Airport Codes: BRC

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High density altitude with heavy ship.

During our ferry flight from Seattle, WA to Page, AZ, we decided to make a fuel/lunch stop at Bryce Canyon airport (BCE). Although I think we could have made it to Page with the fuel we had on board — about 1/3 tanks or 18 gallons to go 60 miles — we’d barely make our legal requirement of 20 minutes of reserve fuel for the flight. We’d also be flying direct over relatively hostile yet strikingly beautiful desert terrain. Not the kind of place you want to make an emergency landing prompted by a low-fuel light.

Bryce Canyon Airport is at 7590 feet MSL. We listened to the AWOS as we approached and learned that the temperatures were in the 80s (can’t remember exactly) and the density altitude was 9400 feet. (Whoa.) There was a 4-6 knot wind coming from the north.

Density Altitude ChartLouis, a sea-level pilot, was at the controls. I figured we weighed about 2300 lbs. I knew we could hover at 6300 feet/104°F at max gross weight. Although I could have pulled out the manual to double-check the performance charts for our exact combination of weight, altitude, and temperature, I didn’t think it was necessary. After all, the 6300 feet/104°F combination equaled almost 11,000 feet density altitude (consult the chart; you can click it to see a larger view on Wikipedia). 9400 feet was well within that.

And Louis did well on approach. Although he came in a little fast at the beginning, he had a good approach speed and angle — at least by my standards — as we flew into the wind for landing direct to the ramp. He even got it into a hover where we’d park. But then the low rotor RPM horn went off. The helicopter wasn’t generating enough power to keep the blades spinning at the required RPM.

We were about three feet off the ground when this happened, so it wasn’t a big deal. I told Louis to just put it down. He was either fixated on the RPM gauge or trying hard to put it down gently, because he didn’t set it right down. He drifted backwards a few feet as we descended with the horn blaring. Finally, he put it on the ground. The rotor RPM shot up, but didn’t overspeed into redline.

I should make a few things clear here, especially for non-pilots, non-helicopter pilots, and non-Robinson pilots.

  • Rotor RPM is life. If your rotors slow beyond what’s necessary for lift, the helicopter will indeed drop like a brick. That’s a very bad thing.
  • The emergency procedure for low rotor rpm is to lower the collective and increase the throttle. We’re trained to do this so much that it becomes automatic. But lowering the collective isn’t always practical. The pilot needs to evaluate the entire situation — primarily height from the ground or obstacles (how close are you?) and rotor RPM (how low is it?) — before taking action. You don’t, for example, want to simply lower the collective if you’re at 95% RPM 3 feet off the ground in rough terrain at 2,000 feet density altitude. (Of course, you’re not likely to get a low rotor horn in that situation anyway.)
  • Most modern helicopters have electronic governors that work with the throttle to make sure the engine delivers enough power to keep the blades spinning within an acceptable range of rotor speeds. My helicopter has such a feature. It works very well — except in high density altitude situations when the collective is raised quickly. Then it doesn’t always keep up rotor demand. In those situations, it doesn’t fail — it just doesn’t always spin the blades at the ideal 102% speed.
  • On a Robinson helicopter, the low rotor RPM warning system, which consists of a loud horn and a light, kicks in at 97% RPM. That’s really high and it gives the pilot plenty of time to fix the problem before it becomes very serious.
  • A Robinson helicopter can fly at 80% RPM + 1% per 1000 feet of density altitude. That means we could fly, in this situation, with 89.4% RPM. It isn’t recommended, but with a good pilot at the controls, it is theoretically possible.

The horn at landing had me concerned. After all, I was at the airport to have lunch and add fuel — both of which would add weight to the aircraft. (Okay, so lunch wouldn’t add that much weight.) If I couldn’t get it flying with what we had on board, adding fuel would only make matters worse. It was midday, after all, and we’d have to wait hours before the temperature started to drop. There was a chance we could get stuck there for a while. In that case, I wanted to know before I went to lunch so we could do something interesting in the park rather than sit around the airport terminal.

At BryceSo I took the controls, bought everything back up to 102% RPM, and started raising the collective. I’ve done a lot of flying in high density altitude situations, so I know from experience that it takes a certain “touch” to avoid low rotor situations. I pulled the collective up slowly, felt the helicopter get light on its skids, and kept pulling. We were off the ground at 22 inches of manifold pressure, in a nice, steady hover. The engine sounded good, the low rotor RPM horn kept quiet. Keeping in mind that it takes more power to hover than to fly, I was satisfied that I’d be able to take off at our current weight and density altitude situation. I set it back down and we shut down.

