Santa Fe, Taco Monday and Tuesday

The flight to Santa Fe was long and difficult.  When we arrived it rained on us.  I can't complain too much, it had hailed really hard earlier in the day so a bit of rain was much better.  After a long day flying, I was hungry.  We bring snacks and water bottles for these long flights but 5:30 in Santa Fe was 7:30 back home so it was dinner time.

We found that Santa Fe has way more food trucks than restaurants.  They seem to be everywhere.  Google had great reviews for a taco truck a few minutes away which of course was closed.  Across the street we saw some open ones.  We grabbed some tacos and nachos and headed back to the hotel to feast as the rain kept coming down.

Tuesday it was still raining.  We had planned to go to Taos but the weather said otherwise.  We headed down to Albuquerque instead as the weather was better as in warmer and drier.  We spent some time hiking the Petroglyph National Monument.  The trails were not too hard but we were at 5,000 plus feet so it felt like we had less pep.

After some climbing and petroglyph viewing, we headed over to see the famous red arrow.  I am not quite sure how it got there or why it is there.  We saw it though.  We also grabbed some sodas and hydrated.  Even though it was rainy, the humidity is much lower.

Our next stop was the art museum at the University of New Mexico.  Google had recommended it and we needed some culture.  It was also indoors as the skies were getting rainy again.  The museum is small with a mix of permanent and travelling collections.  It was a nice stop and the campus had some nice sculptures as well.

We finished by driving around looking at the city. The city itself does not have a great deal of character but the mountain backdrops are stunning.  We ended the day heading back to Santa Fe and hit another taco truck, or maybe a taco apple is more spot on.  We got tacos and some other dishes like these mini quesadillas.  The food was once again really good.

Wednesday the weather had finally cleared, mostly and we headed up to Taos.  Our main stop was the Taos Crossing Bridge.  It crosses the Rio Grande river and I came for the views and the hike.  I did not know that it is a hotbed of jumping activity.  They are doing their best to help people but at least 50 people have jumped since 1991 making it one of the highest bridge suicide locations in the country.  (Remember you can always dial 988 in a crisis).  They have people watching the bridge and call boxes at several locations.  There is also a bus that was quite strange but they seem to be doing good work.

We came for the views and they did not disappoint.  We also saw bighorn sheep along the side of the bridge.  After walking the bridge we took the rim trail for more bridge views.  It is really stunning and the mountain views in the background really enhance the experience.  There was still a lot of snow at the higher elevations.  It had just snowed the day before.

Leaving the bridge we headed down to the Rio Grande.  Our path terminated at a gravel road, usually this means really dirty rental but this one was in good condition and we made the 1.5 mile drive down to the river.  We were headed to some natural hot springs on the river but the rains had made everything rather muddy so we hiked a bit on the dryer areas and then headed into town.  A friend had recommended a coffee shop so we stopped for a snack and coffee.

We then walked the downtown square.  It is off season and seemed a bit quite.  Mostly a lot of shops which did not excite me.  The town is not much to look at but the scenery is incredible.  We ended the day driving back to Santa Fe and getting food truck Thai food.  It was quite good. 

That plan didn't work

Last Monday we headed to Santa Fe for some sightseeing.  I had been watching the weather and planning and then planning some more.  Initially it looked like just a bit of weather in the middle of the country but it ended up being so much more.  The weather was going to be clear until Texas but then it was going to get interesting.  Santa Fe was supposed to be rainy early but nice in the afternoon, supposed to be were the operative words.

My initail plan was to make 3 flights.  We would stop in Mississipi, then West Texas and finally Santa Fe.  The route had us passing North of Dallas as the weather was not supposed to move North until late in the day.  In the end based on lousy winds I opted for 4 hops.

Waking up, my first planned fuel stop had no gas so I replanned.  Santa Fe was also much worse than expected and the storms seemed bigger and more Northerly than forecast.  I picked a new first stop from my bag of pre planned alternates and departed around 8:15.  The headwinds were a bit worse than forcast and we stayed at 6000 because 8000 was much worse.  We had clear skies though which was nice.

