Katie's for Breakfast

It was a quickly put together fly-in breakfast meet through Facebook. We had four planes and five people attending. Chris and his bride made the hop in their V-tail Bonanza, Les arrived in his Sundowner, Bob in his 172, and me in our Commander.

It has been 25 days since I last flew and it showed on the flight from OCMD to Cambridge. The return trip was normal, checklist items flowing and no feeling of what did I miss. 

I was above the cloud layer at three thousand and had to find a hole to descend through to make my way towards the pattern for runway one-six. The pattern was an absolute beehive of activity, crazy busy, planes everywhere.

Approaching Cambridge MD KCGE

I had to go around due to a Cessna still on the runway when I was just coming over the numbers.  I side stepped right and climbed out. The rust was showing. The muscle reflex of Cram, Climb, Clean, Cool, Communicate wasn't there. Oh I went full power, left the gear extended, and slowly retracted the flaps. I didn't touch the cowl flaps. Somehow I did manage to communicate. The DA was around eleven hundred and 3 Tango Charlie was dragging around the pattern.  Ughh...not my best display of piloting skills.

Going around

Four of us waited for a good amount of time due to limited seating, a full ramp of planes, and some locals. When we were finally seated it took some time to take our order, which worked out perfect for Bob, who had a late start due to fog.

Bob landed just before they took our order and he walked by the restaurant windows just after we went around the table. I told the waitress he had to run out to his plane and was coming right back. She quickly asked did he leave his order and I gave the deer in the headlights look then said he did not. Busted! 

The conversations were fun, with multiple bucket list destinations discussed for each of us. I think we were all in agreement we want to do the Bahamas. 

We finished up and headed back out to the ramp, still busy with planes. I climbed aboard and got the fan turning, despite a bit of a long crank. With a short sputter and added fuel pump 3 Tango Charlie caught and came to life. 

It was a conga line getting out, I think I was third. I rolled on to runway three-four and made a longer then usual take off roll but was soon climbing out. I actually think there was a slight tail wind but I followed the line out anyway. I departed the area on the downwind and pointed for Ocean City.

It was still busy, even on departure

I skirted around Salisbury to the north wanting to remain below the cloud layer. I didn't want to climb above for the last twelve minutes of flight time to OXB.

Missing the Delta Space

I made a nice landing at Ocean City and tucked 3 Tango Charlie back in the hangar. It felt good getting back in the plane and I hope to build more time as weather permits. This weekends trip to meet the North East Flyers will be a no go for me. There is a Airshow TFR in place and I wont be able to get in until late in the day.

Fueling for Tomorrow's Flight

 

Today Mary and I made a quick trip to the airport to have 3 Tango Charlie fueled for tomorrow's breakfast flight to Cambridge Maryland (KCGE).  Ziva went for the ride and to get some play time, she totally wore herself out. 

As usual we were entertained by a couple of meat missiles that dropped in. I did see the jump plane taxi out when we arrived at the hangar. My total fuel order was nineteen gallons; nine on the left and ten on the right. My total for the planned flight is fifty point five, I'm plenty good to go. 

I am looking forward to getting back in the air. It will be 25 days since my last bit of air time.  That's way too long between flights, not good for the plane, and not good for my pilot skills.

Lunch with BAC Friends

I swapped text messages with fellow Beech Aero Club (BAC) member Les G.  Les and Nahia were planing on flying into Ocean City and asked Mary and I if we wanted to meet up for lunch around 2pm. The plan sounded great and we agreed to meet up at KOXB, we would provide the wheels. Les and Nahia rolled in right on time and secured their beautiful 1978 Beech Sundowner.

N6008L - 1978 Beech Sundowner (C23)

A little backstory here... 

Les and I met for the first time at Cambridge for breakfast and he really liked our Sundowner.  Les ended up having his Sundowner repainted (it looks beautiful) and updated his avionics.  The 78 Sundowner sports a Garmin stack with the FlightStream 210, and Les flies with ForeFlight so it's an easy program and upload to the 530W.  The interior is absolutely gorgeous too, this Sundowner is top notch. 

We all piled in Marys GLC300 and made our way to the Sunset Grille, maybe a mile or two from the airport.  I found a parking spot right out front despite vehicles everywhere due to the ongoing  white marlin tournament. I called ahead for reservations so we were immediately seated with a beautiful view of the harbor. 

