The World Championship Steak Cook-off.
Our plan is to fly over on Friday afternoon, and come back Sunday Morning. The weather for Friday has scattered to broken cumulus over east Texas for Friday and possible rain and Thunderstorms on Saturday.
We are in the air just before 2:00 and just past Lake Lavon climb to 5500’. It is cool and smooth, but soon there are cumulus tops ahead of us. The majority of them are below us, but I am kept busy threading through the ones at and above our altitude. Just into Arkansas, they thin to few to scattered and we take a more direct heading, beginning our descent just past Lake Erling.
Gene and Becky are involved in a regional baseball tournament in the evening, so we are on our own. We eat dinner at Mule’s Cantina on the square and explore a little around town before turning in for the evening.
The Motel didn’t have breakfast as such, instead, gave a ticket good for $3.00 apiece at the Dairy Queen across the street. We sorta overslept and were there as the parade started. We finished up and walked back across the parking lot. Sandra saved us a place on the curb while I ran up to the room and got our chairs.
The “parade” consisted of a lead car with the Magnolia queen, then her court followed by each of the 64 entrants in the cook-off. The parade moved very slowly in fits and starts as the “floats” were judged before they entered the square so we sat while we watched cookers 30 something through 64.
After the parade was finished, I put the chairs back and we headed for the square. We had to walk right by the classic car show, so that took some time. We then wandered all around the square and adjoining side streets through a flea market and sidewalk art display. The main interests were the cookers set up around the square. Many of them had some form of entertainment going on and samples to be had (virtually everything but steak, that comes this evening).
First, the fuel is not self serve. Second, the arranged discount is for Saturday only. Third, the airport is unattended on Sunday. So, I dawdle about thirty minutes and took the van to the airport. I am out the door and starting for the airplane when I remember that the key is in the flight bag at the motel. I think about just pulling it the 60 odd yards to the pump, but the tow bar is in the baggage compartment and the baggage door key is on the same ring.
Sigh, jump back in the van, back to the motel and get the keys then back to the airport. I get the bird fueled and re-parked and tied down and wait for Jay. The hour twenty is an hour overdue when we hear him on the radio. Gene arrives to greet him and Sandra calls to see if there is a problem before he is finally in the pattern.
We get him in, refueled and tied down and Gene returns to the baseball games while Jay, Deena and I head for town. Park the car at the motel, pick up Sandra and the chairs and head for the square where the line for dinner is already forming. We grab a place in line and set up the chairs. Jay, Deena and I take a stroll around the square and back to the sitting spot just as it begins to sprinkle. I quick time back to the motel for our umbrella (Jay and Deena had theirs with them) and we settle in to wait the remaining 20 minutes.
The sprinkle did no more than wet the pavement and raise the humidity and when the line opened up at 6PM, we all marveled at the organization. Your ticket has 3 parts. You give up the first part and get a tray, plate, utensils, salad, baked tater fixin’s and a fried pie. You then go to the cooker of your choice and give up the second part for one of their steaks. The four of us found a place to set up our chairs under the gazebo to eat and were soon joined by Gene and Becky. After much talk and the walk back to the motel, we take Jay and Deena back to the airport.
Jay had a weather briefing that said that the ceilings between here and Searcy were better than 3000 with 10 mile visibility. They were going to try to get home this evening even if we all thought that was a bad idea. We watched good friends depart and then went back to the motel for the evening.
About 9:00, Jay called. The ceilings were lower and the visibility worse than advertised and they had stopped for the night in Arkadelphia. They only made it 53nm. But we were relieved they were safe.
When I stepped out of the room at 7:00 Sunday morning, there was a solid cloud bank to the southeast, ending directly overhead. I walked to the end of the row where I could see to the north and west and all there was was clear, bright blue. Shower, dress, pack, eat and head for the airport. We are in the air for home at 10. It is clear and a million and we drone along at 4500 in smooth air for the hour and 45 minutes.
The next week gets a little busy. Our friend Betty is in town to visit her daughter and she brings her friend Michael with her. He would like a ride in the airplane, so on Wednesday we go to the airport while the girls do what girls do. It is a pretty good day and we fly north of Lavon and down the east side of town to Lancaster for lunch. I think he enjoyed the trip and the new perspective.
This month, my biennial flight review expires, so on Thursday, I take Dave for lunch. We head for Hicks and I demonstrate my “mastery” of ATC. I manage to pull off 2 fairly good landings with him in the right seat.
Then, Friday is the annual GOLD. We make our presentation to 7 groups of 5th and 6th graders and get the usual high level of interest and enthusiasm from them. When we went to bed that night, I told Sandra, “I’m sure glad this day is over.” “I can’t wait until next year.”
Throwed rolls and a big museum.
BAC has scheduled competing fly-ins as a challenge between the South East and North Central regions. There is a restaurant that has outlets in Foley, AL and the original site in Sikeston, MO. There is also a 3rd site in Branson, MO. They are pilot friendly and the Sikeston venue is well known in the pilot community. Their gimmick is that the rolls are “throwed” to you, so the chain is called “Lamberts, home of the throwed rolls”.
