (KLNS). I didn't think we had any worries and continued on enjoying what we could see of the upcoming sunset. Winds had slowed down from the first ATIS check to the most recent now reporting winds 170* at 3 knts. After announcing my position the tower advised I had the option to enter a right base for runway one or left down wind for one niner. I took the slight tail wind and advised I would be entering the right base for one and landing long for Red Eagle, the tower acknowledged.

We were home.....what a nice trip! The opportunity a plane provides is endless, seriously, what a great date night. As a side note I should mention that the average drive time for this night out would have been two hours each direction with no traffic. Our average in the air time, each direction, was 28 minutes and maybe a ten minute drive to/from the restaurant and airport.

1.4 on the Hobbs $121.00
Car Rental $29.99

Great dinner $111.00

Date night with my Bride...PRICELESS!!

GPS FLIGHT LOG

ILS Approaches

MikeB sent me an email around 4:30 and I didn't check my email until 6:00. I replied that I was a go for flying tonight, give me a call. The house phone rang and Mike asked what my new cell phone number was, it was not the one I sent out in the email. I must have brain farted and transposed the last four. We got that squared away and I resent my original email noting the brain gas bubble.

We both headed to the airport as soon as we hung up and planned for a local flight to shoot a few approaches. 25U was brought out to the ramp and we loaded our flight gear, pre-flighted and hooked up the G496. We both wanted the wx on board with so many local favorite airports showing marginal vfr and IFR conditions. The clear area for flight seemed to stretch to Lancaster, PA and as far south as Dover, DE. The favorite stops along the Jersey shore were IFR so we decided to stay in our own backyard for some fun.

We launched off runway three two and climbed out into a very nice looking sunset. I did get one picture tonight, although I once again forgot the camera, I did have my cell phone. I handled the communications for the flight and Mike went under the hood so I could vector him for the ILS 29 at KMQS, Chester County. Once we left the Wilmington Delta airspace we dialed in Chester County to monitor traffic. I vectored Mike to a final heading of 330 degrees, maintain two thousand four hundred until established for ILS 29 Chester County. We role played ATC and that really helps me as an instrument student get comfortable with the proper radio calls. Mike calls out what he is doing when shooting the approach and I follow along while looking and listening for traffic. We had a Cirrus inbound five miles east for the ILS 29 approach. I did not see him and we were closing in from the Modena VOR (MXE). I advised were were going to do a 360* turn and re-nter for the approach in order to give the cirrus room. The cirrus next reported EFECO inbound which is five miles, his first position report was incorrect, he was more like /nine or ten out to the east over the CERTS intersection. Oh well, we continue inbound. Mike calls localizer alive and turns on final, tracking very smooth. As we now approach EFECO the Glide slope is alive and mike intercepts. I know it's bizarre but I always here "down the stretch they come" in my head once on the needles, my way of keeping my head in the game and stepping up my focus.

Mike goes missed as we exchange position reports with the Cirrus. It's great when everyone talks, a lesson for Millville radio on how airport communications can work. Next up I take control for the same approach. Mike role plays as ATC vectoring me back to get me in position for the same ILS approach. I felt pretty steady once I got the hang of 25U when turning and she needs a bit of foot to the left rudder to keep squared away. I did pretty good until short final getting a bit heavy handed with aileron control, feet feet feet, soft rudder corrections only. I end up going missed and once turned out towards the Modena (MXE VOR) command is transferred back to Mike. We role play ATC again and Mike ends this approach as a full stop. We pass on making a food stop even though Mike hasn't had dinner, I ate before I walked out the door.

We taxied out to runway two niner for a south departure back to Wilmington. We scared off a fox that was running along the taxi lights even though it hung in there contemplating make a dash across in front of us. I made the call that 25U was departing two nine Chester county as me rolled into position. The landing lights lit up a small heard of deer maybe 6-8 just off the approach. Mike reconfigured for a short field just in case any Bambi type critters wandered out across the runway upwind of our position. We jumped into the air in short order, man that Cessna gets off quick.

As we climbed out a Mooney announced his position south of the field maybe five or six miles I can't remember and he was heading north bound at 2000 feet. We were climbing through 1,600 for 2,500 heading to the south so I announced our position as well. I ended up spotting the Mooney at our two o'clock maybe 500 feet below as a dark streak across the sky. When I called the Mooney in site I noticed his strobes lit up. I couldn't spot that one again if I tried.

Mike transferred control back to yours truly for the ILS 1 approach for Wilmington. Mike was working communications, I was eyes inside on the instruments. Contact with Philly approach had us squawking and talking. I followed the vectors for the ILS and did a pretty good job from the right seat. Philly turned us in a bit tight with the last vector and advised maintain at or above 2000, join the ILS 1. I hope Mike jumps in here to correct me because I can't remember exactly what they said but it wasn't the norm.

