Chicken aloft

All the way to SeaTac!

2011-12-27T09:13:00.000-08:00

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

2011-11-16T22:39:00.000-08:00

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

2011-11-06T08:58:00.000-08:00

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

2011-09-06T23:21:00.000-07:00

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.

2011-09-06T01:21:00.001-07:00

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

2011-07-08T23:44:00.000-07:00

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

2011-07-05T00:08:00.000-07:00

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

2011-06-26T22:36:00.001-07:00

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

2011-04-03T21:00:00.000-07:00

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.

Holes in the Sky

2010-10-03T22:56:00.000-07:00

It was TJ's idea. He had seen a sign advertising the War birds Museum in Nampa Idaho while visiting his Aunt."It's a destination, Dave." He said. That's all we need , a destination. so this trip had been planned , the three of us, TJ, Lauri, & I were flying to Nampa. Museum hours were 10 to 5, but we needed to be done at the airport by 3 to suit his aunts plans. That gave us a 9 am last departure time to allow time to see the P-40 Warhawks , among the collection. I awoke just after 4AM. I wandered out to the deck and peered upward.
the Moon broke out of the overcast, then dimmed as a few wisps of cloud and teased me with a clear full view. A sight that only lasted a few minutes before once again the clouds hid the bright glow of the reflecting surface of the Moon. but that was enough. After quickly showering and dressing ,I gathered my bags left at the stair the night before and kissed my wife before locking the house behind me. One last wave and I am on my way to Auburn. It has been a long time since I have been up this early, or out this late, and the traffic is sparse. It is not long before my Breakfast Jack is served and I have driven across the street and into the airport. The Moon, it still teases me. How big are those holes I wonder? I keep seeing them so I believe there is hope I can fly thru one to the bright clear VFR I know awaits me on top.TJ and Lauri are on the way as soon as I call, we board and taxi to the line, mags check, radio call , pullout a,turn and apply the throttle. in less than a minute we are climbing out. Late, I pull up the take off flaps and the Cherokee immediately responds by jumping up to 120 mph. Gathering speed we are soon hurtling along under the scud at better that 140 looking for those holes we saw. Finding what looks like an opening I use my airspeed to zoom up at over 1000 FPM. The sky closes up and we are between layers. The lower layer is scattered and the ground below can still be seen. I circle. Checking the GPS I assure myself I am outside the 3000' class B lid.I can go to 5 if I need to, but the tops should not be that high. .Pacing back and forth over eastern King county we probe first one than another glimpse of blue.It is just to early I decide. Going back to Auburn, TJ asks to be let out while I gas up again. We load on almost full tanks this time. with over 40 gallons I have the range to make Nampa with a hour reserve. Computer weather doesn't give me much hope, but the moon keeps on teasing us with prolonged gaps in the clouds that reveal the bright crescent of the moon. Although it is loaded heavier than I have ever been, the aircraft easily climbs out. Soon we are again chasing spots of blue above us. Each time I zoom up until my airspeed drops off and the cloud begins to creep closer. With the opening misting over I dive back to the still visible surface below me. the metar's seem to have reported a higher ceiling up north, so I decide to try to look there for an opening. Even if I have to gas up later because it takes longer to get out we can still make Nampa before 1 local.I talk to Renton , then flight watch. I am not given much hope, and as we cruise north the layers only get worse. We are not going to Nampa today.

