Flight Review & IR Lesson 25

Today's lesson was a completion of my flight review and then some precision approaches. The ground school portion was taken care of by my wings credits since I attended the "5 Mistakes a Pilot Makes" when it was presented in Valley Forge, PA a few months back. I also have plenty of online courses completed and provided Brian with the online list and certificates. Today's remaining flight work consisted of slow flight, steep turns, power on and off stalls and of course an engine out, oh, did I mention all under the hood. Everything went pretty smooth and I landed with the simulated engine out with no problems.

Once we completed all the fun stuff it was time to run through a precision approach or two. I followed vectors for the ILS 29 at Chester County, KMQS and did a pretty good job. I was tracking the localizer solid today with just gentle correction with rudder. I was a little slow to pick up the glide slope having brain farted and not wanting to descend until crossing the final approach fix. Doh! That brain freeze was a first and I got it squared away on the second time around. No real holds today instead vectors to bring me right back to the ILS. I did have a moment today while turning to follow vectors Brian tossed at me when I experienced the "leans". I bent down to pick up my pen and once sitting upright I had the sensation of turning to my right and descending, it was strange. I was under the hood so I was on instruments but for a split second I almost questioned what I was looking at. I knew that was the wrong feeling and trusted what I was looking at. I didn't feel that again for the rest of the flight but I stored that moment of disbelief in my mind for future reference.

I was signed off on my Flight review and added a few more approaches to the tally. I MUST get some sample tests to Brian this Saturday so he can sign me off to take the written. Anyone who reads my blog must be as tired as I am of me putting off taking the written test. I'll be ready by Saturday! I am on the flight schedule Saturday from 1-4 and then we shall see what's in store. It's all coming together each lesson and my confidence is starting to build. I'm getting excited about the cross country and check ride prep, I must be a sick man.

Tables Turned

Monday 7/28/08

I got a call from Mike that flies Cessna 25U. We fly safety pilot for each other when we can and the chance to fly with an IR pilot really helps me improve my skills. I headed to the house so I could get my headset and make sure the Bride didn't have us scheduled for any activities. Mary's Uncle called and was having a problem with his MSN 2 online cable box so I decided to make a stop and try to get him squared away. It seems he needs a new box, the video card must be fried since he had good sound and no picture. I was now running a bit behind our planned meet up time but I gave Mike a call to let him know. The folks at Atlantic were on break chowing down but had one person at the desk. I said hello and she buzzed me through the door that leads to the ramp.

Mike was just walking in from completing his pre-flight so we headed out and climbed aboard 25 Uniform for tonight's fun. Indeed the tables will be turned this evening since I will be the Safety pilot and Mike will be under the hood. I handled the radio work and contacted the Tower for clearance to taxi. The controller was a bit behind the curve this evening, I think she is one of the new trainee's. We sat at Fox2 and runway 32 to complete our run up. I monitored the radio and tried not to interrupt Mike as he flowed through the checklists. I could not help laughing when a Bonanza kept trying to taxi for departure and the trainee kept blowing the tail number and was pretty much clueless about where to direct this guy. The pilot of the Bo was patient but you could hear the frustration in his voice, at least I could. Obviously the controller did too and one of the regulars came online to get things squared away.

Finally cleared to take off on runway three two we are north bound for Chester County, KMQS and an ILS 29 Approach. Mike is pretty darn smooth and he simulates calls to ATC, flows through his checks and has us inbound. I am making position reports/radio calls and looking for traffic on the downwind. I have our traffic in sight and he advises that he will extend his down wind and follow us number two to land. Once at decision height Mike removes the foggles and sets up for a touch and go on runway two nine. Smooth touchdown and chirps to confirm we're rolling, we are on the takeoff roll. Flaps now retracted we are climbing out and maintaining the noise abatement procedure. I announce 25Uniform on the upwind two niner and settle in for the return to the published hold. A few laps around the hold and we shot the ILS approach once again, this time going missed.

Once back to the Modena VOR I got to torture Mike and asked for the VOR 24 approach into New Garden, N57. I still don't think the timing is right on the plate but we gave it a go. Mike briefed and I listened noting that he picked right up on the course change once crossing the Final approach Fix, it changes from 236* to 230*. Timer started and tracking inbound we reach the missed approach (4:28) which puts you over the numbers, good luck landing on that 3,700 foot runway when crossing the numbers at 940 feet.

Three approaches in the book we decide to head home. We head south west of the field and pretty much follow the C&D canal towards the Delaware River. I contacted Wilmington Tower and advised of our position and requested the ILS 1 (practice)approach . We were instructed to advise HAYDIN inbound. Mike was still under the foggles and I was looking for traffic. I did manage to pick out Cecil County, 58M and Summit, KEVY as we made our way home. I notice I didn't mention the haze, it was thick, ugly and just a pain to deal with this evening. Now advising HAYDIN inbound I ask to circle to land for runway three two. Wilmington Acknowledges with a circle to the south and so we continue. Field now in view we circle to land on three two and Mike brings 25U in for another smooth landing.

No eats tonight since it was getting late so we each headed out. Another good session with Mike and 25U. I really enjoy watching others fly and adding new things to my standard procedures that will help me be a better pilot. I have finally broken the 200 hour mark and it feels like quite the accomplishment, my learning still continues.

IR Lesson 24 "Report Inbound"

I made my way to the airport early so I could hook up a few of my toys, new and old. I purchased a yoke mounted clip that has a tab for my timer and decided to hook up the Lowrance GPS. I called AeroWays for fuel and Scott came over to top off both tanks. My lesson is from 11:30 to 2:30 so a full load was my choice. I also thought about density altitude this afternoon departing Brandywine but figured after three hours of low and slow shooting approaches I would burn off 20 gallons. I was off of Wilmington from runway two seven at mike and restricted to one thousand feet for traffic along I-95 at one thousand five hundred feet (CAP flight for traffic watch). Once the traffic was no factor I was cleared at my discretion with a right turn out (to the north) approved. I acknowledged and was heading to Brandywine, KOQN. I called out a 4 mile 45* entry to left down wind two seven and the schools Cherokee called out 3.5 mile 45*. I quickly called looking for traffic and my current position on the 45* between the water towers at 1,600 feet. The student quickly knew the landmark and acknowledged traffic in sight. I respond that I will follow number two to land. It all works so nice when people talk on the radio.

I picked up Brian and we were soon climbing out of Brandywine on two seven minding the noise abatement. We role played ATC and I made my way for another go at the VOR 24 at New Garden N57. I caught my error from last week and now know why I was so far right of the approach. Once crossing the FAF Modena VOR, the course changes to 230* from 236*. I crossed modena on a 180* heading and made a left turn to a heading of 085* for my teardrop procedure turn. The five T's ; Turn Twist Time Throttle and Talk. I had already started my turn, twisted the heading bug and started the timer for a one minute outbound run. At the minute mark I turned left to intercept the 236* inbound heading. Once wings level I started the timer and tracked my way in. I passed the station at one minute and forty five seconds, I'll need to shorten my out bound leg. Here we go again, as I turn, twist and time in the hold. Only about 25 seconds out this trip which resulted in the close to one minute time inbound.