Originally, it was intended that both events would be on the same day, but conflicts dictated that they be held on successive weekends (June 6 and 13). For us, Foley was 490nm and Sikeston was 400nm. Due to Foley’s proximity to the Naval Aviation Museum in Pensacola and relatives in Mobile, AL, Foley was our first choice. We toyed with the idea of leaving Foley on Monday or Tuesday depending on the arrangements with the relatives and museum and working our way north and west to arrive in Sikeston on the next Saturday. But we had an event here on the 11th, so Foley only.
On Monday, The forecast across LA and MS looked bad, but it improved all week. By Thursday evening, it looks like we will have some clouds over LA, and more clouds over MS, but still doable.
Friday morning, we are at the airport shortly before 9. Preflight, load up and taxi over to the fuel island. There are 2 other planes on the small ramp area, and we pull in to the pump from the south side. Gas up to 45+ gallons and a final potty break and we are ready to go. The guys from the plane blocking the north exit stroll towards their plane saying they will be gone in a few minutes. Sandra has already gotten the tow bar, so we push the mouse back and around so we can go back out the south entrance. We are pulling onto the runway for takeoff as they come down the taxiway for 17.
I angle a little south on takeoff to remain clear of McKinney while I call up Dallas Approach for flight following. After a slight hold at 3500, we are cleared on course to 5500. In smooth air, we are over scattered to broken clouds with little indication of lift or convective activity.
Nearing Longview; “Four Lima Bravo, Traffic is Cessna at 1:00, 5 miles, 4500’ eastbound.”
“Longview, Four Lima Bravo is looking”
We hear Longview tell him to hold temporarily at 4500, and then ask his on course heading. He replies 113 degrees. Longview then tells him that the traffic above (us) are holding 104 and are slightly faster than him. Us faster than a Cessna? No way!
“Four Lima Bravo, Traffic is now 2:00 and 3 miles” just as we spot him. “Longview, We have the Cessna. Headings are diverging, bring him on up.”
And yes, we are gaining on him. If he climbs up to our altitude, that will slow him even more. Longview clears him to 5500 and by the time he is up to our altitude, we are side by side and almost a mile apart. But even after he levels out, we are still moving faster and he slowly falls behind until we can no longer see him behind us. Believe me folks, our lowly Musketeer was actually flying faster than a 172.
With the plane fed and us in the nice Blazer, headed for town, it is after 12:30 and we are starved. We settle for the first food we see, the lunch buffet at a Pizza Hut. With our tummies no longer protesting, we head back to the airport. There is no inside phone or computer available, so I call FSS on my cell. The weather is broken to overcast all the way to Mobile, but expected to become scattered to broken at 4000 within the next 2 hours, so off we go.
The scattered to broken at the river soon becomes simply broken. We identify McComb, MS through the holes, but from there east, there are precious few landmarks to use. We are soon approaching an area where the tops are smooth, indicating a nearly solid overcast. The dark areas are no longer real holes, but just thin areas through which we can catch an occasional glimpse of the ground.
About the time I got nervous about being up here, we begin to see bumpy tops ahead, indicating a return to broken status. Checking weather, Mobile is reporting 3000 broken and Jack Edwards, 6 miles south of Foley, is reporting 2500 scattered. Nearly to Mobile, we are approaching the bumpy stuff, but some of it is up to our altitude. And we can see some really tall stuff in the far distance.
Once over the bumpy stuff, we take the first large hole and request a descent. We are clear but headed southwest at just under 3000. We have one large cloud to get around before turning east again and as we go out over Mobile Bay, we come completely out from under. The sky is few to scattered the rest of the way. We easily find Foley, but have to maneuver some while we finish our descent to pattern altitude. Enter the downwind to 35 and land. We decide on parking at the FBO Ramp and shut down. Sandra makes the picture while I call Enterprise, then we position the Mouse and tie her down next to a sad looking Cherokee.
The guy from Enterprise soon arrives and we pile our stuff into the trunk for the ride into town. After checking out the car that is to be ours and transferring the bags, we fight what is now quitting time traffic the mile up 59 to the motel. Check in and schlep the bags to the room. Unpack, freshen up and unwind a little.
When it comes time for dinner, The Shrimp Basket sounds like just the place the Redhead wants to go. It is just a little ways from the motel, but we drive all the way to the north end of Foley, then back to it. It (we later learn) is a local chain with some 30 outlets from Gulfport to Pensacola. But it is good seafood. After dinner, we continue exploring, driving down through Gulf Shores, stopping at a TCBY before heading back to the room for the night.
Saturday morning there ain’t a cloud in the sky at 7:30. We are up, showered, dressed and fed by 9:00. Doug calls to tell me that there are 4 planes expected, but he is sitting in the middle of a 10 mile diameter fog bank at Columbus. We decide that I will schedule the transportation to Lambert’s for 11:30 and shortly after 9:30, we head for the airport to act as greeters.
