What a beautiful day. I decided I just had to go fly. Checked the schedule – there was an hour window at noon.
Got up to airport in time to find the afternoon flight had been canceled so I could go anywhere all afternoon.
I decided to fly to Auburn for lunch. As I headed to the plane…I had a pang of…aloneness…and concern. My favorite co-pilot is fishing in Alaska. I hadn’t flown alone in perhaps over a year.
I went through the outside inspection of the plane. Before getting in, I went back to the office to get the Auburn airport information.
Got in the plane. Thought, I can do this. Cool. It seemed second nature. A bit so much that I felt like I was going through it all too fast.
I was.
I followed the checklist.
I thought.
Turned the key. Almost turned over. Twice.
Oops. Forgot the fuel pump on and the primer on. They had somehow hidden while I was reading the checklist. 
It was a high-ish density altitude day. The plane had just been flown for 2 hours so it almost could have turned over. But almost – and this wasn’t horseshoes.
So turned the master switch off. Turned it on. Flipped primer switch. Turned fuel pump on. Found those on the checklist – they had decided to show themselves this time.
Tried to start it. Almost. Almost. Nada. Sigh. I might need to go in to get help.
I turned everything off and sat for a bit. Now instead of starving it of fuel, I had probably flooded it.
So I started from scratch. Master on. Mixture rich. Fuel pump on. Primer on. Turn key. Oops forgot the 3-5 seconds of pumping. I did a quick pump and…..it turned over. Yay! (The 3-5 secs would have flooded it again – I chose well this time!)
I went through the checklist. And I was off. Not without checking the brakes first.
I called in. Taxied to the holding area, waving at the CA Dept of Fire person.
I did a radio check. Sherm or Greg confirmed.
I did my brief out loud – including what altitude I needed to reach to be able to turn around and make the runway in an emergency.
I took the active after a plane had landed. It called clear the runway – and I called taking off.
Once I got airborne, I checked the checklist again – I had done it all already.
I flew out to 49 South to follow it. I scanned the horizon, the instruments, looked for the airstrip Alta Sierra in case of emergency. Where is it? Looks different by myself and with all the trees in bloom. There’s an opening but I don’t think….yup, that’s it. Check.
I was still at 4000’. I like being up high – gives me options in case of an emergency. I turned off the fuel pump, checked the mixture.
I remembered Chuck talking about how we follow Route 80 over the Sierras. He told the other party – land the same direction as the cars are going.
Once I had tried to analyze which way one would land if one had to – if the same direction, they won’t see you coming. If the opposite they’ll have few options to get around you.
Chuck continued: And hope that they see you, can slow down and not hit you.
Ah.
It was a bit choppy. Didn’t worry me at all. It would have when I was first soloing.
The crosswind during take-off was only a few degrees off a headwind.
I was thinking how when I was first soloing, I would have been uncomfortable with this bumpy weather. By this didn’t bother me at all.
I kept having to wipe my “glowing” hand that was holding the stick (controls) on my pants. (Pigs sweat, men perspire, ladies glow). I checked my psyche. Nope, I wasn’t stressed to the point of glowing – it was just a very hot day.
But I sure didn’t want a bump to catch me off guard and my hand slipping, the controls out of control.
I checked the trim just in case.
Ooooh! Flock of white birds. Beautiful….if at a distance.
They turned to their left, my right. So I turned left. With low wings though, I couldn’t be sure so I dipped a wing. Yup – they were still going the other way. My engine was safe.
Airport in sight. Because I was alone, the flight seemed like hours. About 10 minutes later I was calling in 3 miles north of airport.
I checked around for other airplanes. Heard one on final – saw it. Check. Heard helicopters, saw them. Check.
This airport was usually busy on Fridays – fish and chips special day. But in order to get a seat, most people got there about 11:30am. So I was later than arrivals, and earlier than departures. It was a hazy-ish day. Just like the day when about 7 airplanes had called in in the traffic pattern and I couldn’t see any. I would call downwind and someone else would call downwind and would mention seeing me. So I stayed outside the traffic pattern till everyone had landed. I thought.
I had called in – on a 45 for downwind for runway 2-5. Heard someone I knew! Call in – Victoria, I’m just gonna zip ahead of you – he was on long downwind – and zip ahead he did. I called him. I following him – I’M number 2 behind him. Hmmm
I figured I’d follow him – I didn’t think I was at the right pattern altitude.
