METAR CYND 091300Z 30004KT 15SM SKC M18/M21 A3024 RMK SLP245=

There were no photos to take today as I forgot the camera but imagine the most perfect day you’ve seen with sun shining and the air clear yet cold as all get out!  It was a very special day for me as it would be my 100th flight!  The flight began last night as Rica and I went over to the airport to look over an aircraft that we might be purchasing a 1/2 share in.  We spent a good hour or two shoveling off months of snow and clearing a path around the Piper Cherokee 140D that’s parked at Rockliffe.  We worked hard at clearing the airplane then sat inside for a good 15 minutes getting a feel for what it might be like to own an aircraft.  We left elated and on my way home I had a revelation.

All of the flying that I have done so far is “training” and not really going anywhere!  I had no real practical purpose to fly except to do it for the sake of doing it.  That didn’t bode well for me as a prospective aircraft owner.  Would we actually USE an airplane?  Something more than a trip to the practice area and back?  So I decided that if an aircraft was available today, we’d book and fly it!

I got home to find a nice 2.5 hour slot available for Jan 09 at 9:30 am.  I booked it then began digging up my flight plan paperwork for Maniwaki.  I ran the numbers to have them fresh in my mind and expected to use the aircraft’s ADF to get me there.  I slept poorly excited at the prospect of going somewhere new.  When I awoke and looked outside all I saw was glorious blue skies with mega cold temps!

When we arrived at the airport there was bad news, they were not going to allow rentals due to the runway being 90% ice and with a CRFI of .3.  Simon was near the dispatch and offered to me that since he knew my flying he would release the aircraft to me as long as he got a decent pirep form the first instructor out that day.  He also graciously moved me to C-GQUO which has a wonderful Garmin 430 GPS.  I pre flighted and filed my flight plan awaiting Kathy’s pirep.  Soon she called it in as “okay” and we were good to go!

I used a soft field technique to take off and soon we were climbing away from Rockliffe and heading up the Gatineau river.  I noticed that the AI had a slight tilt of about 5 degrees when we were wings level.  I opted to not cancel the flight as it would clearly not be required on this CAVU day!   As we leveled off in cruise I tested the carb heat and was surprised at how stiff it was to move.   Ahh well this was the 100th flight, it had to go on!

We flew up the river and I tuned in the Otttawa VOR to the 9 degree radial and followed it as well as the GPS’ magenta line up to Maniwaki.  As I got close I called for unicom field advisory.  No answer.  Tons of radio chatter from Carp which shares the frequency but Maniwaki was silent!  I found the airstrip and we flew the pattern for a nice low and over of their long but icy runway.  The total time from engine start was 1.0 hours.  There was a brisk headwind!  I opted to skip the landing as there was quite a stiff x-wind and we had no business at CYMW.

I used the DRCO at Mt Laurier to contact Quebec radio.  It was the first time I ever did that so it was interesting to hear a phone call over the radio.  I updated my ETA to Rockliffe and proceeded to climb up to 4500 and head South.  Once level we were hitting groundspeeds of 150 KT!  Rica asked if she could hold the controls so I granted her control as I got comfortable and tried to close off a major draft with my toque.  She did a marvelous job of keeping us over the river and soon we had to descend down to 1700 in prep for landing at Rockliffe.

Over the chelsea dam I took control and descended to 1200′.  There was another aircraft in the near vicinity so after some conflict resolution I was number 1 for the icy x-wind landing on 27.  I flew a picture perfect pattern and slipped down to a short final over the numbers.  I assumed the correct flare attitude and was given the sweet siren sound of a full stall landing.  As we rolled out I felt elated!

So 100 flights, a possible aircraft buy and a wonderful trip.  Thank to all my supporters so far and here’s to another 100!

Total Times

Time on Type

Today was a special flight for me.  It would involve many “firsts”.  First time in a C150, first time as PIC in a C150. First time flying up the Gatineau River instead of over the hills and first time flying with Louis, RFC’s newest flight instructor.  Considering all of this, the flight was amazing and a great time was had by all.

