Michigan Grass Strip Tour

 In August, the opportunity arose for me to travel to Michigan for work in my Champ, Rudolph. The weather for the trip there was expected to be fantastic, and it was an easy two-leg flight. The one complication that arose was airspace. I was trying to get to the north side of Detroit, so my options were:

• Go around the west side of Detroit's class B airspace,
• Stay below 2500 ft over the city of Detroit and fly through a narrow corridor between the inner ring of the class B and Canada,
• Join the fray and contact Detroit to fly through their airspace, OR
• Overfly western Lake Erie...and Canada

I decided to overfly Canada. Was this the safest option? Perhaps not. It did involve flying over quite a bit of water. I was definitely not within gliding distance of a shoreline for a while. But, there is an island chain, which means I was never out of sight of land. Also, to overfly Canada, you have to file a flight plan, squawk a discrete transponder code, and be on flight following. So, if I did end up in the lake, at least someone would come looking for me...theoretically. In the arguments FOR taking this route: the islands sounded pretty, and I had never overflown Canada before (or even filed a flight plan in about 10 years). This seemed like a easy way to "get my feet wet" with some international flying, while hoping that remained a figurative statement.

I departed Virginia on a beautiful morning, but unfortunately had more of a headwind than was forecast, causing me to land at Barnesville-Bradfield Airport (6G5) in OH, short of my planned fuel stop, but still leaving me plenty of gas to get to my destination in Michigan. I also felt right at home with the big "Bellanca" sign on the hangar by the fuel pump. I will have to stop by again sometime in the Bellanca and find out the story behind that.

Hangar with Bellanca sign at 6G5

Filing and activating my flight plan in my app (iFly) was a non-event. Then I just had to fly on until I got close enough to a tower to pick up flight following at my (low) Champ altitude. I was able to pick up Cleveland approach as I neared the outer ring of their class B airspace. As I approached the lake, they smoothly handed me off to Detroit, who I stayed with until I was back in the US. If not for that line on the chart, I never would have even realized I had been out of the country.

Approximate route of flight across the lake and over Canada

And those islands? Beautiful. The water had a somewhat turquoise hue, reminiscent of the Caribbean (not that I have been there, but it is on the list!). 

The Bass Islands, in Lake Erie

Pelee Island, with the airport's (CYPT) east-west runway visible

My destination in Michigan was Ray Community Airport (57D). They claim that it is the "Friendliest little airport in Michigan" and from what I saw, that claim is accurate. It is a very low-key airport full of people who are more than willing to help out a fellow aviator. They even have a grass crosswind runway! Even the gas is a good price for the area. To demonstrate how helpful the folks at the airport are, I messaged someone through their Facebook site, who was able to put me in touch with someone who found me a hangar to rent for the two weeks I was going to be there. I arrived before the guy whose hangar I was renting and spent the time wandering around the airport. I quickly made some new friends. There is a very active EAA Chapter on the field, and interesting airplanes in (almost) every hangar! Stop by if you're in the area. You won't regret it!

Rudolph on the ramp at Ray (57D)

The most fun part of the trip though, came on the one day I had off. I met up with the airport crowd at the terminal for some hangar flying, and then set off to explore some grass strips. There are plenty of grass strips in Virginia, but for the most part, they're private. Michigan is dotted with a plethora of grass strips...and many of them are public! I took a look at the chart, made a loose plan, and set off to find and land at as many grass strips as my gas would allow. I made it to seven. Every single one I went to was putting-green-perfect and an absolute joy to land at! I always love flying my airplane, but it had been a long time since I had quite this much fun.

I was off to a great start with Sharpe (2E2). It seemed deserted, but when I took off, I saw a couple (the Sharpes maybe?) waving at me. I rocked my wings, and was on to the next strip.

Sharpe (2E2)

Next up: Gavagan (48G). Landing directly behind the house really underscored the fact that most of these strips really are the backyards of friendly people who just love airplanes.

Gavagan (48G)

Yale (D20) is in a farm field. Straight, wide, smooth, and with no obstacles anywhere close to the runway, this was a beauty!

Yale (D20)

Next was Para (4Y8). I looked this one over VERY carefully - circling a couple of times before landing, as the chart had it labeled as "OBJECTIONABLE". But it appeared to be mowed and in good shape. This was the hilliest runway I landed on all day, as the center's elevation is noticeably higher than that of the two ends. It still rates as one of the nicer grass fields I have landed on though.

Para (4Y8)

Cowley (96G) was next on the list, and at 38.5 NM from Ray, the northern extent of my wanderings. This was another nice, obstacle-free airport in a farm field.