I was cleared to leave the hold and land the aircraft. Ok, turn to 230* on heading bug and CDI along with starting the timer. The decision height is 940' and the missed approach point is 4:28 from the Final Approach Fix (FAF) Modena. I am at 1000' holding level as the timer runs out. Brian says to look up and there she is just off center but I would be able to land. No time to feel good it's missed approach and back to the Modena VOR. I feel like I am chasing the needle a bit trying to hold course, it is bumpy today and the wind is gusting......I know IMC is never smooth, keep flying.

Next up is a short hop to Wilmington, KILG. I make my call 8 miles out, "Wilmington Tower, Archer 28679er 8 to the north west, inbound for practice ILS 1 with information Bravo" The tower advises to report Haydin inbound. I acknowledge. I dial up the HAYDIN NDB on the ADF 248 and listen for the ID to know it's working. I track to HAYDIN with VOR 2 set up for a cross check with the Woodstown VOR on the 267* radial. The CDI swings at the same time the ADF arrow spins around to display passage of the station. I begin my turn outbound for 1 minute on a 225* heading for my teardrop entry for the procedure turn. I flip the Nav 2 back to the Localizer frequency of 110.3 and dial in the new heading I will intercept of 015*. One minute passes and I make my left turn to 015*. The standard rate turn and the heading falls into line as if we've danced together many times, it feels good. No time for happy here as I must start the timer once crossing the FAF HAYDIN. I'm chasing a little bit but overall on course and hold glide path. I go missed but not the the published missed, instead the tower clears me for a left turn to the south and to once again report HAYDIN inbound.

This approach is smoother and I end it by going missed to clear departing traffic in order to help ATC. I thank them for the practice and head north to Brandywine. I track to the Modena VOR the set up the GPS for the GPS 27 approach into Brandywine. 13 miles out from DASDE the Initial Approach Fix (IAF). I have some time to review and get my fuel tank switched as I enjoy the bumps and altitude changes from the rising temps. About 2 miles out I set up for 90 knots and 10* flaps, setting power to 2200 rpm. DASDE to GONVA to CELPA and CELPA to RUDME. I remove my foggles and there she is right where it should be. I am cleared to land this time by my CFI so I slow down and work my way in.

Landing after wearing the foggles is the hardest part for me, the transition from the foggles back to my glasses makes everything seem so much faster that it's almost a sensory overload. My feelings are on high alert and I am very cautious. I am slow over the fence and ready to pull the remaining power when the valley before the runway just sucks the wind out of my approach. YIKES! I feel like I am dropping in. I add power and set down but get caught releasing and then holding the yoke back and 679er feels like she is back in the air. I add full power and go around. My CFI says great call, the perfect solution when it doesn't feel right. Another loop around the patch and I set 679er down and taxi off.

We settle the bill for my instruction time and confirm my 3 hour lesson for tomorrow. For now it's time to climb back in 679er and head south for home. I'm dead beat tired and thirsty. After finally getting 679er secure I make a stop at taco bell for some munchies and two tall drinks, fruit punch for me and a Pepsi for Mary. I'm getting closer to my cross country and I'm getting anxious. I'll be glad to get it completed and the check ride too.

IR Lesson 23 Clean up

Today's lesson required a reach into the gut it out bucket. I was having some light intermittent pains from a flare up with my sciatic nerve and the three H's were again keeping me company. It was hot, humid and hazy. I pre-flighted 679er and climbed aboard anxious to get started and at least get some air moving. I was cleared to take off from runway two seven at taxiway mike and was off to Brandywine airport.

I announced a three mile 45* for the left down wind runway two seven and scanned for traffic. I had a bonanza entering the cross wind for two seven and I updated my position as midfield down wind. I turned base and final announcing each leg and the Bo followed suit. I was slow over the numbers and set 679er down with a short roll out to exit the taxiway. The Bo was on short final as I announced clear of two seven. A few simple calls to keep each other aware and everything flowed smoothly.

Brian and I walked out to the plane and discussed upcoming lessons. The plan was to clean up a few procedures and be consistent, then we will move to some actual work in the system as I prep for my cross country and check ride. I was soon up and away climbing off of two seven and following the headings I was given. I try to respond to each directive as if working with ATC. I was expecting the usual ILS at Chester County but today I was tossed a curve. I was handed the plate for New Garden, N57. It was bumpy today and the winds were kicking pretty good but made for some fun work. Of course if you have been reading along you will understand the battle I have had with my holds at MXE, thankfully I have them under control since, you guessed it, this approach has a procedure turn/hold at Modena, MXE. I dialed in to proceed direct to MXE which is one of the initial approach fixes. If going to MXE I would be required to perform a procedure turn. I was on a heading of 130* so I made a direct entry and went outbound for one minute, I then turned left to a heading of 236* and crossed the station at one minute and thirty-five seconds. I adjusted my outbound time and it worked out fine as I crossed inbound at the one minute mark. I'm getting the hang of this stuff, heck, my holds with wind corrections and my tracking are all falling into place. I went missed and tracked back to the hold then we traded ATC work as we flew east. I wasn't sure where or what we were going to do next so I flew the plane and paid attention.

Cruising along with the bumps and heat Brian decides to pull the power. That's right engine out in simulated "IMC". Brian is chatting as I'm dialing in trim for 65 kts, I call out to undo anything I may have done, then to the fuel pump and tank switch. No restart, so a simulated call to approach to advise. All this while looking at the GPS for a 'nearest' field. I am over KOQN at now less then 1800' and as I pass 1500 I am told I broke out. I have the field in sight under my left wing so I turn out to the right for a set up to make a left turn back to two seven. You are saying yikes! turning back, yes I know but I have altitude and position. I glance at the airspeed and understand that a steep bank turn will increase my stall speed, I continue in. Once turned around I dump in my flaps, all of them and slip to the runway. I am going to be a tad long but I would have made it and the key is to get it on the ground in one piece. Instead I went missed and climbed out to re-enter the pattern. I joined the pattern and soon was looking at a short final. I got a pretty good down draft and had to add power to make it in then flared a bit late for a bounce followed by my very first porpoise, it stunk. I held back pressure but not enough and off I went for my second touch down. I held more back pressure and the mains sat down on the runway firmly planted and stable. I was hand on throttle ready to go around if I didn't set down.