I arrived to the airport early on Monday morning to help remove the dusting of snow from the wing covered C150, C-FFXT.  Louis was there and in good spirits.  After a quick walk around noticing the details that differ between a C172 and the C150 we were soon heading over to the run-up area.  I noticed that the C150 has a lot less mass and therefore a lot less inertia than it’s bigger brother the C172.  You can tell right away that although these aircraft are similar in appearance they are very different in personality.   As the runway was covered in about 2 mm of snow it was a quiet day with only us and one other aircraft reporting in the area.  I LOVE flying in the snow.

We took off using standard configuration with Louis’ warning fresh in my head “she won’t lift off right away but just kinda mush its way into the sky.”   He was correct but since the temp was down in the -2 arena the aircraft performed surprisingly well attaining 600 FPM on the climb out.   Soon we would turn up the Gatineau river and head up to 3000’ in the “East practice area”.   I was asked to get the aircraft setup in slow flight.  It was a cinch by bringing out the carb heat, then reducing power.  Louis caught me forgetting my HASEL check!  Bad PIC!  I went ahead and verified all was well then resumed slow flight with some shallow turns.  Nothing exciting here.  Next was the stall.

I am never great with Stalls,  I don’t like the attitude and almost always seem to get a wing drop.  Louis offered “The 150’s seem to have a faster wing drop than the 172’s” adding to my apprehension.  Soon I was pulling back into a weak but passable stall.  I didn’t like that it didn’t “break” so I pulled back herder causing a secondary stall that felt much better.  I recovered and went back to 3000’ to try a power on stall with 1500 RPM.  That went wall and I then asked Louis to demo a stall for me just to see the “real” one.  He setup and pulled and as the stall warning came on he PULLED!  The nose went up then the left wing dropped to approx 30 degrees and we slowly went around in a small circle at the edge of stall.  Louis was holding full opposite rudder and it didn’t lift the wing!  He simply accepted a small altitude loss and flew the aircraft out of the stall.  It was fun, if not unexpected for both of us.

Next up were steep turns,  they are so much easier to perform in the C150 than they are in the C172.  The nose is so light and the aircraft just loves to fly so one to the right and one to the left were a breeze.  Soon we were heading back to CYRO for circuits.  The first approach was deemed to be 20 degrees of flap and normal touchdown.  Since the snow was on the field, a soft field technique was called for on every landing.   I managed my approach with Louis talking me thru the numbers and came in for a really flat and slightly off center landing.  It was still quite good, particularly for my VERY FIRST one yet as I raised the flaps and put in the power I overheard Jean in C-GBRI call on the radio, “Make sure that you practice your soft field techniques today guys!”  Now I must take a small aside here.

It is fully understandable for one to want to be “helpful” to other pilots but I have 2 major problems with this comment.

• 1: Except in cases of dire circumstances you should always save the debrief or judging of a pilot’s performance for the ground as it is rarely helpful in the heat of the moment and only can cause them to dwell on the performance issue and not staying ahead of the aircraft.
• 2: He should mind his business as he was NOT my instructor at that moment but merely a ground pounder who happened to get to witness the landing.  I think that Louis was well aware of the flat landing and was already offering advice, which I was currently paying for.  Now I have nothing against Jean, in fact I HIGHLY respect the guy but that was simply uncalled for and he has the experience to know better!

So that landing out of the way we flew around for my first full flap approach and landing which went off well, again off the centerline, again not quite nose high enough.  Louis taught me a new acronym, NOAH.  Nose ON or Above Horizon.  For landing and rollout on a C150.  Good advice.  The next two landings were on par, not the best in my book but certainly passable and definitely considering the conditions were okay.  As we climbed out for circuit number 5 I sensed this would be the last one.  I asked Louis “Engine out for this one?”  He replied “nah, I’m not going to be mean to you this time”.  As we turned downwind I heard Jean call on the radio “Bravo Romeo India simulated engine failure Runway two seven”.  Louis almost giggled, “Well if they get one……”

Abeam the numbers I asked for the engine failure, Louis disregarded and waited until I was about to turn base when he gave me a “partial engine failure”.  Since the carb heat was already out and the runway was there, I ignored the outage and flew the aircraft down to a very decent landing, again left of center.  My only real satisfaction was that for the 4 or so circuits that BRI made, they too followed my black tracks making it “the” runway! 