There were huge boats, filling every slip. The four of us enjoyed our lunch and spent a good while chatting and catching up, a very enjoyable afternoon. Yes, the crab cakes were excellent.

This was for 08Romeo

Once we decided it was time to head back to the airport we took a short stroll along the waterfront to see all those boats. There was a lot of $ floating there. On the way back to the airport I made a small detour to head up to Rt. 50 and pointed out a very good crab house, Hoopers. Nahia liked the outlets that my bride pointed out, and Les and I were more concerned with Dummsers Ice cream location. We all have our priorities. 

We watched 08Lima climb out on runway two-zero and head back to KMTN, Martin State. It was a fun day and we are looking forward to catching up again soon. I think Mary and I are going to visit Martin State sometime soon.

Airport Time and Plane Watching

Mary and I decided to get Ziva out for a run while I checked on the plane today.  I know I should have gotten my lazy butt out early and go fly but I just didn't feel like it. My motivation with nowhere to fly can barely move the fun meter off the peg. 

Cessna 441

With the tropical storm Isaias heading up the east coast we thought it best to turn loose the beast. As we approached the airport I noticed a plane at the end of hangar row where accident aircraft get parked.  This bird looked nose low and I was afraid this twin may have some issues.  I was hoping I was wrong and it only needed a nose tire or air.  

Once in the gate I swung by for a closer look and sure enough both four blade props were curled and the nose gear was barely extended. As a matter of fact the left main wasn't looking much better.  All I could think about was $ cha-ching, two tear downs, gear repairs, and maybe belly repairs too. It was painful to look at.

Once at the hangar Mary poured Ziva some fresh water and let her run. I had my nose in the air and ears perked, I heard planes.  The cirrus I taxied by, sitting between the hangars, was now making its way to the runway. Out in front of the cirrus, on the runway parallel taxiway, the jump plane was making it's way to runway one-four at a brisk pace.  Following the jump plane was a CL30, Bombardier Challenger 300 and the cirrus held short but finally joined the procession. 

Bombardier Challenger 300

As soon as the conga line made their way to one-four and launched, I heard another aircraft spool up. This plane was also heading my way. This time a Beechcraft Super King Air 350 taxied by. 

Beech Super King Air 350

I enjoyed my plane watching and then some play time with Ziva. Mary and I packed up, I secured the hangar and we went off in search of lunch.  Today's selection was an Italian sub/hoagie from Southside Deli. It was very good.

With the wx forecast looking pretty nasty over the next few days I am planing on a Friday early launch for some air time. Lets hope the wx clears and I am motivated.

More planning and a look at 2021's BIG Adventure

  

The things you do when you have a plane and nowhere to go because everything is closed up. Mary and I have been working on our list of places to explore once life gets back to normal. 

The few calls I made for some short hops had no courtesy car available, and the hassle for renting for a few hours is just not worth it. It would have been better to just drive a few hours each direction in our SUV.  Did I mention how much I hate driving? UGhhh...

Previously, I posted a plan for a trip to Bar Harbor. That plan is ready to go, all my info is complete and we just need quarantine status to be lifted in Maine. I hope we can make this trip sometime in late July. 

I have been working on an alternate for August and that would be a visit to Mackinac Island. There are a few things I would want to do while on this adventure. Mary and I would love to visit with our friends Jeff and Lorie and their family near KBIV - Holland Michigan.  On this trip I would also want to make a hop across the lake (Michigan)to land at Green Bay - Austin Straubel Airport KGRB. I am a Packer fan and I just want to knock out Wisconsin, maybe enjoying a quick lunch and taking home some cheese curds. I have been to Green Bay previously and toured the stadium thanks to my friend Ann O from Appleton. However, I want to land my plane in Wisconsin.

We do have the Annual Commander fly-in scheduled for late September in French Lick Indiana. This get-away is already locked in.

2021 Plans

Looking ahead to 2021 Mary and I have been thinking about a westerly trip. Our first stop will be Memphis Tennessee to visit Graceland and Beale Street. We want to visit the Kings home.

After watching all the violence in big cities we may eliminate Memphis and instead push farther south to Laurel Mississippi. Laurel you wonder? Yep, another HGTV favorite of ours is Home Town. Just an overnight and maybe a few hours of exploring the following day before heading on to Waco.

