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.