1001, 1002, 1003… stop left turn and level off. Didn’t quite work as planned, I thought. I overshot again. Try one more time 1001, 1002. Stop right turn and level off. Almost there, just a little bit correction to the left this time. I wondered what the Center folk were thinking with my zigzagging attempts of flying along the airway.
“You need to watch the compass when your course matches and try to fly that heading,” suggested Michelle, “What are the compass rules?” she queried, as we racked our brains to remember all the nice acronyms that our instructors had rammed down our throats. “ANDS,” she remembered triumphantly. “Accelerate North, Decelerate South.” I interjected. “And of course UNOS, Undershoot North, Overshoot South”.
Quaint fishing village. Art Galleries. Shops. and so much more.
Even the name sounds quaint… like a town out of a story book!
Half Moon Bay (HAF) is a delightful town in the North Coast of California. Less than 30nm by car from the San Francisco, it is easily accessible by car or airplane. More fun by the latter.
Pacific Coast Freeway or Cabrillo Freeway as it is known in these parts meanders as it winds its way south through Monterrey, Carmel and the Big Sur Coast, continuing south through beautiful Central Coast, San Simeon, Cambria, Morro Beach, San Luis Obispo, Santa Barbara and further south to San Diego and beyond. It is the most driven road out west for it’s pristine beauty. Most tourists stop over on their way south at the famous Lone Pine Tree golf course and the town of Carmel as they make their way south along the scenic Pacific Coast. Art Galleries abound. Quaint local restaurants and shops grace the streets.
After a hiatus of almost 6 months, the dc99s kicked off their flying season with a flight to Lewisburg (LWB) WV. It was one of those days when the forecast weather was glorious at the departure airport: 80s with sunny skies with a chance of rain in the afternoon which is common on most days during summer in the east coast.
Debbie and I set off in her C182 G1000. The decision was last minute. Since her aircraft was off for maintenance. Given the glorious weekend weather we pushed our monthly flyout to Sunday so her aircraft would be back in action and also not to overlap the International Learn to Fly day.
We departed Frederick Airport (FDK) to clear, blue, warm skies. Before we knew it, 30 miles out we hit dark gloomy skies with rain bearing clouds! Wasn’t this supposed to be one of those glorious summer days? Unsure what lay ahead I prompted Debbie to turn around 180 degrees. Fortunately her C182 G1000 was equipped with Weather, and Traffic information. Looking at the rain cells and considering our options, we plotted a route to circumvent those cells. A little longer route but still do able. So we pressed on. What looked impossible in that instant, watching Debbie navigate and see her comfort zone, I knew she was okay with flying through a little rain and dark gloomy weather. “Look below,” she said,” we are still VFR.
We lucked out this past weekend. I had planned a flyout to Blue Ridge Airport and the weather actually was perfect! Unfortunately the holiday weekend meant there were fewer pilots interested in the flight. But Gert and I had the aircraft reserved all day long and there were opportunities to fly, grab a vegeburger, collect stamps and maybe shoot approaches!
We set off as usual a little later than planned. I don’t remember a time I left ahead of schedule. This time, I had somehow unknowingly filed FLUKY -> HEF as opposed to HEF->FLUKY. And living inside the SFRA meant that ATC couldn’t let us depart without a valid flight plan in place or refile the flight plan for us. This meant we had to shut off the engine, call in a new flight plan and wait the necessary few minutes for the flight plan to arrive at the tower.
“Cessna 69N, 20 miles south of Atwater, say intentions?” asked NORCAL Aproach. “Request ILS 31 approach into Atwater” responded I. “Decend and maintain 5000, fly heading 310” “Roger” said I and eased back the throttle to 2000rpm to start a slow descent from the 8000ft we were flying on our way to Atwater and turned to a heading of 310. Nothing happened! The VSI still stayed at zero. The tachometer read 2000rpm. What was going on? It din’t look like we were descending even an inch. I pulled back some more to 1500 rpm. Still nothing happened. I scaned the other instruments to take stock of the situation. It was only a month ago that I had flown. I couldn’t possibly have forgotten how to fly. What was I missing. As I glanced over the airspeed indicator, it read 80 knots. My heart skipped a beat. We were slowing down…