There are 2 ramps, a small one at the FBO and a large one 100 yards south with a small hill between them. The hill is shady with picnic tables on it and can serve as an excellent observation point. We set up there by 10:00 with the handheld set on the CTAF and watch a helicopter doing practice landings including auto rotations.
Soon, Niner Three Lima is in the pattern and Zero Three Quebec is 7 miles out. Cloyd and his hangar mate, Cecil taxi in and I help them get parked and tied down as Steve taxis in. We get him settled and walk back over to the picnic table. Shortly, Three Nine Quebec arrives with Mark and his mother. In the meantime, Doug has posted us regularly that he is still sitting in the middle of that fog patch, waiting for it to burn off. He says to go to lunch without him, he will join us as soon as he can.
In front of all assembled on Observation Point, Niner Zero Sierra comes in. We give him a nine for his landing and the upper ramp being full, he goes to the lower ramp to park. I go down to greet Tom and get his beautiful Sundowner settled. We get back to the table just as the transportation arrives.
We split up, four to a vehicle and start for town. I get a text from Doug “En-route at 11:22”, but just as we arrive at Lambert’s, he calls to say that he couldn’t even get to pattern altitude, have fun without him.
All too soon, the signs that the party is over begin. We settle up the bill, leaving the wait staff a good tip and file back through the kitchen to the waiting vans for the ride back to the airport. We sit around the FBO and slowly people begin heading for their planes. Tom is first to go, followed closely by Cloyd and Cecil. After a short while, Steve saddles up and leaves, followed by Mark and his mom. We are now alone with the rest of the day to ourselves.
In the middle of a traffic jam on southbound 59, Sandra drops me at the motel and heads for the outlet mall. I sit in a shady spot by the pool for a while and then go to check my email. Sandra returns and dons her suit for a lay by the pool while I sit in the shade and talk with one of the other guests.
We had cancelled the idea of spending the week “on the road”, ending at Sikeston due to a prior engagement on the 11th. It finally dawned on us that event had been postponed and we did have the entire week free. After the initial idea of going ahead with the road trip, sober reflection brought up the fact that we had no plans in mind, charts north of Memphis or pills beyond Wednesday. So that idea was scrapped. In place of that, we discussed going somewhere in MO and hopping over to Sikeston Saturday morning then home Saturday evening. I went to the computer and quickly laid out a flight to Hannibal on Thursday, touring there on Friday and the hop to Sikeston on Sat..
Eventually, it becomes time to select a place for dinner. We decide to try Le Roux and arrive there around 6:30 to a nearly empty parking lot. Not normally a good sign, but we go in anyway. It looks like an upscale place with a man and guitar providing live entertainment. The prices on the menu are only borderline upscale and the selection is wide. After much debating, I went for the baked stuffed flounder. It was excellent. The entertainment was great. The man styled the songs to suit himself, but they were all recognizable and familiar stuff from the 50s to 70s.
Well stuffed, it is back to the motel to sit by the pool for a while, then to the room for the night.
Sunday Morning, after breakfast, Sandra makes a picnic lunch from the “TO GO” box of Lambert’s chicken salad and we head for Pensacola. Getting there is easy, US98 from Foley to Blue Angel Parkway. This Museum is high on the list of pilot dream destinations and it does not disappoint. The tram to the flight line is not in service, so we are left only with the indoor exhibits. There is more there than you can take in, but we do our best. After a couple of hours, we are in info overload and ready to get on with our day.
We stop by the Pensacola lighthouse before we leave the Naval Air Station property and walk out to the beach there. Off the base, we hit a Sonic for large iced teas and then a store for chips and cookies. We take 282 out of town along the beach to Perdido Key. We stop at the state park and find a pavilion for lunch. After lunch, Sandra hits the bathhouse to change into her suit and lays on the beach for an hour while I stretch out on the picnic table in the shade.
We then go the rest of the way down Perdido Key and over the Perdido River into Alabama. Now on 182, we follow it through all the little resort towns until it ends. Then back into Gulf Shores and up 59 to the motel. After resting up a little, freshening up a lot, we head out for dinner. The selection is the Tin Top Restaurant in Bon Secour. After Le Roux, this was a little disappointing.
Monday morning it is time to head for home. We take the car back to Enterprise and they take us to the airport. After preflight, fueling and briefing, we are in the air shortly after 9:30 for the 300nm flight to Natchitoches. By the time we are across Mobile Bay, we are level at 6500 in smooth air and increasing clouds beneath us. This time, they never get beyond broken and we have numerous looks at the ground all the way across Mississippi. Into Louisiana, the tops begin rising and we finally go back down about 50nm from Natchitoches. Within 10 nm, we are back under scattered clouds for the rest of the trip. After a go-around due to being too high on final, the next attempt yields a pretty good landing.
