Honeymoon (#16 New York)

The quintessential honeymoon spot is supposed to be Niagara Falls. So I figured it was time to go on a honeymoon. Yes we had one more than 30 years ago but I figure it’s never too late for one more.

It was nice to wake up to good weather for a change, it was supposed to be hazy but clear over the entire route.  This was close to reality but not quite what we got.  Our initial climb to 9000 was all haze.  I could barely see the ground below even though it was technically VFR.  Our route to MTV, Blue Ridge Airport in Virginia,  took us just East of Charlotte.  I filed the T route that avoids Charlotte and just as I was joining T201, I was re routed a bit farther East via LILLS intersection, then direct.  So much for the charted preferred routes.

As we had moved farther North, the haze abated a bit,  we even picked up MTV about 15 miles out.  It was quiet and we made a smooth arrival and pulled up to Self Serve.  We have used MTV before because it has a long runway, good facilities, friendly folks and cheap gas.

The Baron takes a larger load of fuel so I really dislike slow pumps.  MTV has a fast pump, you need to be careful to not go too fast as it can splash and the handle has a kick.  We were soon topped and ready to go.  On our way in to MTV I checked with the controller and he suggested the easiest way to get my clearance was airborne.  With good weather we were happy to do this and after clearing the pattern, we checked in and we’re cleared direct destination at 9000. 

Our next hop was direct IAG (Niagara Falls) though I actually did not attend to follow that plan completely, I had other ideas but that was a few hundred miles away. We were still fighting 12-16 knot headwinds and I was pretty sure the ride over the mountains would be adequate based on winds less than 25 knots.  BTW, the headwinds would again be a central theme for this vacation.

Our ride was initially pretty good but we soon started to run into a layer with tops just above us.  We chugged along for a while with turbulence in the clouds and it started to get old.  I didn’t really want to go to 11,000 because of the fuel waste, the thin air and worse headwinds so I tried another trick.  I requested 9 block 10. The controller was very understanding and let us have it.  We drifted up to 9500 and this kept us on top.  100 miles later we cleared the mountains and we’re able to settle back to 9000 and give up our block.  You can't typically get this in busy airspace but it is a nice trick when it works.

As we were handed off to Buffalo approach, I let him know that we intended to cancel IFR and take the falls tour before landing at IAG.   The controller gave us a vector and we passed over Lake Erie. This was our 4th Great Lake this year.    Crossing the edge of the lake we flew into Canada.  We did not have to show our papers though we had the passports on board.  Luckily you can overfly Canada without officially entering.  Also in this area, the USA controllers handle the traffic.  

The vector was a good one as it set us up for a smooth entry to the falls overflight pattern.  The controller may have done this once or twice before.  Clearing the lake, we canceled IFR and descended to 3500 to join the racetrack pattern over the falls.  The FAA and Canada have a procedure to keep everyone safe. Tour operators fly lower, everyone goes the same way and we all talk on the same frequency.

After our second lap, we call IAG tower and were cleared into their airspace.  You need to clear the special airspace before descending but the Baron can come down quickly, especially once the gear is out.  We joined right downwind, made a smooth arrival and turned off at the only FBO, Calspan.  Our car was waiting for us and we soon were in downtown Niagara Falls.  For those keeping count, this was a new state and we now have 15 left.  

Our best view of the falls was from the air but we went for a walk in Falls park on the USA side to see the falls from the ground.  They are rather impressive falls and I am not gonna go over in a barrel.  That said, they dump so much water that the mist obscures some of the fall view.  We did enjoy the park and the walk.  

Hamburgers

The quintessential flying activity that we all train for is the $100 hamburger.  The term is a bit outdated because the amount hasn't hanged in the last 40 years or more and 2 hours of flying plus a burger now costs a bit more.  I have not gotten as much flying this month for various reasons but I had heard about this fly in early in the week and put it on my calendar.

Most fly in events are based around airplanes but this one was a bit different.  The town does a fall festival next to the airport. They added planes to the festival so it was a festival plus.  

Fitzgerald airport has 2 runways, one is grass which they closed so people could park and camp.  Yes I said the dirty word, camp.  You could arrive the night before, hang out, watch a movie outside and then sleep on the ground by your plane.

I am told by the camping participants that the temperatures were nice, no rain but plenty of mosquitos.  I chose option 2, fly in day of the event.  It was billed as a hamburger fly in and it delivered.  The weather forecasts had been good but when I awoke it was 200 OVC at Fitzgerald and there were major storms South of us moving North.

I knew the fog would burn off well before I left but I was concerned about the rain.  As it turned out it stayed well South until after my return.  I did get a few minutes in the clouds but both arrivals were VFR.

They were parking planes on the grass runway but I had requested hard surface parking.  They directed me to an unused area of the ramp and after securing the bird, they shuttled me to the event in a golf cart.  The organizers were very friendly and had done a great job creating a good experience for the pilots.

The festival is small but nice.  Lots of local merchants selling stuff I didn't need. The bird house man had "Special" bird houses.  It was not clear if special was a compliment or not but they were suspiciously segregated from the other bird houses.