Great NW Air Race

2010-10-03T21:02:00.000-07:00

We had the windows open as we slowly followed the biplane down the taxiway. There was no hurry now,we were awaiting the departure of the scheduled airline. Our timing was good, the fastest plane stops for less than a minute before the turboprop full of paying passengers rolls out to the runway. Then it is on. The fastest classes depart at 15 to 30 second intervals. We creep forward steadily , till at last the biplane turns into the wind and accelerates away. He is much faster so I am waved out a mere 15 seconds later. I climb to 1000 agl and accelerate toward the start line. It is only a few minutes on this heading until we reach the confluence of the Wenatchee River & Columbia, our next Checkpoint. Gil, my Co-pilot, calls the turn and I pivot the Cherokee to the right as we follow the gorge of he Colombia northward. Chelan is on our left as we climb gradually just enough to clear the bluff ahead by the merest of margins. 200 ft is good enough for me, then everything gets light as I nose over on the far side losing a few hundred feet before the turn at Anderson Field, Brewster. The Southeast leg to Mansfield takes us over a few dry valleys and ranches. Below I spot a few developed lots among a maze of roads & graded right of ways for future roads. All part of a grand scheme of a bustling community of homes and dreams that never sold or came true. A few had pioneered , only to have a vast sprawl of roads without homes surrounding them. The next ridge was cleared by a few hundred feet and the altitude maintained. This kept us 1000 agl over the turn at Mansfield. I made one of my mistakes next. Crossing the next ridge I saw a small town at the base of the next rise , and assumed it to be Quincy. It wasn't. I was far short, but I had let down and now the climb cost me. over one more ridge , past a cell tower, and there it was, Quincy. But where is the airport? Gil spots something ,He thinks it is the field, but I can't see it. I keep flying on another few precious miles before I realize I have to be past it. Banking hard right I steady on the final heading hoping the Grumman who had been a mere two minutes behind as we called in to Quincy had not past me.The gauges were all good.EGT steady just ROP. RPM at max cruise 75%. There the edge of the gorge again, now I can descend another few hundred feet and pick up a few more mph. The 5 mile call. the Grumman calls in too. We are neck and neck. I know he is straining to see me. Gil and I are frantically looking to the plane we know is very close and only two hundred feet above. We sped on,tugging the throttle out a touch to be sure i am getting all the throttle the POH allows.(It is a shared airplane, I might consider running at full T/O rpm if I owned it outright.) A red roof, we are aiming for a red roof and there it is! keep it smooth & steady center the ball, everything slick.Without a single noticeable difference it is over. The red roof has vanished beneath us and I am cooling of the engine. Slowing to pattern speed. The Grumman beat me by seconds, but he is not in my class. The waiting is as exiting as the race itself, then they announce , " The winner of the GOLD in FAC3FX, Dave Rice, in a PA28-180, at 136.95 mph. My first air race , my first win. My co-pilot Gil was a great help. We had chow and chatted with the other racers before we made our return over the rocks to the green side of the hill.

sgl over the turn at Mansfield

Expanding the sandbox

2010-07-05T19:59:00.000-07:00

It was a clear calm Saturday morning . After a cup of coffee at the Auburn Pilot lounge, I took 34H, the 172, south past Eatonville. I climbed as I reached the hills around Alder Lake. I've read Sparky's book, and was not sure if these were mountains but I still tried to gain 2000' over the peaks. I had reached nearly 7,000' before I spotted the town of Morton. Descending at the top of the green arc I made my first call about 8 out. An answer came from local traffic with an advisory. Morton is a small strip on the east edge of town. The 25 x 1800' paved runway is not especially hard to approach if you are landing 25. On the west side is rather imposing terrain rising steeply just south of Hwy 12. The Ultralight crowd has Strom Field buzzing with activity. The advisory had come from a Trike motoring about over the tops of the hills. I flew out to Riffe Lake before reversing and coming into 25 on a dogleg approach. After some chat with the ultra light crowd I departed on 7 and continued East toward Packwood. The valley is pleasant & wide, Hwy 12 clearly leading the way. Packwood at last appeared as I rounded a left hand bend in the valley. Having not heard anything on the CTAF I made the straight in on 1. At 2400'x38 Packwood poses no challenge. They were mowing the edges while I was there. I used the permanent facility to relieve my bladder then remounted & took of on 19. Hugging the North side of the valley till near Randall kept me directly over 12. At Randall I veered over to the south side of the valley and followed the River to Riffe Lake. Having camped there many years ago it was interesting to see the lake from above. It is spring, so it was not surprising to observe the water level was quite high. Many areas often dry, were now under water. Overflying the lake at about 1000 agl was very smooth and provided a great view. Finally we were at the dam then Mossyrock. There are several private strips marked on the chart but only found a couple. I did find Fantasy Field, and circled it. Not seeing anyone I set course for Chehalis. I actually did a proper pattern at Chehalis and upon parking immediately noticed a familar Ercoupe. Sure enough , It was Ercoupe Eddie And his flying partner Gene. After a chat they got gas, and it was time for me to head home. Two and a half hours on the hobbs, and two new airports in my log book. Best of all , my sandbox got bigger.