After Memphis or Laurel we're heading back to Waco to visit Magnolia Market. This would only be a short stop over to include a tour that we didn't do the first time around and maybe hit a few new places that have been added since our last visit. Of course we would explore and eat. 

The main goal of this adventure is a bit further west, spending a few days in Albuquerque, New Mexico. We both have the balloon festival on our bucket list. The 2021 event is scheduled for October 2nd through the 10th which makes for good temps and weather for our travels. This will most likely be the longest stop, plenty to see and do.

Once we do the festival we will point three tango charlie for home.  There is one more more place we both want to visit and that is Pawhuska, Oklahoma. Where? Yep, Pawhuska, home of the Pioneer Woman cooking show. It's small town at its best. We want to check out the Mercantile, sweet shop, and the recent addition of the boarding house. 

We will continue our trip east making at least one more stop at one of my bucket list items. I am a big fan of Secretariat, Big Red, the 1973 triple crown winner. On March 30th 1970 Secretariat drew his first breath, and the greatest horse story began. Sadly he was euthanized on October 4th 1989 due to a painful condition called laminitis. I never got to see this mighty horse in person, but, I will visit Claiborne Farm and see his final resting place in Paris, Kentucky. 

From Kentucky we will continue for home and wrap this adventure up. Typically we try to attend the Beech Aero Club festival or Commander Annual fly-in, both scheduled around the same time. 2021 will be a bit different, we will still explore,but, this adventure will be our priority. 

Wilmington and Home

So desperately needing airtime, and I have no one to blame but me. I have gotten lazy since this Covid crap started and I honestly haven't been motivated to fly.  I should correct that, not motivated to tug the plane out and put it away, the flying part is plenty fun. 

The plan for today was a simple straight forward hop north to Wilmington, KILG and then taxi back, take off and point south for home. The air was smooth and there wasn't much traffic to speak of.  

Dover AFB

I picked up flight following with Dover Approach heading north and settled in for the ride.  Dover did ask if I wanted a facility hand off or something to that effect. I declined knowing it's VFR and I really don't need the short ride with Philly. I much rather listen to the traffic and build that mental picture of whats going on at ILG. 

I was planning for runway one but I was changed up to enter a right down wind for runway nine. There was a jet landing ahead of me and I was cleared number two, to land. I made a nice landing and taxied off on Kilo 5 then turned on Kilo. I rolled off the taxiway and sat on the old Boeing ramp just outside the dashed yellow lines. I wanted to set up for my flight back to Ocean City. 

I made my call to ground when I was ready and then they turned me around, headed back to Kilo 5.  I rather a full length departure and asked ground for it, they approved, and gave some messed up taxi instructions.  I was now turned around and headed to Kilo 6- Kilo, at least according to the taxi diagram. 

I did ask for confirmation if I was clear to cross runway one-four, since there was a hold short, even though it went around the approach end of one-four.  The crossing was confirmed and off I went. This is where I brain farted.  I stayed on ground since the controller was working both and advised ready to go Kilo and RWY nine.  I was cleared for take off.  It was confusing since the controller mixed me and another plane up with a similar call signs.

 

The flight home was at three thousand five hundred and smooth.  I monitored Dover approach but did not ask for flight following. It was a beautiful day to fly and get the oil pumping in 3 Tango Charlie.  I finished up the day crossing midfield for the left down wind entry for runway three-two at Ocean City.  I made an ok landing and taxied for the hangar. 

I am going to make an effort to fly this weekend or maybe Monday to get ready for our flight to meet up with the Beech Aero Club on the 25th in Martinsville, VA.

Hangar Time and Fuel Calcs

I headed to the airport today to check on 3 Tango Charlie and work on my fuel calculations. I screwed up on my last flight when entering and didn't feel like making the correction at the time.  I have my fuel totals and flight time figured out, but, it's nice to take advantage of the equipment on board. 

The airport was busy with traffic today; transients, owners based at OXB, and even some airplane rides provided by Ocean City Plane Rides. 

I now have my fuel quantity verified and entered on the JPI fuel flow unit. I'm all set for tomorrow. I will pre-flight and sump then get in the air to who knows where.  I'm thinking north towards Wilmington, shooting an approach at Summit - KEVY and then a quick stop and go at ILG. I also want to try out my new to me oxygen system.  We shall see what tomorrow brings...first I will have to get motivated and get my butt to the airport. 