Mike thanks for the email getting me squared away. I try to be exact, it helps me and others who read along. Here is what Mike sent me...ATC "join the localizer", a common phrase to do just that. Fly last given heading 040 degrees (and altitude) to intercept and track the localizer inbound (15*), from there expect to be cleared for the approach. Joining the localizer does not consititue being cleared for the approach, which came afterwards,25U cleared ILS maintain 2000 till established blah blah, when we get close to FAF, the hand off to tower comes. Contact Tower one two six point zero which I like to say 26 even, appreciate the help/practice 25U. I then flip flop on the coms and make the call; Wilmington tower Ces 3525U with you on the ILS, full stop (full stop - only needed in practice - real world you are not going back for another. If you did that would be, 25U is going missed (a required comm report). There are 6-7 required reports - a good oral question.

Once established Philly did turn us over to the Wilmington tower. As previously agreed Mike took over on short final and when I did look up I had us on the money looking down the runway. I made gentle corrections with the feet and it went much better. We buttoned up 25U and each headed home, I hope Mike got some dinner.

Ok, required reports..... 1)vacating assigned altitude 2)missed approach 3)change in airspeed +/- 10 kts? 4)arrive/leave hold 5)arrive at clearance limit 6) unable to maintain 500 ft/mn climb or descent.....and I forget the rest, so that's my homework assignment.

FLIGHT TRACK

Ocean City Day Trip

Friday afternoon, while talking on the phone, we decided to head to Ocean City, Maryland for a nice get away day trip. We had given this some thought Thursday night but it all managed to come together Friday. The wx forecast was looking best for Saturday with the threat of thunder boomers around 20%, typical for the summer and with all this heat. We ordered out for dinner and planned our weekend while we ate. Mary called our friends Pam & Ted who have a place in OCMD and asked if they wanted to get together Saturday. Pam & Ted did one better and said we'll pick you guys up at the airport! The plan was hatched, we would meet at 9am at KOXB Ocean City Municipal Airport.

Did I mention how much my Bride loves the beach? As soon as we cleaned up after dinner Mary, in a blink of an eye had three bags on the couch, ready to go, in the family room. A bag for extra clothes for dinner, bag two bathing suit and beach thingys and her new Coach hand bag. Hmmm, I didn't even start on the wx/flight plan yet. I wandered back to the computer room and ran through a quick flight plan on AOPA flight planner, it's habit and I always print one out even on short runs. I always print out my weight & balance along with a wx sheet on the back for reference too. After doing some investigation it seems that the morning may be a bit misty/foggy but good to go around 8ish and looking even better at the beach. I went through my flight bag and toy bag (the garmin and the zaon) they both took their place alongside Mary's collection.

I got up early so I could feed the zoo and let the dogs run out back. While they were busy, I fired up the computer and finalized my plans and wx outlook. Everything was printed, my notes penciled in on the wx sheet and I only had my wx brief call to make. I had a great Briefer this morning, if everyone was like this guy there should be no complaints. Ok, the business end of the flight was ready and all I needed was a shower and something for breakfast. We rounded up the critters and locked up the little guy Rudder, neither of us trust him on an all day event. The rest of the zoo is fine they'll do what they do best, sleep.

We made a quick McD's stop for a breakfast bagel and something to drink. We rolled through the airport gate around 7:30 and drove right out to the plane. It's a routine, rarely practiced, but one could set it to music. There is not much chatter as we go about the pre-flight process. I start the uncover process, Mary places the bags next to the plane and unlocks the tail tie down and baggage door. Nose plugs and chock are sitting on the wing walk area along with the pitot cover and gust lock I removed from between the wing and flap. Mary put the bags in the plane after she removed the storage box and loaded it in the truck. I was tossing the cover tie downs over the top of the plane and she walked back in time to slip the cover off, fold it and place in the truck also. I started my pre-flight and Mary took the truck outside the gate to park and lock. AeroWays was pulling up to top us off as Mary walked back to the plane. I sumpped both tanks and we were ready to get going.

I set up all the toys and stowed the flight bag. I completed my check lists and started 679er to get some cool air moving, it was already getting hot. ATIS info noted,flight plan plugged, Ocean City's NDB and DuPont VOR all entered and good to go. My taxi instructions were runway one nine via Kilo, hold short, contact tower. With the run up complete we were ready to go, Wilmington tower Archer 28679er is ready to go one niner at Kilo. Archer 28679er cleared for take of one nine have a great day.....I replied cleared for take off one niner and we'll see you tonight, thanks.