My sandbox

2010-06-07T23:02:00.000-07:00

I have been farther afield, but today I wanted to grow my familiarity of the area close to home. I had flown past Eatonville south over Alder lake , before returning to the known safety of the flat lands. Today I pressed on , following the highway south and climbing until I spotted Morton.Not having a lot of experience in Mountain flying( I have read Sparkys book) I had climbed to almost 7000' to be 2000' above the peaks of the nearby hills. It was smooth so I made a powered decent into the valley around Morton. I made my radio call and received a reply for Morton area traffic. After overflying the airport I finally spotted what looked like a hang glider off my right wing. A trike He corrected me. Not liking the narrow ( by my standards) valley I flew to Riffe lake to turn around. I had good speed control on approach so the short 1800' runway was no issue in the 172.The Trike had reported light winds, local smoke confirmed that. I launched back to the east, avoiding the right turn to avoid the mountain. next time I will work on flying a proper pattern in the tight confines of the valley. I decided to suck it up and continue to Packwood since I had come this far. Since I was low, I stayed low, taking in the sights. The peaks, still spotted with snow loomed above my wingtips warning me of their power. Knowing my destination was mere miles up the valley, and seeing the blip on the Garmin inching closer, I flew on. Rounding the corner of a small hill on the left I spotted the strip. I made my calls , and saw mower's off to the sides of the area, clearly not a factor. After using their permanant outhouse facility's I again took off in reverse of my landing. Flying 1000 AGL along highway 12 provided plenty to see as the Cowlitz meandered below me. Carrying it's load of spring silt and runoff downriver. At Randall a pilot called in his arrival to the private airport there, I responded with a position report first then a sighting. A short time later I announced my crossing the valley as he landed. He was home at his airpark. The Cowlitz passes south of the hill by Morton, and soon the campground and several of my past fishing sites rolled below me. It was a beautiful flight along the lake till finally the damn then Mossyrock & it's damn were behind me. the charts listed a number of private strips in the area but other than Fantasy Field Ionly spotted one. I circled Fantasy once but not seeing anyone, set course for Chehalis. Stretching my legs at Chehalis I saw what looked like a familiar Ercoupe. Sure enough it parks one hangar over at Auburn. After edging around Grey & McCord's airspace, Making a position report south of Thun traffic I finally rolled into the home valley at Orting. My sandbox is slowly getting a little bigger.

Fly like Bob

2010-04-04T13:39:00.000-07:00

Reading the auto biography of the greatest pilot of all time , I read that he became airsick during his first flights. This queasiness persisted after his soloing. His solution was to fly through it. He did loops , rolls, and stunts until his stomach acclimated. One cannot go far astray following the advice of Bob Hoover. Last weekend I started out bound from Auburn. about 3 miles out I decided that it was not a very pleasurable day to be flying, so I returned and put the aircraft away. Easter Sunday began with a calm clear still, cloud free morning. I was informed I was not required to be at my daughter's for Easter breakfast until 11AM. When I took off at 8:30 it was still calm at the surface. I had expected it to be glass smooth and was surprised by the mild but persistent turbulence.Later I learned that the winds above 3000' were over 25 knts. That caused a layer of shear below 3000', making for a bumpy ride. However today I stuck it out. Occasionally dropping down in the valley's around Kapowsin & Ohop to carve the "canyon" (at close to 1000agl). Then climbing back into the rough air . My left hand started to go to sleep from gripping the yoke, I had to ease my grip, pilot with my right, and flex my hand a few times. I don't expect to be the next Bob Hoover. I have no real desire for acro. It would be nice to be a bit more relaxed in rough air, a to fly a bit more like my Dad, Who my Uncle Called the best instrument pilot he had ever known, and a bit more like Bob, the greatest stick & rudder pilot of all time.

Because I can.

2010-02-28T10:12:00.000-08:00

Recently a pilot lounge blowhard told me that " If you're doing something in an aircraft just because you can, You probably shouldn't be doing that.". Huh? OK, the comment was made shortly after I had expressed a desire to land on 13R at BFI, and make the Alpha one turn off, in a 150. I had questioned the penalties for landing on the displaced threshold and if they would even notice. I know I am capable of doing this, especially if I have a good headwind, but would never risk a violation or penalty just to say I did. The way the statement was made was that anything one did in a plane just for bragging rights was wrong. I guess if I were to believe that, it would mean quitting flying. Much of my flying is just to say " I did it". Would I believe that landing at Eatonville, Port Orchard, Eugene, Concrete and Monroe to be something I should not have done? Does he mean I should not keep myself night current? Or stop taking occasional IFR lessons, with no real desire to fly IFR. Is there a reason I should not have taken advantage of a beautiful day to cross the rocks to Ellensburg? I really enjoyed the Out of the Blue poker run, and flying the Cherokee to Dave Wheelers Hanger party. I was hoping to go to Apex now that it is open the the public. Is there a great danger in that I am unaware of? Again this yr I hope to attend the Fantasy Field Fly-in , landing at the private grass strip in a 150. I often drive from Des Moines to Auburn, pay my bill there, then fly to BFI to pay my Alt Air dues. Just because I can. Mostly, I fly just because I can. The best part about flying , is , just because I can. I may not know everything about flying(or anything else),and I may not be the highest skilled pilot, but education fixes that. Stupid is forever.