On the way to Mississippi, we watched the storms build and knew the plan had to change.  I started working on my backup backup plan and looked at the routes South of Dallas.  It looked like a clear shot South of all the weather.  We had a nice fuel stop and were soon in the air again heading to Athens Texas.  It was a nice stop but by the time we arrived, the Southern route was getting stormy too.  I had no regrets as the originally planned third stop was about to get consumed by widespread strong storms.  F05 was our originally planned stop.  And that rain did not move off it just kept pounding the area most of the day.

Leaving Athens we headed off to Lamesa Texas but as soon as we departed it went from VFR to IFR.  Just a few miles away, Andrews Texas was nice VFR so I updated my destination and with the help of the controllers deviated a bit further South to work through the building weather.  The controllers were great and between the radar and their assistance we had a good bit of IFR but just a few sprinkles.

The ride was not great, with constant light turbulence.  I tried 6000 and 8000 and they were equally bad.  Landing in Andrews we had a stiff crosswind, which had been down the runway until shortly before we arrived.  It was 25 knots and was one of my windiest refuelings.  I liked the fact that the self serve had a warning to beware of snakes.

In theory the last segment was supposed to be easy.  1:20 to Santa Fe, a straight shot in VFR conditions.  Yeah, right!!!  Coming into Andrews we saw some activity building and by the time we were airborne again it was significant.  The straight route has you skirting to the South and West of some restricted areas.  A massive storm had parked itself there so I was given a re-route way out of the wayto miss the rain and airspace.  

The new route would fix the immediatte problem but it would take us right through some nasty stuff inbound to Santa Fe.  Swicthing to the next controller I requested a reroute to shorten my route and provide a better path.  He was quite helpful and chatty and actually gave me something better than I asked.

Coming into Santa Fe it was supposed to be VFR with bases at 13,000 so easy.  That was over the airport though.  On the way in between the mountains we were solid.  Initially we had to climb to 10,000 and then 11,000 as I got vectored for the GPS 15.  There was a storm sort of in the way but I was able to slide to the East of it but because of the terrain, we had to keep climbing.  As we were about 10 miles out we finally broke out and there was Santa Fe.  

I decided to cancel and was handed off to the tower.  I was on a really high wide downwind but the Baron is really good at descending.  Again a windy bumpy arrival but we made a nice touchdown.  After we taxied in, they parked us far out, they shuttled us in, we signed in and they found our car, then rain started.  We waited a bit and once it slowed down, we grabbed our stuff, got a bit wet and headed off to our hotel.

Santa Fe is pretty dry country and May is a dry month, not a desert but classified as Semi Arid.  Not this year.  It was a real mess.  This trip took way too much planning and adjusting. We made it out in 8.7 hours.  The headwinds and deviations added about 1.5 hours.  The lesson; plan, plan, plan but be ready to adjust.  I had spent a good bit of time planning different scenerios and had a list of backup stops ready so in the end it went to plan, just not any of the early ones.

Pre Preflight

The importance of preflight inspection is covered ealy in our training.  I can say for sure mine are not perfect it's an area I am striving to improve.  On the Baron, there is a lot to look at and you might not see everything you need to see.  There is a big difference between looking and seeing.

Before trips I like to do a pre, preflight.  The morning we are leaving you are in the go mode so maybe it's a bit harder to catch everything.  Last Saturday before departing on our trip I came out to have a good look at everything.  I had topped the oil Friday so I was looking to make sure it all stayed in the engines.  It had.  I also took the time to do a bit of cleaning and get on the creeper under the plane to get a long look at everything.

It all checked out and as I sat down for a moment to enjoy a cold soda, I gazed upon the nose wheel.  It looked a bit low which was odd becasue I had filled it less than a month ago.  Sometimes it's an illusion and the tire looks low because but isn't.  I grabbed the tire guage and it was no illusion.  It was low, too low for my taste for just casual seapage.  Luckily we have a great mechanic on the field and I went by to see if he had a tube.