I paid for my lesson time and reviewed today's flying. I finally headed out and climbed back in 679er. I was hot and tired but ready to get home. I taxied out and after my run up was ready to go. Density Altitude was now 2700' so I added flaps, leaned for best rpm and launched. Air vents were blasting in the air and I was gulping down water. I tracked the DuPont DQO VOR for the short ride home. Wilmington Tower gave me a straight in for runway one nine, calling a three mile final. I had a citation cross over me that entered a right base for two seven. Our spacing was just right so the tower asked me to either left turn to enter a right base for two seven number two to land or give them a 360* and continue on for one nine. I made a left 360* for spacing and then continued straight in. The tower thanked me a number of times and I responded I'm here to help, we both laughed. The best part was the citation also passed along a thanks.

Finally taxied in and tied down. I saddle up and head to the house. I'm beat! Next lesson is scheduled for back to back Saturday and Sunday.

Gettysburg, W05

The North East Flyers can now scratch Gettysburg off the list of places to see and things to do. We didn't have the usual large turnout but the group that made it sure did have a good time. Jeff from Dover Delaware was the first to arrive in two six Juliet with his three passengers George and pictured below Bryan and Hannah. Next was 679er with Mary and I, slow and low across the numbers once crossing over the one large tree on the extended center line of runway two four. There is no taxiway so we had to back taxi to the ramp. Next in was Sal and Loretta with their daughter Lauren, and yes the paint job on their Cardinal looks awesome!

I had already left for enterprise and Al gave rides to Herr Tavern. Jeff hung out at the Airport waiting for stragglers and for my return with the rental. I upgraded the rental from a small four seater (679er had more room) to an eight passenger van.

When I got back Rick and Ron were in from FDK and Al gave them a lift to the tavern. I made a stop to pick up the first group since the tavern said they were not open until 11:30. The group decided on a battlefield tour by rental van, the air conditioning was blowing pretty cold and it was nice having the group together. Rick and Ron passed on the tour and hung out at the tavern awaiting our return.

I drove and Sal was my navigator/co-pilot, I knew enough to surround myself with an excellent Instrument rated pilot to handle the navigation, hey, crew resource management, right?. We found our way to the "auto tour" but could not find a place that had the CD's to listen to. We managed on our own besides who wanted to walk back and forth to the packed visitor center to ask in that heat. There were monuments of every size, cannons, sculptures, marker stones and interesting reading along the way. We spent maybe an hour and a half tops on a tour that should really require more time and further investigation on foot, maybe in the fall. George who flew in with Jeff is a real history buff or so I thought I overheard. Maybe the next time we can all spend some time and really check out the southern side of the battlefield.

As a group we decided to head back to Herr's tavern and have lunch. By the time our group, 7 adults and two children got back Rick and Ron were finishing up. We stood around and chatted a bit prior to being seated for lunch. I gave Rick and Ron a lift in the burgundy bus back to W05 since they had to head back early. It was to short of a visit but maybe next time we can spend more time. I scooted back in time to order food and drink. The service was good once they remembered we were seated in the back room. Lunch chat was all over the board and the kids had a blast just entertaining themselves. The crab soup smelled fantastic and those who had it said it was very good. I had the Wisconsin Dip, roast beef and cheddar cheese with caramelized onions, it was very good.

We once again loaded up the burgundy bus and headed for the airport. Sal and Jeff pre-flighted and then headed out. I got some nice shots of both aircraft just after their run-ups. I had the hand held so Mary and I wished both flights a safe trip as we watched them depart, Sal to the north and Jeff to the east. Mary and I both agreed that the time with the group went by way to fast, we are already looking forward to the next fly-in. I slowly backed up the bus and strained to watch each flight disappear from sight, knowing I too would be climbing out of here in a few hours.

It was time to visit my Goddaughter and her husband. They live right in down town just off of Lincoln square or is that circle, well it drove in a circle so that works. Nichole works for the Gettysburg College and Dan works in Lancaster, Pennsylvania (1.5 hour drive each way) . Dan will be heading to Iraq either late this year or early in 09, he's a good man and treats Nichole very nice. Did I mention they are newlyweds? Mary and I flew into KOXB, Ocean City, MD to attend their beach wedding. We sat and chatted while waiting for Nic's mom (Pam) and dad (Ted) to arrive from Gap. PA. Apparently they had a doggie emergency in the morning so they were running late. We decided to return the 'bus' to the rental place around 3:30, Ted and Dan gave us a ride back to the airport with a stop for cold water to bring along on the trip home.

We all walked out to 679er and I did my walk around, no need to sump since I didn't take on any fuel. With the call for Clear Prop 679er came to life. We taxied over to the run up area, all was good, then announced our departure on two four. I added a notch of flaps since it was so hot and runway length was 3100, always better to be safe then sorry. It was really hazy as I chugged along making a call to Harrisburg for flight following. I guess I should have dialed in Potomac since that's where they directed me, although there was no listing in the AFD. I made my call to Potomac and was given a squawk code, off we went with an extra set of eyes. Potomac held on to us well east of the Susquehanna river before cutting us loose to squawk VFR or 1200. They gave me the info for Philly but instead i dialed in the Wilmington ATIS and the tower frequency. I made my call about 10 west and was directed to report right down wind two seven. I slowed for my descent and turned to the down wind just at pattern altitude. There was an aircraft given the straight in for two seven and i was asked if i wanted to be number two or could I keep my pattern tight. I respond can do, your call, whats best for you, 679er. I was cleared to land and got good circle to land time as I kept the speed up dumping the flaps in as I turned base to final in one short complete motion and set it down on the numbers. I added power to taxi off on taxiway Kilo, the tower said thanks, taxi with me. It felt good helping the tower folks out and getting to use what I have learned in my IR lessons. With 679er buttoned up we headed for home. Mary drove, I drank down the cold water and soaked up the A/C.

I want to thank John for the contact and Al who lives next to the airport, great guy, very friendly and offered rides to those folks flying in with our group. Another great example of what GA is all about. Al, if you are reading this I'll be up to take you flying. I owe ya' one for all your time and thoughfulness you showed the North East Flyers.

Check out Jeff's pictures from the day on his web page at http://www.thefreyfamily.net

IR Lesson tomorrow afternoon.....it's going to be a hot one!

Friday Hangar Flying

I had a lesson today, a ground lesson, that lasted about an hour. Brian and I covered any questions I had on procedures, talked about my progress and worked through getting me up to speed for my written. He provided a nice study guide for the oral portion of the check ride that covers a broad area of the IR, some really good stuff. We also spent some time talking about flight planning and how I had planned my VFR flights. I admitted that I haven't touched the E6B 'whiz wheel' since my private pilot training days or the electronic version since my PPL written. This skill, I was assured, will need to be polished.