First Fiasco, Finally Flight

2010-02-23T21:28:00.000-08:00

I went flying Saturday, taking a birthday boy, with his dad and big sis. It was fun, we did one lap, I checked everyone , and off we went sightseeing. Sunday dawned a gorgeous blue clear day. I figured I had done my flying for the weekend. I was informed we were going grocery shopping at noon. I just couldn't pass up such a day. My charm, wit and good looks were all used to win a couple of hours reprieve. Despite my efforts we were allowed to go.With Chyanne and my bag we hopped in the maverick and headed to BFI. I had to fiddle with the seat belt for her car seat, but I finally preflighted 12J and strapped her in. A quick check of the planes flight log.... dead battery. Yup, that's today's Date on it. Hopefully turning the key to start anyway, it groans, weakly stirring the prop. I have a booster in the hot rod. After a few minutes boost it fires up. But all is not well. It pops & misses, barely running. After a few minutes trying to lean the plugs and clean them I give up. That took at least a half hour. Ok 98J is sitting there. I leave a heads up about the plane, note the log, and head off in the car to Clay Lacy. Chyanne is so excited because I let her sit in the seat alone with just a seat belt. Some quick schedule master on their computer, a package of cookies and we are off, back to NE parking. I get her strapped in, it is actually easier in this craft, preflight and off we go. "Boeing Gro.." ? "testing" . I slow the taxi as I fiddle with the plug. "testing." Nada. Ok Now I stop. check behind, good , nobody. I try both plugs , nada. I taxi back and get my spare head set. still nothing. I look at the set up, It has been a long time since I flew 98J. "test" Aha. they copy me. Check the belts. "Clear". Ok gauges. Radios. ck. Knee board? No map, no clock. Ok I have my pocket watch. I have a check list. OK I go. Ground sends me to 31R, I run up, call and hold short. "98J takeoff without delay, traffic on long final." I answer on the fly and the little plane takes to the sky quickly as I climb out toward downtown. It's been a while, I am using to much speed , not getting best climb, but still 500 fpm. On the first downwind the tower requests a short final. Ok
I can accommodate them to aid spacing. I swung around sooner and higher than normal, the added speed took me over 31L. I Apologised to the tower and got a no problem reply. finally losing enough speed and altitude I got lined up for a sloppy landing just past the numbers. Holding the flap switch, unlike the auto up in the 172's, we leap back in the air. Ok it's a 150, it doesn't exactly leap, we claw our way hopefully skyward. After three trips around and two gentle landings, I figure my time is about up. Sure enough, by the time we taxi back & unload, the next pilot arrives. A two hour adventure at Boeing Field. It was fun despite it all,and as I write the check for .5 hours I am ready to grocery shop.

No passengers allowed

2010-02-12T23:08:00.000-08:00

It was my first visit to OLM. I had announced that I was a student pilot when I requested progressive taxi to the museum. I was a hot summer morning , so I left the cabin door open while I wandered around the Aircraft outside the exhibit. It was a relief that the cabin was not stifling hot when I returned. After a quick preflight I was in and calling for instructions for take off. Finally the mag check before I lined up on 35. The typical focus on take off was quickly compromised as a very large bumble bee zoomed past my ear on his way to the windshield. As he buzzed angrily against the Plexiglas I thumbed the mic button and asked for an immediate return for landing. I think they sensed the urgency in my voice and cleared me for runway 8 . As I settled down on 24 I announced that I had a large bee with me. I was allowed to stop on the taxi way beneath the tower while I killed and removed the offending insect, after all I was a Student Pilot , and passengers are NOT allowed.

