All the way to SeaTac!

It is not a long flight, only a few miles, but the difference's between Auburn Muni and SeaTac Intl. are great. No tower at Auburn, one runway. Three runways and lots of radio protocol to observe at KSEA. I planned this adventure for a few weeks. Using the AFD I called ahead and got all the needed information. I learned about the fee's and how to save a few bucks. The newest 'third' runway is far to the west, and the GA terminal between it and the Tango taxiway, west of 16C. My two passengers & I loaded up in the 182 at Auburn, took of on 34 then called SeaTac tower as soon as we had copied the ATIS. I was sent over the Seahawk transition , over the 16 numbers, and as we crossed over 16R I was cleared to land behind the A320. We were 1000 AGL , so I pulled power off, carb heat on, full flaps, and down like an elevator to the tarmac. It was a two minute separation for wake turbulence so I landed longer than the tire marks. It was over a mile of taxi to the GA ramp. Noah at the GA ramp was very friendly and the lounge is nicely equipped. Several well stocked vending machines, free gourmet coffee and clean restrooms. The only thing to beware of is that the pilot lounge is open from the outside , but you are locked in. They call it security. Get in get warm, but you can't leave the lounge until you are let out. Leaving KSEA is a bit different, you must first talk to Clnc Del to get a release, I was told to go directly back to tower for taxi, I don't know if GA always does this or they were slow enough it was just easier for them. I taxied almost a mile again, before tower offered us a midfield departure. It sure sounded strange to be warned that there was ONLY 4,400' of runway remaining. Ha! Auburn is only 3,400. We were off,90mph & 1000FPM with a west turn out almost before I reached the perimeter fence. The controllers were very nice,professional and helpful. although I made a few minor errors in how they do things, at all times they made me feel like I was welcome at SeaTac Intl. Just after they released me into VFR , they called back to see if I was still on Freq, (I was) and I received a warning of an A/C 700 ' above & crossing at right angles. They didn't have to notify me, but they did. Thanks guys. I did train at BFI with a mix of large aircraft, that may have helped me to not be intimidated by the big iron at SeaTac. Big or Small I land at 'em all.

Worth every penny

We wanted to have lunch at Arlington, the weather had other ideas. Being an optimist I decided to at least fly the pattern to take a look. The Ceilings were 5 to 6 thousand, higher than the class B lid. Winds in the valley & along the way were reporting single digits. Several places west of here had wind in the teens, with SeaTac 15G22. I had 6 Knts local, coming right at me. Arlington was even better. As I lifted off the stall indicator briefly flickered, it was my first indication of conditions aloft, immediately I was busy keeping wings level and maintaining airspeed. It was a handful to keep a stable, wings level, climb out. Re-trimming, I flattened it a bit to gain a tad more speed. After we turned on crosswind we looked at the valley south, and it was closing in with a thick haze. The Wind had been steadily increasing as I gained altitude , as well as swirling and tumbling from the nearby obstacles on the ground. Banking with adequate airspeed I hauled back on the yoke to align the speeding craft with the Hwy below and downwind. I persisted in making the proper calls, although I doubt anyone else was fool enough to be flying the pattern today. OK, it is on down wind, a bit low, one wing is lower than the other and the wings are rocking and the fuselage is yawing about. Oops , pull back the throttle, this bird has enough motor to already be exceeding maneuvering speed. Gently I pull back on the yoke to slow it down. Surveying the scene ahead I can see the clouds have lowered around Tiger mountain, our route north. BFI &RNT don't look too much better. Still 100 feet shy of pattern altitude but now at a reasonable speed I call my turn to base. Pulling back some more on the power we soon turn on a long low final. I am constantly manipulating the controls to keep us pointed toward the tarmac. Strong roiling winds are tossing us about as I power back up to maintain 80 Knts. The wind here is definitely NOT in line with the runway as the local AWOS reported. We are at a severe crab to approach the runway,safely above the power lines, the winds are strong but not as variable right here. The plane is stable as we hit the VASI's, reduce power, slow and gently sink to the runway below. Again the tricky winds push the nose back and forth and simultaneously try to raise the low wing on the windward side. Pumping the rudders and adding a touch of power at the right moment the Cherokee gently settles in for a glass smooth, no flap landing in the midst of chaos. A mere .3 on the clock, but a ride worth every penny.