Brian laughed and alluded to the fact if I could still use either of them. Ouch! that hurt. Yes, of course I can use them both and I can still flight plan by hand [rolls eyes] I'm not that clueless. Needless to say I will be working up a few flight plans this weekend to sharpen the skills. I do still carry the whiz wheel in my flight bag for easy access if needed, it doesn't take a rocket scientist to work that and it comes in handy when needing to divert if required.

Mary and I fly with the rule of 2.5 to 3 hours max seat time for any one leg and we really try to keep it to 2.5. My hip and knee start to let me know that it's time to stretch and besides, despite what any pilot tells you, one's bladder is really in control.

From Brandywine, KOQN I headed north to Wings field, KLOM. A few pilots got together for the Friday evening Hangar flying session. In attendance were Adam, Andrew, Bob, Lee, myself, Rob and Ted and Gary flew in from Williamsport, KIPT to join us. Bob surprised Adam with a birthday cake, an 'ice cream' cake! It's always great to catch up with this bunch, good info, great stories and some down right funny stuff. Adam's lovely Bride called and they decided on dinner at the Philadelphia Aviation Country Club (PACC)located at the airport. I had to head south to meet my Bride along with my brother and his wife for dinner. I'm looking forward to our next Friday night hangar fly, thanks guys!

Starter Fix

I bagged a day of work today since the wx finally cooperated and I could get 679er to Cecil County, 58M for a check up. I started hearing a pinging noise when I shut down and after inspection found the starter was still engaged, this is not a good thing. It felt great to preflight and climb in 679er. For those of you that do not fly it's hard to understand I'm sure. If you remember what it was like turning 16 and taking the family car , by yourself, with no real destination in mind then you sort of get it.

I called my friend John and asked him if he could pick me up IF 679er needed to remain at 58M. If it got the ok to continue flying we were going to go punch holes in the sky until 1pm or so. No such luck, 679er needs some work and will be spending the weekend away from home. John drove down to 58M from Bear, Delaware and we hung out at the fence watching planes come and go, enjoying the fantastic wx. There was a young man that flew in with his instructor looking at an aircraft to purchase. John and I wished him luck and decided to head north.

It was good to spend time with John, we've known each other since, I'm thinking, somewhere around 5th grade. Whew, that's many moons ago for this almost 51 year old. We got a laugh out of gas prices then (under $2) and then sticker shock looking at today's prices $4.10.....UGggghhh. We made a stop at Arners and had lunch, talked about flying, summer vacations and getting caught up. I hope John follows his dream to fly, it's burned in him longer then me. For now he can share my flight time and he gets some straight and level with some VOR tracking when we can. He'll be smooth on the radio, no doubt, with all his years in Ham radio and the ground school portion should be straight forward with all the reading and flight time together.

679er should be ready next week so maybe we can get some flying in and enjoy the view from the front seat. I'll be working on my flight review tomorrow. I have Wings certificates from the online courses for my ground portion and I'll need to check if I can do my flight time in the sim. Time to break out the FAR/AIM Article 61.56 Flight Review.

Lewes by Land

Mary and I decided to take a few days away from the hectic schedule and head for the beach. We are fortunate that her Aunt & Uncle let us use their condo that sits right on the Delaware Bay. We invited Mary's Mom to join us since rumor has it that the condo is for sale and who knows how long it will be available.

We decided to pack up the ML320 instead of 679er and drove instead of flying. 679er is headed to the shop Monday morning for a check on the starter then it's back to work for the both of us so I can complete the Instrument Rating. I worked a double Wednesday and took the day off Thursday. After some much needed sleep I was still somewhat out of it as we headed south. I advised Mary not to ask me questions that needed much thought. Ah, you laugh, but I was some what cloudy on the events at hand. I felt ok to drive or at least wanted to give it a go for the short 1.5 hour ride. I would not have made this trip if we had to fly, I just didn't feel as sharp as I would want to be when flying.

Once motoring along I started to get with the program. Traffic moved along at a pretty good pace until the usual pinch points on I-95 here in Delaware. The dreaded I-95/I495/I295 merger, just terrible. Finally clear of that mess and we slow down for the I-95/SR1 merge, just as bad, maybe worse if you throw in the mall traffic entering and exiting at the same interchange. With the worst of the traffic problems behind us I motor along very nicely at 70-75 staying with traffic and shaking that cloudy feeling. We arrive to a really nice wx day and quickly open the beach house and unpack. I grabbed the "cleared for approach" manual from King while Mary was changed and sprinting for the beach. We had a few hours before we had to head to the Cape May Lewes Ferry for the fireworks tour.

Time to saddle up and head for the boats! The Twin Capes (pictured left)took on 800 passengers and no vehicles, the Delaware took on 500 passengers. It was a one hour twenty minute cruise to reach the fireworks display area which happened to be just off Cape May on the Bay side. There were bands playing people dancing and yes, Pete the Pirate making his rounds. The fireworks show was awesome and we all had a good time. We three were dead beat tired when we got back to the condo and I passed out immediately after hitting the bed.

Friday morning has us up and out for a nice ride to the Georgetown Airport, KGED. You must understand that I have to have some sort of flying fix even while on vacation. It was decided that we would try the new Lighthouse Landing Restaurant in the Terminal. I've been on the forums to long, I even keep my non-aviation posts tied into flight somehow. I think we were the first customers of the morning since we had our choice of seating. Window seats of course, like you really had to ask! The food was very good, service was good too and as always the place is very clean. There was a Gulfstream III parked on the flight line owned by LOR, Inc from Atlanta and a Citation 560XL owned by Citation Shares Sales that taxied in while we sat and enjoyed the view.

Mary and I spent a good bit of the day on the beach then made our way back to shower for dinner. Tonight we were going to Lazy Susan's, the best crab place in Lewes/Rehobeth Delaware. We walked in with no waiting line, this didn't last long . The line grew very quickly as we awaited our order. To start off we ordered a bucket of fifty clams, they went quickly but kept us happy until or dozen of large crabs arrived. Ummmm...old bay on steaming crabs, nothing better. I also ordered a side of crabsghetti that we could all pick on. AS I looked around the room there wasn't much talking but a hell of a lot of picking going on, I was in the midst of some serious crab eaters. We waddled out to the parking lot and headed to the condo, tummy's full and now like all good little puppies needing a nap.


Saturday we hooked up with my brother and his wife for breakfast. Cracker Barrel was packed and we waited about forty-five minutes. The food was ok and our server was very good, he was non-stop with orders and keeping tabs on all his tables. After breakfast the ladies; Mom, Mary and Janice headed for the outlets. The men decided on checking out the "Sports at the Beach" baseball complex and a few other locations from years gone by. I'm not sure how but my brother managed to find the first beach house he purchased back in 1976. It was a walk down memory lane as we checked it out and of course commented on the front screened in porch he and my father added. Next on our list were the properties my parents owned in Angola by the Bay. We made it to Rt 24 but the traffic was terrible. I bet we poked along for almost an hour as we made our way towards the main highway (SR1) . We decided not to turn off and loose our place in line, those properties would be there for another trip. The men finally reach home and kick back to watch baseball, nap and channel surf......life is good. Our beloved Brides and my Mother-in-law spent all day at the outlets. Yes, all day, as they returned with prizes in hand as if conquering some new land with the battle lasting until after 5 pm. I don't know how they do it.