Those pesky TFR's

2010-02-11T23:36:00.000-08:00

I like to stay night current. My currency expires Sunday, so I have been wanting to catch some night landings this week. Shoulda gone Tuesday, it was clear & bright, but I didn't. So come Thursday, it seems passable,a high overcast & light drizzle. Just a quick hop to BFI. Not going over 1200', got the weather what else . Off we Go. BFI's ATIS lists some TFR's, but they all are north of the field, no problem.I was switched to 13R ,then instructed to back taxi to alpha two. We did notice that there were a lot of cops on the taxiways as we taxied to northeast parking and the Alternate Air birds. Vince is a bit bigger than I am, so we wanted to see how he fit in a C-150. If he goes with a small instructor it will work. Great! So fire up the Cherokee & call Boeing Ground,"63 Sierra at Northeast parking with X-ray for a valley departure". they replied "63Sierra, all taxiways are closed, I'll be able to get you out in about three zero minutes" Not thinking I asked "three minute delay?".. So they repeated " three zero minutes, you may want to shut down and check back later."..Hmmm I turn to Vince " I think I heard that the VP was coming to town tonite and that is why we are being held." Listening to the scanner we soon heard Air force Two being cleared to land. The big Boeing jet settled down, made the turn at
alpha nine then taxied to near alpha three. Then the wait till they off loaded and the Motorcade had left BFI. I had the radios on as Tower announced the field open. Flipped the avionics's off and started the engine again. After a quick Atis check, a call to ground got permission to taxi to 13R. After run up checklist was complete we got a valley departure from the tower and was the first guy out, 45 minutes later than planned.... I will make no excuses, I should have checked better for TFR's & Notams. I was complacent on a short local hop that I have flown many times before. I did not set a good example for My fledgling pilot passenger. I may not need to call a briefer, but I should have rechecked Notams & TFR's before I left home. I had glanced at them the night before, but didn't note what time. An important omission that came back to bite me. I spent more time sitting than flying. Luckily I was only sitting in a cockpit, not a cell.

The Centerline

2010-01-03T22:48:00.001-08:00

There is a joke, Why Don't pilots land on the center line? , because they can't. Can I land on the centerline? Depends. When I practice landings I put most of them on the line. In reality It depends on the runway. Today at Bremerton & later at BFI I allowed the plane to drift off of center a bit. A bit more at Bremerton, where I floated a bit due to my unfamiliarity with the flap switch, & I retracted them.. It was still a fine landing but off the line a ways. Yet at Oak Harbor, Wes Lupin field, to be off the centerline is to be in the grass. Even on the down sloping runway it remained steadfastly on the centerline.Maybe it's greed, if you give me 150' of runway , I want to use all of it. If I only get 20', I use what is available. I have heard the argument that one should always practice centerline landings. And the argument can be quite persuasive. I don't relax my standards for the vertical component of the landing, but if I have the room I will easily allow the horizontal part to wander. The question I posed was "CAN" I land on the centerline? The Answer is yes, I can.. Do I land on centerlines? No , Not always, but I can when the pressure is on.

Zen of Flying

2010-01-02T16:53:00.001-08:00

Zen, the spiritual one-ness. I had it on a bike. I spent countless hours roaring thru the woods (or on twisty roads), in the zone, the bike an extension of my being. No thought is given to shifting , application of throttle & brake. Balance and direction are instinctive. There is a rhythm, a flow, harmony in motion. In flying, it is the same. One builds zen a bit at a time, some achieve it faster than others, but all real pilots experience it. Zen is one of the things that drags us back into the air, time & time again. A good CFI will sense it in his student in each seceding take off & landing, in the flow of motion required to tame the unseen winds. After a while he is no longer repeating the instruction " Ball! center the ball" as you stomp right rudder and swing wildly in the opposite skid.When you solo you first demonstrate that it is indeed your own Zen that safely returns man & machine to the tarmac. It begins for me as I finish my final pre-takeoff checklist and roll onto the active runway. As my craft gathers speed I begin to sense the song it plays in my hands , feet & seat. No longer does an airspeed indicator determine the moment of flight, instead we are drawn into the ether by a force greater than any amount of horsepower, a moment when everything is in harmony. And flight is achieved.
Climb is only noted on panel, it's rate is a function of weight , power and air. Our muscles are commanded by zen to climb higher into the sky. Vx & Vy become innate feelings that are summoned forth at our whim. Zen brings us over the fence at a steady rate, duplicating the same speed over & over, the indicator only serving to provide visual proof that it is Zen that pilots the craft. No dial, no gauge, no computer can tell the pilot when it is time to kick the rudder and break the crab, the moment of the flare is signaled thru zen to the proper airfoils. And we know flight has ended.

3 for 3

2009-12-28T14:40:00.000-08:00

I Flew a Cessna 172 today. Breakfast At Hoquim , less than 2hrs round trip in a plane, over two hours each way by car.It is just great, From the coast, see the ocean, and back to Seattle in less than an hour. The view from a plane is good anyway, but here in the Puget Sound that is magnified. Today there was a lot of low fog , it covered most of the inlets in the S. Sound area, it only added to the beauty of the scene. Of course Mt Ranier looms over all, & St Helens, Adams & Baker are all visible on the horizon. Three days, Three different planes. That I could not do if I owned only one. I might fly a different one tommorow, but the weather doesn't look like it will be ok. The 172 was cruising at 120mph @ 2500'. Not as fast as the Cherokee, but it burns less than 8 Gallons per hour.The Cherokee uses@10gph. the c150 @6gph.The Cherokee was busy today, it was taken all day before I could book it. I had to return the 172 for another club member. It had a small fuel leak from the LF wing tank sump(drain). Not a safety of flight issue. Not enough leak to affect the range, or to be a fire hazard. But I just called Tom, the maintanence officer, reported it, and advised the next pilot of the situation. We will try to burn off most the fuel in that tank & Tom will fix it or have it fixed. If I were the sole owner I would be cold & dirty, wet with fuel, to fix it myself. Yea, I think the Clubs are working well for me.

