Lunch with Cortney and Renae
Saturday, September 6, I have the choice of attending a 2 year olds birthday party or taking two cute and very enthusiastic school teachers for an airplane ride. Horrible choice, but sometimes ya gotta do what ya gotta do. So, plans were made, directions sent and instructions given and we all waited for Saturday morning.
It comes in clear and cool. Winds light and variable. Expected high about 90. The plan was preflight at 10:00, takeoff at 10:30, lunch at Sulphur Springs and return. One girl could ride the front seat going and the other on the return. Showered, shaved and wearing a clean shirt, I arrived at the hangar just before 10:00. Open up the hangar, pull the bird to the door, change the air in the tires, clean out the interior, clean the windshield and windows, borrow a headset from Ed in the T-hangar across from us. Do a leisurely but complete preflight and wait. And wait. And wait.
At 11:00 I decide that I have been stood up (not the first time in my life!). Just as I get up to move the bird back and close the door, they come screaming up. They have gotten lost. The airport is just over the hill on Rock Creek road from Custer Road. They had turned onto the road but when the airport was not immediately visible, they turned back and went the other way.
Oh well, get their car parked out of the way and pull the bird out. Some verbal instructions and they decide that Renae will sit shotgun for the first leg. Get in, start up, check out the intercom and taxi out. I explain everything I am doing as I do it and then warn them after the runup that I will be busy from then until after I talk to McKinney tower.
Onto the runway, execute a smooth takeoff. The McKinney ASOS comes in as we cross Rock Creek road and I "fine tune" the altimeter. Turning east, I contact McKinney tower and am immediately cleared to cross their airspace. I look around and both girls have the corners of their mouths hooked over their ears in huge grins. We level out at 3500' directly over the runway at McKinney. I identify the visible landmarks, Lake Ray Hubbard, Lake Lavon and we can also see Lake Tawakoni. I can see Greenville, but only because I can recognize the change in colors that represents the built up area.
Over Farmersville and clear of the McKinney airspace, I demonstrate the controls and ask Renae if she wants to try it. No, no, no. On the sectional, I show them where we are and what we can identify from it. Then turn on the #2 VOR (Indicator is where they can see it better than #1) and tune it to the Sulphur Springs station. I then explain how it is used and how to identify them on the sectional.
Cortney's boyfriend has a place off US69 just north of Greenville, so we circled over the area once while she tried to locate it. Boy, things look different from the top! She had no idea where to look.
On to Sulphur Springs. Enter the pattern and do the base over the lake to 18. Not one of my best landings, but the passengers were happy with it. Taxi in and the girls bounce out and bounce all over the ramp. We go inside the FBO and use the facilities. They are both impressed (SLR is a nice facility, it is only 1 year old and was built with the intention of being a showplace to attract business to town). They are talking a mile a minute as we walk over to the Red Barn. We interrupt to order our hamburgers and continue. They both listen intently as I answer the last question and then both ask another one. Remember, these "girls" are school teachers. They ask some very good questions and are patient about getting a satisfactory answer.
At one point, Cortney says that they should be quiet or I will never get my lunch finished. We finally walk back to the ramp. A quick check reveals more than enough fuel to putter around before going back to Aero Country without refueling. So we take off and head north. The questions have slowed down some, but are still very good questions.
I showed them Paris from the air and then turned west towards Sherman. Cortney, now in the front, follows along on the sectional, but doesn't recognize the landmarks until I point them out. Passing over Bonham, I turn northwest and into Oklahoma. Then West over Denison Dam and Lake Texoma. This is followed by a right 270 and south over Denison and Sherman. I do a circle over Sherman so they can get a good look at a small downtown and the large cemetery. Then back to Aero Country. 2.2 hours on the Hobbs.
Living on Tulsa Time.
We had been trying for a year to get a convenient time to visit some relatives in Tulsa. It was finally arranged for the weekend of 12-14 September. By Friday morning the 12th, it was obvious that weather would stand in the way, but Saturday morning still looked OK. By Friday night, Saturday was out of the question, so we rescheduled for Saturday the 20th.