Natchitoches is still Natchitoches, and shortly after two, we are ready to depart for home. We both hear a strange noise during the takeoff roll. I had heard a similar noise for short periods which I chalked up to strange wind patterns causing a different flexing pattern on the skin of the plane. All indications were normal, but this noise stayed noticeable until we were near 6500’. As forecast, the tops slowly got lower and the broken went to scattered then few by Longview. However, the outside Temperature slowly went up from the low 60s over Louisiana to over 70 by Tyler. We were flying into the phenomena known locally as the Mexican Cap, a layer of warm air that prevents cumulus buildups.
The McKinney AWOS says 140@11G19 after we close flight Following and enter the Pattern at Aero Country. The approach ain’t pretty, but the landing is more than decent. Another good trip in our Magic Carpet.
The weather forecast on Tuesday morning made Hannibal/Sikeston look highly doubtful (It was officially cancelled on Thursday), so I didn’t get out to the airport to check on the funny noise until Saturday. The cause is immediately obvious. The “temporary” repair made in Jackson, MS in 2005 has let go. The strap that holds the right rear of the cowling down has broken across the spot welds. The cowling is still held down, but is no longer tight against the bulkhead, allowing it to “flap in the breeze”.
Find the necessary tools and drill out the rivets. By Monday afternoon, I have found the correct replacement part and it is on its way from California.
The incorporation papers for The Beech Aero Club were signed in Reserve, LA on July 4, 2004. The Cajun lawyer who did the legal work and served as our first President had thrown a birthday party there on July 4th each year since. It is now traditional, even though the typical Louisiana weather has always limited the attendance. We had planned to go in 2006, but got rained out.
The distance to St John the Baptist Parish airport is too long at 366nm for a one day trip, especially in summertime when we don’t want to fly in the afternoon. But, this year’s birthday for the Redhead was a significant milestone, worthy of a good dinner. So the plan is Natchez, MS for dinner at Kings Tavern on Friday, on to Reserve on Saturday morning for the party, then return home on Sunday.
We’ve planned trips to Natchez several times and actually made it twice. But after the first trip in 2004, the FBO at Hardy Anders has been less than helpful with rooms and cars. The arrangement at Concordia Parish was very thoughtful of pilot needs even though the airport was unattended. So, I looked up the phone number and gave them a call. After the normal exchange of pleasantries, when I asked about lodging and transportation arrangements, Carl volunteered the Blazer for Friday night.
When I started looking for rooms, I realized very quickly that Friday the 3rd would be the start of a holiday weekend and rooms were scarce in Natchez. I finally secured a reservation in Vidalia at the Budget Inn, Apparently very downscale, but the lady on the desk won me over with her friendliness.
Now for Saturday. I called Cloyd, the Cajun lawyer who got all this started and he volunteered the use of one of his cars for Saturday night. This was fortuitous as Saturday will be July 4th and Enterprise will be closed. Cloyd also pointed me to the airport manager who gave me the local numbers for motels in La Place where I found a room at the Hampton. Now we are set except for weather.
Thursday night, the weather looks good until Sunday afternoon, so we arrive at the airport shortly after 8:30. Load up, preflight and gas up and we are off by 9:15. We pick up flight following and are cleared on course to 5500 before we pass McKinney. The air is smooth and the temp is 70, but the visibility truly sucks. We can easily pick out major landmarks 10 miles or more away, but there is no visible horizon anywhere.
By the time we reach Louisiana, my flying is getting ragged. Altitude is no problem, but keeping the wings level and holding heading is becoming difficult. This has got to be as bad as IFR. I am spending more time scanning the AI than I ever have before. And sometimes it doesn’t agree with my inner ear. Finally, I tell the Redhead to take it while I relax a bit. Looking at the GPS track, it is easy to see where this handover occurred. The track smooths out and heads straight for Concordia.
Carl was there with a couple of kids doing cleanup duty. We talked for a bit while we cooled off and Sandra went after the Blazer while I walked back to the plane to unload bags. Soon, we were on our way into town. On Carl’s recommendation, we ate lunch at Nikki’s café which happened to be in the parking lot of the Budget Inn. Hunger sated, and with large to go mugs of iced tea, we went looking for a shady place to spend the afternoon.
There is a nice riverfront park in Vidalia, but all the landscaping is new. There were no large trees and less shade. Cross into Natchez and continue looking. We drove out past the cemetery and stopped at the military cemetery on the bluff. Back into town and past the theater and King’s Tavern.
We finally found some shade in the park along the bluff and sat at a picnic table for a while, watching ol’ Man River rolling along. Sandra browsed the souvenir shop while I relaxed in the shade. We thought about getting tickets for the play, but when we found out where, we also found out that the theater wouldn’t re-open until July 30th. So back to Vidalia and the motel. In spite of its seedy appearance, the room was clean, fresh and cool. No amenities and Nikki’s would be closed tomorrow morning for the Fourth. The room had a fridge and microwave, but no coffeepot. I called King’s Tavern and made reservations for two at 7:00, then vegged out until a little after 6:00. We made a quick run to Wal-Mart to get breakfast for tomorrow and then to Natchez. After an initial snafu over which waiter had our table, the service was excellent and the flounder was as good as the memory.