He did, but sent me back to check the valve stem for seepage.  It was not seeping.  I also examined the tire carefully for a puncture and even rolled the plane forward a full rotation to check the bottom.  It looked intact so I called Tim and left it in his capable hands.  Tim came by and changed the tube so when I went back Sunday morning, the tire was full and all was good.

Less Rusty, More Shiny

 

The plane came back from annual last Monday.  Sometimes plans do come together.  I had to be in Miami last Sunday and the plane was in annual so we drove.  I brought my flight stuff because the plane was almost done.  Saturday afternoon I got the good news, I could pick her up Monday.  We finished our business Sunday and drove up to Titusville.  

When I hatched the plan, the weather was supposed to be foggy but clearing by 10 AM.  Well we woke to really foggy and the forecast said not clearing.  We took our time and headed out around 10 AM to cloudy skies and low IFR at New Smyrna where the plane awaited us.  Heading up I-95 the weather started to look really good until we got near our exit.  The reported weather was 2 miles and 200 overcast so we kept driving.   

I figured we could come back later in the week.  I hated to leave the plane and have to waste a few more hours to go back for her but did not want a low IFR departure coming out of annual.

As we drove we watched the clouds and at Daytona Beach it was clearing again.  We took a chance and turned around having wasted 30 minutes but thing were changing, so where they truly wasted?  As we drove South the sky got better and better.  I don't mind having a few clouds along the way after annual but for my departure I want good weather in the event I need to make a quick return.

Arriving at New Smyrna I had what I needed.  I took some extra time looking over everything and then fired up for the quick trip home.  Everything checked out and I had a nice departure with VRF at both ends.  I had an undercast in the middle but overall a nice return.  

Thursday I took the plane out again to double check everything and to take a second look.  All went well and I even started to get some of the annual dust off the wings.  Saturday I too CC for a quick ride.  We had great weather but there was sea fog along the coast.  This made for some beautiful views.

I had been putting off stripping and sealing the boots till after annual and today was after annual.  I can't say it is my best job but it looks pretty good.  I lucked out and another Baron pilot stopped by the hangar and he was immediately roped into helping me tape the wings for the stripping process.  He'll know better next time.  

So now I have shiny boots and I was surprise that my skills did not get as rusty as I thought they might during annual.  I have some more training to do this month to get back to where I want to be but I'm off to a good start with the shiny boots.

Looking Back on a Long Journey

This is my fourth year with the Baron.  I now have 719.5 Baron hours and 745.5 Total Multi time.  Overall I am just shy of 3300 hours total time.  When I started flying  in the 80s, I just knew that I wanted to fly.  After my first lesson, I was totally hooked and looked forward to any flight time I could get and frankly just enjoyed flying around for no particular reason.

After getting my private, I started working on my instrument and this lead to the commercial, not becasue I wanted to fly for money but because I wanted to get better.  I have yet to make a single $ as a pilot, I have spent a few though.  I got my multi in the early 90s as part of my learning journey but did not really want or need a twin back then.

Like most people I started with trainers, 152s, 172s, warriors and the like.  My first plane was a fraction of a Mooney.  The Mooney moved me to a 145 knot cruise and openned up many more adventures.  I sold my original share bacause I moved and bought into another mooney which I flew for 17 years until my partner stopped flying.

By this point my flying had started to evolve and I was doing more public interest flying and travel.  I chose to step up to the F33A Bonanza which meant 170 knot cruise, more comfort, and more capability.   I ended up selling this plane and buying another F33A as work forced a minor detour in my flying.  I flew about 1200 hours in the Bonanza and it increased my horizon, literally.

I had been eyeing twins for quite some time.  You know, clicking through the ads, reading articles.  It was a big jump becasue I was not initially convinced the twin would be safer for me.  I knew that Piston Twins are marginal performers after losing an engine and that the joke about a twin having a second engine to get you to the crash site had a bit of truth.  Twins were also a bigger investment and cost more to fly.