The Mountain gets Bigger

Even free range chickens seldom get too far from the roost. True to that standard I spend most my flights within a 30 mile radius. Auburn is so close to Seatac that the westbound transition is made almost immediately after a Vx climb from 34 at S50. I use the terminal chart more often than a sectional. The mountain is over 30 miles but still on the bottom right corner of the Seattle terminal .For the last few flights I have been exploring up the Carbon & Puyallup river valleys. Flying below 4,000 most the time the area has been logged in areas with plenty of roads in convenient locations below me.After circling the little hill just SE of Enumclaw at hilltop level, we head south to Burnett, Wilkeson & Carbonado, our last big landmark. Fairfax is not even noticeable below as we follow the Carbon river valley South. The terrain rises as the river turns East and enters a narrow valley that I am wise enought not to fly into. The hills on each side rise to nearly 6,000 (as big as a mountain back east), and from our low level tower above us. I have plans to fly in at a higher level on a calm day & return by descending down the valley. Paralleling the hills we fly on South Through a saddle and into the Puyallup valley. My son spots one of the very few structures ,and there are still some roads below, but the entire valley is uninhabited. There is a water Pipe line snaking along the valley, but nothing else. Maintaining 4,000 MSL I fly as close as I can parallel to the Mountain while still having a few hundred feet AGL. The water is low and the river seems benign from our height but looking to the left the great Mt Tahoma looms above us, ever growing in the windscreen. What normally is visible on the horizon from all of the Puget Sound region, now dominates the scene. From the Carbon it seemed big, now it appears huge. I have to move my head to see to the top. The valley still extends SE ahead of me, but the hills all around appear to also be growing, to the south the ridge is over 4,00 with a peak of nearly 5,000, our only escape is to the west, then NW. When we reach the fork in the river, very near the end of the green terrain on the terminal chart, we are treated to the view of a verdant green valley, unseen & unknown to the millions only a few miles behind us. It is calm ans we are enjoying a smooth ride as we cruise along the East edge of the main Valley. Well before the end of the canyon looms ahead I begin a right turn away from the hill, reversing course and descending to 1000 AGL as I follow the Puyallup. After I exit the last peaks of the foothills I turn west. Instinctively I slow as I reach the edge of the Plateau, where it drops off to the Ohop/ Kapowsin lakes, and it helps smooth out the inevitable bump as the bluffs below swirl the winds. From here the Mountain is again large on the horizon, but no longer does it fill the entire windscreen with its magnificent beauty.

And I did it the old fashioned way

I just made m one of my longer flights at 3 1/2 hours each way. I crossed several mountainous area, and vast tracks of arid terrain. And I did it the old fashioned way. I used a sectional and the VOR. Sure I have a Garmin 530 in the panel, I can make the moving map work. I tuned in Ellensburg as soon as I was over I-90 and when I got to it I started down a chain of VOR's to Nampa. It is a almost straight line at 120 degrees, with the major freeway often in sight. The VOR's seem to have been placed to direct us over the lowest pass for the route, a feature that suits me fine. I do take advantage of the ground speed & track features on the GPS. If I fly the VOR heading with the GPS track it cancels any winds. Of course when flying VFR in a clear sky it is easy to deviate from the direct path of the VOR system for sight seeing or stops, then rejoin the airway. I could do it with the map alone, but I learned to navigate the VOR's when I was twelve, and they are a comfortable reassurance that I am pointed in the correct direction. The GPS is just a another cool map to look at.