It's not fast.

2009-12-20T23:18:00.000-08:00

It's not fast. Especially after a month of flying the Cherokee. I flew 12J today. My favorite little plane, the Cessna 150 that I trained and tested in. I mostly stayed near the airport, doing landing practice. I did power off simulated engine out landings, no flap landings spot landings even cut power on take off landed then exited the runway. It sure was not the power house the Cherokee is.. but it is a lot lighter on the controls than either the C-172 or PA28-180. As long as I am solo the 150 is fun to fly, not so good if you're in a hurry, but fun. And 12J is my favorite. 98J has a fresher engine and better radio's, I even think it it a tad faster. 12J likes a lot of right rudder at times, but it is friendly and easy to fly. Steady and predictable. I at one time departed the pattern S toward Auburn, but the closer i got the hazier it became at Auburn. I heard someone doing T&G's but could not see them, I turn bact to BFI about 3 miles out. The fog/Virga seemed to be coming closer to Boeing. I beat it to BFI , did a T&G then a full stop & taxied to parking, I sat it out but the haze never quite reached BFI & after a while it dissipated. It was clear again, I had time so up I went for some more laps. I flew over an hour before heading home to do the shopping.

It's Huge!

2009-12-15T21:36:00.000-08:00

For my birthday, TJ, Lauri & I flew to Mc Minnville, Or., from Auburn, Wa.. In the Cherokee180 it took a mere hour & a half. The Museum built a second building as big as the first and added an Imax theater between them. The Building is barely bigger than Hughes Spruce Goose, But that is still HUGE. A B-17 parks under the right elevator. Under the right wing is a collection of WW2 & cold war fighters. Way bigger than a scarebus380. I was thrilled to see they had added Six. Having worked on the F-106 During my service, (attack radar tech),I am a big fan. It is still to this day the fastest Single engine Jet on record. 100 mph faster than the F-104. 1525mph. The plane they used was one stationed at McCord. The second building is a Space museum. It has all three type capsules, Mercury. Gemini, & Apollo. + moon buggy's a simulated missile silo, w/ a missile . You can activate s "launch sequence". The Imax was Fighter Pilot, about a F-15 jock at red Flag at Nellis. Great ! The Cherokee really hauls the mail. We had to go over 6500' to find smooth air, and the Cherokee loved it, cruising 135= @ 75%. It really made me think about buying and what I would give up. Now I can fly a variety of planes. 3-C-150, 4- C172, Pa28-180, C-182. I am not even checked out in the 182 yet. I need to fly more of these first. If I bought that Tri-Pacer, sure I would "own " a plane. And a fairly nice little PA-22. In 5-6 yrs it would have a runout engine and the skin would probably be shot from being old & outside. It burns maybe 6-7 GPH, & flys maybe 120. Nice for two, with room for baggage, cramped taking three golfers to Lopez. And, I have the risk of a breakdown. In the club, I don't have to work on it, if it breaks I call the club Maintenance officer. All I need is dry weekends. I hope I can fly on my week off between Giftmas & Debbie's birthday(New Years).

almost pulled the trigger

2009-11-28T11:49:00.000-08:00

I fell sleep Early Thanksgiving evening (can we say tryptophan?), and so awoke about 2:30AM, saw this on Barnstormers; Piper 1955/56 PA-22-150 2685TT 1375SMOH VAL 760 com Transponder and Intercom Auto Fuel STC Very Clean, Located in Battle Ground, WA $13,000 firm • By noon I had called the guy, talked to a Tri-Pacer owner I know from S50, and been approved at the bank for a signature line of credit to cover it.The $'s at 90-100hrs per yr SEEMs to be a push. but No, I just am not ready, I am not sure about an older rag wing and storing it outside. But the Tri-pacer does fill my mission needs by just barely being a 3 person aircraft, yet still able to use smaller & grass airports. Looks like a sweet plane, very basic (all I need), but nice looking. Anyone in the market for a tri-pacer? I am going to save up and look for metal wings, like a 172. I like the Piper, as much for the 180 as it's a piper, but my wife cannot enter the cockpit without serious gyrations. I think I do want to own my own, but my current plan is by age 60(at 60) & I'm almost 56. The club will allow me to continue to get training, and to fly different planes. With a mere 200+ hours I am still finding what works for me. Ideally a 180 hp 172, but the $ means a 150 hp w/1000+/-SMOH, is more my price. Edit: TriPacer is sold 12/4, one week, It was a good deal, someone snatched it up.

