Frank E. Dorrin Jr: Outstanding Angel Flight

High Level Action:

I have been flying the new twin comanche as much as I can lately to gain proficiency.  I will always keep learning, but I am safe and proficient enough at this point to keep expanding my envelop as before.

Earlier this week I signed up to fly two folks from Cross Keys airport in New Jersey, up to Boston form some serious medical requirements. The weather was perfect, save for the cold and windy conditions, so there was no reason not to go.  I"m glad I did.

Getting ready: The ramp was ice and snow covered, so it was possible I wouldn't be able to get the airplane out and even start this mission. The hangar doors are secured by metal rods in the ground, which were hard frozen. It was down as low as 19 degrees over night, and that made me concerned. I used my boots to break them free and managed to open the hangar doors. Next I started my hand tug and wondered if there would be adequate traction for pulling the airplane out.  I was surprised, but the airplane came right out with no issues.

I should have done this earlier, but next I had to adjust tire pressures. I know from past experience that you can have difficulty inflating tires and end up deflating them instead. The nose wheel was definitely low and took air right away. Same with the right main gear, though not as much. The left main gear was a bit low, and I just couldn't get the air valve lined up the way it needed to be. I lost several pounds more before it worked for me, by which time I lost feeling in my finger tips. It had only warmed to 25 degrees in the sun.

Next I had to get the nacelle tank caps opened, which can be a chore in freezing temperatures. I was surprised, but they opened right up. Checking the oil on each engine, I had been running almost 25 hours and have not added any oil. It was time to add a quart on each side, so I got some warm quarts from the FBO and got that done. Randy came down with those, and then filled my nacelle tanks for me. I knew I'd be nose heavy with full fuel and two people up front, and that the landing at Cross Keys would be made more challenging as a result. It was safe though, and would allow me to make the round trip without refueling.

First leg: I had planned this flight for a later start to allow the sun to pull away from 19 degrees. By the time we started up, we were in the high 20's. Both sides started normally, and I allowed 15 minutes of warm-up time. Taxiing out over the light ice wasn't too bad, and we departed to pick up our IFR clearance in the air. Philly wanted us pointed at Dupont for the hand off, or Dover did. We didn't get direct 17N until I was handed off to Philly and asked for it.

Entering left downwind for Rwy 27, I extended the gear. Errr.....   I put the gear handle down and waited would be a better description. Nothing happened the second time I tried it either, so I asked my copilot to check the breaker. It had tripped, so I selected gear down and had him reset it. By now we are on long left downwind, and turn in toward the airport. We had been talking about turning the heater off to let it cool before touchdown, but with the gear anomaly, I missed that. Landing on 27, you'll notice a big ole tree between you and the runway. There is a squirrel about half way up that tree; and his eyes are really big. I noticed him on the way by.

Second leg: I used the GCO to no avail in picking up my clearance from 17N to BED. I decided to depart VFR and pick up a clearance in the air. Departing 17N was my heaviest takeoff yet. Luggage, people, and fuel. The crosswind was pretty strong too, but we got off ok. Getting established IFR, we headed out off the coast and then turned north toward Boston. Up to 7000' in incredibly clear air, the ride north was smooth, fast, and comfortable.

The ATIS on the way into BED made it clear that ice and snow were contaminating the runway. High crosswinds were blowing snow and it was freezing over time to create ice and light snow over 1500' of the runway length.  With the crosswind, this turned out to be the biggest challenge of this flight, and the most difficult twin landing I've had. I decided to touchdown in the snow, rather than land long in a strong crosswind. I learned from previous flights how much control you really have with a little speed on, so I came in 5 knots above blue line, and set the airplane down soft as you please. The rearward CG with people and luggage played in my favor, but I came right through with no issues. You could feel the weathervaning tendancy with the crosswinds though.  On roll out, the tower asked me to exit on the first taxiway, which would have been a hard stop and turn on ice. I declined - it would have been problematic at best.

We dropped of the young lady and her mom. They'll be up there for about a week, as I understand it. Mom gave me a really nice gift of chocolate covered pretzels, and I can tell you (diet or not)....  they're good!!  Meeting the whole family like that, along with another Angel Flight pilot who just stopped in to see us go, was a nice touch. I was so focused on the mission that I may not have shown enough appreciation, but it was there.

Third leg: Departing BED, we climbed to 10,000' and headed south for the over-water route. We were smokin' all the way home and this was a first for John and I both, flying out over the water like that.  We ate lunch in the air and made it home in 1 hour and 57 minutes. Landing at Georgetown we had some additional gusting crosswinds to contend with. The landing wasn't anything like the one at BED, but I'll take it.



fed 2010-01-09