The last time we tried to go fly to Nampa, we spent the early morning looking for 'Holes in the Sky' (Oct 2010). This time it was very different. Departing Auburn about 7 AM, we climbed slowly with three of us and 43 gallons of fuel. I had added 4 gallons per side over the tabs. I am used to the Cherokee being light, and climbing like a rocket, still the performance was more than adequate from sea level in the cool morning air. About Tiger Mountain I called Seattle Approach for Flight Following. They had me standby, and it took a few minutes as they attended to big iron traffic. We had turned East by the time Approach got back to me. After stating my request and destination, we got a transponder code. We were soon reaching 9,500 ft. From here it was calm and clear as far as the eye could see. At different points while crossing the Cascades we could see , Rainier, Adams ,St. Helens, Hood & even the Three Sisters off on the distant horizon. On reaching E-burg we turned to heading of 120 degrees,a heading that took us all the way to Southern Idaho. During the flight over Eastern WA , my passengers enjoyed their beverages and the in-flight movie. The rugged dry terrain was broken only by the round green dots of irrigated fields, the steep, jagged mountains of solid rock that divide the valleys and the meandering course of the mighty Columbia & Snake rivers that we crossed over. I began a let down as we approached the Idaho boarder, and had cleared the last mountains between Baker City & Weiser. I had just veered a bit to the South toward KMAN when TJ informed me of his increasing need to relieve himself. When he removed the top from a aluminum can and said he might have to use it, I decided that peeing in a jagged can, that was likely not big enough anyway, was not the preferred option. I did not foresee a good outcome to he method of relief. I cancelled Flight Following and began a decent from 6,500 ft to Ontario elevation 2193, which was almost directly under my left wing. Chopping the power and descending at the top of the green arc gave me an ear-popping 1,500 FPM decent rate. We were soon in the pattern and touching down. The waiting Ag pilot soon informed me the taxiway was closed and I would need to back taxi. I expedited the back taxi, knowing that time is money to the waiting spray plane. As soon as I cleared He took off, soon followed by another AG landing, then a couple of Jets. Busy airport. One jet was a fairly large, 20-30+ passenger craft the other a smaller Biz Jet. I was a little surprised at that kind of traffic at this seemingly small out of the way strip. Upon taxiing to the blue Pilot lounge, located on a grassy strip, I spotted several Jet fighters parked around the place, Unknown to me was that many more were behind the hangars, outside for me to have looked at also. Next time. A spray operation told me I was OK parking where I shut down for just long enough to do our business, we were in their load area, and that his spray plane was not due back for another load for a little while. After landing we all needed to use the facility. We enjoyed watching another Ag plane taxi by, the big radial purring its distinctive sound. With everyone feeling more relaxed we took off again and were soon flying at 1,500 AGL on to KMAN. Nampa & Caldwell are both close and we maneuvered north to clear the Caldwell pattern and enter the Nampa traffic. The ramp attendants at the Nampa Avcenter FBO greeted us at the SS pumps, offered to fill my tanks to the tabs at the same SS price, then for a measly ten bucks I had my Cherokee backed into a shaded parking place with their tug. Checking gallons the receipt, I had exactly the ten gallons of reserve( one hour) that I had planned for. Avcenter gets a rave review from me. They made me feel like a high roller. A very nice clean modern facility. A car show was going on and after seeing the hot rods we were treated to a fly by of the "Parrot Head" P-40. next a visit to the museum to see the other P-40, a triplane & more. They have a lot of memorabilia to look at and a good display of some various engine. After a final trip to the gift shop for a airplane video that has some cool P-39 stuff, we are ready to move on. TJ called his Aunt Dot to come get us. I had not been to Boise in about 15 yrs and of course it has continued to grow and sprawl out into areas that we mere scrub and sage brush when I had lived here. W had great visit, watched the Boise State Bronco's drub the Georgia Bulldogs, ate , conversed then went to our respective sleeping places. Just after dawn we could see the balloon festival lifting off. Nearly twenty big hot air balloons rose up out of the down town area with in easy sight of our hosts back yard.After a breakfast we were off for more sight seeing and lunch at BarDeNay in downtown. Had a terrific meal before getting back to our craft about two in the afternoon. Now I was very glad that I had opted for the shade, the interior was not broiling hot. Taking off, even with only 35 gallons was a long affair. the DA was over 4,000 and our climb out was slow and laborious. reaching 8,500 ft we leveled off and began to bore through the sky Northwest bound. I knew I could not make Seattle with the fuel on board, and planned to stop somewhere in Eastern WA. Finally, about Prosser, I informed Chinook Center that I was going to land for fuel. Prosser had no ATIS and it took me a while to find the wind sock. After a few circles and one go around I got it plopped down on the runway. Prosser has a nice pilot lounge and large but older clean bathrooms with showers. There is a camping area too. I saw several familiar names signed in on their chalk board. With Tanks full to the tabs again we set off in a steady climb back to 8,500. Chinook Approach picked up our transponder code soon after we had departed the pattern. We hit 8,500 about the time we past Yakima. Ellensburg soon passed by on our right as we turned due West through the pass. we dropped down to 6,500 to lose 1kt of head wind, descending to the lowest altitude I have crossed the rocks at. At the top I edged to the left a bit and came back over Stampede Pass. I know people go through at much lower altitudes, but I just didn't see any outs being that low. If the engine even sputters I would be so low I do not have time to trouble shoot or glide to a safer landing area. Even at 6,500 once I was in the valley I had to fly out the west end before there was even a decent place to make an emergency landing. Once out of the mountains I cancelled my FF. Putting the nose down till the airspeed indicator is at the top of the green zone, we are onl;y minutes away from Auburn. The Cherokee quickly has us home. Coming from the west I make a midfield crossing and soon are at the pumps filling up for the last time. We logged 7.1 hours and another grand adventure.