Saturday morning, we are up, dressed, packed and at the airport by 8:00. After loading and preflight, I taxi over to the fuel pumps and bring it up to 40 gallons. I had been moving easy during this process as the temp was already 90 and the humidity was high. But as I was finishing up the left tank, an Archer landed and taxied up behind us. Since I still need to get a weather briefing, we get the tow bar and pull the mouse clear. Now I am sweating. I go sit in the shade by the FBO while I get briefed and Sandra talks with the gang from the Archer.
We take off at 8:40 and climb to 5500, passing through a few wisps around 2000’. The air is smooth and the visibility is a little better than yesterday. As we near Baton Rouge, the clouds below begin to thicken and move up. Just south of I12, we are looking at tops above our altitude, so we find a hole to go under for the last 20 miles. The hole was generally narrow, running east-west, so I descended heading east until I was just above the clouds before doing a 180 to enter the eastern end. The hole wasn’t quite long enough, but had a wider area on the western end for a 180 back to the east to complete the descent.
We were clear at 2500 and back on course about 10 miles north of Lake Maurepas. As we pass the lake, we locate St John airport and close flight following. We fly past it a couple of miles to the east and turn back into the downwind. The approach is decent in spite of the gusty crosswind and a flock of egrets taking off across the runway in front of us.
We taxi in and park next to another mouse belonging to Doc Tyree. We get the bird squared up and Sandra makes the picture while I get the water bottles, chairs and BAC banner. We are right by the hangar where the party will be held. But no one but Cecil (From Foley) is there yet. We set up our chairs and take a break.
By 11:00, the party is beginning to shape up. Tables and chairs are set up, grills are heating and the group is up to 8. Mike Earrey arrives in his beautiful Sierra. About noon thirty, we sit down to eat. Good burgers and beans, tater salad and pickles. Many tales are told and most of them were probably true (mostly).
About 2:30, we moved the party into the FBO (air conditioning!) for the cutting of the cake. After that and some leg pulling, the party started breaking up. We all went back out to take down chairs, tables, banner, etc.. Mike taxied over to the gas pumps and Kent and I moved the mouse into a legitimate tie-down spot for the night.
After the last pictures were made and goodbyes said, we headed for La Place and the Hampton. After checking in and cooling down some, I head for the biz center to check out the weather for tomorrow. We knew Friday that there was rain forecast for Sunday afternoon, but now it is forecast to begin in Dallas Sunday morning. Time to assess options. Our original plan was to take snacks and stop at Carthage for gas and continue home to arrive as early in the afternoon as possible. The first option considered was to stop in Natchitoches and get a fresh briefing to see how close we could get. After considering that for a bit, The next option was to take on enough gas to get home non-stop and go as far as we could since it appeared that the rain front would be narrow and we might be able to continue west in the late afternoon after it had passed where we stopped. That plan seemed to give us the most flexibility, so that is settled. Now, for dinner. It is July 4th. A quick pass with the cell phone through the restaurants listed finds only one open today. A check with the desk finds that they do have decent food, but turns up one of the ones Cloyd had mentioned. It is called Middendorfs and located about 15 miles north of La Place.
About 7, we head north on the I55 frontage road, through the swamp between Lake Maurepas and Lake Ponchartrain. We finally arrive at Middendorfs on the canal between the two lakes. It is definitely our kind of place, Formica tables, linoleum floors and simple food. Oh, the price was very reasonable too. Back through the swamp with the sun setting to our left. There was a fireworks show at the local minor league baseball field after the game was over. It was easily visible and very audible just over the trees south of the motel. But let me say something here about the weather. At 10:00pm, the temp is still in the mid to upper 90s and the humidity is oppressive. When you go inside, the air conditioning makes you feel wet and cold. When you step outside, your glasses fog over instantly. I suppose you can get accustomed to it, but I just don’t want to.
Sunday morning, we are up at 6:00. After fueling the bird and getting the weather briefing, we are ready for takeoff before 8:30. The briefer approves of our plan, saying that getting as far as Longview is probable, and Tyler is a maybe depending on how much headwind we have. So, off we go, climbing to 6500’ where the air temp is less than 70 and smooth. It is so smooth that I turned loose of the yoke at about 3500’ and didn’t touch it again except for radio calls until near Alexandria. I leveled off at 6500 with a power reduction and trim change.
Visibility is much better than the last two days, notwithstanding the sun is behind us. By Baton Rouge, the clouds are beginning to build under us in rows southwest to northeast. They get thicker and move slowly higher as we approach Alexandria. Ahead is a ridge that has tops above us, but Natchitoches is reporting much lower clouds and scattered to broken. Sure enough, when we pass through an opening in the ridge, it goes back to scattered with much lower tops. But now we have a more extensive overcast at more than 10,000.