Fly Time and Approaches

An early start to my day taking care of the Ziva diva and then rechecking all my flying gear. I always like to double check to make sure both iPads are charged along with camera batteries and the latest GPS data card version is up to date. 

My friend and fellow pilot Charles G is in Ocean City today and he has time to safety pilot for me. It's a rare occasion that he drove into town, but I appreciate him offering to right seat. Charles advised he had a mask and his headset with him. A true pilot, he travels with the spare headset. 

Today's plan is to get in the air by 8am and go shoot approaches. I'm current until the end of August but it's nice to make a dent in my currency requirements to eventually advance that date.

After rereading the Stec manual I found an item I want to try. Once clear of the pattern and climbing to altitude I would like to test the Vertical Speed function. It is my understanding that as I climb out I can select vertical speed and the autopilot will lock into my rate of climb and hold that, not to exceed 1600 fpm. I routinely set the heading bug indicator to runway heading so I have the option of switching AP on to maintain wings level on departure. It's also a third confirmation of the DG and compass matching up on the correct heading.

Lets get flying...

First up, a few approaches into Delaware Coastal, KGED. Now that I have relearned the correct buttonology sequence for the Stec 60-2, I should have no issue with my approach when entering the procedure turn (PT) or hold. Nav selection will be made once I am on the final approach course, not prior to entering the hold/PT. Lesson learned, the hard way. 

First up after our Ocean City departure is the RNAV GPS RWY 4 approach into Delaware Coastal, KGED. My initial course was a direct to GED and then after checking weather I set up for the GPS 4. The autopilot worked perfectly and I disconnected at five hundred feet then climbed out for another round.

This time I hand flew the same approach, GPS RWY 4 and it really felt good, almost slow motion. I went missed and made a left turn out for my next approach in Cambridge,MD KCGE.

We headed to Cambridge, MD dodging some traffic.  For this round I will use the autopilot and shoot the RNAV GPS RWY 34 approach. 

The autopilot (Stec 60-2)has been a non issue since reviewing the pilots guide and working through some simulation. I feel proficient and ready to get back to instrument conditions.

The last approach for the day was back home, into Ocean City. Winds favored runway one-four (110 at 5) but being uncontrolled there were planes also landing on two-zero. Charles and I made our way from Cambridge, keeping clear of Salisbury class Delta. This round was another autopilot approach. Direct PFAIR for a turn in the hold then inbound for minimums at seven hundred feet.  

It was a beautiful VFR day but I was stuck under the foggles for most of the flight time. I am really feeling good about the autopilot work, and my hand flying approaches in 3 Tango Charlie. Man and machine are finally on the same page.  I'm ready for some IMC time!

Makes Me Wonder

Rant on...

As my readers know I follow many different pilot forums.  Sometimes I find excellent topics to post about sharing what if scenarios, and what would you do situations. I really enjoy when other pilots share an experience that makes me dig deeper and learn more about what I love to do, fly.

It seems the latest buzz doesn't fall into either category mentioned above. Instead the scuttle butt is focused on a YouTube creator and what happened to him following one of his flying videos.  

P1D, the man that owns, flies, and videos does a great job taking viewers along for the ride. In a recent video, after landing, he exited  at the end of the runway, calling clear before he crossed the hold short line. There was another plane waiting to take off, and one in the pattern. My feeling is he kept the traffic flow moving and was clear before the other plane rolled for takeoff on a seven thousand foot runway.  

Flying here at the beach in peak season the traffic gets pretty busy. At times you may have one or two holding short, and a couple in the pattern as you touchdown and roll out to clear the runway.  Have I called clear as I turned off the runway, I may have a time or two just before I crossed. By the time the plane at the other end rolled towards the runway I was well beyond the hold short and already turning on the taxiway. Situational awareness helps keep traffic moving. I must note; I have also extended down wind to let others out, and always let the plane on final know I am holding short for them, even though I don't have to.  It's called airmanship. But I digress...

The pilot in question was reported to the FAA by a student pilot watching his video. Was the student right that the pilot called clear prior to crossing and clearing the hold short, yes. Was it a safety issue, no. In my opinion it was all about situational awareness and keeping the traffic flowing.

Reading all this and watching it unfold makes me wonder if I need to keep my videos unlisted for me and my family only.  My thought for now is to add a disclaimer on all my videos from this point forward. Viewers need to understand not everything makes the final cut. Videos are kept under fifteen minutes for the most part or shorter. The pre-flight and much of the checklist items don't make the cut in every video. I try and post the portions of the flight that interest me the most, or have the best ATC interactions. Take off and landings are important for me too, I debrief all my flights and the videos help find things that I can do better. A good pilot is always learning. 