Cowley (96G)

Next up was Arnold (55G). This was the biggest of the grass strips, with a large ramp area and several hangars. A guy on a golf cart did drive up and wave as I was lifting off. I wish I had stayed on the ground a bit longer so I could have given him a proper greeting.

Arnold (55G)

Last but not least: Flugplatz (7MI), right by the lake. With a large house and hangar overlooking the runway, and the beautiful blue water of Lake Huron for a backdrop, this must be every pilot's dream. 

Flugplatz (7MI)

After this, my initial plans had been to visit a couple more strips (Avoca - 39G and David's Landing - 5Y5) but I was so enchanted by the lake that I instead flew down the shoreline to where Lake Huron ends in the St. Clair River. I'll have to add those other strips to my list for the next trip!

The Blue Water Bridge connecting Port Huron, MI and Sarnia, ON

After two hours of flying, I returned to Ray and parked the plane until it was time to head back south for Virginia. When the time came, my trip home was not exactly uneventful. After waiting at Ray for ceilings to lift, I headed south in the early afternoon. Due to the still low ceilings, I didn't feel comfortable crossing the lake, and after speaking to some local pilots, opted for the gap between Detroit's class B and Canadian airspace. This was not as hairy as it had first appeared to me: just stay below 2500 ft and close to the west bank of the river. This route also provided some great views of downtown Detroit.

Detroit

In another example of how friendly the aviation community is, I only made it as far as OH that day, then ended up spending two days waiting out weather in OH with a wonderful couple I met at the Aeronca fly-in a few years ago. 

We in aviation truly are a lucky group. Even though things don't always go according to plan, trips like this are what really remind me of why I got into aviation in the first place, and also that I shouldn't take it for granted. Thank you to everyone who has helped me along the way, including the people who maintain all of those gorgeous strips!

 

Martinsburg (KMRB)

 Monday, December 23rd was a perfect day for flying: calm, clear and most importantly, a vacation day for me. It was a day that Allen and I just had to fly somewhere. Our thoughts initially went to one of our staples, Cumberland (CBE) with the Hummingbird Cafe right on the field. Checking their website in advance, we saw that they are closed on Mondays. Though initially disappointed, this led us to try a new place we hadn’t been to before: Martinsburg. This would be our first visit to the airport because we (and I’m guessing many of you do this too) avoided it due to the control tower. Spoiler alert: Don’t! The guy in the tower was patient and friendly.

We departed Warrenton (HWY) in the early afternoon and headed north in the glassy air. Even flying over the ridges there was hardly a bump. With the GPS showing a flight time of under 30 minutes, we diverted to the west to lengthen the incredibly delightful flight. Still, all too soon, we were checking weather and calling the tower at Martinsburg.

The Martinsburg airport is shared use, with a large West Virginia Air National Guard presence on the ramp. That means there are some really cool, really big airplanes (C-17 Globemasters) to see there. That also means that they have a really big runway – 8,815 by 150 feet! Almost wide enough to use the width of the runway instead of the length in a strong crosswind! 

The Martinsburg tower and National Guard C-17s

Now to what I’m sure has caused most of us to avoid this airport: the control tower. Yes, the airport has a tower. No, they are not difficult to talk to. The most important thing to remember is that the controllers are just humans too. Not rigid, unrelenting machines. We called them up and told them we were headed for the restaurant. After touchdown, they directed us to the brick terminal building in which the restaurant is housed. Hint: turn away from all the National Guard planes. The restaurant is on the other side of the runway.

The terminal building is very nice, and set up like a museum with display cases and informational plaques spread throughout. It is definitely worth a look! If you happen to catch the airport manager there, he is friendly and enjoys chatting with visiting pilots! Look for his office on the first floor.

Terminal interior: passenger waiting area and displays

Terminal interior: hallway displays

View across the runway from the restaurant

The restaurant, called the Crosswinds Cafe, is located on the second floor and has a great view of the runway and ramp area. The service was excellent, as was the food. Bring a designated (airplane) driver and enjoy the full bar! The menu featured a number of interesting appetizers, as well as salads, sandwiches and deserts. The owner has a restaurant located in town as well, but is looking to consolidate into the airport location, and so will be expanding the menu as this is done.

Frank Noe, Kurt Mohr, Lucy Ooi and Allen Whatley in the Crosswinds Cafe

Our dining companions' rides as seen from the restaurant

We also had great company for our meal. In the chance meeting of the decade (or at least the past couple of weeks) when we were entering downwind, the tower warned us about a gyro in the pattern. This warning was very welcome as I couldn't see it, so the tower made sure to keep us well separated. The voice of the traffic in front of us sounded familiar. When we landed and pulled up to the restaurant, sure enough, it was THE Frank Noe (as seen in AOPA Pilot magazine) and a fellow Flying Club 1 member. He was meeting Kurt Mohr there. Aviation sure is a small, but friendly world!