But when I placed my fuel order, I asked for only 5 gallons. That’s 30 lbs of 100LL.

The line guy at the airport told us about how he liked watching the R22s take off from the airport. He said they only come in the late fall and early spring. They almost always do running takeoffs. I kind of wondered why they’d come at all. That helicopter, with two people on board, simply does not perform well at high density altitude.

We went to Ruby’s Inn on the free shuttle they offer from the airport. Three other folks who’d come in from Scottsdale in a small plane joined us for the ride. We had lunch in the restaurant there, ordering from the menu rather than waiting on line for the buffet. I had salad. I’m trying to lose weight and this seemed like a good time to stay on my diet.

After wandering around the huge “General Store” there, we hitched a ride back to the airport on the shuttle. I paid for my fuel, stopped in the restroom, and headed outside.

I admit that I was a little nervous about our departure from Bryce. One of the reasons for this was a recent R44 accident in Washington State that involved Louis’s old flight instructor. She’d been flying a Raven I in the Snowqualmie Pass area with three passengers on board when she’d crashed on takeoff. The NTSB report is still preliminary as I write this, but most folks are pretty certain that density altitude played a part in this fatal crash.

BCE diagramI’d wanted to depart into the wind, using the 6 to 8 mph breeze to help me get through effective translational lift (ETL), which occurs around 24 knot airspeed in an R44. The trouble was, the wind was blowing across the ramp area and a small jet was parked at the edge of the ramp, making a low-level obstruction there. If I hover-taxied over to the taxiway, I could takeoff downhill, but with a quartering tailwind that would not help the situation. Of course, a running takeoff — that’s where you get the helicopter light on its skids and run on the skid shoes until you’re through ETL — would be possible on the taxiway, which was smooth. In the end, I decided to pick it up into a hover and take off with a quartering headwind toward the runway and big empty space beyond its approach end. I’d have pavement under me for at least 200 feet, so I could always slide along it or abort the takeoff with a running landing if I couldn’t get enough lift to clear the fence and the road beyond it. You can see all this in the diagram; we were the red X.

I started up and we listened to the AWOS. Density altitude was now 9900 feet. (I guess it had warmed up a bit because there hadn’t been earth-shifting earthquakes while we ate.) Mike and Louis were quiet as I pulled pitch and brought the helicopter into a hover. I’m not sure if they were as surprised as I was that we didn’t get a low rotor horn. I pointed the helicopter in the direction I wanted to go, pushed the cyclic forward gently, and started my takeoff run. We varied from 3 to 8 feet off the ground before I felt the familiar vibrations of ETL. Then we were climbing nicely, well clear of the fence and the road. No horn.

I turned to the southeast toward Page and flew for a while before handing the controls back to Louis.

A New Lens

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But Mike gets to use it first!

I’d treated myself to a new camera lens late last month. When I returned from Washington last week, it was waiting for me at home.

Product ImageThe lens is a Nikon 16-85mm f/3.5-5.6G AF-S DX ED VR Nikkor Wide Angle Telephoto Zoom Lens. It’ll replace the 18-55mm lens I bought on eBay last year — the same lens that crapped out on me about two months ago. (Another reason not to buy used camera equipment on eBay.) That lens was cheap and it felt cheap — lightweight and plasticky. This lens was costly and it has a weighty, quality feel to it.

But that’s not why I bought it. It was the Amazon reviews that convinced me. Although I’ll never rely on reviews there to buy a book — I’ve been burned before, in more ways than one — I find that reviews of camera equipment are generally fair and reliable. It’s easy to identify fanboys and people with a gripe against the company. Weed those out and you can get some solid opinions of the products. In this case, just about all owners liked the lens.

But it was comments like these that sold me:

I have both the 18-135 and the 18-200, yet this lens has become my everyday go to lens for most of my photography. …Given the great sharpness (especially in the 16-50mm range), VR, and almost total lack of noticeable CAs, I can highly recommend the 16-85 for a general purpose, on-the-camera-all-the-time lens. – D80Shooter

I think 16-85mm VR and 70-300 VR lenses is probably all amateur like me needs, with light and compact 16-85mm VR lens mounted on camera most of the time. – Alex

This is how I was using the 18-55mm lens — as an everyday lens. This one promised more flexibility with better optics.