Capturing the flight videos and working through the editing have become a hobby for me. I know, sick, right? I do enjoy it, it helps me focus, and I believe it improves my flying procedures.

I guess I could get into boating, fishing, collecting cars, riding motorcycles or any other such hobby. I would have listed golf but I do play and I suck. At least working the videos eliminates some risk, despite the occasional blurt out of something I can't type here because I lost a file or found it to be corrupted. 

Thankfully, for the most part, my video viewers are fellow pilots, friends, and family. Besides, if I did do something sketchy my pilot friends will be the first to call and chastise me, that's why they are my friends.

I guess the bottom line is, if you like the videos people work hard to produce, watch them.  If you don't, then don't watch! It seems pretty basic to me. 

Rant off...

Flight Plan to Bar Harbor Maine

Mary and I have been discussing some destinations we would like to explore. Of course we have our bucket list destinations, and we both hope to cross a few off before the new year.  One of the short flight destinations is Bar Harbor, Maine - KBHB. 

I started doing a more serious search for places to stay, FBO's, and hangar space.  I posted on the Pilots Of America and Pilots Place forums for suggestions.  I was happy to see a response from our friends Ted and Susan, who we have met up with many times in the past.

Gary,

A free shuttle runs from the airport to the downtown area and the other parts of the island. Ivy Manor Inn (B&B) is classy and has character. Cocktails at Bar Harbor Inn are relaxing. Blueberry pancakes at Jordan’s are a must. It is a beautiful island.

So with the recommendation in hand I went on line and did some research. The Ivy Manor Inn is just that, an Inn, not a B&B. It is in walking distance to plenty of places to eat and explore deeper. The rooms look great and it's our kind of place to stay, when we can avoid the big chain hotels.

The FBO choice will be Columbia Air Service and the current 100 LL fuel price there is $5.32 a gallon, full service. No hangars were available at the time of my call, but, I will check again once we land.  Tie down fee is $10 a night. There is a courtesy car available, however, that really won't help us for a multiple night stay. There are also rental cars available and they can be ready and brought out to the ramp when we land with prior scheduling. 

Things to see and do...

• Lobster; dinner, roll, lazy, maybe even the lobsta ice cream.
• Whale watching tour
• Stained glass window tour at St. Saviour's.
• Foodie tour
• Blueberry pancakes and popovers at Jordans.
• Lunch with a view at the Terrace Grill.
• Investigate any museums we find.
• Sunset cruise.

Survival Food Taste Test

My Mayday Survival gear food and water will expire in August 2020 and I have ordered replacement meals and water, for the original kit. So I guess it's time to walk the walk and not just talk the talk.

I did a blog post and video on the contents of my survival kit and at that time vowed to taste test the food bars and water before they expired. What exactly was I thinking? Insert eye roll. 

From the supplier...

Not only a food ration that tastes great, but is also very nutritious. Our 2400 and 3600 calorie bars are approved by the U.S. Coast Guard as well as the Canadian Transport Department and have a 5 year shelf life. The new addition to our family is the 1200 calorie food ration that is great for the one-day meal. All our food rations are baked under strict supervision and all have that great taste of apple cinnamon. Mayday food rations can be stored outside up to 149 degrees (°F) and can be eaten without preparation.

DID NOT TASTE TEST

I have decided to order a couple of different "survival" meals.  One sample, a 72 hour kit from 4Patriots. The 72 hour meal pack includes the following meals. 

Each 72-Hour Survival Food Kit is designed to feed 1 person for about three days, depending on how much you'd like to eat each day. You get 16 servings of delicious and nutritious survival food good for up to 25 years of storage.

• America's Finest Mac & Cheese (4)
• Creamy Rice & Vegetable Dinner (4)
• Grammy's Sweet Oatmeal (8)

That’s meals for breakfast, lunch,and dinner! 3,760 total calories (avg 1,253 calories and 5 servings per day). Enough energy and nutrients to help you survive a 72-hour emergency.

The 4Patriot meal will require the ability to boil water and that means a mess kit to add to my gear. There already is a mini stove included. One of my dislikes is that the four and eight servings are bulk, so three packages to a kit.  That also means measuring out the food rations and resealing for the next meal. 