The weather forecasts started off poor, but improved during the week. By Thursday night, it looked doable. So Friday morning, we finalized the arrangements and I updated the flight plans. When I went out to get the paper at 6:00Am Saturday morning, there wasn't a cloud in the sky. A quick check on the net showed all good weather for the weekend.
Shortly after eight I got my briefing, filed the flight plan and we headed for the airport. The wind was currently light and variable, but favoring 35, and we took off about 9:15 headed for Sherman and fuel. At 2500', the haze was awful. To the east (into the sun), the world ended about our wingtip, but the visibility to the north and west was better. At least there was a visible horizon to the northwest.
I entered a left base and landed well at Sherman. After filling the tanks and returning the last of my morning coffee, we took off for Richard Lloyd Jones Airport (RVS), Tulsa, Oklahoma. When I tuned Flight Service they were giving some poor pilot a complete rundown of one of the Military Operation Areas that he was wanting to fly through. I waited patiently and when he was done, opened our flight plan. I informed them that the visibility was atrocious and that we would remain at 3500' instead of climbing to 5500' as filed. And on we flew.
Over the Durant VOR and outbound towards the Okmulgee VOR. Most of the uncontrolled fields in this area use 122.8 for their traffic frequency and they also have a preponderance of people with bad radios and poor radio manners. Radios that squeal and pop when the mike is keyed. Mike keys that stick. People who want to discuss last night's fishing trip, etc. Well north of Caddo, OK, I tuned Comm 2 to guard and turned 122.8 down. The Redhead was asleep in a heartbeat. The air was smooth as silk and we droned on over Coalgate towards Henryetta. By the time we passed over the South Canadian River, I was receiving the Okmulgee VOR on Nav 1 and Nav 2 was still centered on Durant.
Tune up Okmulgee AWOS and the turn Comm 1 back up so I can listen for Henryetta traffic. The noise woke the Redhead up, so she fished the funnies out of her purse and finished the morning crossword puzzle. We are continuing to pass through light bands of forming clouds and the haze on the ground makes sightseeing unproductive.
By now, we are at Okmulgee. I dial up Riverside ATIS and then call Tulsa approach. He gives me a squawk code and tells me to report Bixby. I tell him that I am unfamiliar with the area and need a more descriptive instruction than that. "Reporting points" are identified on the sectional, but many times what is the actual point is unclear. It may be a power plant (which will also be on the sectional), a small town, a highway intersection, a racetrack, etc. Nothing on the sectional clearly stands out as the reporting point.
The visibility and the forming clouds had instantaneously disappeared just at Okmulgee and the visibility was now clear and a million. I already have the field in sight and have begun the descent when he tells us to go east of the power plant and enter the downwind for 19 left. We see two barberpole painted smokestacks on the river and assume them to be the powerplant. I aim east of them. I shortly determine that the barberpoles belong to a refinery and the powerplant, identified now by the transformer farm beside it is dead ahead. Slight kick right and then turn left over the river heading for the south end of the airport.
When I contact the tower, they clear me into the left downwind for 19 Left, number 3 for landing and then ask me where we are going.
"Riverside tower, Four Lima Bravo is going to Christiansen."
As we pass the end of 19 Left on downwind, the tower comes on: "Four Lima Bravo, turn base now, pass behind the Cessna on final to 19 Left. You are cleared to land on 19 Right."
"Four Lima Bravo turning base, clear to land on 19 Right."
"Four Lima Bravo, exit at your discretion. Contact ground on 121.7."
Then follows an absolutely gawdaful landing. Flared too soon, ran out of airspeed well ahead of altitude, bounced good, was late in adding power and finally arrested the third bounce and made it stick. Lineboy guided us to a spot on the ramp and we shut down. Sandra went in to telephone Nick and Delores while I cleaned up the cockpit, wrote down the Hobbs time (2 hours from home) and made the "where's Waldo?" picture.