Of course, when I got back to Wickenburg, I had just 3 days to do a ton of stuff. I didn’t have time to play with the lens other than to snap a few photos in the kitchen to check the focal length range. Photography would have to wait.

New Bryce CanyonWhen we flew to Seattle on Friday, the new lens was in my camera bag with the rest of the camera equipment I take on the road. But with the back problems that have been slowing me down, I didn’t have time to do anything fun in Seattle, despite the fact that we had the whole day there. (I spent much of it sleeping off some painkillers.) The next morning, we began our helicopter flight from Seattle to Page. I was sitting up front, handling navigation while Louis flew. I had my hands full with directions for our scud-run south. I didn’t realize it at first, but Mike was sitting in back, snapping photos with the new lens. He continued to do so on both days of the flight and got quite a few good shots from the air. This photo, taken just outside of the Bryce Canyon area, is especially attractive to me because of the shadow created by the big, puffy, low clouds.

N630MLat Spanish ForkMy photography was limited to shots taken on the ground, like this photo of my helicopter at the Spanish Fork, UT airport. Although the photo doesn’t seem too interesting in this low-res shot, it’s really impressive in full-resolution, with clear detail of the clouds — enhanced with the use of a circular polarizing filter on the camera (not in Photoshop) — and dramatic mountains in the background. I think it’s my new favorite picture of my helicopter.

I’ll be uploading the best photos from the flight to my gallery at Flying M Photos.

I’m in Page, AZ now, planning to spend the next month and a half flying tours around Lake Powell and Monument Valley. (You can learn more about my summer flying gigs on the Flying M Air Web site.) I’m also working hard this month to complete my 72nd book, which, unfortunately, I can’t talk about here. So while I’ll be very busy through August, I should have free time in September to go exploring. Antelope Canyon is less than 5 miles away and I expect to spend several mid-day sessions in Lower Antelope Canyon. There’s also an interesting rock formation called The Wave within 50 miles of here — not sure where yet — and if my back heals up, I’ll take a hike there. This new lens should be perfect for these tight locations, since it offers a really wide view without much distortion. (My fisheye lens can take some cool photos, but its a limited use lens.) I might also charter an airplane for some aerial photo work. Airplanes are extremely limited for this kind of work — helicopters are so much better — but it might be worthwhile to give it a try.

If you have a lens like this, I’d love to hear from you. Use the Comments link or form for this post to share your thoughts.

Real Scud-Running

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Scud-running, defined.

In a recent post titled “Almost Scud-Running,” I recounted a flight through Snowqualmie Pass in Washington with low clouds and limited visibility. I said that was “almost” scud-running. But what we did on departure from Seattle’s Boeing Field (BFI) on Saturday was definitely scud-running.

So I guess a definition is in order here. This is my definition — other pilots might define it differently.

To me, scud-running is flying in weather that is so questionable that you’re required to alter your course to get around it. I’m not talking about an alteration planned before takeoff — we did that, too. I’m talking about multiple in-flight course changes to find your way around weather you can’t fly through. And that’s what we did on Saturday morning.

The original flight plan had us going through the pass again and, from Ellensburg on the other side, to Walla Walla and down into Oregon. But there were low clouds over Seattle that morning and a check with Duats and the Seattle FSS confirmed that Stampede Pass had just 1/4 mile visibility. Stampede Pass is one pass over from Snowqualmie and roughly the same altitude, so if it were fogged in, Snowqualmie probably was, too. (Stampede has an ASOS; Snowqualmie does not.) We could wait for the weather to lift – which might not happen that day at all — or take another route. Since I was suffering from severe back pain due to a possibly herniated disk, I wasn’t interested in waiting around. I wanted the flight over with. So we planned to go due south and find a path around the west side of Mt. Rainier and Mt. St. Helens.

Louis was flying and would do 95% of the flying for the entire ferry flight from Seattle to Page, AZ (Lake Powell). He’s familiar with BFI and handled the radio communications with the tower there before guiding us through the narrow corridor between Renton and Seatle airspace. Then we were heading south with the clouds just above us. We had perfect visibility ahead of us, but the mountains were obscured to the east.

How I Run the Scud

I have a technique I use for scud-running in mountainous terrain. This is a technique that’s easy in a helicopter — which has the ability to slow down, stop, descend almost vertically, and make very tight turns. I do not recommend using this technique in an airplane. Actually, I don’t recommend doing any kind of scud-running in an airplane.