Sandra takes over and I relax while I tinker with the radios, gathering every AWOS and ATIS I can receive. We identify Natchitoches on her side and soon, the north end of Toledo Bend on my side. Ground haze is becoming thicker along with the clouds, but Longview and Tyler are still open. I reset the GPS direct to Tyler and take the controls again.
I tell Longview that we are going to Tyler and will need to start descending now as the overcast is coming down on us. We are told “altitude at your discretion, maintain VFR.”. I take up the new heading to Tyler and have not gotten much below 6000’ when we run into a headwind that drops our ground speed to the low 80s, just as the Longview airport drifts by about 10 miles to our left.
Worse, I am seeing multiple rain showers ahead with clouds from above our altitude down to 2000’ and solid rain to the ground. Longview informs me of a heavy shower 7 miles ahead. That’s it, we are done for this leg. “Longview, Four Lima Bravo is diverting to Longview.”, and start an immediate right turn.
“Roger, Four Lima Bravo. You ought to be about right for a left base entry to 31.”
I acknowledge and as I turn, I can see KGGG, but cannot exactly locate the approach end of 31. And I am still at 2500’. Continue towards where I think a base ought to be with the throttle nearly out trying to lose the rest of the altitude. I can finally see runway markings and I am only a little out of position, and the altitude is about right. Back to approach power, and trim up to bleed off the speed. But now a shower opens up on us. We break out of the heavy part of it just in time to turn final. Over the threshold, a little slow, we hit a downdraft. I am slow adding power and we make a firm arrival.
Taxi in to our old friends at KRS and get inside just as the light rain turns into a heavy shower. It rains pretty good for a while and when it slacks off, I go out and clean the trash out of the plane and wipe the wet bugs off the nose and windshield. We sit around and sit around. We take the courtesy car into town for lunch. I keep checking the current weather waiting for Dallas to begin clearing. Flight Service opines that after 4:00 might be possible, so I get some more gas in the bird.
Let me say here, that if you have to be stuck on the ground somewhere, hope that it is a place like KRS. If there are better places, you could count them on one hand. By 4:30, it is apparent that the weather will not cooperate and we begin thinking about spending the night. Shay sets up the rental Corolla and makes us a reservation for a room.
We check into the “motel”, really an extended stay hotel with a suite, kitchen, bedroom and all, just as another shower begins overhead. It is thundering and pouring and moving south towards the airport, so I call KRS. They are already in the process of putting the Mouse in a hangar.
It still being a holiday weekend, finding an eating place for dinner was difficult, but we managed. After dinner, we hit a supermarket for breakfast stuff. At least the room has a coffee pot. The 10:00PM weather looks like more clouds and rain all morning, but clearing in the afternoon, so we prepare to sleep in.
Monday morning is gray and some drizzle. On the computer, it looks like it will clear by early afternoon. At a leisurely pace, we check out around 10:30 and head for the airport. KRS is now on weekday staffing, but the weather still has traffic at a minimum. Ryan, the guy who helped us with a fly in in 2006 is on duty today, but has time to talk. I get a complete tour of the new facility which will hopefully be opened by the end of July. It is sweet!. Nearly twice the space of the current facility and well appointed (even in finish out stage). We briefly touch on having another BAC event here after it is open.
By 1:00, FSS thinks that a 2:00 departure will be doable, so they retrieve the Mouse from the hangar and park it on the line. I do a leisurely preflight and have to sump the left tank 5 times before I get two successive samples that don’t contain some water. After all, we flew through a dense shower and it was outside for at least 2 more hard rains. It might be time to re-do the filler cap o-rings.
We are finally saddled up and ready to go shortly after 2:00. Tower gives us an intersection takeoff (with 4400’ of useable runway) straight out on 31. From the last weather I saw, there is a heavy shower winding down around Tyler, so we edge to the north a bit. We pass through some wisps around 2000’, but are above the broken clouds at 4500. Ahead, there is a ridge of clouds with tops well above us starting to our left and sloping down to the right. It appears that the ridges continue for a while, so rather than try to pick through them, we go back under them just past Gladewater. In a very few miles, we are in widely scattered at 3500 with most of them above us.
The air is reasonably smooth, considering the cumulous buildups 15 miles south of us, so we stay at 3500. Visibility is good, but not excellent. We have the sectional open, but have not even gotten the GPS out of the case. Sandra says that if we can’t get home from here without it, we have no business flying.
Soon the south end of Lavon is just ahead and we slowly descend to 2000’, looking for the radio tower SE of Aero Country. We can already see the airport, but that tower is 1500’, right where we should be getting to pattern altitude (1600’) if we were landing on 17. McKinney reports wind as 320@5G15, so we continue west, passing the T31 centerline just south of 121, and slowly bend around to the north over Frisco. We cross 380 just west of Preston Road near pattern altitude and only a little faster than flap speed. I use the turn to downwind to bleed the last of the speed and adjust the altitude.