Tony's Pant's

They were actually Joyce's pants. They were not installed on her beloved Isabo when she(Isabo) met her untimely demise (read "The story that must be told" Jan 2010 blog at; a Granny's Place is in the Cockpit). I saw a forum post looking for a way to get the pants in Chehalis to Tony at the annual Arlington fly-in. I go to the June Fantasy Field fly-in and Joyce also attends. Fantasy Field is a private grass field. It is always a great party and a fun grass strip to fly off of. Short enough to make me bring my 'A' game but still not so challenging that it is a great risk. It is less than a hour south, if I cut over the low spot in the ridge line and over the power plant, and the choppy air it also generates. soon I spot the field and Hear DaveB's familiar voice on the comm. Having a set of eye's on the ground to keep us aviators clear of each other is an important job. Dave is not responsible for us, we are pilots, we must make all final decisions regarding the safe operation of our craft. But is is helpful to have his skilled assistance. Landing to the NW is the best, no trees , just drop it in over the barbed wire fence and between the trees on the sides. the turf is closely and recently mowed, smooth and level without ruts, swales or pot holes. The exit is at the end. The pants fit easily in the baggage compartment of the172 I flew in that day.After enjoying the fare that Terry & Kelly set out I departed out the way I came in. Winds were light so downwind was not a problem. The runway was long firm and smooth, the danger was the trees lining the sides from midfield on. I wanted to spend as little time as possible climbing between them. Nose high at low speed one cannot see ahead and must rely on peripheral vision. It requires sharp rudder work. I can accomplish this, but being the chicken pilot I was looking for the quickest way to get above the tree tops. I gave it @8 degrees of flap and held neutral elevator at first but lightly holding the plane on the ground till 60 mph. As soon as I relaxed pressure on the yoke the eager craft leapt into the air and began a Vx climb at 65 mph. I passed through ground affect and accelerated skyward. Soon I was above the surrounding trees and retracting the flaps allowing more speed. After crossing the power plant and clearing the ridge line I heard Judy just leaving her Pierce county air-park to attend the event I had so recently departed. Sixty planes attended about 30 at any time on the field. A month later I loaded the pants into the Cherokee. It was a Thursday afternoon. I got off work early, but not as early as I had hoped. Then the traffic was awful. the weather had been doubtful all day, yet at 5PM it had cleared to 3000' at Arlington and Auburn. It was still quite blustery out with broken overcast. As I made my taxi Jamison in his mini Mustang called me a pirep about AWO. He had not made it and it seemed that from the south no one else had. It was a wall of cloud at Paine, with other aircraft milling about all looking in vain for a hole. I thought since I was in the plane I would take a look. Ha, quick look, as soon as I was on downwind I was ready to quit. The wall was visible in the distance, and the idea of beating myself up and STILL not making it was not very appealing.It had been rush rush rush getting going, I was handling the aircraft rather clumsily, I just felt like it was not the time to complete this mission. A turn to base and a hot final with a long landing.Twelve minutes on the Hobbs. I was disappointed, yet relieved, deep down I knew I was not bringing my 'A' game. That is when I knew aborting was the right thing, even if it meant a four to six hour drive in traffic on the weekend. Friday morning my boss,Larry told me to take off early and make the trip if the weather cooperated. It did, winds died, clouds lifted, rains stopped. I tried to relax in the once again crummy traffic. When I got to the club office I found the printout about the Arlington Fly-in that I had read online. Reading it again I discovered that the airshow lasted till 5 and I would not be able to land till then. While I idled around the hanger watching the traffic in the pattern, the club 172 landed after a series of touch and goes. Gerry stepped out signed Brians logbook and set him off to solo! Brain made three good stop and go's, job well done Brian. By then it was time for me to get going. Things felt much better and the speedy Cherokee quickly was flying past Tiger Mt. at 140MPH. Over Fall city the Zaon hit a nearby target and I soon saw a Mooney passing on my right. I figured he was also headed to Arlington but he soon outdistanced me. Next a 182 flew by High & to my left (and to close for my comfort, so I swung away till he was well past me) and followed the 182 the rest the way to Grass Valley Airport. We lined up and flew the a approach & pattern while the Tower did a marvelous job of handling the high traffic flow. They sort of forgot me on downwind but it was no problem for them to clear me for the numbers on 34. I think the taxi to a parking spot behind the guide motor-scooter might have taken almost as long as the flight. Finally I was at the Arlington fly-in. Now all I have to do is find their campsite. Gathering the pants in their bags I trudged off toward the RV sites. After walking around with these bulky , but not heavy, wheel pants for what seemed like half an hour, and futility asking directions from staff in their carts, I was standing by the discussion forum tents. Wrong forum's for me, when I decided to ask another guy in a golf cart. This time I hit pay dirt. I quickly recognized the very slimmed down John(an acro pilot) and he gave me a ride directly to the proper location. I had been only a few dozen yards away, nearly in sight of them. I finally met the new owner of Isabo's pants, Tony. Tony comes down from Canada, eh(actually He is English not Canadian, and I heard not one single 'eh' from him the entire time) and camps in his RV for the five day event, the third largest GA event in the US. We downed a few cold ones, mine Virgil's root beer, and chatted. Kip recommended eating the wraps being sold across the taxiway and although she had just closed up the nice lady offered to make me a beef& blu cheese, since the grill was still hot. It was indeed fine fare. Finally it began to cool off and Tony & his son John gave me a hand pushing my plane back out of the grass parking spot so I didn't run over or blow over any tents. It was only a few minutes past nine pm when I called my wife from the run-up area, then we were aloft again. The Cherokee was quickly speeding along with a tailwind southward . Twenty-five minutes later I called my wife from the gas pump at Auburn. Two flights (three if you count Thursdays abort) and two different aircraft , Mission accomplished.