In my technique, I fly as close to the desired course as possible as long as I can see the next upcoming ridge or mountain top. When I get near that ridge, I peek over the top of it. If I can see the top of the next ridge, I cross over and continue. If I can’t see the top of the next ridge, I fly parallel to the ridge in the direction of clearer skies, which is normally opposite the direction I really want to go. As soon as I can see the next ridge, I hop over the one beside me and head to it.

Of course, if the skies aren’t clearer in any direction, I just look for a landing zone, preferably an airport where there’s a lounge, restrooms, and vending machines or a restaurant. I do not want to get boxed in by the clouds with no options except down in mountainous terrain. And I’m not stupid enough to fly my helicopter in clouds, even if I wanted to punch out through the top.

I’ve used this technique safely in an attempt to get across the pass at Tehatchapi at the southern end of California’s Central Valley. That attempt was not successful — the pass was completely fogged in — but it did allow me to get close enough to make an informed decision without putting myself in any danger. I subsequently crossed out of the valley at Grapevine after landing at an airport and talking to the local FSS.

On Saturday

That Saturday, I guided Louis on a scud run using the technique discussed above. I had a sectional chart with me and always knew exactly where we were. There were lots of valleys that looked promising, but in quite a few cases, the chart clearly showed that these valleys would simply climb up toward either Mt. Rainier or Mt. St. Helens, both of which were hidden in the clouds. Sucker valleys. It was a good thing that there were two of us up front. If I’d been alone and unable to really study the charts as I flew, I would have tried more than a few of them and wasted a lot of time.

Scud RunningMike took this photo from the back seat when we were nearly out of it. It was pretty bright at this point and easy to see that the cloud tops weren’t far above us. It was tempting to punch out through a hole to the top. But I don’t like flying when I can’t see the ground. If the engine quits I want to see my spot right after entering an autorotation — not seconds before we hit the ground.

The result of all of this was that we wound up going nearly due south to avoid the weather. Here’s the track from my SPOT Messenger; ignore the numbers and just follow the track from Seattle south and then east:

Scud Running in Washington

Bonneville DamAll this groping around added an hour to our flight for the day and shifted our flight path to the south. The weather was still iffy with low clouds in the Columbia River Gorge between the Cascade Locks and Hood River. You can get an idea of the situation in this photo of the Bonneville Dam that Mike took when we flew by.

But by the time we got to The Dalles, it was clear and sunny — another beautiful day on the east side of the Cascade Mountains. We left the Columbia River behind and headed toward our first fuel stop at Pendleton, OR.

Wheat Fields, Mountains, Valleys, and a Very Long Drive

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What I’ve been up to — and why I’ve been too busy to blog.

I haven’t been blogging regularly for the past week or so. That’s because I’ve been on the move.

Monday, July 28

Combine in ActionI spent the morning cleaning out my hangar at Quincy for departure the next day. Then I flew up to Chelan and met my friend Jim. He flew us in his helicopter to Spokane, ID for lunch and then on to Coeur D’Alene, ID where he’s based. He demonstrated a confined space landing by setting down in the parking area of his business property in downtown Coeur D’Alene to offload a bunch of stuff. Then we went to the local airport, fueled up, and picked up his wife for the return flight to Chelan. I got some great photos of combines in action on the dry wheat fields. We landed at Chelan with just enough time to chat with another helicopter pilot before it was time for me to fly back to Quincy.

Tuesday, July 29

I spent much of Tuesday morning preparing to leave Quincy. I had to disassemble my helicopter tow bar and stow its pieces in the back of my truck, then clear out everything else still in the hangar I’d been renting. I also had to drop off my last month’s rent. I bought some cherries and other fresh fruit, too.

I had just enough time for a quick shower before visitors started coming. Louis, who would fly with me later in the day to Seattle, arrived first. Then Teresa, Jim’s wife, arrived with Jim’s pickup. He bought the remaining fuel in my transfer tank — about 50 gallons of 100LL — for $4/gallon. A great deal for both of us, since I wanted the fuel out to lighten up my truck. We pumped the fuel from my transfer tank to Jim’s and Teresa departed.

Then Louis dropped me off at Quincy Airport and drove my truck to Wenatchee. I took my helicopter to Wenatchee to meet him and we flew from there to Seattle’s Boeing Field, on a marginal weather flight I reported in some detail here. After a chat with my mechanic there, Louis and his mom dropped me off at SeaTac. I had a pretty good halibut dinner at Anthony’s before I caught a flight back to Wenatchee. I was back in my camper by 9:30 PM, exhausted.