After our group dinner we all decided on ice cream. We had passed some dairy on Rt.9 so we made the stop on our way back home. I can not do the explanation any justice unless the people who host this blog can provide a scratch and sniff. Mind you this was a dairy farm....ok your getting the mind scent. As we walked up to order, the lines at least 10 deep, Mary dropped out. She covered her nose said I'll pass and made a beeline for the SUV. I joked it's no worse then when I worked on the horse farm but in all honesty, cows STINK way more then horses. My Sister-in-law was next as she headed back to the car. Just three soldiers left standing, me, my mother-in-law and my brother. After about 15 minutes and no real movement in the line we bailed. The decision was made to head into downtown Lewes and hit the ice cream stand there. The ladies said we brought the stink with us and the group was laughing so hard my sides still hurt. A kodak moment as the old commercial used to advertise.


Sunday morning we rise and shine to cloudy skies. Maggie is scheduled for pick up around 12:30 so we decide to clean house, pack up and head out for breakfast. Today we hit the Lemon Tree, a nice little "hole in the wall" type of place with good service and very good food. My trip north took 1 hour and 20 minutes, yes the um... traffic, yeah that's it, the traffic was really moving. Heavy showers as we passed through Dover but blue skies in north Wilmington.

A fun trip for some beach and study time helps recharge the batteries. Mary and I enjoy the family time together. The cats are avoiding us, "giving us the tail" as Mary calls it. Maggie's pick up time was changed to 6pm which killed our last beach day. Mary's first comment was, she could have had beach time before we headed home.

I'm off to check wx for tomorrow's flight to get 679er's starter checked out. Back to aviation posts tomorrow!

IR Lesson 22, Staying Ahead

After watching the wx reports yesterday I didn't think I would be flying today. I was up about 6am and didn't really feel like crawling out of bed. I did get up since Maggie had to eat and do her thing in the back yard, which included barking at squirrels she had run up a tree. Sheeesh...who needs to hear that at 6 am, I called her in, gave her a treat and sprayed some sort of doggie smell be gone stuff, it worked.

I finally make the call at 7am that my flight lesson is a go. Thunder storms look to be rolling in sometime later this afternoon but I should be long home by then, soaking up the air conditioning. I made the call to FSS just to back up my findings and check for TFR's (we all like to be on tape). The briefer confirmed my findings, I identified KMQS Chester County since he didn't know what airport that was then we said our goodbyes. Flight Bag in hand I headed south to ILG and my ritual of having Scott from AeroWays top off the tanks in 679er. Preflight completed and tanks full, I climb in and as always run through my check lists. I start up and get clearance to runway nine at kilo five. Wow, that's a switch, calm winds and I didn't get two seven. I make my way and apply the parking brake then flow through my run up procedure.

A final check of flaps,trim, mixture, pump, lights and I am calling for a take off clearance. The young lady at ILG this morning clears me to takeoff runway nine, turn on course approved. I acknowledge and get rolling. Time off 8:05 and 679er is climbing out of Wilmington. It is really clear today as I level out at 2,500' and track north on a course of 015*. In the distance I can see the cooling towers at the nuke plant in Pottstown. I also spot the two water towers in West Chester that will line me up for a 45* to the left down wind for two seven. I bank left, then eventually right to split the towers and call my four mile 45*. One Cessna is landing, one Bo just off two seven as I am turning downwind. Base to final and slowing to 65 knots I cross the fence and cut the power for a really nice landing, I would have liked a bit more stall horn but it will do.

The folks at the desk ask how long I'll be and this time I give no smart answers, sometimes getting a laugh is not worth the price I'll pay while under the hood. Brian and I get started and climb out to 2,500 on a heading to the north. We are going to do the GPS 27 Approach, again. I reach over and check for the nav/hdg setting and give the plane to George (my autopilot) the transition is smooth, I'm holding altitude, airspeed and heading. After removing the plate from the binder I brought up the GPS and plugged in the initial approach fix DASDE. Once I briefed I took over control and flew a very nice approach. I was staying ahead of the plane, with set up, radios and landing checks, it felt really good! I was told to look up and sure enough I was on target looking down at runway two seven. No time to enjoy I was going missed.

We climbed straight out and I was directed to set up for the GPS RWY 9 approach. I really can't remember shooting this approach so it should be fun. I gave 'george' the nod and flew my heading as I leveled out at 2,900. I briefed the plate and dialed in the info. I was correcting my course to now proceed direct to ECZEL my intended initial approach fix. Once briefed and comm/navs set I took control from george and hand flew the remainder of the approach.

The GPS was set and I was tracking great, holding altitude and airspeed was good too. Around five miles out I added a notch of flaps, set my rpm to 2,200 and the airspeed indicator sat on 90 knots, it looked like a clip from the King DVD's. ECZEL to CEFSY, no procedure turn so a left turn to the final approach fix WACCY. I was also good to descend to 2,100. I ran through my landing checks, switched tanks and was counting down the miles. Once across WACCY I could descend to 920' and my missed approach point is runway nine. Brian said remove the foggles, and there, exactly where it should be was runway nine. This time we are going missed and to the hold. I suspended the GPS to soon and had to release it, all the while making a climbing right turn to 2,900 direct to CEFSY. I finally sequenced the correct pattern on the GPS and CEFSY appears as I track to at 270*.

I initially dialed 270* in to get me going in the right direction as I switched through the GPS. Ok, what entry, my CFII asks. This will be a parallel, crossing the fix at 270* outbound for 4 miles, not timed, then turning inbound to intercept the 088* heading. I'll roll out on a 050* heading to intercept a bit quicker. Three laps in the hold then a problem with the GPS. Hmmmm, why is the GPS not showing my approach? I have to reset with the clear button and reprogram in a very short time. Honestly I had dialed in a 088* heading and from CEFSY and was working that. I maintained my altitude perfectly through WACCY and finally down to 920' holding until the runway.

Another missed approach and a climb out to reposition for a GPS 27 approach once again. This approach also went very smooth and I came in and practiced a circle to land. Brian explained the circle to land, not to be confused with entering the normal pattern but more of a 180 back to a short final. More of a continuous turn then a squared off pattern. Not a bad landing on two seven and a nice slow roll out to exit the runway.