They had face painting, bouncy houses and live music but the unique attraction was the antique tractors.  I have no knowledge of tractors but I could tell that these were some well cared for pieces of history.  They had a motor running that was manufactured in 1919, pretty good for 104 years.

The fly in portion was small with maybe 15-20 total aircraft, hard to tell as people were coming and going.  I spent some time wandering around the airplanes talking to the other pilots and passenger.  

As the noon hour approached I returned to the pilots lounge.  OK, less of a lounge and more of a roped off area for the flight crews.  The Rotary was hosting and had set up tents, tables and the food.  It is the pilot's equivalent of the VIP room.

We sat around, talked airplanes and ate burgers.  The burgers lunch was $10 which included a fresh grilled burger, chips, cookies and drinks.  They make a profit which funds their charity work so it was tasty and morally satisfying.  

There was a raffle for free gas but watching the storms, I was not sure if the weather would hold so I left early and got another lift to my plane.  My driver was the wife of a Bonanza pilot, always good to meet other Beech families.  I was delivered to my plane and after a few checks fired up and headed out.

There was a Mooney on final inbound for his burger and I could hear others heading that way on the radio.  After the Mooney cleared the runway, I took off and headed home.  The weather held and though they put me on the RNAV 14 approach, I had the airport over 20 miles out.  Tower offered me the straight in but with a 20 knot direct crosswind, I took the circle for the easy landing.  The plane was soon cleaned up, fueled and ready for our next adventure.

Finally

I did not get to fly for 14 days.  That a long story but other than maintenance, this has been the longest break in over 2 years.  I flew on September 2nd with Cecilia and we had a nice flight around town at night.  I was planning to fly again last Monday and when the storms rolled in early afternoon, I figured it would be a great night for a flight.

Usually early storms means a nice night.  The storms were lingering as the sun set and I drove out to the plane just in case things got good.  Well to the North it looked great.  To the South and West, not as good.  I sat around waiting a bit to see if maybe it would change but the constant lightning sent me home.

As I was driving home I watched an amazing lightning show and then drove into significant rain just a few miles from the airport.  It was a good call even though I really wanted to fly.

So today everything lined up and I was out before the storms.  It was just me and the plane.  Everything fired up normally and I completed my run up without any issues.  I ran through my departure briefing one more time and recited the Drill.  The Drill is what you do if you have an engine failure on departure.  The theory is that in an emergency you will likely perform only as well as your latest training/practice so I practice this often so hopefully when my brain is saying, what the heck, my muscles will do their part to execute the procedures correctly.

I launched Northbound and enjoyed great visibility as I cruised up the coast.  After inspecting Georgia a bit, I headed South to Saint Augustine and then back towards home.  The plane is quite roomy by yourself.  In fact in this picture it looks like there is no one even there.  I promise you I was still in my seat flying.

After 2 weeks off I ran my landing checklist a few extra times and really made sure that I had the gear down.  Three green and the nose visible in the mirror.  My touchdown on 5 was smooth and I let her roll to the end to save brakes.  Tower even let me taxi down 32.  Shutdown checklist done, I had successfully completed my flight.  While I don't think I was too rusty, flying is a perishable skill so hopefully I won't have many more long breaks in my flying.

Round Trip

I left early (OK early for me) for Marathon today, wheels were in the wells around 8:45.  It was a really nice morning except for the heat.  It was supposed to be an easy flight South but around 7:30, storms had started forming along the keys.  

Our initial climb to 10,000 took us only 9 minutes even though we were at around 5300 pounds and the temperature was well warmer than standard, 60 degrees up at 10,000.  The Baron is a beast, nothing like 600 HP.  

Our route was pretty standard, we were supposed to go Ocala VARZE Lakeland and then direct.  By going to 10k, we were able to top the restricted airspace and we even had a small tailwind.  Surprisingly, short of Ocala we got a shortcut and then a bit later direct Marathon.  This would be a theme of the day, not sure why ATC was in such a good mood.

There was one strong shower on the way in and we deviated around it.  The radar was a mixed blessing.  It was showing some strong returns from the land which in fact was not rain as confirmed by our eyeballs.  It did go away when I increased the tilt.

When we left the showers were not near Marathon but 30 minutes into the flight they drifted closer and by the time we were 30 minutes out they were on the airport.  Luckily they appeared to be coming apart and when we arrived all that was left was some light rain mostly off the airport.  On short final we did get a drizzle which persisted until we got out of the plane.  It had been a Florida rain.  We could see a distinct line on the Island where part had been soaked and part was still dry.

Heading home I expected more of a challenge.  A little shower had rebuilt off the end of the runway. The picture doesn't do it justice, it looked a bit darker in person.  After staying below a few broken clouds for the first few miles, the skies opened up, I climbed and ATC gave me my clearance.  They always send you over RSW Northbound and today was no exception.  They then gave me almost direct Ocala which was a nice surprise.