Louis signed me off for flying the “little birds” and now I can add a new aircraft to the repertoire.  The only downside is that flying a C150 does not enable currency on a C172 so I will have to make some dual booking for it soon.  All in all I had an amazing time and managed to make a decent video of the flight!

Thanks Louis for being a calm and excellent instructor.  You da man!

This morning I took rica, Mikey and Chandler up for a flight in BRI.  We basically went up and did a couple of circuits with nothing exciting to report.  It was mostly to keep my currency and get Mike in the plane.  Both items were achieved!

Rica and I finally made it to Lachute and back!  We had breakfast there, it was great.  Flying back we had to keep low but the scenery was good and my landing was okay, well the first one was anyways…..

Glassy Ottawa River Water

Aircraft: C172
Registration: C-GYWN
Dual Time: 0.0 Total: 53.9
PIC Time: 0.6 Total: 24.5
Total Time:   78.4

METAR CYND 181100Z CCA 26003KT 15SM FEW250 M06/M09 A3027

Today is a very special day in the history of flight.  My flight history that is.  Today marks our One Year Anniversary!   Since Rica and I have had all aviation related events surrounding our wedding, I found it only fitting that we book a flight for 8:00 this morning.  (I originally had something much cooler planned, that never worked out)

I did not feel great getting up at 6:30 to check the weather.  Soon things cheered me up as I realized how gorgeous this morning would be for flying.  It was. You can see how still the air was by the glassy water photo above.

Jessica asked me if she could invite a friend along who is taking Aerospace Engineering at Carleton, being the ambassador to GA we are we said of course!

The aircraft had frosty wing covers but the preflight went off without a hitch and in record time thanks to my co-pilot.  I’m almost becoming spoiled having Rica fly with me as she pitches in so many places that were my sole domain just a short while ago.  Funny how I can reflect on how she helps me and is my co-pilot in life as much as she is for this one short flight.

I’m almost ashamed to say there is not much to talk about on this flight.  Really we flew for .6 of an hour, it was glorious clear sky with cool temps.  The sun beat down on us as we cruised around the Quebec airspace just being happy to be airborne.  Flying here and there, turning as we wished and mostly enjoying the freedom offered by an early fall morning.

There was really no mission to this flight other than to say we did it because we could. It caps a journey that began many years ago and allows me to reflect on the wonderful people who helped get me here.

I thought of James, my very first instructor and the man who gave me my first taste of the sky.  Of Simon and Brenda who make sure that we have the chance to fly at all.  I thought of Steven who got me thru some of the scariest flying I have done to date and of course of Mat who bridged the gap everywhere in between and whipped me into a cross country champion.

I keyed the mic requesting a field advisory and the familiar voice of Louis crackled in my headset, a reassuring sound out of the silence.  Last active runway zero niner.  I thought of the dispatchers who help manage bookings and keep the system flowing especially on our day just one year ago.

I pulled the power abeam the numbers, ensured the way was clear and turned base.  Lowering the flaps as I cleared final I glimpsed at my bride, the most beautiful and wonderful person in my world. The sun dancing across her face made her look even prettier on this most awesome morning.  Looking at final now I lined the aircraft up and thought I better stop daydreaming and land this plane.

YWN came in with a small balloon and a plop but she managed to take me thru one more successful flight.   Rica helped me clean up and shut down the aircraft and I realized how lucky I am.  Things do not always go so well in life for us but for this moment in time, everything was absolutely perfect!

I love you Rica with all my heart, thank you for the past years and I hope we only have many more to share, many more stories to tell and maybe a flight that lasts longer than a 0.6!

Your man forever,

Michael.

Chandler Goes Flying!

Aircraft: C172
Registration: C-GYWN
Dual Time: 0.0 Total: 53.9
PIC Time: 0.5 Total: 23.9
Total Time:   77.8

Today was an excellent day to take up a first timer.  In this case it’s our 2 year old Shih-Tzu who has been around aircraft but never above 3 feet.  He would manage to ride along up to 2000′ without so much as a whimper.  He really likes being inside the plane.  He does not like being shown the outside thru the window however!  