We launched in to the typical ugly haze so Mary got comfy for her cat nap. I use my references for visibility and the twin bridges were in view along with the Salem nuke cooling towers which figures to be maybe 8-10 miles. I switched over to Dover Approach and picked up flight following for the trip south. Traffic was very light this morning as I listened to Dover's calls making a mental note of who was coming from where. I forgot to turn the Zaon collision avoidance system on but had the 496 up and running with wx. I got a call out for traffic at my 10 o'clock and responded looking for traffic 679er. A glance up at the Garmin 496 looking for the traffic and nothing is on the screen. Oh well, eyes outside, fly the plane. My next call is Archer 679er traffic 12 o'clock make left turn to one zero zero. I snapped left 45* bank and glanced in long enough to hit my course heading while still looking for the traffic, I also woke Mary and asked her to look. Once on the new heading I immediately requested a position update on the traffic. Dover said traffic will pass behind you, no factor resume on course. I turned back south to a 180 heading and reached up to turn ON the Zaon, the screen lit up with box alerting me to a target same altitude just behind us. I'm adding check traffic system 'on' to my pre taxi procedures.

Flight Track ILG-OXB

The rest of the flight was uneventful, that's a good thing. I reported the field in site maybe 15 miles out and Dover had me squawk VFR. I replied 679er squawk VFR, Thanks for the service today. I switch to Ocean City's new CTAF 123.05 and announced position and intentions. Winds favored one four so I set up for a short 45* entry to the left down wind. I called out a five mile position report then entering down wind base and turning final. I made a very nice landing this morning and I think Mary gave me a thumbs up too!

We were met by the follow me golf cart and taxied down by the T-hangars and self serve fuel to park. The lineman tied down the plane as we unloaded and offered us a ride back to the terminal. I signed in and paid my $6 parking fee and advised I will be heading back out shortly but returning, at that time I'll take on fuel. The timing was perfect, Pam and Ted pulled up as I walked out the door and Mary was already waiting on the benches in the shade.

Ted got a new Escape and had the a/c blasting, it felt great! It was so nice to catch up today and of course on the way to their place the ladies had one conversation going in the back while the men a separate conversation going up front. Apparently a storm ripped through OCMD and they were doing some repairs to their deck, nothing structural but clean up and curtain things. Ted was working on the a/c changing filters and cleaning the cooling fins/baffles then made a run to a local appliance store to find a part for their stackable washer/dryer door latch. They said the unit was old but this place has parts for everything, they did.

The men were ready to go fly and the ladies were headed to the beach. We made plans to meet up for dinner and I wanted to be wheels up heading home by 7:30. Ted drove us back to the airport and we jumped on the golf cart for a ride out to the plane. The lineman put cones in our tie down spot so we would have a place when we returned. I decided to take Ted and Trevor on a short hop across the Delaware Bay to Millville Airport, I was hoping Tom had his hangar open and they could get a peek at his war bird collection. We launched off of one four and climbed out to 3,500 for some pictures and to let them have a good look at the OCMD skyline. I eventually picked up flight following for the trip with Atlantic City handing me off to Dover Approach. I shadowed the Cape May shore line of the Bay and soon reported the field in sight. Traffic was light going into KMIV but Millville radio managed to screw things up as they always do. They really really suck, I'm sorry there is no other way to put it. I get ticked just thinking about those nit wits. Anyway, the few planes in the area do manage to keep each other informed of their positions and everyone lands safely. The Flight Line was closed so we decided to invade the Corner Stone now the The Sunset Grille. As we unloaded a coworker JoeC met us at the plane. Joe has flown with me prior and when he got out of the Op's vehicle he just laughed. He knew it was coming, I whined about Millville radio and how bad they tie things up. It was so nice to see Joe, I haven't caught up with him since before my surgery the first week of April.

Flight Track OXB-MIV-OXB

We had a great lunch! I had the crab dip with some pita bread slices, Trevor had a cheese burger and Ted a sirloin burger. Everyone seemed full as we headed back out to the plane. This next hop was a direct line back to OCMD so we could meet the ladies for dinner. We climbed out of Millville at a nice smooth cruise climb as I kept hearing MikeB's voice laughing at my "gary climb rate". The haze was still with us and it was hard to make out the Delaware shore line from 15 miles but when I had a clear view I used the 496 to calculate a 12 mile visibility. The cursor/pointer can scroll around the map and whatever you point it at will show bearing and distance. It was time for Ted to fly for a while so I briefed him on our course and altitude and gave him control. I did any rudder work but he did a fine job of holding course and not to bad with altitude. He flew us across the Bay and over the top of Cape Henlopen then transferred control back to me. Ted seemed to enjoy the stick time and noted it took some work to keep squared away. Heck, he did a fine job and was pretty steady if I must say, better then I did my first time up.