By the time I can go potty, bring in the last of the bags and give security data to the desk, Nick and Delores come in. Delores is the daughter of Waunita Crocker whose husband James is Sandra's uncle. They are both around Sandra's age and have grown children. We stand around and talk for a few minutes and they want to see the plane. By this time, the ramp guys have moved it to the long term parking area, so we walk over to it. They look it over and Nick gets in for a few minutes. He wants to go for a ride and Delores is leaning that way. We decide to go eat lunch and then fly.
Riverside Airport (Richard Lloyd Jones) is on the west side of the Arkansas river, about 5 miles from Downtown Tulsa. Nick and Delores live just east of the river about 2 miles from downtown. It only takes a few minutes to reach their house. We settle in, clean up a bit and eat lunch on their very nice patio. About 2:00, we take a different route back to the airport.
He sped off and came right back with a good headset. We all walked back over to the Mouse and after a cursory look over, piled in. At this point, I should mention that Riverside is home to a very large flight school. This is Saturday and the weather is excellent. Spartan Aviation must have at least four Cessnas in, out, up and around the airport. After getting the ATIS, we taxi out to 19 Right. There are several planes doing touch and goes on 19 Left and we are number 3 for departure on 19 Right.
Finally, it is our turn. I had requested a left turnout and back up the river to fly over their house, but the tower and then Departure kept me on runway heading and then turned me west towards the boondocks telling me to climb to 3500'.
"Uh, Tulsa. Four Lima Bravo."
"Go ahead Four Lima Bravo."
"I've got 2 first timers on board for a sightseeing tour. Can you accommodate me?"
"What's your plan, Four Lima Bravo?"
"From here, out over the lake (Keystone) descending to 2000. Then back down the river passing south of downtown."
"Four Lima Bravo, squawk oh two something something. Report turning back inbound."
"Four Lima Bravo squawking oh two something something. Will descend over the lake and report before return."
From the dam on Keystone, the Arkansas River runs due east directly towards downtown before making a big loop to the south. I could now go between downtown and their house before turning south west and re-entering the traffic at Riverside.
Over the lake I did a gentle 135 degree to the right while descending to 2000'. I called Tulsa again and received a go to maintain my current course and altitude for now. Back in over the dam and down the river. It was a little bumpy over the huge refinery and tank farm at Sand Springs, and about there Approach came in:
"Four Lima Bravo, How long do you want to continue your present course?"
If I continue a mile past where the river turns south, I will be in the area where the Tulsa International airspace goes to the surface. It is normal that she would be concerned.
"Tulsa, I'll go south of downtown then stay about a mile east of the river. Then back to Riverside."
Nick and Delores identified their neighborhood, but because of all the large trees, could not find their house. Just as we were over their neighborhood,
"Four Lima Bravo, Contact Riverside Tower 119.2."
"Four Lima Bravo going to 119.2."
"Riverside, Four Lima Bravo."
"Four Lima Bravo, if you're coming in, you are cleared for straight in on 19 Right."
"Uh, Riverside, if it is OK, I'll continue on down to the powerplant and come back into the downwind."
"Roger, Four Lima Bravo. Report at the power plant."
On south to where the river turns back east again.
"Riverside Tower, Four Lima Bravo approaching power plant."
"Four Lima Bravo, enter left downwind for 19 Left."
Turn back toward the airport. Just as I make the turn onto the downwind,
"Four Lima Bravo, clear to land 19 Left."
Nicely executed pattern and one of my finest landings.
"Four Lima Bravo, Take first available exit. Hold short of 19 Right."
"Four Lima Bravo will hold short of 19 Right."
Just as I stop at the hold line,
"Four Lima Bravo, cleared to cross 19 Right. Contact ground on 121.7"
Taxi across the runway, contact ground and taxi to parking. Shut down, mark the time and unplug the borrowed headset. Sandra has come out to greet us and she and Delores go back inside while Nick and I walk back towards the B25 where we can see the guy in his golf cart sitting under the wing. He meets us about half way there. After we thank him profusely, he just says,
"Maybe next time, you'll use Roadhouse."