Turn base over El Dorado Parkway, and then final over the golf course. Hold a little high until we pass the last of the golfers then aim for the displaced threshold. Cross Rock Hill/Virginia Parkway just as a large semi goes under us and flare for landing. Lower the flap handle and Sandra asks if the wheels are on the runway yet. Let it roll gently to the north end and taxi slowly to the hangar, hoping I can delay the end of this flight for just a little longer.
Finishing the summer.
The trip to Louisiana had been mostly hot, and the heat continued. All the breaks were furnished by cloudy almost rainy episodes returning immediately to heat. The poor bird sat in the hangar and baked. I went to the airport a couple of times for ABS lunches and stopped by to pat its nose.
Finally, a prolonged cloudy period in mid August broke the heat and we planned a lunch run for August 22. But that morning, I woke up with the Green Apple Quick Step and that ended that plan. The following week continued at low 90s with a couple of mostly dry fronts passing. So Saturday the 29th, we are on again. The target is Ada, OK, 95 miles to the north. Weather looks good, and FSS says possibly scattered at 5000 by noon, so off we go. We get the hangar open, pull partway out and I start preflight while Sandra takes the 7 weeks of dust off the windscreen.
That done, pull the rest of the way out, close hangar and get in. Battery will just barely turn it over. Nowhere near enough to crank it after a 7 week layoff. We are in Sandra’s Trailblazer and she doesn’t have jumper cables in it. There is a group of people at the hangar across the taxiway and one of them goes to his hangar in the next row to get some. When he gets back, Sandra maneuvers the SUV into position and I hook up the cables. After a little cantankerousness, it starts. When it is running smoothly, he and Sandra get us unhooked and the Trailblazer re-parked and we head for the fuel farm. Slowly, to give the battery a chance to get as much charge as possible.
A nice red Meyers pulls in behind us, so when we are done, we pull the Mouse away and turn it so we won’t blow them away. I make my final potty stop and we get back in. Now to pull off a hot start with a suspect battery. It balks, but starts before the battery gets noticeably weak. The wind looks like about 030, with gusts occasionally that stand the socks out straight, so we taxi on down to 35 to do run-up etc.. All looks good so off we go.
All goes well until we are up to 60+mph. We are at the top of the “hill” on 35 where the swirling wind can get to us and light on the wheels. It ain’t a pretty liftoff, but by the time we are above the treetops, we are stable and climbing. The bumps smooth out above 2500’ and we continue our climb while contacting Dallas Approach for flight following. Our on course heading is 356, so we request 4500, but as we near that altitude, we are in the middle of a thin layer of scattered cumulous. We request 5500 and are given “Altitude at your discretion, maintain VFR.”.
Nearing 5000, Ft Worth Center comes in, “Four Lima Bravo, Traffic 11 o’clock, 3 miles, southbound, showing 5600, unverified.”. Then, “Four Lima Bravo maintain current altitude until traffic is past you.”. Maintaining our current altitude while dodging the clouds and looking for traffic is not our idea of a good time, so I let it climb to 5200 to get at least even with the tops. We never see this traffic, but a few minutes later we do see another southbound at “5800 unverified”.
Ada is reporting broken at 2900 which is AGL, so the bases are really around 3900 on the altimeter. About 20 miles out, we approach a large break and request a descent and are given; “Maintain VFR, report field in sight”.
We locate the airport at about 10:00 and enter the pattern for 35 on a left crosswind. I make a gawdaful landing, but no harm, no foul. The line “boy” marshals us into a tie down and we shutdown. Sandra makes the picture while I check and order a little gas, then we take the FBO car into town for lunch. We eat a decent meal at Prairie Kitchen, then make a quick pass through town before heading back to the airport.
We fly back at 4500 to stay under the clouds which have risen to the forecast 5000 by now. The wind at McKinney is now 050@7G15, so the landing on 35 is somewhat exciting. But we finally got some time in August.
Checking the logbooks, I verify that that battery was installed in March of 04. 5 ½ years is more than you can expect from one, so on Friday, I head for Tex-Air. Take the new battery to the hangar and get the electrolyte poured in and the charger hooked up and head for home. On Saturday, we went out to attend the ABS luncheon, but learn that Dave has family in town, another regular is out of town and the Cotton Gin isn’t open on holiday weekends. Go put the battery in the plane, clean up the normal mess and hit Dickey’s on the way home.
Knowing several days in advance that Monday, Labor Day, would be nice, Sandra had contacted one of her old friends who lives in Marlin about us maybe meeting for lunch. It was all arranged and we headed for the airport about 9:30. There are absolutely, positively NO facilities at the airport, so we will need to leave with enough gas to get us there and back. Total flight time is calculated to be about 2 ½ hours round trip, so we should have at least 35 gallons on board. Preflight indicates just barely 30, so down to the fuel farm we go. AD and a friend of his pull his Cessna away from the pump as we taxi up. I shut down and start the process of adding 15 or so gallons while Sandra goes inside the hangar for a potty break and to call Jan.