Kurt Mohr, Allen Whatley, Lucy Ooi and Frank Noe

Sky Bryce

On a beautiful but chilly April day, Allen and I joined up with a group of local pilots for a trip to Sky Bryce Airport (VG18). This is a beautiful little strip nestled in the mountains, so if you go, make sure it isn't windy as even what seems like a gentle breeze in the flat lands can be dangerous here. The terrain also rises around the strip, so make sure you have plenty of margin for your aircraft to be able to take off and climb out. Sky Bryce itself is a resort that specializes in skiing in the winter and golf in the summer. It looks like there is always something to do if you are looking for a weekend getaway. The main draw for us though, was their lovely restaurant and relative proximity to our home base in Warrenton. On this trip, the $100 hamburger probably did only cost us about $100. One of my goals is to come back sometime for a round of golf...mini-golf!

The fleet lined up in the parking area. Note the houses on the hill above the runway.

Transport via golf cart is available from the runway to the restaurant, or it is a short walk.

Bryce Resort

The gang in the restaurant.

The restaurant windows provide a great view of the slopes.

The mini-golf course, complete with a mini-airport and airplane.

General Aviation for Transportation

Until recently when we got the Bellanca, I never really thought of these small airplanes as transportation. Sure, Rudolph gets me places. Sure, flying is usually a little better than driving. But the journey (and it did feel like a journey) was always more important than just getting to the destination. Getting to my parents' house is a 7-8 hour drive (or more, if there is traffic). With Rudolph it is more like 5 hours (including time on the ground at a fuel stop), but factor in time spent at the airport on both ends of the flight (driving there, prepping the plane, fueling, tying down) and we are back up to the 7 hour range. With the faster Bellanca, it doesn't always have to feel like a journey and can save quite a bit of time over driving or commercial flights. Sometimes. Two recent events really drove that home for me.

Columbus Wedding

On a nice weekend in August, Allen and I had a wedding to go to in Columbus, OH. It would have been about a seven hour drive, which we were not looking forward to. Due to work and other commitments, we wanted to fit this into a regular (two day) weekend. Fortunately, the weather was perfect to fly. This trip could not have gone any smoother. We left on Saturday morning, and after an approximately two hour flight arrived at Ohio State University (KOSU). Parking on the ramp at the FBO went smoothly, and we got an Uber into town. We arrived with plenty of time to check in to the hotel and change for the afternoon wedding. After the festivities, we slept in the next morning, then took an Uber back out to the airport and still made it home by early afternoon. We weren't stressed or overly tired. It was a great weekend and we saved a lot of time over other transportation options.

Approaching Columbus

Downtown Columbus

Despite a few clouds, there was still great weather for the flight home

Aiken Meeting

On another fairly nice weekend in August, I had a meeting to go to in Aiken, South Carolina. I have traveled there before, once with Rudolph (see South Carolina 2016), but typically I fly down on an airliner. There is no commercial service into Aiken though, so the closest you can get is Augusta, GA or Columbia, SC. Flying into either typically requires an intermediate stop in Charlotte, NC. By the time I drive to the commercial airport, get on the plane, get off the plane, get on the next plane, get off that plane, and drive to Aiken, it has been an all-day affair. So naturally, I jumped at the chance to fly the Bellanca down.

The flight down was great and only took about 2.5 hours. Some strong, gusty winds at Aiken had me worried, but they were right down the runway and I made the best landing I ever have in the plane. With the aid of the winds, I was able to get the airplane down and stopped in plenty of time to make the first turn off. The guys at Aiken (KAIK) are superb. Their gas is a bit pricier than some other airports, but their service is top-notch. It doesn't matter what you are flying, they really go all out to make your stay a great one. So, when I pulled up to the ramp, I was marshaled into a spot right in front of the FBO, where my rental car was waiting for me. I threw the bags in the car, and headed off to my hotel while the guys at the FBO pushed the Bellanca into a hangar for me.

Approaching Aiken over Lake Murray

The Bellanca on the ramp at Aiken with the rental car

At the end of the week when it was time to return home, I discovered the downside of using a small aircraft for transportation, especially one that isn't IFR equipped. The remnants of Hurricane Harvey had moved into the area, and despite great weather at my location, were blocking any progress to the north. While the area along the coast looked to be ok, getting trapped between weather caused by a hurricane and the ocean didn't seem appealing. The other possibility I considered was going over the weather. The Bellanca can CLIMB. But, getting trapped above an overcast also didn't seem appealing, and that seemed to be the most likely scenario. So, after an amazing flight down, I waited out the weather in Aiken for two additional days before making it home. But when I did, the weather was great and it only took about 2.5 hours.