The Cherokee

2009-11-06T22:53:00.000-08:00

Our flying club has a Piper Cherokee 180. I have wanted to get checked out in it for a while. weather & maintainance kept me out of it in October, but on November 1, I finally passed the check ride.On the first takeoff i pulled back firmly like it was a 172, promptly over rotated and nearly stalled . After the usual stalls turns and slow flight we returned for a few landings mostly T&G's. the final no flap one was the only greaser. The CFI signed my log & recorded 8 landings. Tuesday evening , needing to pay dues at both my flying clubs i drove to S50 , left and envelope in the box, then grabbed the Cherokee keys. Wary of the powerful 360 mill up front, I used 25 degree flaps and was very gently pulling the bird off the runway. After establishing a stable climb @ 300 fpm for about a second as it gathered speed, I eased the yoke back a bit and was rewarded with 1000 fpm climb @ over 100 mph. I had been wary of the winds, Sea was 12 knts RNT 11 knts, but BFI only 3, S50 6 and PLU calm. I figured there were winds just above the surface that seatac got cause it is up on a plateau, and RNT is on the water and gets a lot of wind. Things were smooth up to about 900', then it started really rockin'. There must have been shear layer between the calm surface and the aloft winds. Holding back, I throttled down to about 120 mph , made my radio calls and was told I was number two, for a straight in on 31R. I was a bit high at 1/2 mile , but the sink rate of the Cherokee corrected that for me and I added a touch of power to reach the numbers. I love those manual flaps, why did they go to electric I wonder? I made A-4 and called for NE parking. When I fired up after paying my tab at Alt Air, I noticed I was still on tower. HMMM ,... He did tell me to contact ground, I had selected 121.9, but i forgot to punch the flip flop. the Controller was nice, when I called in on tower he cleared me to taxi without a reprimand. Using a regular takeoff I again gently broke ground then steepened the climb, the power of the 180 had me 200 feet high entering the downwind at 120 mph. I was the only one around, it was late so the altitude was buffer to the neighbors below. Making a Valley departure I found myself at 1200' over Southcenter mall at nearly 140mph, needing to slow for the rough air. a year ago I would have been a stressed out white knuckled wreak. Now I guided my craft with my fingertips of one hand, as it rocked and yawed, only concerned that the general direction was south bound. I have always been a high wing guy, but that is by default. I had never flown in a low wing single. I like the Cherokee, but it might be the horse power more than the position of the wing.

not so chicken anymore

2009-11-01T09:17:00.000-08:00

Since chickens don't fly in clouds, & because I wlll be ranging much further from the'coop'. I have deleted the Chicken pilot reference from my forum posts. As an IFR pilot I am less of a chicken pilot. IFR training is not for the faint of heart. One must steel their mind against the messages from the middle ear. It is like a deadly game of blind mans bluff, the gauges are guiding us thru the dark. Failing to 'pin the tail' results in death. A steady hand and a quick eye keep things smooth & stable. The reward comes at the MDA, when upon removing the hood, a beautifull row of brilliant runway lights guide me to a safe landing . DaveR

The Oly Loop

2009-08-09T23:58:00.000-07:00

The Oly loop is one more of the milestones of flying I can now claim for my own. The fog on the coast forced us to fly north to Jeffco for breakfast at the Goose. then off to Neah Bay. the coast & beached we clear, just barely, Tatoosh Island was fogged in./ the fogg enveloved the coaast just past Lake Ozette. We landed st forks for Gas, and found the gas was over at Quilliute, UIL. After a quick hop over there we gassed and explored the old base that yrs ago was our front line coastal air defence against Japanese invasion.. After lunch at Lana's we returned to the smoggy city leaving the pristine coaastal areas behind.

the Iron Dog

2009-07-18T22:34:00.000-07:00

Every pilot dreams he is a fighter-jock. Very few ever fullfill that dreamby flying a war bird. So the hypotheticall queation is what would I fly if i won the mega million jack pot . The P-39. I would fly the 'Iron Dog'. The truth is that below 12,000 the aircobra could hold it's own with almost anything. RAF testing proved it would best a BF-109 at low altitude, a ability the Russians exploited the the max. As a pleasure pilot most my fun flying is at low altitudes, where the P39 excells. Besides it is so sleek & cool looking, with those doors and roll down window. It's tricycle gear, a plus for me, yet off field rugged. With built in ox it can still cruise in the VFR altitudes with ease & blow off the fastest Mooney. 300+ knts . Too bad all the two seat variants i have seen are so butt ugly.