Two hours of lesson flying time and a total of 2.7 flying today. June has been a very busy month. By the numbers; 6.4 hours of fun flying, including the Block Island trip and 11 hours of Instrument lessons. My most productive month to date. I'm not sure when I am up again. The starter on 679er hung up and was making a metal to metal contact as I shut down today. I'll make a call to Gary (owner Gary) and get her scheduled for a check up.

IR Lesson 21 The Light Came On

I headed to Wilmington keeping my fingers crossed that the thunder boomers are not going to show up. I performed my normal wx checks and felt comfortable with my decision to head to Brandywine for my lesson. I did pause to give the gusting winds some consideration but they were, for the most part, blowing down the runways two seven at OQN and ILG. I forgot my ASA timer so I had to walk back to the truck so I decided to grab a bottle of water for the lesson today and made a quick stop in Red Eagle.

Finally, ATIS noted and all frequency's dialed in. ILG ground on nav 2 with the tower in standby, OQN AWOS in Nav 1 with the CTAF in standby. Altimeter is set, DG set and cross checked with the mag compass, flaps retracted, brake check and I am taxing to runway two seven at mike. At the hold short I complete my run up, close the windows, check my seat belt, touch the flap handle, mixture, strobes, landing light, fuel pump and contact the tower. I am cleared to take off two seven and get an alert for traffic landing on three two.

Brandywine is a short hop so I stay at 2000' and announce my position as I close to within 5 miles. It's sure hazy today and those clouds are building, it will be a bumpy lesson. Down wind, base to final and I let 679er roll out for easy slow down and exit from runway two seven. I pick up Brian and we taxi out to depart two seven, winds are pretty steady and gusting at times. 679er is off and running and gets us in the air, not her screaming self this afternoon instead dealing with the warm and muggies other wise known as density altitude. Brian wants to polish up my procedures so we will be working on the ILS 29 at Chester County and some GPS work back at Brandywine. I need to see some new stuff, new approaches and places to land. Not so today, it will be the familiar places. I take up an northerly heading and get vectors from my CFII (role playing ATC) to ILS 29. I noticed I have been late turning to intercept the localizer so I make it a point to clean it up and get on final course early. I am getting in the habit of actually saying each step out loud, it helps. Ok, on course at altitude, localizer alive! I turn to a heading of 293* and the localizer centers as I am rolling out of my standard rate turn. I double check my settings and complete my landing checklist. I catch the marker beacon toggle switch so I can hear the OM tone. I'm now good to go.

I call out left or right of course and make gentle corrections with my feet, yep just rudder here. Glide slope is looking great now that my power settings are set in my brain and I continue my descent at about five times my ground speed, good tip Mike. I reach my minimum descent altitude and hold there waiting on my timer to expire when I get the "look up" from Brian. Hey there it is, runway two niner at Chester County! Yeah great, your going missed so get to it! I make a climbing left turn to 2,400' and direct to Modena MXE VOR.

I want to nail my hold. Brian asks what entry, I respond teardrop and give him my entry heading and walk him through what I have planned. Obviously if you have been reading along you will understand that what is planned does not happen all the time. This time, yes, you read right, THIS TIME I am kicking butt and taking names. Brave talk for a guy dealing with strong winds and bumpy conditions. Brian once again reminds me there is no smooth IMC.

I cross the station and continue on my heading of 120* for one minute. I'm looking good so far so let's turn to the inbound course. I turn, twist to 329*, time the inbound (looking for a minute), check throttle (it's good) and no talk right now. I should have held maybe a 285* heading since the CDI was not showing any movement but instead I only allowed for a 20* correction. I decided to come back left to 285-290 and I finally intercept the inbound. Quick time check is one minute and thirty seconds as I pass the station, strong winds. I turn outbound again on a 149* heading but only head out for thirty seconds this time around. I flow through the 5 T's again and cut a larger angle to cross the 329* inbound. It works and my time crossing the station is almost right on the money. Wooo Hooo, I think I'm catching on!!

No time to really enjoy my mini victory since Brian heard my chat as I taxied in to Brandywine. The guys at the desk asked on the radio how long I was going to stay and I responded long enough to pick up my instructor and torture him for a few hours, they got a laugh out of that one. Now it's time to pay for my comment. Next up is the GPS 27 into OQN. I have been practicing with the 300 XL and it's starting to show. I punch in direct to KOQN then go to the route page and turn through the pages. Ahhh here we go, select approach. I tap the cursor button, turn the knob and select GPS 27, I follow that with the DASDE Initial Approach Fix. Once at altitude I reach down and turn on the Auto Pilot so I can brief the approach and maintain my heading, my CFI is silent. Insert sinister laugh that "I" hear in my head. Hey, it's my lesson, my flight!

I pull out the approach plate brief and set it in the yoke clip. I set up my comm/nav radios pick up the AWOS and note the wind on my ADF for reference. I give George (autopilot) a rest and take control. A few short miles then turn to 179* to GONVE. Once on course I add a notch of flaps, set rpm to 2100 and cruise along at 90 knots. Once turning final from GONVE I am cleared to descend to 2100 to the Final approach fix CELPA. I complete my landing checklist within those few miles and get ready to land. Across CELPA and now looking to descend to 940' with RUDME as my missed approach point. Off come the foggles and I am a tad high and fighting the winds, I make the decision to go missed. I climb out to pattern altitude and join in. Crosswind, downwind, base and final I'm looking good and correct for the cross wind. 679er settles in for a real nice landing and as a reward a roll out that needs little to no braking action.

We end the day with a review as Brian fills out my log book. Today the light came on, I was happy with my lesson and actually start to feel like I belong in the plane shooting approaches. I can't wait until Sunday. Depending how much sleep I get after working a double. I may get some lesson time late tomorrow afternoon.

A side note that I thought I should add is a funny, well maybe not a funny but, it happened while flying to my lesson. Once off of Wilmington I see something in the cockpit with me flying. No biggie, fly the plane and hope its just a fly or some fuzz ball the now wide open floor vent kicked up. It's neither, instead it's a wasp and he lands on my left arm. Hey there fella, I'm going to destroy you if you sting me (this being said in my most happy tone with that oh crap I better force a happy face). IT takes off and flies out of my field of vision, no time to look I am trying to fly here. About seven miles out of OQN IT (the bee) decides to park itself on my sectional that is folded and tucked away on the right side of the control panel. I reach up and give him a slooooow ride on the chart and whack him against the door panel, now he's dazed and ticked off. The bee falls to the floor, I reach over and flip to HDG vs. NAV and turn on the autopilot. Once stable I grab the sectional and beat the daylights out of said intruder. [ding] Your now free to return to your normal flight.