As my career was winding down, I made the leap.  I finally had the time to devote to training and proficiency and a mission to make the twin worthwhile.  I remember one trip crossing the Appalachian Mountains in the Bonanza and thinking my emergency landing options were pretty slim.  So in 2020 I started looking at those ads a bit closer and in December 2020 one plane caught my eye.  I was not sure about it but it was only 30 minutes South.  My wife said what do we have to lose, let's go see it, so we flew down and in 2021 I had the Baron.  As a bonus I was now moving 190 knots.

Looking back I am pretty happy with the numbers this year.  I stayed instrument and night current/proficient.  I flew 13.3 instrument hours with a good bit of actual and 13.6 hours at night.  I shot 34 instrument approaches and completed an IPC.  Trip wise I did fast trips to Pensecola, Savannah, Misouri for the eclips and Washington DC to see my daughter graduate.

We also did the our big cross country of over 5000 miles and touched 13 states along the way.  I clocked 213.7 total hours in 2024 which was down 3.3 from 2023 but I did have some downtime with a leaking fuel cell.  Overall a great year and a continuation of my journey.  Airplane is in annual now but already planning new adventures for 2025.  Wishing everyone a Happy and Healthy New Year!

One Last Approach

 

I took the plane down for annual this morning.  The plan was to do it around 10 AM but after the front came through Sunday, the weather was terrible this morning.  Low IFR everywhere.  Ironically I awoke to blue skies at my house.  While I could look up and see the sun shine that was not the case at departure or arrival.  I had a good sense that things would clear though.

It cleared on the North end first and I worked on stuff while refreshing the New Smyrna weather every so often.  Around 10 AM Daytona went to 1900' and New Smyrna was up to 600'.  I figured it was time to get going.  Departure weather was basic sunny and arrival had bumped up to 900'.  This was good enough for the minimums on all of the possible approaches so off I went.

The flight down is a short 82 miles but with the instrument approach it would be close to 100.  I levelled at 6000' and as I passed Saint Augustine the clouds started to fill in.  I picked up the AWOS, configured for the 25 approach and briefed the plate.  Checking in with Daytona they told me to expect 25.  A short time later they said, just kidding, they were switching to 7.  

The minimums on 7 are 500' vs. 303' but I figured that meant the weather was holding.  It was also better in that it would allow me to roll out and turn onto the mechanic's ramp.  After some quick vectors I was intercepting final.  I was expecting 900' but broke out at 1500'.  The visibility was excellent and I made a smooth touchdown to cap off my 2024 flying.  A quick review of my annual list with the mechanic and then I waited a few minutes for my buddy to pick me up.  We had a quick pop through the clouds and a nice ride home.

Not clearing till afternoon

I had planned to fly mid day but awoke to fog and a forecast for IFR through early afternoon.  CC was going to come along so I told her we would likely have to scrub the flight.  I still needed to be at the airport for a 9 AM meeting so off I went. The weather I was seeing was a lot better than forecast.  I called CC and said we were on for 10:30.

As the picture shows, not very IFR at the airport.  I finished my meeting and headed over to the plane to get ready.  The coast was clear but inland was still cloudy.  I figured this would make for a picturesque flight.  On departure I pulled the power way back and started a slow climb.  When flighttseeing, no need to burn a lot of gas and go fast.  As advertised the weather was clear by home but cloudy around the rest of town.  Leveling at 3000 we slid over to the West side and passed over Cecil field.  

The smooth air and puffy clouds were crying out for a practice instrument approach.  I already had flight following so after briefing the plate, I called approach and asked for an IFR clearance.  I was soon cleared and vectored for the GPS 36R.  The controller kept me high and tight so it was good practice.  The clouds were soft and not too deep.  We broke out at 1,200' and soon went missed.  Tower had us fly runway heading for a bit but we soon had a left turn to 270 and were back on approach.

Approach was busy so we waited our turn and climbed to 3,000' where we were able to check in and cancel IFR.  We then enjyed flying back to the coast and CC did some practice followed by a return to the airport.  I had an acceptable touchdown and we were soon pushing the plane back into the hangar.  Forecasts are great and all but you need to not be too reliant on them.  I was supposed to fly Saturday and the forecast was for good weather.  Well that didn't happen and I spent the day on the ground.