We sit in the FBO for a while and discuss flying, then back to the house to freshen up. Headsets do ruin a girl's hairdo. The plan now is to see a couple of sights in Tulsa, eat out for dinner and then go see "Secondhand Lions".
There is a spot in downtown Tulsa that is referred to as "The center of the universe". If you stand on that spot, everything you say will echo. Only you can hear the echo. People standing right beside you cannot hear it. It does not matter whether you talk up or down or what direction you face, you will hear your own voice echo. No other sound echoes, only your own voice. Very curious.
After that, we visited the Sonic on South Peoria. Every weekend, that place is full of vintage and customized cars. Some truly neat classics and hot rods were there with more coming and going while we ogled.
Dinner at an art deco hamburger place (The building was originally a 30s era movie house) and then to the movie. Very good movie. Then home for more talk and then to bed.
The Long Road Home.
On one of our passes through the house Saturday afternoon, we had checked the weather. It had indicated that there would be a period of rain and low clouds in the late morning, but would improve going into the afternoon. So we planned to leave around four.
Checking the weather radar, at eight, we discover a band of clouds SW to NE just north of Dallas. The clouds are moving along the line and the line is slowly moving east. But now, there is a low circulation just west of Oklahoma City with clouds also running NE from the bottom of it. This circulation is slowly extending south and the center is almost imperceptibly moving east.
After a sumptuous but leisurely breakfast, I call flight Service at 10:00. I give 2:00 as a departure time, but he advises that I should move that up if possible. Going back outside, we mess around some more and then notice that the high overcast is moving lower. Get it in gear. We load up and head for the airport. I go into the briefing room and call flight service asking about a VFR for immediate departure.
The briefer says, "The more immediate, the better. If you are going to leave Riverside VFR, go now."
As I am getting the rest of the info, I notice raindrops appearing on the window. I can also see at least 2 of the Spartan Cessnas continuing touch and gos on 19 Left. Flying in rain is legal, flying in clouds is not. So we hike to the plane. Sandra loads the gear while I start the preflight. The mist becomes a drizzle.
I need to add a quart of oil, so I yell at Sandra to get one from the back. I am holding the cowling up by hand as propping it open will expose the oil filler tube to the rain. Now I have no place to put the dipstick. Looking down, I see the wooden wheel chock by my foot. Bending down to lay the dipstick on the chock brings my hand holding the cowling down also. The corner of the cowling hits Sandra in the forehead. When I straighten up, there is already a drop of blood showing where the corner of the cowling hit her as she was reaching in to start pouring the oil. I take the oil from her and she gets the first aid kit and goes over under the wing of the next door Cessna for emergency repairs.
At this point, the preflight is done except for sumping the tanks. This process involves draining a sample of fuel from each tank and the fuel pump filter. If the fuel is clean, it goes back into the tank. It is not legal to simply pour it onto the ramp. But now, it is raining hard enough that I don't want to remove the fuel tank covers. So go stand under the Cessna wing with everybody else and wait.
The rain continues. The Spartan planes are still doing T&Gs. The lighter area to the SSE is slowly moving east and darker clouds are showing along the west horizon. The sun begins to shine on the SE corner of the field, but it is still raining. I stick my head out from under the wing and look up. We are now under a tail of the cloud that is dumping on us and it will be gone momentarily. As soon as It slacks up to a fine mist, I go back and sump the tanks, Leaving the fuel cover in place between each sample. All is ready.
Another spritz of rain hits just as we close the cabin doors. Start up, startup checks are normal. Get the ATIS and call Ground for clearance. Get and readback all clearance data and taxi to runup area on 19 Right. Run up checks OK, call tower.
"Riverside Tower, Musketeer Five Niner Four Lima Bravo. Ready for departure. Would like left turnout to southeast."
"Musketeer Five Niner Four Lima Bravo, Cross 19 Right, hold short of 19 Left."