The kids came along for this flight which took place taking off runway 09.  During climbout Mikey was a bit nervous as evidenced by his turtle like posture. I brought the aircraft around for a touch and go.  During the landing rollout Mike expressed his happiness and we continued with the flight heading to the East.  We flew to Orleans and then proceeded via Gatineau’s airspace back to the West to land.  

During this short flight we all got to see a bit more of the fall color although it is much less vivid today then last week.  We also got to just get more exposure to the flight environment.  For that I feel successful.  Mike was even smiling as we taxied in.  

Booked again tomorrow at 8:00.  Hoping it will be more of the same.

Flying with Mom and Dad 10/11/2009

Aircraft: C172

Registration: C-GYWN
Dual Time: 0.0 Total: 53.9
PIC Time: 0.6 Total: 23.4
Total Time:   76.6

METAR CYND 111400Z 25011KT 15SM FEW028 06/M02 A3011 RMK CF1 SLP198= 
METAR CYND 111300Z 26006KT 15SM SKC 04/M02 A3010 RMK SLP196=  

Our flight today was a special one as it would be the first time I flew with my parents on Rica’s side.  They are seasoned travelers of the jumbo jet series but never have flown in a “little plane”.  I wanted the weather to be smooth with little crosswind.  Our flight took place at approx 13:00Z with a slight wind coming directly down the runway.

Since it was cold I did most of the preflight while H & V kept warm in the clubhouse.  I had booked MME but noticed it had full tanks, so the lovely dispatcher switched me to YWN which was sitting half full.  The aircraft was totally ready to fly save for an entry about the INST breaker popping during start.  I somehow remember this, so noted it and moved on.  

Rica soon arrived with parents in tow. I loaded them in the rear carefully explaining how the seatbelt worked.  This is when I discovered there is no rear headset jacks in this aircraft anymore!!  I looked for the little box but couldn’t find it.  I ended up telling them that they would not get to listen in to all the “cool pilot talk” but if it got too noisy, to put the headset on. I then gave them the briefing just in case they could not hear it later.  They appreciated the attention and soon we were firing up the aircraft.  

The ISTR breaker did pop.  I have to postulate a theory here, YWN does not have an avionics master switch.  Is there not a reason that most do?  You are supposed to have the avionics off in case there is a spike on startup.  I had them off yet the breaker popped.  I’ll bet a dollar to a donut that if this aircraft had an avionics master, this would never happen.   Then again, what do I know I’m a pilot. I followed the rule, reset it once and all was well. 

Fall Takeoff at Rockliffe, October 2009. CYRO

Takeoff and climb went well but as I turned downwind I could feel the aircraft resisting the turn the wind now pushing us away from the field. I wanted to keep the bank shallow here but had no choice but to steepen it up in order to maintain my desired course.

 Soon we were departing and heading up the river at 1700′.  Rica kept everyone informed and managed her co-pilot duties with ease.  She would listen intently to radio calls and then pull an earpiece off to relay information to her parents.  ”There’s your house. look at the mall”.  I flew along to Cumberland ferry then began a turn back towards Gatineau.  I called up Gatineau radio to request a transition and ended up getting schooled by Quebec radio that made me realize I was on the wrong Freq.  A quick change over to 122.3 sorted this and soon I was flying along in Gatineau’s “protected airspace” just north of Rockliffe.  I flew across and allowed pictures of the fall colors but as we approached the hills of Gatineau park the turbulence began in earnest.  

Fall Colours over Gatineau Parc

I decided it was time to head back in.  A quick 180 turn and and a descent to 1200′ I called up Rockliffe to hear only 2 in the pattern. On downwind I could see the very erect windsock and hoped it was at least within a few degrees of the runway centerline.   

On final I could see there was just a slight crosswind but the headwind was bucking and weaving giving our flight path a bit of a sine wave look to it.  I kept the speed up just a bit and managed to plop the aircraft down to a firm but well centered landing.  Everyone did the French thing and clapped furiously.   (I held the yoke).  

Fall Landing at Rockliffe, October 2009 CYRO

All in all it was an excellent flight and I thank you guys for trusting in me.  Anytime you want to go, I’m ready and willing.  Well maybe RIGHT now we should stay on the ground,  here is the latest.

METAR CYND 111500Z 26016G22KT 15SM FEW040 07/M03 A3010 RMK CU2 SLP194

Awesome!