I started to think the way home would be a cakewalk but then I began to notice a line of showers forming over the coast by Tampa and then more stuff pop up along the way.  Also a big cell had formed about 15 miles from home so I started to look at my options.  I was going to land with 60 gallons or 2:24 of reserve so I had lots of options.   I settled on SGJ or 28J as backups but I didn't think I would need them.

About this time, Tampa sent me to MOANS then direct home which was basically straight home and through Orlando's airspace.  You never get to cut through Orlando.  Still don't know how I rated such nice treatment.  

The trip had gone from clear skies to in and out of clouds and Orlando made me drop from 8k to 6k which removed the tailwind but dropped me down in the clouds.  I did a bit of dodging and flew through some nice formations.

The rain was forming but not moving much.  My radar and the XM finally agreed for once as I circumnavigated a small shower and again as I worked around the rain at home.

The rain at home had stayed on the West side so other than a small detour, I was able to get the visual and stay dry.  I had the live radar on my MFD and the XM on the GPS.  Nice when it all matches.  The rain did provide a nice breeze that had a hint of cool which was nice.  Overall a good day of flying.  4.3 hours with 4 hours in the air, about 700 nm.  I averaged 175 knots and burned 24.4 GPH.

Flying up and down Florida in the summer can provide unique weather challenges.  The airspace can be pretty tight so anything other than a minor deviation is an issue.  Also by the time you are down to the Keys, there aren't as many alternatives that are close if a storm does park on your destination.  My best backup was Naples which was almost 100 miles out of the way.

Timesaver

We had a bit of business in Columbia, SC.  The drive is 4:40 minutes with no accidents or stops so realistically with a gas stop each way, 10 hours round trip to drive.  Not something I would normally want to do for an hour of work.  We had a second reason to visit, we have friends in town who we had not seen in way too long.

Of course this is an airplane blog so we didn't drive, we fly.  Weather had been terrible last week with a low sitting over the Carolinas.  Luckily it had moved out and high pressure dominated.  Summer highs are usually hot and hazy and this one lived up to the reputation.  

We left home at 12:40 and headed off to the airport.  We were running a bit early so we really took our time getting the plane ready and socialized along the way.  We were in the air at 1:20.  We had departed runway 5 which was mostly on the way and soon had our climb to 7000 with an on course turn.

I would say it was a beautiful day but the haze made it mostly a dust bowl below.  We were up at 7000 which put us in smooth air over the haze but there was not much to see below.  We had been direct Columbia but over Brunswick, GA we got a reroute SAV then direct.  This kept us from getting too close to the restricted areas and actually added less than a minute to our trip.

Heading North we had a headwind of about 7 knots which wasn't too bad.  The trip would take 1:22 minutes. We did run into a few clouds along the way after Savannah.  They were thin and had tops below 9000.  The ride was a bit bumpy in the clouds and I had considered climbing above them but the winds were stronger above and we would need to start down soon anyway.  CC mostly spent the time working on a script except when I called bumps and she put it away to hold on.

Our arrival to Columbia was easy but approach vectored us pretty wide, I think it was to avoid a large military plane.  He also had originally set us up for the slightly longer and less into the wind runway.  And I do mean slightly, it was 8600' vs 8000'.  I chose to use 5 which had the advantage of being into the gently 5 mph breeze and terminating where we were parking.

After a nice touchdown we turned off and taxied to the ramp with tower.  No one came out to park us so we parked where I had parked a few years ago and as I shut down. Then they came out and put some chocks under the wheels.  Usually figuring ground transport is a thing and I would have Ubered on a trip like this but our friend had offered to get us and as we were walking in he showed up.  

We were downtown by 3PM and done with work by 4:30.  It took a bit longer than planned but we were not in a rush.  Our friends wife joined us who is actually a childhood friend of my wife and we socialized a bit and then headed out for an early dinner.  After lots of good food, and good company, he dropped us back at the airport around 7 PM.  We paid for our gas, checked the plane and were airborne at 7:23.  

On the way home the forecast was for the winds to strengthen.  We climbed to 10,000 which kept us in smooth cool air and for once the forecast was accurate.   I was able to pull the power back and save some gas.  We were making 184 knots and with the wind enjoy 200+ knot groundspeed.  Typically around 207 knots.

At that speed, as soon as we levelled off we were less than an hour from home.  Of course we had to re-route over SAV, the military was working late.  We also got to enjoy the sunset.  I had prepared for a late return and done a night currency flight a few weeks back but we landed at 8:30 which was official sunset.  We put the plane away and were home a few minutes after 9 PM.  Total time 8.5 hours with 4.5 on the ground in Columbia.  

If we had driven it would have been a long day. We would have left at 10AM and returned home at midnight.  I looked at the airlines, it is possible.  You leave at 10:45 and return at around 12:45 am.  You do have more time in Columbia, almost 7 hours but door to door its a 16 hour day and with 4 flights, a good chance that something doesn't work out.  It's also $932 for two people.

While our business was neither urgent or that important, it does show the utility of the plane for most small businesses that operate regionally.