He landed long. I mean long – 3/4s down the runway. So did I – well not as long. When I saw him in the restaurant, I said, I was glad to follow him; no one was mentioning seeing me! And I wasn’t sure what TPA was. He said: I was a little high.
Ah. Hence the long.
So this time though, even though one was coming in from the south, helicopters were practicing…some on the ground…
I called overhead. Listened to the AWOS. 7 knots about 30 degrees off downwind. And pressure was .6 points less. Wow.
Then called turning downwind.
Another called in.
I checked the checklist. Yup. I’m on track.
And on final, I was a bit high. Considered I might have to do a go-around. Sigh.
Thought I still had plenty of runway but didn’t feel like rolling out to the end, so tried a slip. This plane is hard to slip, or has been. But this time, got down just enough, straightened out and landed. For a nano-second I didn’t realize I had landed. YES! It was that smooth. Woo hoo!
Just as I was leaving the runway, the airplane sputtered – some high density altitude – I checked the fuel pump was on, mixture full rich and I quickly added a little power. Finally getting a little into my head what to do instinctively.
I taxied in. Had to go a different way. Saw one opening but would have had to back it in So I taxied around, threaded thru, and voila. I parked. Yes, it had felt like an hour but I got here.
As I walked in, saw there were no tables outside. Inside was empty. I went back outside – one table had 2 empty seats. So I walked up and asked if I could sit with the 2 guys, said I wouldn’t bother them, would pay for myself, and if they weren’t having a big tete a tete…could I sit down there.
Well, that was a new one for them but they said sure.
So we chatted a little and one was a pilot, the other wasn’t, but interesting. Of course, I eventually mentioned Chuck. The pilot was ex-Air Force, a helicopter pilot in the Air Force, but had been flying since he was 14. He taught me and reminded me of different parts of flying. It was cool.
His friend is a painter, artist. He had videoed his grandmother telling who was who in the family album – which sparked other memories and stories. How great is that? We all talk about it – but not many of us do it.
They walked out with me to the airplane. We talked a little about it. R (pilot) explained a few things to me, asked a few questions that made me think. Nice.
I got in –they said they’d watch me take off.
Me: I don’t know if I can handle the pressure.
I hoped I did start it right off the bat
I followed the checklist and held my breath. Rrrr- it turned. Phew.
I taxied a bit and tested the brakes. Good to go.
And taxied on out to the holding area. While I did my run-up, a lot of traffic on the radio. I checked – winds were within 30 degrees of the runway heading.
After helicopter passed me, I called taking the runway and holding short.
When they cleared, I called taking off and did.
I dipped my wing at my new friends – cool!
And headed north.
I followed 49, looked at the traffic and still not sure the wings would fit.
As I got close, a plane called in. So I called in – 10 miles south by southwest.
The other guy called 7 miles south.
Ooh uh oh.
I called in: I don’t have you in sight. I’m at 4100’, where are you?
Them: 4700’, looking.
Funny he had backward clock-it is. He said he was at my 3:00. He wasn’t. I checked my 9:00 and there he was above me.
Me: I’m going to turn left and get behind you – you’re faster.
Thank you.
They were much faster. And I had learned a lot from Chuck – such as keep the guy in front of you – easier to see than having to check six.
I set myself up. Slowed myself down and watched one guy on final and the other on downwind ahead of me. Called downwind with each of the traffic in sight.
I went through the checklist for right now and for the next steps.
I rehearsed what I had to do for a touch and go. Hadn’t done one in a while – was I okay?
Let’s see: Sequence is: After touch down, smooth full power (not too fast), flaps from full to half and off we go. Yup. I can do it.
On final, there were a few downdrafts. At the last 20 feet felt like the floor dropped out. But I had already put full rich and now I added power. I thought – ah well, I can do a go-around – not much different from a touch and go. One the wheels touch, one they don’t.
I kissed the runway and away I went. I did a little skip but hardly noticeable. Woo hoo!
I can do this.
Called crosswind, downwind. Slowed myself down – what’s my hurry ? I turned a bit early but the downdrafts were dropping me kinda fast. So early was good.
I added power, tried not to add too much. Turned to final – had to add power, downdrafts again. Not the usual updraft over the reservoir.
So I headed to the numbers.
I flared just a little early so gained a little altitude. I considered putting on some power – but just flew the plane – and kissed the runway.
I slowed waaaaay early. I was pretty happy – I had a short field landing without even trying.
I exited the runway, called in. And taxied on down to the parking place.
Nice flight. Still prefer flying with my favorite pilot.
c. GCYI