Gatineau Park In Fall Color

Aircraft: C172
Registration: C-GMME
Dual Time: 0.0 Total: 53.9
PIC Time: 0.7 Total: 22.8
Total Time:   76.0

Today Rica and I would be flying on a mission.  I had read about Pontiac Airpark and wanted to overfly it as a visitor to the ourairports page had in the past.  A second part of the mission is to enjoy the fall colors that are abundant now.  I had to book online ad the only aircraft available to me was one that is new to the club.  Mike,Mike,Echo.  MME is a C172M model (another Mike) and although I have been flying only the N models I figured it can’t be too tough.  While getting ready to preflight Louis at the club reminded me that this aircraft’s ASI is calibrated in MPH instead of KT.  There IS a subscale but you can’t read it at all.  So I had to quickly memorize a new set of performance numbers.  

Rotate, 60, climb 75-85 hmm this isn’t soo bad.  Rica did an amazing job of keeping track of the speeds and offering me them as required. “approach is 75, full flaps 70″.  Rica even did her first radio check “position two” I’m proud of my little aviator!  

Take off and climb out was uneventful and soon I found myself tracking along the river heading for the airstrip.  I knew how to find it easily enough, there is an inlet that runs behind Constance Bay, that inlet points directly across the river to the airpark.  You cannot miss it!  As I flew a circle around the new land at approx 1500′ AGL Rica snapped photos and noticed a car parked on the field.  I agree with Tony that he could easily get his Husky in there and I’d love to go anytime you want (hint hint!)

Here is a great shot of the Airport form the North.

Pontiac Airparc in the Fall of 2009

Soon we were flying back to Rockliffe and taking in the beautiful sights.   Rica did a great job of spotting traffic and I did a great job of flying the aircraft.  

Approach Over Gatineau Fall 2009

I checked my airspeeds and flew down to a slightly off center xwind landing. Need to put in a bit more slip but all in all it was passable!  The MPH did throw me off but flying attitudes made it work out.

Water in Fuel sample from a Cessna 172

METAR CYND 011300Z 27005KT 15SM -SHRA BKN017 OVC035 04/01 A2996

Aircraft: C172
Registration: C-GYWN
Dual Time: 0.7 Total: 53.9
PIC Time: 0.0 Total: 22.1
Total Time:   75.3

Today’s flight began early in the week with an email I sent to Steven asking if he had a standard “rust remover” type of flight he liked to use for someone who has not flown in over 90 days!  I wanted to ask for stalls and oddly enough he came back with just that suggestion, stalls, a diversion and some hood time to go towards my night training.  I was excited and nervous thinking of whether I remembered to fly or not!   As it turned out we would fly but the lesson was completely different due to weather.  The real secret in aviation?  Always be flexible!

I was booked for 11:30 and so I showed up much earlier and sat in the ground school room working out performance numbers.  I wanted to exercise my brain and go thru the whole thing as if I was on my flight test if only to keep sharp.  I froze at the disability to sort out time/distance calculations on the E6B but after some noodle scratching it came back to me.  Soon it was 11 and I went out to do a thorough preflight on YWN, her first flight today.  

I approached the sleeping bird from her port side and grabbed the edge of the wing to give the plane a decent shake.  I mused that I should give a bit of extra time for the water to separate back out of the fuel so I saved sumping the tanks until the very end of the walk around.  The cup pictured above was the second draw.  I could have missed it if I gave a cursory glance at the fuel but it had drizzled all night and therefore I was extra cautious.  I’m glad I was!  This is a great example of what water in fuel looks like. 

The tank eventually ran clear with fuel after a couple more puls and as I suspected, the starboard fuel cap will need a new seal.  I made my first real “squawk” in the binder then Steven and I commenced our flight.  

As we taxied out Steven noted the temperature and advised we would have some PDM to consider.  With the temp at 8 on the ground and active drizzle about we could get into an airframe or carburetor icing condition very easily.  We opted to remain close to the airport to ensure no issues and still managed to get a great flight in.  

