Take two, try again tomorrow

When you have the addiction are times you need To satisfy the monkey on your back. Even though it's only been a couple of weeks I desperately want to fly on Christmas Eve. The perfectly nice morning was wasted in  fixing people's cars. By early afternoon I finally made it to the airport, Inc. clouded up wasn't raining. I waited it out, hoping to find clear spot between the low SCUD rolling in. Finally about 230 it brightened up I pulled the airplane out finish the preflight and fired the engine as soon as it was warm up or the cold and took off on 34. It was clear to the North I could see the buildings from Seattle, but as I turned on the downwind looking south I could see a low haze and extended all the way to the ground beginning about Highway 18. Just as I made my turn for base for 34 I was running into the haze. I pulled off a great landing making a. I taxied back to the beginning and did it again. The haze is getting closer and as I turned my  base for 34 I was on the edge of the haze. There was no view to the South., And the overcast is too low to clear the Hills on either side comfortably. That was enough, two hops and put the airplane away. Dr. Dave's prescription for what ails you when you got the flying bug

The new Co-pilot

Sometimes I forget but not everybody can pilot a plane. One regular copilot, Corey, was flying with me and south to said when asked him to hold the yoke, OMG, I would've been better off just letting go. He immediately began over correcting us in karting us all over the sky, it was as good a ride as I ever got a dirt bike. I immediately knew was time for copilot lessons. We took off on a Saturday morning, my treat, and made eastbound turnout took toward the Enumclaw plateau. And first I had him just follow through holding onto the controls as I flew the aircraft, then I gave him full control of the open for short periods, while I use the writer pedals. Next I demonstrated the red of petals by stomping them myself. Then I had them operate both yoke and rudder pedals, afterwards first having involved me through a couple of smooth turns. He quickly was able to hold altitude and make smooth gentle turns in the either direction. Really not much more is needed from a copilot, that along with some radio work, and Corey's really a valuable asset anytime we fly. We discussed emergency procedures should I be incapacitated. Since we fly local most of the time, I directed him to call this Seattle center frequency and declare a Mayday telling them he wanted land on one of the three longest runways in the area, SeaTac, Paine, or McCord. Almost anyone can fly down over a runway chop the power and let the airplane settle down and survive it with a Cessna. The good ol' Cessna land O-Matic landing gear will take  incredible abuse. After a few practice sessions, I let him fly from Crest to the Supermall." My plane"and soon we're in the pattern and landing back at Auburn,. Well, at least I landed I think Corey was airborne for another twenty-four hours at least. Unable to qualify as a pilot, is going to make a great copilot, and I can see where it have more adventures in the future.

Amy's Anacortes party

Everybody loves a party, and this year's Anacortes fly in party at the end of the year was one of the best we've had. Amy promoted it online in the Puget Sound aviation Meetup group showed up with all of one plane, the 182 with Rhonda Corey and myself. We took off later in the afternoon had a nice smooth trip with flight following North Anacortes. We arrived just as in the flour bombing competition, got to see a few drops, consummate act we. We tied down a crap down the ramp into the hangar. Several people arrived and more soon arrived into we had quite a group around the hangar. I met lots of friends but I didn't know I had, got a good look at Faisal's beautiful Cherokee, and got to chat down on the numerous potluck items people supplied. Fortunately the fuel burn off off set the weight gain in my stomach for weight and balance on the aircraft. They had wine tasting for those who drink alcohol, of course I always supply myself with my own root beer. They had a DJ, and played music that was appropriate for all ages, and soon they were people dancing. Myself I stayed off the floor to avoid bears with the both myself and this disgust by others. Finally well after dark we decided to leave and mounted our trusty steed 182. On the southbound climb out with the deck angle high there was little to see in the darkness around. Piloting one compass heading, with the attitude into dictator to keep the wings level, we rose to 2500 feet) was above the surrounding hills. Leveling off we can now see all the hills silhouetted by the likes behind them. Nothing is quite as beautiful as flying on a clear evening under the stars apply to the city in the distance in the rural areas below you sparsely a sparkling lights of the people living below. We picked up Whidbey, got flight following South till finally arriving at SeaTac and taking the transition across to the Auburn Valley where home awaited us. Despite flying in and out of Auburn numerous times even in the evening and in darkness, I still mistook some lights and turned Long on approach before finally making a smooth touchdown on 34 at Auburn.

Quillaute is an abandoned air base near Forks Wa.  It has a porta potty(real nice one in a shelter) and a NOAA weather station. It was an ideal place for a summer fly in and BBQ.  despite low ceilings in the morning , 20 airplanes and fifty people arrived to enjoy the clear afternoon.  The flight in took me across the Olympic mountains, a few miles from Mt Olympus itself.   The views were incredible.  After brats & dogs we had a flour bombing contest.  It was the first time I have seen the target hit.    It was not me, flying a 182 ar 85 knts in a 20 knt X-wind ,I had my hand full just staying near the airport, and in stable flight.  I was a bit intimidated , trying to handle it that low & slow.  The NOAA weather guy said it was the most plane he has ever seen at UIL, and our aerial photo of the base in WW2 only showed 17 planes on the ramp, we had 20.  I am making the unofficial claim of the largest turn out at UIL since WW2.

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.