I think this might not be as practical as an MRE (meal ready to eat) but I wanted to try them out. The thought of having to add additional items to the survival gear to be able to boil water (a small camping type pot and utensils) along with using up the valuable water supply packets just didn't seem as survival oriented and keeping weight to a minimum.

The second company I am trying is the Ready Store. One of the nice things about this MRE is that the meals come pre-packaged with a flameless heater for each entree. These convenient heaters only require a tablespoon of water, which is included in with the meals, and produce enough heat to warm your MRE in a matter of minutes without having to light a stove, or use your water ration to cook.  

The MRE comes in a variety of entrees along with snacks and condiments.  Of course the goal is to never need to use this survival gear but it's nice to have these items in our survival bag, just in case.

The only drawback to the Ready Store is that the minimum order is a box of twelve MRE's. My survival bag for the plane will take six of those, enough for three days food for Mary and I. 

As for the remaining six I may distribute them, one each for the car emergency bags, and one or two in the daily flight bag I keep with a medical kit in the baggage compartment of 3 Tango Charlie. 

As an update after taste testing....there was no water pack in the MRE. I emailed the company to let them know.

I also contacted Earthquake Management, located in California, to order my new water packs.  This company is a distributor for Mayday Survival gear. They do have a minimum order of $25 but I found an emergency pack I want to put in each vehicle and they only cost around $13 each. 

The Kit Contains

6 – packs of 4.225 ounce Mayday Drinking Water

1- 2400 Calorie Emergency Food Ration

1- Never Needs Batteries Dynamo Flashlight

1 – Whistle w/ lanyard

1 – 8 piece First Aid Kit

1 – 12 hour Light stick

1 – Rain Poncho

1 – Mylar Blanket

3 – Wet Naps

1 – Travel Bag

While placing my order for the new water packets the owner suggested keeping the expired water packets and using them for wash up, thus not wasting good water needed for drinking. I then asked if the expired watered is boiled can I use it for cooking, she said she honestly didn't know but would check and provide me an answer.

So that is my survival gear update. I'm good for five more years of being ready, but, hoping never to need the items I reviewed and purchased.  

I understand that being out here on the east coast it's highly unlikely that if you make an emergency landing that you will be on your own for days. That's a good thing. I also increase my odds by getting flight following or being on an instrument flight plan and talking to approach. What I am concerned about is our future travels and flying over places where there is vast emptiness. I should note that our 406 mhz ELT should also increase the odds of being found.  

But what if? 

My thought process is that I rather spend a few dollars for the peace of mind, and hope it's never needed, then to need it and not have it. Sort of like that aviation quote; it's better to be on the ground wishing you were in the air than being in the air wishing you were on the ground. 

Be prepared, fly safe!

What If Scenario

As many of my readers know I frequent multiple flying forums, and from time to time I stumble across a what if scenario I like to share.

Here is a recent post that I thought was a good what if to share. 

This is a flight and approach situation the original poster (OP) was involved in.  What is your take and how would you have handled it?

This flight is from KCON to KMHT. Departed KCON, cleared to climb to 4,000’ with vectors to intercept KMHT ILS 17 localizer and track inbound. About 12 miles out (5 miles outside of BLUUM):

ATC: NXXX, confirm you are established on the      localizer.

ME:  Affimative, NXXX established on the           localizer.

ATC: NXXX cleared ILS 17 approach.

ME:  Cleared ILS 17, NXXX.

1 minute later:

ATC: NXXX, you haven’t descended. You do understand that you are cleared for the approach?

There is an obvious conflict here between what the OP was doing and what the controller expected. 

My response was as follows. First, its easy to be a Monday morning QB from the comfort of my office chair. Second, I didn't sleep at a Holiday Inn. Ok, let's get serious.

Noting the IAF CON VOR feeder is 2500 and crossing BLUMM is at or above 2500 I would have asked ATC for clarification instead of dealing with a dive and drive/slam dunk from four thousand feet.

It sounds like the controller dropped the ball, unfortunately crap happens, they are human too. We need to be ahead of ATC at all times, and I'm not saying the pilot that posted wasn't. It's a short hop with a lot going on in a short amount of time.

I appreciate the pilot sharing the scenario for all of us to think about, and hopefully learn something from their experience.

What are your thoughts?  How would you have handled this situation?