I opted for a normal takeoff for the first one, climbing into the circuit Steven requested a normal lading touch and go.  This landing was sweet with only a slight ballooning during the flare.  I brought up the flaps and we took off for the second circuit.  As I setup for downwind Steven asked for a short field landing.  I briefed it quickly out loud then flew down to a very fine short field landing full stop.  At this point he requested short field take off from where we sat.  I pulled it off with ease.  As we climbed out of this takeoff I commented that I wanted it to be more challenging.  Steven responded by reaching for his bag.

Within moments I lost my pitot static system.  My ASI and altimeter were covered by sticky cups.  Magically the VSI still functioned but I instinctively ignored it.  I tried the alternate static system and received no joy.  So I simply brought the aircraft around for a landing.  On final Steven asked for me to make it a touch and go.  I thought why not.  I kept flying by the attitude I expected the aircraft should be at and it flew very well.  Just a bit more right rudder and we soon we climbing out at lord knows what speed!  

Steven was satisfied and even gave me a decent pat on the back as I was flying along in my own glory.  He removed the cups and said we could go in he was done.  I asked if we could take a short hop over to Gatineau CYND so that I could do some radio work.  He agreed and soon we were reporting overhead the field for touch and go two seven soft field technique, I didn’t let the nose wheel touch the ground at YND just did a wheelie and flew away.  

I climbed back out of CYND up to 1700′ then crossed over Rockliffe to perform “the procedure”.  It was then that I passed Steven my blackberry and asked him to snap some photos.  He agreed and they are posted below.   As I descended he informed me that this would be a forced approach.  I asked if he would pull it or would I?  He said I could.  I assumed that I’d just pull it on downwind and so began flying as I normally would.  Just crossing overhead the field I called mid downwind entry and Steven, the sneaky guy pulled the throttle out from under my hand!

I pitched for 65 and began a slow right turn to shorten our path to the runway.  I briefed Steven on moving his chair back and removing his glasses.  I was Mr. Cool here today. Put out some flaps and raised the wing to take a peek at the runway, too close!  I turned away from the field for a moment, then slipped it around into a decent final.  I brought the aircraft in to a pretty decent landing and even made the taxiway turnoff.  

All in al it was a GREAT flight.  I feel wonderful and accomplished all at once and am very thankful for everything that came together today.    I even managed to get 5 landings in so I’ve reset my currency there as well.   Now to go and do some useful flying . . . . 

Approaching Rockliffe CYRO from the North

Mr. Pilot. Feeling good and looking happy!

Looking down on CYRO as we cross overhead

Looking up Montreal Road from above the Montfort Hospital

Approaching Rockliffe from the South

Aircraft: C172
Registration: C-GYWN
Dual Time: 0.0 Total: 52.1
PIC Time: 0.9 Total: 18.9

METAR CYND 281600Z 31007KT 15SM SKC M17/M25 A3053 RMK SLP345=

If you were to fly for the first time as PIC with your wife on board, you would BEG for a day like today.  Take a look at that METAR!    Today was my day.  Rica had an appointment to have her hair done this morning so I took the opportunity to go to the club and have Simon sign off on my paperwork.  (For any prospective flight test candidates you didn’t hear it from me but Simon loves a small tea from Tim Horton’s accompanied by a chocolate chip muffin.)  I brought a medium!  