I finish fueling and go in to potty. As I am coming out, Sandra is on her cell and frantically looking for a pen to write down the correct phone number. I don’t have one, but there are several in the plane, so I go out to retrieve one. Climb up on the wing, reach in and get the one that lives in the console pocket, turn around and step down. I don’t know if it was a piece of loose gravel, bump in the asphalt or leftover momentum from turning around, but I come down on the outside of my left foot. The ankle turns completely. To the point that I have still gravel scratches on the side of my shoe. I cannot stop the fall and come to rest on my back. But I didn’t drop the pen.
Blinding pain in the ankle, but I can breathe. Take inventory. Everything else seems OK except for road rash on the palm of my hand. I hear steps running towards me and over my feet, I see Sandra’s legs running towards me under the plane. By the time she gets around the tail, AD and his friend are also standing over me. I lay there for a few moments while we all discuss the situation.
No need for a 911 call, no bleeding and I am breathing. AD helps me sit up and I gingerly move my left foot. It still works with no new stabs of pain, so nothing is broken. After a couple of hours, AD helps me stand up. I gently put weight on the foot and it holds. I’m probably going to regret it tonight, but there is no real reason not to continue as planned. It’ll be uncomfortable tonight whether we go to Marlin or home.
Sandra goes to finish her phone calls and I stand around talking with AD and the other people who have gathered around. AD and his friend saddle up as Sandra comes back out and we saddle up.
Talk about routine flights! We pick up flight following and cruise down the east side of Dallas. Past Lancaster, we go up to 4500 and relax. Marlin appears right over the nose at the expected time and with absolutely no other traffic, I make a left base entry to 17 and an excellent landing in spite of a steep final.
Jan is waiting for us at the edge of the ramp. We taxi in, swing into a tie down and shutdown. Jan and Sandra talk for a minute while I update the log and Sandra makes the picture while I do a perfunctory tie down. Then we head for town. There isn’t much to Marlin, but we see what there is. It being Labor Day, the few eating establishments are further limited and we wind up eating at a chicken place. The food is good and the iced tea is quenching, but after 45 minutes or so, my ankle begins to stiffen and throb. It is time to head for home.
Back through the rest of the sights of Marlin to the airport. I check oil and gas and untie while Jan and Sandra say their goodbyes and we pile in. Taxi out and takeoff for the routine flight home. No bumps, little traffic and ground we have seen before. Fly directly into the downwind at Aero Country and execute one very good landing. Taxi in and shutdown, put the bird to bed and head for home to prop up my foot under an icepack.
The first ten years are over..
If you have read all of this journal, you know the reasons we started this odyssey. Like all dreams, the realization so far has been quite different. The reasons why people do or do not realize their dreams are many and varied and have much to do with desire and personality.
The dream must be shared. Dreams are hard to achieve alone. I have the advantage of a companion who has gone from enabler to participant to helper in what has now become our dream. Dreams must be aided by events. These are necessary to provide reasons to do things in furtherance of the dream. The mere goal of landing in the 48 contiguous states is meaningless alone. Our most memorable trips (South Dakota, Savannah, California) have all been to a specific event followed by taking “the long way home”.
The dream must have priority. I don’t mean that it must be pursued to the exclusion of all other activities, but other activities should not stand in its way. If you have a choice of a cousin’s birthday party or another installment of the dream, go with the dream. That cousin’s college graduation might be another story. The financing of the dream must also have a priority. When faced with the need for a new car, the choice between a top of the line vehicle for many dollars or a lesser vehicle which still meets all your needs should be obvious. Drive a Ford and live your dream or drive a Lexus and stay home is a no-brainer.
Many people who never realize their dreams are stalled by wanting everything to match the original dream before they start. “As soon as I get a Bonanza/Mooney/Cirrus, then we will start travelling.”, is largely self defeating. My old Walter Mitty dreams used a Cessna 310, but that was not to be. The Mouse is smaller, slower, but more important, simpler and far less expensive to operate. Would we like to go higher and faster? Of course, but is that a prerequisite? Absolutely not. Our airplane has faithfully delivered us where we wanted to be, what more do we need?
We began actively pursuing the dream with minimal skills and what many would consider inadequate equipment. In our pursuit, we have built the necessary skills and continue to add experience to them. Sometimes the skill has been added from bad experience, and sometimes from just extending our range. The skills required include not only flying, but planning, preparing and packing. The mantra as we back out of the driveway “If we don’t have it with us, we will make do without it or acquire it en-route.” has served us well.
We have learned that the equipment we have is more than adequate. We didn’t get a GPS until the fall of 2008 and we were never truly “lost” at any time. We have always had enough room and weight allowance to take the things we really needed. We have always been able to easily reach an altitude that allowed us adequate ground clearance.
My introductory flight/first lesson was on September 17, 1999. In the 10 years since then, I have logged nearly 800 hours, we have landed at 170 airports in 22 different states and flown over parts of 2 more states. The area around our home ‘drome has become somewhat humdrum, but our excitement level begins going up as we reach the 50 mile point on every trip. There is still a lot of country to see and many sights left to visit. So here’s to the next 10 years!