Wednesday, July 30

Wednesday was the big day. I packed up the camper, stowed Alex the Bird on board the truck in his travel box, hooked up the camper to the truck, and pulled out. I’d been in my campsite for just a few days short of two months.

Palouse FallsMy destination was Walla Walla, WA, about 150-200 miles away. I chose a route that kept me on back roads. I don’t think I ever saw so much wheat in my life. My chosen route took me past Palouse Falls, so I stopped in and got some photos. It was an interesting place and well worth the stop.

From there, I continued on to Walla Walla, with a stop at a drugstore soda fountain in Dayton for an ice cream sundae. I checked into the Four Seasons RV Park around 5 PM, set up the camper for a two-night stay, and went out to grab some dinner. I wound up at a restaurant called Luscious, where I had an excellent polenta dish and a glass of wine.

This is also the first day I gave my new SPOT Messenger a workout. You can track my progress for this entire trip on my Share page, http://www.tinyurl.com/FindMaria. You’ll have to page back using controls under the Waypoints list to see the track for that day.

Thursday, July 31

There was something about dinner that didn’t agree with me, no matter how tasty it was, because I was up at 3 AM, leaning over the camper’s toilet and choking it all back up. I hate to puke but what they say is true: you do feel better when you’re done. But I wasn’t operating at 100% the next day, which I’d set aside to explore opportunities in Walla Walla.

It’s no secret that I pretty much hate where I live right now. Wickenburg is a dead town, full of ultra conservative retirees who live there only half the year and don’t spend much of their money in town when they’re around. They don’t have an emotional investment in the town and don’t seem to care what happens to it. As a result, new businesses — other than those that cater to the budget-conscious — don’t last more than a year or so. There are few decent restaurants and very few shopping opportunities. If it weren’t for the newly built and then remodeled Safeway Supermarket and a handful of longtime other businesses, I don’t know how I could live there at all. To make matters worse, the Mayor and Council seem more interested in growing the town’s population base for the financial benefit of their families and cronies than building an economic base that includes good-paying jobs that’ll attract young, vibrant people. The Chamber of Commerce pushed for an in-town “bypass” that’s destroying downtown parks and other facilities and adding a “roundabout” that’s sure to cause daily accidents. I love my home and its immediate surroundings and it’s painful to see how they’re destroying whatever was good about the town. There’s nothing else here for us anymore. All of our friends in our age group have already left town. We’re the only ones left.

So I’m exploring possibilities and Walla Walla was high on my list. I spent some time checking out the very pleasant historic downtown area, where it was nice to not be the youngest person on the street. Then I went over to the airport to meet with the airport manager about moving my flying business there. She was extremely helpful and enthusiastic and said a lot of things that made me believe I’d be welcome there. (What a refreshing change that was.) There would certainly be a lot more opportunities in that town than where I’m based now. I also checked out a few wineries — there are dozens in the area! — although I couldn’t do any tasting with my stomach so iffy all day.

By 4 PM, I was exhausted. I went back to the camper to relax and wound up staying in for the rest of the night.

Friday, August 1

On Friday, I needed to get an early start. I was expected in Salt Lake City at 6 PM. I’d be spending the night at the home of my friend and editor, Megg, and her family. Utah (MDST) is 1 hour ahead of Washington (PDST) so I’d already lost an hour. Trouble was, I needed to visit the post office to see if a General Delivery letter (containing a large check) had arrived. So I got as much prepared as possible before 9 AM and drove into town again. The check was there. I stopped at an excellent bakery that had been highly recommended by a Twitter friend and bought a fruit tart to bring to my friend’s place. Then I gassed up the truck.

Back at the camper, I was all ready to hook up the trailer when I realized that I was missing a leverage bar I needed for the hitch. I wasted an hour searching for it, then gave up and went to Home Depot to buy a replacement. That little fiasco cost me another hour. I didn’t get on the road until 10:30 AM.

That meant I had to take highways. I drove down to Pendleton and hopped on I-84 eastbound. And thus started a very long, very grueling day of driving. The trouble is, my 1994 Ford F150 8-cylinder pickup truck, when towing, is no match for hills and mountains. On flat areas (or downhill, of course), I could get it up to 65 MPH. But as soon as I started to climb, my speed deteriorated. Down to 35 MPH. Trucks were passing me.

And the roads through eastern Oregon and southern Idaho are very hilly.