Communications Work in 25U

Today was that typical day at work where every pilot must ask themselves why am I here instead of flying. I asked myself that a few times, yes, in the middle of meetings and working out issues on various contracts, my head was in the clouds. Maybe it was the email that started the ball rolling that I received from Mike Tuesday afternoon asking if I wanted to get some right seat time in two five uniform on Wednesday. I read that again this morning and forwarded it to my work email, this called for further investigation. We swapped phone calls during the day and I anxiously awaited Mikes 4pm teleconference to be cancelled. I'm sure he was feeling the same way but I'll let him answer for that. It's 4pm and no confirmation call so I head north to the house. I no sooner finished feeding the beast (Maggie) and my cell phone rang. Mike said we are on and that he would be at the airport in thirty minutes, I acknowledged and locked up the house.

Flight bag in hand I gave the Bride a call and headed south towards Wilmington Airport. I found a great parking spot, grabbed my bag and headed through the FBO. Great folks at Atlantic, always a friendly smile and heck, they laughed at my jokes. I said is that Mike out there with two five uniform? Yes sir they said, Hmmmm maybe I should hang out a b it longer inside until he finishes the pre-flight, they got a chuckle out of that. I headed out but Mike was well into the pre-flight and I tried not to get in the way.

It was somewhat busy at ILG this evening but we were given the direction to taxi to runway three two and hold. Mike asked me to do the radio work and that he would walk me through the calls for the planned approach into our destination KESN, Easten Maryland. ESN now has a tower so that would be something different. Mary and I head to Easton at least once a year for the Christmas in St. Michael's weekend, a fun event.

Two five Uniform climbs out of ILG and we are approved for a left turn on course. Typical hazy flight as we make our way south west. Once over the C&D canal Mike asked me to pick up advisories with Dover Approach into ESN. Dover's approach was a different voice, not the usual young trainee but a seasoned gentleman that sounded very good on the radio. We acknowledged our squawk code and continued on course. Mike briefed the GPS RWY 22 approach for Easton. Once switched over to Potomac approach the captain had me ask for a practice approach, GPS RWY 22. Potomac acknowledged, eventually. The next voice at Potomac seemed to have forgotten us and I asked for the GPS approach again in more of a question format, not how Mike coached me but that's how it came out.

We were riding along with Potomac commenting on their lack of communication skills (trying to be nice here) and I followed along as Mike briefed the approach. I did the visual checklist for the comm/nav set up and we were ready to go. I eventually had to call Potomac and request to switch to the tower at Easton since were less then two miles from the final approach fix (FAF) ZULIV. Potomac cut us loose to contact the tower and it got a bit confusing. At first we didn't think they "handed" us off, but after my contact it seemed they did. My call to the tower...Easton Tower Cessna 3525 Uniform for the GPS 22 Approach. Easton responded 3525 Uniform Altimeter 3010, report ZULIV inbound. I didn't hesitate since we were there, 3525Uniform reporting ZULIV inbound. There was a distinct pause, you know that awkward time where you wonder if they got that, understood my call or did they think I was reading back the instructions. Mike said it's best to give them another call and advise our position. I did and we were cleared to land runway two two.

Mike exited the runway and we were instructed to contact ground on 119.07 Ground asked our intentions and I respond that we would like to go to the terminal. The young lady directed us to the terminal via taxiway Alpha. I repeated her instructions and off we went. Ground asked If I was the pilot who likes to stop for a cold drink, I responded uh, no my first time here in this aircraft. There was a short pause then I added but I'll ask the left seater and see if he is the one, there was no response. I'm thinking there might be more this story but that's for another post after further investigation.

The restaurant was closed and so was the pilot shop. There were two young ladies on the airfield side of the terminal who did let us in for water and a sectional. Mike then filed for the flight back to Wilmington on Flight Plan .com (fltplan.com). Mike performed an abbreviated preflight and we saddled up for home. I haven't used flight plan so Mike took the time to walk me through the print out. Flight Plan lists the nav log and all the radio frequencies along with the airport information. Our flight plan was SWANN V214 DQO. The SWANN intersection is north east of Easton and it lies on the Victor 214 Airway. We brief the plan and then start up as I made the call to ground. Easton lists clearance delivery (CD) on 126.9 but most towered airports work through their ground frequency. Mike advised to ask if indeed 26.9 was active. I contacted ground with a question and asked if CD was active on 26.9, the controller responded that she had the strip and advise when ready to copy. Cessna 3525 uniform is ready to copy, I had already jotted down my script and was ready to fill in the CRAFT info. CRAFT, C- Clearance, R-Route, A-Altitude, F-Frequency, T-Transponder. I am still working on my short hand note taking for clearances but here is what we got. My version in home brew shorthand is in italics

C - Cleared to ILG
R- Vectors, SWANN, As Filed Right Turn 350*
A - 2000 expect 5000 in 10 minutes
F- 124.55 (Potomac Departure)
T - 6510 Transponder (Squawk code)

My version...

C- ILG

R- V SWANN AF RT 350*

A- 2000 5000/10

F- 24.55

T- 6510

The only thing I was not sure about was the right turn 350* after the as filed. When I read the clearance back I wanted to make sure I copied correct on the right turn instruction. Ground responded read back correct, advise ready to taxi. I advised ready to taxi and off we went noting that we had to run up once to the hold short.

Mike, as he calls it, chugged and plugged the plan into the GPS and I advised the tower that 3525Uniform was ready to go at runway two two and Alpha. The tower responded, hold for release. Key in the jeopardy music, actually it was not a long wait at all. Once cleared to take off I read back the instruction and Mike had us rolling down two two. 25U was up and away and turning out to the three five zero heading. I switched to Potomac as instructed and thanked Easton Tower. Potomac Approach Cessna 3525U one point two climbing two thousand. Potomac responded with altimeter setting and cleared 5000. I read back the information, Mike added that I should always respond with altitude then climbing, descending with the new altitude. Makes sense and provides the information for the controller to know the block you are climbing through. A short time later, almost to SWANN approach cleared us direct to ODESA. I again read back cleared direct ODESSA and asked for a spelling, so much easier then flying the plane and looking for the intersection on the chart. Approach repeated ODESA, Oscar Delta Echo Sierra Alpha, I replied, Confirmed ODESA, thanks.

Once crossing ODESA I picked up the ATIS from Wilmington. Information November, winds 237 at 7, visibility 10, clear below one two thousand, temp 27 dew point 17, altimeter 3010. We were handed off to Philly approach and I checked in. Philly approach Cessna 3525 Uniform 5000 level. Philly gave us the altimeter setting and we continued on to ILG. After crossing the C&D Canal we had Wilmington in sight so Mike coached me through the next few contacts. Philly approach, 3525 Uniform has the airport in sight. Cessna 25Uniform contact Wilmington tower on 126.0. Wilmington tower, Cessna 3525Uniform with November, GPS 27 approach, full stop. The Tower directed us to enter left downwind and report turning base. Once on downwind we were cleared to land two seven and I asked to land long since we were going to Atlantic. Tower approved. Mike made another great landing as he held it off over the runway and set down nice and smooth. It was nice to open the windows as we taxied in and soak up some cool breeze. The lineman at Atlantic was ready and waiting as he marshaled us in to park. We packed up and decided on EAT for our dinner stop. I called the Bride to let her know we were on the ground at ILG and asked if she wanted to join us, she took a pass. Great food at EAT and as always excellent hangar flying. Mike said it was his turn to pick up the tab so I'll get next round, thanks Mike!