The Thrill of Mountain Flying

I have been trying to fly in amongst the mountains for many moons. It seems each time I make an attempt something, wind, cloud, fog or nerves turned me around before I got very close to my goal. It might seem trivial to the more seasoned pilots, but flying into the edges of the mountains at relatively low AGL is a new and exciting experience for me. The mission to day was the Howard Hanson reservoir. Having always flown at least 2000' above the rocks on my previous crossings I didn't know what it would be like to be below the surrounding peaks. I had flown the day before and it was an average day, not glassy but not rough, with a fairly steady winds of 4 to 10 knts around the area.The morning of the 4th of July was calm & blue. Flight Central showed calm or light winds and clear at nearly every local airport. I booked 34H, our trusty mid '70's 172 & drove myself to Dick Scobee Field.. A quick preflight, a check of the log showed I had flown it last, and I was dragging it out of the hanger and visiting the "blue pilot lounge" one last time before boarding. My charts were tucked under the edge of my bag in the rt front seat. I read the check list to be sure i had not skipped anything and called out "Clear!". The 160 HP Lycoming fired quickly and settled into a steady purr at 100 RPM. I began to roll as I flipped on the avionics and clicked the mike for an AWOS. I set the Garmin on 12 Mile map and taxied to runway 34. Controll check , Mag check, set the gryo's strobes & ck the gauges. as soon as the oil temp comes off the peg I am making a radio call and taking the active. It's not warm out yet and the Cessna easily hits 1000 FPM for a short time on clime out. Soon I am calling out to Crest that I am passing by north of the field at 2000 & climbing. I pass 3000 just a minutes after passing the edge of the class B airspace restriction.The class B lid rose to 5 then 6 thousand before I flew outside the area, but I had no plans to be even that high. There had been some low clouds and haze coming out of the foothills as I took off from Auburn. As I climbed to above 3000 they were suddenly below me and I could clearly see the hills ahead. Ravensdale passed below me, then Selleck. I had been this far before, the road ends at Selleck, and I have turned around where the valley begins to narrow in the past. By this time I was at 4000', a little higher, about 4,300' and I glimpsed the lake in the distance. It was smooth as I lowered the nose and the plane picked up a few knots as it descended under 3500' and below the tops of the hills. It is about 8 miles from Selleck to the Reservoir, only a track beneath the power lines that track through the valley. I spied a few waterfalls on the hills as I passed, some at eye level to me. It must have only taken about five minutes, but it seemed like a long five minutes. My left fingers were gripped tightly on the yoke , my right hand on the throttle and my eyes scanning the panel and taking in the beauty of nature as I slowly came closer to the water. Finally the lake was clearly in view, it seemed so small with several separate bodies strung together. I could see that the valley & power lines turned a bit north to climb Stampede Pass, but I had little time to look, it was time to make a tight right turn, steeply banking as the Plane rotated nearly 270 degrees to exit the much narrower Green River Gorge. The trees were much closer here, I was glad I had chosen to exit this way, it was too narrow to turn around. Now I again could see the city in the distance as I again pitched the plane slightly down to gain speed as I zoomed over Palmer and west to the safety of the open Kent plateau. The Green River twisted still in it's hairpin turns writhing along till the valley opens up near Sky Harbor. I was only a few minutes from Auburn and home. Finally I had accomplished one of my planed missions of exploration. I have so many more , but I am very lucky. Some pilots go to Alaska or Johnson Creek and other such very challenging places far from here to seek new challenges. I got a terrific thrill from this flight, and it took a total of 36 minutes on the hobbs from taxi out, to back in the hanger.