He is going to put us on 19 Left so we can turn left. Good. Just as I am slowing for the hold short line, "Musketeer Five Niner Four, cleared for takeoff 19 Left. Left turnout approved"
Time out! Although we can see sunlight south and southeast of us, it is raining for 270 degrees around us as well as light rain on us. What virulent form of "get homeitis" is at play here? Some form of it for sure, Sandra has to be in school tomorrow and the weather will only get worse between now and evening. But........
I have had 2 weather briefings. When the briefer is good, as the second one was, you can get a good picture of the conditions by asking questions while looking at the same weather picture he is looking at. We know that there is a clear lane between the two cloud formations and that the Dallas area should be clear within the hour. All of the airports along the route except Okmulgee are still reporting VFR conditions. The temperature/dew point spreads at all of them are high enough that the clouds will be 2500-3500 AGL. If I fly east until I am clear of the finger that is now reaching OKM, I should be able to turn back to the correct course. Flying east as far as Muskogee will only take me 20 miles east of my normal course and we have 4 plus hours of fuel on board for a 2 hour trip. Time In.
No windshield wipers, but the propwash and liberal coating of Pledge keep the windshield clear. Hydroplane speed is about 60 and at that speed, the rudder has good control, so off we go. Lift off and over the end of the runway, the tower advises, "Turn to 140, cleared to at or below 2500, Maintain VFR."
Maintain VFR in this case means that I can deviate on course or altitude as needed to remain out of the clouds. When I am handed off to Tulsa Departure, they advise "Altitude and course at your discretion. Maintain VFR.".
By the time I pass over the power plant, we are out of the rain and the sky is lightening fast. OKM, 20 miles south is already reporting clouds and light rain. But, Davis (Muskogee) is reporting clear. We can now see the ends of the cloud fingers and begin turning south, climbing to 3500'.
In a few minutes, our course is south and we are immediately east of OKM. When Lake Eufaula appears, we now know that we are only 5 miles east of the course we used yesterday. We pass over I40, but Henryetta is lost in the clouds and mist to the left. By using the OKM and McAlester (MLC) VORs we can cross check what we see on the ground against the sectional.
Soon enough, MLC is off the left wing and Durant is coming in. We are now back on the track from yesterday. Over Coalgate with Lake Atoka on the left, the clouds and mist are now closing from the east but opening to the west. As indicated by the temp/dew point, the bottoms are over 3500MSL, so we continue towards Durant. I figure that if I continue this way I will see Lake Texoma before I see Durant which is still reporting clear.
Right on time, I can see Durant, but it appears to be under solid clouds. Sure enough, their AWOS is now reporting broken at 2700. 2700AGL plus field elevation says bottoms at 3400. That looks about right. We turn now to a course that I know will get us home from here and begin a slow descent. We pass over Denison Dam at just over 3000 with clouds now above and slightly to our left. On past Grayson County airport with Denison and then Sherman on the left. We are passing thru 2500 at Gunter and 2000 with Celina off the right.
The nursery east of Celina passes directly under us as planned. It's rows are laid out north south and effectively point directly at Aero Country now 7 miles ahead, but still not really visible in the mist and haze. There are two aircraft in the pattern at Aero Country. The second one is turning final as I ease to the east for my pattern entry. South towards the transmission tower until across Virginia Parkway then 135 to the right puts us on a 45 towards the downwind. As I am turning final, I realize that I am VERY high. I don't even drop the last notch of flaps. "Four Lima Bravo is way high. Going around." This time the landing is among the very good ones. All in all, another good trip in the Mouse.
Would I fly this flight again? Given what I knew of the weather before leaving Tulsa, yes. It turned out that all the optimistic guesses were right. If they had gone wrong, there was Muskogee, Eufaula, McAlester, Atoka, Durant, all east of our intended path and about 30 miles apart. Although Durant had gone from clear to cloudy by the time we got there, the clouds were plenty high enough to locate the field and land if necessary.
