It was Sunday now, so I drove back over the Hammonton early to get a jump on things. I’d read the POH again, and adjusted the online version of the checklists to match this particular airplane. For the first time in a long time, I did an entire pre-flight from a checklist on my phone.
This ForeFlight based checklist was suggested during a recent Comanche Zoom meeting I’d attended, so I thought I’d try it out. It works very well for this airplane, particularly as I get started taking care of it. This morning I used my phone to complete the cockpit and exterior checklist; modifying the list itself to adjust the order of inspections and the wording of each item. it was an effective technique for learning the airplane.
Bob is an afternoon kinda guy, so Flight #3 departed N81 around 1:00 pm. By the way – the restaurant on the field is absolutely to die for. I tried a few things on the menu, but everything that came out looked amazing for being a small restaurant in the middle of blueberry fields. Man was that food good – and not on my diet.
No matter – we took off and I was trained on the pressurization system as we climbed up to 16,000′. Bob talked about managing power; shifting from a focus on torque limitations and beginning to watch ITT instead. Since we were IMC we talked about ice; anti-ice and de-ice systems on the airplane.
I tried a few things on the radios (Garmin 600Txi; GTN 750; and GNS 530W) as I flew with the autopilot off. Bob was not quiet for one single minute – cramming as much as he could into my thick melon. We vectored around a bit and headed back to Wilmington for fuel. This was an effective move on his part – taking me back to the airport I’d be landing at, once this training was complete.
Atlantic Aviation: We blended into traffic and landed without incident. Unfortunately, the support team at Atlantic Aviation saw us coming in and sent their team over to open the door and get ready to put the airplane away. We had to tell them we were just refueling, then going back out again to return another day. They were pretty cool, and I explained to them that I had no idea we were coming here today, nor any idea when the airplane would be back. I couldn’t even guess.
Flight #4, Returning to N81: We topped off; briefed; restarted; and taxiied out. This was giving Bob an opportunity to drill everyday procedures and to observe how I operated at a towered field. The very field I’d have to fly back into solo for the first time in this airplane in a day or so. The door closed; Bob sat down; and immediately started teaching again.
He next had me file a flight plan back to N81. I presume to watch me manage the IFR environment. I did so, and received a more extensive routing than the direct route you see here. Typical of a Wilmington departure.
All of the flight plans must be entered manually by me, at least until i figure out how to upload the flight plans in this airplane from ForeFlight. No matter, since this would be a short flight anyway.
It was 3:30 pm by the time we departed. After liftoff I was given a clearance direct, sidestepping the original flight plan. No matter. I hit direct and flew at 3000′ under Philly traffic until I was within 10nm of the airport (N81). We landed and grabbed some coffee in the office area.
Getting Late: Up until about 5:00 pm, we discussed various things in the office. I discovered that it was Bob’s intent to do one more flight before calling it a day. I’d only slept 5 hours the previous night; drove from home early; spent the morning on the ground; and needed to drive home that night. I simply ran out of personal gas and told Bob I’d be closing up the airplane and would see him in the morning. He approved of my decision making – I didn’t want the day to end on a down note due to fatigue.
Weather coming in: I warned Bob again that the weather coming in tomorrow didn’t look conducive for flying. He thought we’d get some things done anyway, so the plan was to drive back in the morning. I headed out for home.
Tune in for the next article, where we wrap it up and I get to fly her home.
Frank