I plowed on, stopping only for fuel and some fast food that I ate while driving. The hours slipped away. I was just entering the Salt Lake basin area when the sun set. It was about 8 PM. After making two wrong turns, I pulled up in front of Megg’s house just after 9 PM. I’d been on the road for more than 10 hours and was exhausted.

Megg fed me and helped me bring Alex the Bird’s cage into her dining room. By 11 PM, I was asleep in her guest room.

Saturday, August 2

We got up early and hit the farmer’s market in downtown Salt Lake City. This was, by far, the best farmer’s market I’d ever been to. Plenty of fresh produce, baked goods, and other items you’d expect to find at such a place, as well as other non-food items that generally dominate most other farmer’s markets in this country these days. Megg had her 5-year-old son, Cooper, along and we joined Megg’s friend and her 5-year-old son for coffee and scones at a shady table in the park. I felt as if I could have spent the whole day there — it was so pleasant.

AlbionBut we headed out to the Snowbird ski resort area, where we took a hike in Albion Basin. The area had been recommended by photographer and Twitter friend Ann Torrence, who linked to a photo of the place that made it irresistible. The three of us hiked about 2 miles round trip to Cecret Lake (also spelled Secret Lake). I took a lot of photos; this is one of them. The place was amazingly beautiful. Again, I think I could have spent the whole day there. But we didn’t have a whole day. In fact, I was hoping to be back on the road by 1 PM.

The departure time slipped as we went to the Snowbird Ski Resort and took the tram to the top of Hidden Peak. I’m so out of shape I was huffing and puffing at 11,000 feet. We headed back to Salt Lake City where I scrambled to get everything together. It was 3:30 when I said goodbye and hit the road again with Alex.

My goal had been to reach Page, AZ before nightfall. That simply was not going to happen — especially with the way my truck was climbing hills. I wound up in Beaver, UT, where I had dinner at a truck stop before pulling into an RV park for the night. I didn’t unhook the trailer or pop out any of the beds. Instead, I just plugged in the power cord, opened the sofa, and snuggled up in a comforter with a pillow.

Sunday, August 3

Reflecting PoolI pulled out of the RV park at 6 AM sharp and continued south on I-15 to SR 20 to US 89. It wasn’t until I got to Mt. Carmel Junction that I stopped for breakfast and fuel. I was back in familiar territory — the turn at this junction leads to Zion National Park. After breakfast, I continued down through Kanab, stopping to take a photo of a reflecting pool alongside the road along the way. Then I continued east and was very pleased to see the silhouette of Navajo Mountain off in the distance.

I arrived at the Glen Canyon Dam visitor’s center at 10:30 AM. Mike was already there with his truck and Jack the Dog. We had another breakfast in Page, then went to the airport to chat with the folks I’ll be flying for there, and finally to the campground, where we were told we were “lucky” to get a spot. (There’s more to this story, but I don’t feel like going into it now.) We spent the rest of the day picking up a few things for the camper and then just taking it easy. We had dinner in town, then came back to the trailer and watched a movie on my laptop before falling asleep.

Monday, August 4

We did a lot of chores that morning. We had to button up the camper to move it to another site (which we were “lucky” to get) that was suitable for monthly use. It turns out, the only thing that made it suitable was an electric meter, so if I sucked too much electricity, they could charge me for it. The new site is right near the road, which I’m not happy at all about. But I’m hoping it’ll be close enough to the office to connect to the WiFi network there.

We left Mike’s truck with the trailer and climbed back into my truck with the stuff I wouldn’t need anymore — including Alex’s cage. Then the four of us headed home. We’d gotten about 15 miles south of Page when Mike realized he’d forgotten his cell phone. We went back to fetch it, then bought milk shakes that were way too big (and way too expensive) for the ride. At 2 PM, we were in Flagstaff, where we stopped for a Thai food lunch. We were still full from the damn milk shakes, so we wound up taking most of the food home with us.

We were in Wickenburg by 5:30 PM. I fetched one of my cars from my hangar and came home.

Busy enough for you?

So that’s a whole week and then some, all accounted for here. You can see why I didn’t blog regularly. Hopefully, this long post will make up for it — if you could last through it all.

We hit the road again on Friday morning, when we fly to Seattle to fetch the helicopter and bring it down to Page. I hope to be able to share more stories and photos with readers then.

Until then, remember that you can track my progress for most of my trips these days on my SPOT Share page, http://www.tinyurl.com/FindMaria. Use controls under the waypoints list to scroll back through previous days.

And be sure to check out my photo gallery for larger images of what I’ve shared here: http://www.FlyingMPhotos.com/.