I am up again tomorrow at 2pm as I head to KOQN for my Instrument lesson. After that I'll catch a nap then head back to work for a 9pm start working through until 5:30am. If I feel rested when I finally get up I may consider going to KWWD Cape May to watch the air show.

Block Island

The North East Flyers saddled up for a day trip to Block Island. Mary and I made the go decision this morning once I was confident that she was feeling better. My Bride has been fighting bouts of diverticulitis all week. The doctor finally got her on something that is keeping her pretty much pain free and not feeling sick.

We made a stop for something quick at McD's (great food for a bad tummy)this morning then straight to the airport. Flight time was scheduled for 1 hour and 40 minutes with a nice tail wind. We departed Wilmington around 8:30 and turned north east. I planned for a trip through Philly's Bravo airspace and then over the top of New York's Bravo at 7,500 feet. Once above Pattern altitude I quickly flipped to Philly Approach on 119.75 and gave them the details in my best pilot in command voice. Philly Approach, Archer 28679er off Wilmington, One point two for seven point five, VFR to Block island, request bravo transition and advisories. I was given a squawk code and a few vectors to take me on the North West side of the airport to help their traffic flow. I was given a choice for altitude and responded, I'm good at either where do you need me to be? I responded, 4000' it is. Once clear of the Philly class bravo I climbed to seven thousand five hundred feet to keep us over the top of New York airspace. It's a shame it was so hazey, we could barely make out the "Lady" as the Statue of Liberty is refer ed to by pilots. We were very busy calling out traffic and at one point had a heavy pass us by less then one thousand feet vertical and a mile separation. At the same time we had another aircraft off the nose pass left to right at seven thousand just more then a mile or two. Arrggggg Arrrrrgggg...as Tim Allen would say, there was big Iron everywhere!!

Once beyond the NY class Bravo, we enjoyed the ride towards Block Island. Tailwinds were really helping the cause with an indicated airspeed of around 100 and a ground speed of 130-135 (150-156 mph). We followed the island clear out to the Hamptons and past the point of no return Montauk, KMTP. Block Island was in view so I reduced power and started a slow 500' per minute descent. The CTAF 123.0 was busy with a lot of various airports on the same frequency. I made my calls at ten and five miles followed with a 45* for left down wind runway two eight. It was slow and sweet extending down wind for an aircraft on final then turning base and final watching the ferry and boats pass by. This mornings landing was by far one of my very best, short field, stall horn and hardly a chirp. I taxied in and followed the cart to my parking.

Ted and Susan taxied in their twin as we walked to the FBO. Following in next was Adam and Marisol from New Hampshire and a host of others joining the fun. Most of the group decided on walking to the restaurant, I passed on that thought and gladly jumped in a cab. Adam and Marisol joined us. It was a $13 trip for the four of us but the ladies enjoyed some extra shopping time. Adam and I fought the urge but we eventually were lured into the shops. My, look at the time, the group should be here any minute, or at least we had hoped. We made our way back to Finns and found our tables. The cold water quenched our thirst as we read through the menus.

Our table order was Lobster roll all around except for Ted, he had fish and chips with a bowl of clam chowder. Lunch conversation, as always, was entertaining. Dave had me laughing so hard I thought I was going to fall out of my chair. If you ever have the chance you have to hear the "Wright" story, along with the Harrison Ford special picture and Neil Armstrong stories, just too darn funny, they were worth the fuel burn to get here.

A few folks had to hit the road after lunch. We said our goodbyes to Adam and Marisol who had plans for the day back home but at least made the lunch run. It's always nice catching up with our friends. While Bob and Paul rented mopeds/scooters a few in the group continued through the shops. I waited as Mary made her way checking out what treasure was hidden away at each location. She did pretty good only coming home with a single charm, which she will add to her bracelet that has a charm from each flight to a new location. Today's charm was a silver flip flop, it was cute.

We hopped a taxi back to the airport only costing $11. Mary asked if I wanted water for the flight home and I passed, I won't do that again. We walked out to 679er and pre-flighted followed buy staring up to stay cool. I taxied out for my run up and departed 28 looking ahead at the hills of green. I had added a notch of flaps since we had burned at least 15 gallons on the flight up and I wanted to add some insurance on my first time out of BID. 679er climbed right up and away as we crossed the sound and made our way to KWST - Westerly. WST had 4.69 for fuel advertised on Airnav (Dooney Aviation) so I figured why not top off.

There was no full service at WST so I re-started and taxied to the self serve at Landmark for $5.29 a gallon. As we started to fuel we watched two banner tow planes drop the signs and land. They taxied right behind me for fuel. 679er had a full belly so we taxied out for departure on runway two five. I completed my run up and announced followed by checking the pattern. I didn't see the aircraft turning base until he made a call. I was rolling and told him I would be out of his way as I went full throttle and screamed out. He called that he had the traffic departing and I followed with my call departing to the west straight out.

I picked up flight following with Providence Approach and chugged along at 100 knots into the head wind. I was handed off multiple times as we made our way north of the NY class bravo. Once turning southward towards the Broadway VOR we dodged the big stuff into EWR, Newark. ATC was really good and eventually turned us loose to climb back to an altitude at our discretion. Mary and I had a bumpy ride home just below the cloud layer at 6500. NY Approach gave us a direct to ILG from the Broadway VOR but then cut us loose providing only a frequency for Philly. I monitored Philly Approach on our way in then dropped down to 2800' once we were ready to pass through the outter ring of class B at Philly (PHL).

I gave Wilmington a call about ten miles north and I was directed to advise a three mile final for runway one nine. This worked fine for me since I was looking straight down the runway from our current position. I slowed to my Instrument flight settings and added a notch of flaps and set for 1800 rpm to descend at five to six hundred feet per minute, nice and easy. 679er knew this deal and she gently made her way down to the runway. I was slow adding a touch of power as I crossed the numbers and kerplunked on in with only a short blast of the stall horn. Not very pretty but we are home. I ordered fuel as we tied down and covered. We were both tired and dehydrated from the bumps and since neither of us had hats we were baked from the sun beating in the plane.

KBID is a nice airport with very nice folks working the line and counter. We plan on returning to spend a long weekend. Turn me loose with on of those scooters.....wooo hooooo now that's dangerous!