As most of you know, all being Presidents of the Gutenfest Touring Society, I traded fenders for wings. About a year ago I made a decision, as a direct result of too many “adult beverages” with Don Harrison, to buy an airplane. With our Intel stock in the mid–20’s, now was the time to take the plunge. Once finding a suitable plane, many things had to happen as a result of such a decision. Justification of the expense and some equalization by means of liquidating auto inventory (65 Mustang FB & 03 Mini Cooper “S”) was necessary. Before me were inspections, mechanic choices, location of housing for said plane. With two sons pursuing careers in commercial aviation, their input was not only necessary but positively discussed. I (we, grin) decided on a “stiff legged” Cessna, what I learned to fly in back in ’74. Easier on un-improved strips, easy to work on, and lots of choices for mechanics. One model had always stood out among the rest in my price range. The Cardinal 177B Fixed Gear or FG. It was built as an answer for people who wanted a faster 172 with similar operating expense. Gain is about 15 knots at 10 gallons per hour. No wing struts making, I think, a much better looking plane. Last June, N34242, a 1972 FG based in Reno, landed at Troutdale. She sat on the ramp for a few weeks and, thanks to my former boss at Western Skyways, I borrowed a hangar until I could locate one of my own. That took place in October. For a mere $235 a month I now lease a glorified garage for an aging airplane.
We have now owned the plane for just over a year, put over 230 hours on it, burned over 2300 gallons of 100 low lead fuel, one annual (required by the FAA), 7 oil changes, and 6 additional visits to the shop for minor irritations. I will not get into discussing the expense. You think owning a Porsche or Ferrari is questionable? Buy a plane and you will see what I mean. The flip side is the enjoyment. I get and the pleasure watching my sons gain valuable aviation experience and needed hours for future airline employment.
Yesterday, the 31st of August, is just one example. My older brother Tim, a fool in his own right, owns a 46 foot Grand Banks motor yacht. He is building out a piece of land that he purchased up on the Sunshine Coast of British Columbia, about 60 miles north of Vancouver, BC. Being on Sabbatical from Intel, he had his boat there for the summer and was starting his return to Portland, the Columbia River Yacht Club. He asked if I would ferry a buddy of his, Bill Anderson, up to either Friday Harbor in the San Juan islands or to Port Angeles in the Strait of Juan De Fuca, just south of Victoria on the N. Washington coast? Bill would help him bring the yacht down the Washington coast and back up the Columbia river, something you should never do alone. Weather dictated Port Angeles, ground fog up in the San Juan’s.
Pre-flight done, pulled N34242 from its comfy garage, i.e. Hangar. Bill and I strapped in and attempted to fire the mighty 180hp Lycoming O-360 to life. One, two, three, four turns, bam, she finally fires. Run-up complete, off we go heading north. Ever since I started my training for my Instrument ticket last November, I never fly VFR (visual flight rules) without what is referred to in aviation circles as “flight following.” A free service provided by the FAA as work loads permit, it alerts you to other airplane traffic along your route. Both sons, Joe and Brian, and my instructor Joe Lutz refer to this service as “self preservation.” So many planes flying these days, makes no sense to not take advantage of it. We picked up Portland Approach. With the engine set at 21 inches of manifold pressure and 2200 RPM we were cruising at 108 knots. I bumped that up to 24 squared, 24 inches and 2400 RPM and got her up to 119 knots. Traded fuel for airspeed. My planned route took us over Chehalis, Olympia, Bremerton, close to the Bangor, Washington Submarine Base, to about 7 miles South of Port Townsend where we took a big ‘ol left turn towards Port Angeles. The cloud deck just below our 6500 foot cruise level was gorgeous. We were handed off 6 times, finally Whidbey Approach. Cancelled with them, dialed in the CATF (Common Area Traffic Frequency) on 123.00 and announced our intentions to the Port Angeles Airport traffic. Port Angeles Unicom informed us winds were favoring runway 26 to the North West. We landed, boy did we land, no missing the thump but we were there. Dropped off Bill at the FBO (fixed base operation), re-fired the Lycoming motor and taxied to the fuel dock. Ready for this? 100LL was selling for a measly $4.10 a gallon. The 1.8 hour flight cost $88.90 in fuel. Headwinds!
Re-fired the Cardinal again, taxied to the run-up area of Runway 26, mags check okay, stated my intentions at this non-controlled field that N34242 was departing Runway 26 and will be heading out to the east via a right down wind departure. Tim’s boat was close to the airport, gave him a birds-eye view of the underside of my plane. Again contacted approach for flight following, punched in my “squawk code” (transponder that emits a specific signal that shows up on air traffic control radar) and proceeded to fly on course to Sequim, Seattle, Olympia and on into Troutdale. Return flight time was 1.4 hours, got to love tail winds, averaged 125 knots economy setting 20 inches and 2200 on the tach.
Now the reason for my story. It was about 3:30PM, very sunny, 7500 feet just north west of Olympia, Wa. All gauges in the green. Munching on some crackers I had brought. Auto pilot on, coupled with the Garmin 420 moving map GPS with altitude hold feature, Troutdale as the destination, indicated 50 miles and 25 minutes. Listening in the background to Seattle Approach for any instruction. This was why I choose to make a massive financial investment. A beautiful day skimming along the airways, protected by radar coverage for nothing more than my seemingly massive federal tax payments! Enjoying the view and safely demonstrating a capability that not many humans in the world can. All the while thinking that everyone else I know is at work…
Kelly Sweeney