I made my position calls for Ocean City traffic and with the few planes inbound and one departing we blended very nicely. If pilots communicate things flow very smooth. I turned base to final with another smooth landing to put in the book. My sight picture has been spot on since I got back in the air, it really feels good. We locked up 679er and walked up to the terminal so I could order fuel. The density altitude reported was dropping and I figured in another hour or two it would fall even more. With just Mary and I returning I asked to be fueled between tab and full on each tank. Just some added safety margin and I would launch in short field configuration.

We made our way back to pick up our dates. Trevor stayed behind as the adults, or older adults enjoyed a nice dinner out. I have to add here that this was the first time I met Trevor, he is Pam and Teds neighbor up in Gap, PA. He and their son Patrick hang out so he was waiting for Patrick to get off work. Patrick was also ticked he missed the flight. Today's flight was Trevor's first in a small plane, he did great and I have to say he is a really nice young man with a great sense of humor. Mary and Pam met us in the parking lot and we all piled in for an Italian restaurant, the Flavors of Italy Bistro. I had Chicken Parm, Mary had some shrimp lasagna mix, Ted lobster Alfredo and Pam something scampi with red sauce.

I was dead beat tired and was considering not flying home tonight but after two ice teas I felt like a new man. Mary told me later she almost pulled out the trump card and called no flying home since I looked so tired. I was just dehydrated and it took a toll. I had three ice teas with dinner and half of Mary's water. We all climbed aboard the escape, love that new car smell, and headed for the airport. The terminal was closed and the only access to the field was through a man gate which I had not walked through and didn't know the code. I tried a few of the typical numbers I thought would work but the man at the jump school eventually gave us the code to let us in. We all walked to the plane and took a few pictures, I was missing the golf cart after eating that dinner. I did my pre-flight and fuel sump then climbed aboard. 679er came to life and we were ready to head north. My wx checks showed clear wx going home within our arrival window.

It was a cool smooth ride north as I brought the auto pilot online and enjoyed the view. I picked up flight following with Dover Approach about six miles north of Ocean City so we had some company and extra eyes watching out. It was very pretty flying home, some haze as usual but the sky to our west and the sunset was very pretty. I did notice one monster towering cloud formation north west of us maybe at a rough guess on the north end of the Chesapeake Bay. I glanced up at the Garmin 496 and hit the button to widen my scan. Sure enough there was a yellow and green patch south west of Wilmington with two red cells. I scrolled the cursor over to it and it said 56dbz sounding and cloud tops 11,000....a real mac daddy going our way. I immediately changed my backup to something on the Jersey side just in case we need to make a run, I had plenty of fuel and made the decision to head to Millville if we needed to ride out this passing cell. I have friend there from work who would come get us if we needed them to and besides Big Sky has comfy leather couches.....I know strange things to think about when planning your alternate, alternate diversion.

I was still on with Dover approach and I did hear them say they were now wx radar equipped when a south bound Cessna asked about rain showers. My original guess was right, the cell was moving towards 58M Elkton Maryland which is ten minutes flight time from Wilmington. Now I know better then to swear by the 496 xm wx for final decisions but everything I was looking at matched what I was looking at just off to our ten o'clock. Dover turned me loose and I almost asked to stay with them until I had Wilmington in sight but elected to switch to the ILG tower and listen to any aircraft landing. The ATIS was reporting winds 180 at 15 gusting 20 so that storm was moving towards ILG. I looked at my 496 and I was now just 9 minutes out and could see the beacon. I was directed to enter a right down wind for one niner and acknowledged but thought that was odd. As I got closer I confirmed right downwind and the controller asked if I prefer the left, I acknowledged feeling better not crossing the field. at just about a mile out I turned down wind then base to final. Those runway lights sure looked pretty after looking at that cell headed our way. Ok get the mind back in the game, land the plane. The tower reported winds as I added my last notch of flaps having the field made. I pulled the power but was ready for any gusts as I set 679er down sweet and soft with a roll out to taxiway Kilo needing just a touch of throttle. We were home! I was happy and relieved all at once, it was a long hot day and I needed a cold drink.

Flight Track OXB-ILG

We buttoned up 679er in short order. Mary brought the SUV in and we loaded up the bags, broke out some cold water she had packed in small bag with ice packs. It felt mighty good going down and the a/c did too. We had a great day, Mary got her much needed beach time and she did get in the water for a bit. I got to fly all day and logged 3.5 hours. As a side note to the wx, it started to spit as we merged onto I-95 for our ride home...it was a good call to continue home and I had an added comfort factor with the XM WX on board to back up what the eyeballs were looking at.