Beautiful weather for the delayed flight home

As an added perk, during my extra time in Aiken I ended up with an extra passenger. I found a beautiful orchid for my mom of a variety she had been wanting. After its ride from South Carolina to Virginia, it got to take a nice two hour ride up to New York. 4.5 hours in the logbook isn't bad for a plant!

My additional passenger, comfortable in the back seat

Total Solar Eclipse 2017

The event of the summer for both pilots and non-pilots alike was the total solar eclipse which was visible across a wide swath of the United States on August 21, 2017. Like many pilots, Allen and I decided to use our airplane to go see the eclipse. We talked about viewing it from the air, but decided we would rather find a nice spot to watch from the ground so nobody had to concentrate on flying the plane. After making this decision, Rudolph's (my L-16 Champ's) greenhouse was deemed unnecessary and we decided to take the Bellanca so we could get down and back in the shortest amount of time.

Where to watch the eclipse from also merited some thought. We didn't want to have to take too much time off for it, and it would be easier if we didn't have to try to find a hotel along the path (since rates were astronomical), but we definitely wanted to be in the path of totality. We settled on Tennessee. Next, to pick a specific airport. We wanted one where we would mostly just be left alone to watch the eclipse instead of there being a big to-do (festival or event). I chose Smithville, TN (0A3). It looked like a nice little airport conveniently close to Allen's family, who live in the southwest corner of Virginia. We headed down to their place the day before so we would be closer to the path of totality and ready to change to a different airport if needed due to weather.

Airplanes converging on airports shortly before the eclipse began. Fortunately, most of them were going to the event at Upper Cumberland, not Smithville.

Nearing Smithville, TN

Smithville worked out beautifully. It was fairly small and peaceful, but with just enough people that there were food/drink vendors, and an ex-NASA employee turned science fiction writer who called out first contact and counted down to totality.

Taxiing in to the airport with the buildings and tents visible.

Smithville Municipal Airport (0A3)

Unfortunately, when she called out first contact, the sun was behind a cloud! We were worried that the clouds would obstruct our view of the eclipse, but less than an hour later, the skies were clear!

First contact...behind the cloud

Eclipse glasses are important for eye health!

Even less than a minute before the eclipse, the sun was bright enough to saturate my (cell phone) camera. There was a noticeable change in the light, but that didn't come until very shortly before totality. Many people I talked to were saying that at their house it would only be 80-90% totality, which they thought would be good enough. It is not. This experience made me realize the enormous difference there is between even 98% obscured and a total solar eclipse.

Less than a minute before the eclipse and still going strong!

A minute before totality, it was evening, with a sunset in every direction. The taxi lights came on automatically. The stars came out! Someone near the airport set off fireworks!

Sunset at the airport, with the sun 'setting' behind the moon!

The moment we had all been waiting for: totality. I understand now why people travel to the other side of the world to spend two minutes in totality. It is an experience unlike any other. Many amazing pictures were taken of the eclipse, but not by me. I considered buying nice camera equipment including filters and such before the eclipse, but decided to instead spend the time enjoying it, which I did.

The eclipse (by cell phone camera)

It was over all too soon and the sun came back out. After briefly basking in the beautiful moment we had all shared, everyone took to their planes and flew off on their separate ways.

The eclipse may have been over, but the fireworks weren't!

We hung around for a bit and talked to some of the locals. Then we also got in the plane and headed home. We had to fly over some clouds, which thankfully didn't impact our eclipse viewing. In about three hours (non-stop! I love this plane!) we were in the pattern at Warrenton at (real) sunset. It was a beautiful end to a magical experience.

Flying over and around some clouds

Arriving back at Warrenton

We are already looking forward to the next total eclipse on April 8, 2024. Coincidentally, my parents live right in the path of totality! See NASA's website for information.

Local Flying Destination - Cumberland Airport, WV (CBE)

Another nice local flying destination is Greater Cumberland Regional Airport (CBE) in Wiley Ford, WV (near Cumberland, MD). The flight up to Cumberland is quite nice, over the hills of West Virginia, and they have a restaurant right on the field.

A nice, but somewhat hazy flight

If you go, take some time to check out the second floor of the terminal. There is a little museum up there, complete with a Wright Flyer model.

Wright Flyer model in the terminal

The restaurant is a little ways behind the terminal. You can taxi around the terminal (follow the fence) and park in front of the restaurant.

Ground entrance to Cumberland Airport near the restaurant

The restaurant doesn't look like much from the outside, but it is filled with friendly servers, and there are plenty of windows.

Outside of the restaurant

Ready for our departing flight

Some clouds building on the flight back