After going over all of the required paperwork we signed the forms together and shortly thereafter I held in my hand a freshly transformed Student Pilot Permit.  This one is special as it has the wording on the back “Private Pilot License, All single pilot New high performance single engine land aeroplanes”  That’s a mouthful, but it’s music to my ears.  I had the aircraft booked for 11:00 AM but there was a glitch.  Last night a cold front came thru and brought with it wind and freezing rain.  The aircraft was put into the hangar in order to melt the ice.  I crossed my fingers and returned home to pick up my most special passenger.   Rica was not getting her hair done as expected,  her dresser flaked and therefore she was ready to go.  We drove back to the airport, a pit slowly now growing in my stomach.  That familiar anxiety was back but I didn’t want it!   The aircraft was on the ramp, ready.  I went in and picked up the keys for my first “rental”.  René demanded to see my license, smart guy .   The pre flight went smoothly and as I got to the engine start checklist the first “bug” happened.  I turned the key and heard the starter groan against the cold engine as it spun thru about 6 strokes of the prop with no start. As I released the key to give it more prime, I heard the snap of the INST circuit breaker popping.  I have not had this happen to me yet in all of my training.  My brain immediately considered what is powered by this circuit?  Turn coordinator, what else? I drew a blank, considered pulling the POH but realized that I was being over cautious.  I chalked this up to a cold airplane coincidence.   I resolved to myself that if the engine did not start on the next try, I would abort the flight.  I reset the  breaker and pulled in another shot of prime. The engine roared to life when I turned the key.  Alright!  Instruments checked out.  I did not smell any smoke and all the remaining checks went well.   As I taxied to the run up area I noticed the taxiway was pretty much 80% ice.  It was the first time I have used a surface with so little friction.  No real issue but it was interesting to locate a patch of rough stuff in order to perform my run up.   During the run up I explained to Rica how we would depart East and what we would be doing.  She was to watch for other aircraft as it was extremely busy today for VFR traffic arriving to “Moe’s annual fly in” which is a popular one day event.    I checked the pattern and lined up on Runway 27 for my take off run.  The AI came alive as the engine pulled us strongly down the slippery runway.  Soon we were airborne.  It was very clear and smooth today.  No weather to worry about, just a lot of traffic.  I departed the downwind for the East and climbed up to 1700′.  Most VFR traffic was flying towards us at 2200′ and I liked the idea of a 500′ separation as a minimum.    We flew along the river and switched over to 126.7 as we approached Cumberland.  I was a bit tense but all was going well.  Rica snapped photos and I flew along heading towards my dad’s home located on te Nation river near Wendover.    We noticed many ice fishing huts arranged like a community.  

Soon we were able to spot the Nation River and shortly thereafter were performing a 180 above my dad’s place.  We did not manage to get a decent photo of the house but it was special to actually see it.  There was a short debate about calling him to say hi but we decided against it.  No biggie, I wasn’t interested in buzzing the place, that’s how pilots get messed up.  I just wanted to know that I’ve been there!   With the turn completed it was time to return home.  At this time I climbed up to 2200′ and announced my position to the area traffic.  At this altitude there was a bit more chop but overall the flight back was blissful.  There was a point for about 5 or 7 minutes where Rica and I just sat in silence, the engine purring beneath it’s cowl.  I didn’t try to think about anything just to absorb the moment.  The sun shining on our bodies, the smooth air, the sense of total accomplishment.  It was real and it was here.  It was almost overwhelmingly sweet.   I didn’t bask in this moment for long, for I needed to plan my approach to the airport with a “flight of three” calling in just a couple of miles behind us.  I descended to 1700′ as I neared Rockliffe and switched back to 123.5.  I called for an advisory and called again as I turned to begin the overhead procedure.  During the descent and turn back to join mid downwind I heard another aircraft approaching form the West.  I did not see him but he soon saw us and called in for number two.     I slowed up and bit and realized that I was a bit behind the aircraft as the runway passed to the right behind us.  I already had carb heat active so I pulled the throttle, slowed up and dropped about 20 degrees of flap.  I then began my base turn.  Rica was peering out the window at her view of the river just 700 feet or so below us as a wind gust shoved us down a good 50′ or so!  In my mind I went “AHHH!” but it was Rica that actually gasped aloud that snapped me to attention.  That was a hefty bump, but I knew better, the aircraft is still very much flying.   I spoke, “It’s ok hun, just a bit of wind there we will be done this turn shortly”  I turned onto final and the runway lied directly ahead.  I brought in 30 degrees of flap and considered what it will be like to touch on the ice.  As we passed the fence everything came together perfectly.  Airspeed 60, throttle pulled to idle, nose falls into place.  The black shiny runway was soon beneath us as I pulled into a gorgeous floaty flare.  We came down with a gentle touch which Rica remarked “Was only a little off center”.  Ha!   It felt supremely grand to roll out and I soon realized that we were actually somewhat weathervane d into the wind and sliding on the icy surface.  It felt odd but was nothing that wasn’t manageable.  I reported to the aircraft behind that the surface was slippery.  I then came to rest at the pumps and will be smiling for at least a week.   I won’t say that this flight was the greatest one I have ever had, certainly the anxiety was higher than I would have liked but all in all this was but one in a series of many.  I’m glad that I have been able to share it here with you all.