Across the Rocks.

2009-06-03T23:26:00.000-07:00

Other pilots have been encouraging me to tuff it out and make the flight to the dry side. So sunday morning I hopped in 34H and departed S50 @8:45. I climbed up as far as the class b ceiling allowed, shooting thru the gapp at Tiger Mt. to I-90. Flying east now along the freeway I held 500fpm climb @ 85knts. Issaquah disapeared behind me, and I topped out over North Bend at 9500'.I could see Cle Elum aheah as Iflew over the ski summit and lake Eaaston. I spotted the grass runway at easton then both the runways at Cle elum. I had seeen the flat bowl that contains Ellensburg, and the airport soon materialized out of the haze. I was so high , and I had begun a decent as Cle Elum had passed beneath the wings. A few miles past KELN I turned back and finally made pattern altitude as ai made the call on the 45 to downwind. Runway 7 led me to the transient parking, where a lineman from a local FBO pointed out the EAA hanger down the way. The EAA guys there were real nice and showed off their aircraft. Allong with a few small fast home built singles was also a Pitenpol tandem.. nice plane. It was getting too hot for me , at 10:30 AM! So I thanked my hosts and said goodby. It took a few munuites but I programed Aubuen into the Gps then took of on 29 , with a slight cross wind from 330 at 8knts. No problem. The fields were heating uo and I could feel the rising air. They had a density alt warning and I circled the valley once to gain altitude( this is why I am the Chicken pilot, I like the safety of the extra altitude over the mountian terrain.) then coasted across getting Flight following from the summit on. I did notice that all me traffic was way below me. I might try lower altitudes next time. The GPS track took me across Stampede Pass coming back.

Nine tenths

2009-03-18T23:09:00.000-07:00

The flying club requires each member either fly an hour per month or pay for an hour. I fly at least 3 hrs a month with that club, but with the really crappy weather her in march i have had to cancel every flight so far this month. So , today when it was rather pleasant , bright and dry all day,Chyanne & I went up for an hour. The clouds were 6 to 9 thousand feet, while we never exceeded 3. There was a lot of haze . Normally the Seattle skyline is visible from above Auburn, but not this evening. We cruised around over Auburn and south to Buckley before turning west to do a landing at Thun. After a taking off of 34 we departed the pattern NE to the valley.All the while Chyanne sings little songs to keep me entertained. I climbed a bit more than needed so I pushed the nose down till we were doing 120 knts, descending to 1500 for a straight in approach to Auburn. It was a nice controlled decent with a smooth touchdown. I knew it was not close to a hour yet and taxied back to the end of 34. By now it was dark. On the next circuit I turned to early and over flew the runway at 1000'. then next time around I extended to about where the new trains depot is and had a good approach & landing. The Hobbs meter that clock the time was hard to read with my red light. It had the last tenth number in red. Finally after 34H was tied down, with a white light, it read off .9 hours .

me

2009-03-15T20:22:00.000-07:00

This is my first blog. I am not even sure why I am blogging. Anyway, I am Dave ,the Chicken Pilot. It is not that I am scared, well I am afraid of heights, But that I'm a Cautious pilot, and like a chicken i always come home to roost in the same coop(hangar).I learned to fly in 2007, I guess the dirt bikes finally got to much effort. I did ride the Baja 500 race course on a "trail boss tours"(.com) adventure for my 50th birthday. I wasn't the fastest guy on that ride of ten bikes, but one of the only three who were faster broke a hand on the second of 3 days and didn't finish. Doesn't that make me 3rd?So now I fly, riding the air like I once rode the trails. The bad part is that it is march in Seattle( everywhere really) & the weather sux. Clouds and wind ground the small GA aircraft I fly. I belong to two flying clubs, one at BFI,Boeing field, and one at S50, Auburn Muni. This allows me access to 8 planes, only two of which have not yet flown. All Cessna 172's& 150's. A 172 is a bit bigger faster and had 4 seats, the 150 only seats a cramped 2. But the smaller plane is more fun to fly solo , as long as I am not in a hurry to get anywhere. Like comparing an old MG to a sedan. The sedan is faster and more comfortable, but the two seater has a "fun factor". I have about 170 hours of time logged so far, and the longest trip so far was to Eugene Or.. Hopefully this yr, I can blog about crossing the mountains east & circling the Olympic Mountains. I have a lot of places to fly. Dave, The chicken pilot