My Big Iron disconnect

I live 2 miles off of Seatac16C. I sit on my deck and listening to Seatac tower & departure.from the time they are cleared to take off till I see the airliner rise above the trees is less than a minute. Shortly after the giant plane appears in view the tower is releasing them to departure and the pilots throttle back for noise abatement.I know what they are doing and often in my mind I picture the Captain & FO at their posts. I don't imagine myself as the pilot. The Idea of my flying a piece of big iron full of people or even cargo is foriegn to me. Flying is fun for me because I am only doing it to please myself. I do it for the thrill I get every time the wheels leave the ground. Flying isn't something I want to become routine. I fly for the excitement I feel seeing the earth so far below my wings.. I can imagine the pilots of those sleek aerial steeds setting the co-ordinates and auto-pilot as they 'fly' off to far away destinations. It just isn't the flying I want to do. I can bank my wings to check for traffic, climb or descend at will. I can do dutch rolls and turns around a point at any time I wish. I have no schedule to meet. I enjoy watching these pros pilot their Boeing's, Bombardier's. Embraila'a and Scarebus's steadily soaring upward. I spot the ones with real savvy by their landing technique. It's easy to hear a hand that is constantly adjusting the power setting. I can hear the guy who keeps the engines alone and glides in like he is on rails. My dive & flare technique would have the pax in the back screaming in fear. I just don't imagine myself as an airline pilot.

Good air

Lately I have been making "Dawn Patrol's". I check the local strips & make sure no aliens have landed during the night. I wander aimlessly around from covington To Eatonville & back. I'll practice what passes for a low pass with me by flying 1000' AGL over lakes Ohop & Kapowsin, and all the way to Orting. Usually it is calm out so early, but if there is turbulence it is worse closer to the hills & higher up. We had some real nice air this winter. I took advantage of them to land at Spanaway & find then land at Shady Acres. Shady is a fun strip to land on. Summer would be less of a challenge, but i hit it with snow on the ground. Deep enough to keep me honest & on the pavement. It was calm so I didn't have to back taxi. With those two I think i have landed at most of the local places. Except Vashon. I have seen Vashon from the ground as well as having flown over. I am waiting till they log it all off. A few mornings about all I could manage was a quick flight from Boeing to Auburn. Makes for a fine Saturday morning in glum winter weather. I don't need much ceiling to hop ten minutes down the valley. Heck I don't even need a chart. Then i get to hang out at Auburn Airport lounge to listen to some sage hanger flying from the more seasoned aviators . My wife doesn't get it. I could drive fifteen minutes to Auburn & have Coffee. Or I can drive fifteen minutes to Boeing, hop in a C-150 & fly to coffee. It makes perfect sense to me , & I bet if you're reading my blog then You too would take option "b" and drive the equal distance to Boeing. And on those lucky morning that I find good air I can fly around my little sandbox, and make sure hoards of tanks are not rolling out of the hills to invade our way of life.