13 minute read
Getaways: Winging It To Lunch. By Rick Fitzgerald.
A General Aviation Guide To Maine.
Winging It To Lunch.
BY RICK FITZGERALD.
HE BLVE sky beck0ns as the noontime hour approaches. While working near the jetport, why not take the airplane and fly out to lunch? Where can we go? Maybe we should simply let the ceremonial ant walk across the map to find our intended destination. With snow even in March, it might take a while to find our ant guide. There must be a better way to discover a luncheon spot. Let's see, someplace within 20 minutes of Portland, a quaint place with friendly people and quiet atmosphere. It should be off the beaten path and hopefully near a restaurant. That should help limit the search. Of course, we don't know what we'll find for our palate, but half the fun is getting there.
After five minutes of exhaustive eliminations, the decision is made. We'll fly north to Oxford County . Regional Airport. Our next step is to structure a flight plan. Digging out the New York Sectional (the pilot's map which includes most of southern Maine), we discover that our flight from the Portland International Jetport to the Oxford County Regional Airport is 31 nau"tical miles following a true course of 347 degrees. After correcting for the Earth's magnetic variation, compass error, and accounting for winds aloft, our compass heading is 360 - magnetic
North.
Taking into consideration three minutes for taxi and runup, three minutes to climb, and 15 minutes for cruise and descent, the total time enroute should be 21 minutes while consuming an estimated four gallons of 100 Low Lead aviation fuel.
After performing a thorough preflight inspection of N734QG, it's time to fire up the four-place
Cessna. The list is read aloud: Cabin doors closed and locked. Seatbelts fastened. Circuit breakers are in.
Mixture rich. Carburetor heat is off.
Prime, as required. Master switch on. Throttle opened about half an inch. Check for anyone or anything near the plane. Clear prop and ignition! As the starter engages the flywheel, the propeller begins its clockwise rotation. As a quick, vibrating shiver races from the nose to the tail, the engine announces its presence with smooth exhilaration. The oil pressure rises in confirm"ation of the steady sounds of combustion. The list continues. Oil pressure, in the green. Avionics switch on. Beacon light is on. Radios on.
As we listen to Portland's Automatic Terminal Information Service (ATIS), the instrument panel is scanned. Artificial horizon is set. The heading indicator is realigned with the compass. Fuel quantity gauges are checked. The altimeter is set to the current barometric pressure. Radio frequencies are dialed in. The fuel selector is positioned for both wing tanks. All other flight instruments are checked. The elevator trim is adjusted for takeoff. We are now ready to roll.
A call to the tower is initiated, "Portland Clearance Delivery, Cessna 734 Quebec Golf has the ATIS information and will be flying VFR direct to Oxford County Regional at two thousand feet." "OK Cessna 734 Quebec Golf, taxi when ready to the active runway." Portland Ground responds, "Four Quebec Golf, taxi to runway Two Nine, the wind is from 300 at eight knots." We repeat the instruction and confirm with our
06
_" .~.;~~ .:-F " _
Magnetic disturbance of as much
as 8 exists at sea level In the
vICinity of Seguin Island MATINICUS ROCK ~:-....:":
GETAWAYS
call sign - 4QG. Adding a small amount of throttle coaxes our 2,000pound plane forw"ard onto the taxiway leading to Runway 29. In a minute our aircraft slows to a halt just short of the active runway. At " this" point, we ready our bird for takeoff. Only three items left on our checklist. Increasing the throttle to 1700 RPM, the magnetos are checked. First the left mag and then the right to ensure that both sets of spark plugs are firing correctly within each of the four cylinders.
The suction gauge is in the green for proper vacuum, and carburetor heat is applied to test for carburetor icing. Changing the frequency to
Portland Tower (120.9), we state that we are ready for takeoff and ;that we request a right turnout for
Oxford County Regional. "Four
Quebec Gulf, cleared to takeoff, right turnout approved after passing over the Maine Turnpike." OVING into position on the 6,800foot main runway, the anticipation of fligh t is indeed sobering. Adding full throttle, the 160-horsepower Lycoming engine growls resoundingly as the Skyhawk begins its takeoff roll. The acceleration is swift. Within 1,200 feet of runway and at only 55 knots, we watch the airport slowly drop away beneath the wheels. Halfway between the nose and the right wingtip, snow-covered Mount Washington shines brightly into view. Having crossed the turnpike at 1,200 feet MSL (mean sea level) and with an indicated airspeed of 75 knots, we turn right to a heading of 360 degrees - our course to Oxford. "4QG, contact departure on one twenty five point five, good day!" Upon confirmation we change our radio frequency to contact Portland Departure. "Portland Departure, 4QG is with you climbing to two thousand feet." The air traffic controller acknowledges our transmission. Soon the nose of our plane is lowered slightly as we attain our stated cruising altitude. Quickly the 'Hawk indicates 105 knots and 2,300 RPM -- our cruising speed.
Most of Westbrook is now behind us, and Sebago glistens just left of our nose. How majestic it is to see that whole lake as easily as one might view the Portland waterfront from atop One City Center. Windham rolls by below as does Little Sebago and Panther Pond. The WGME tower drifts quietly southward only three miles off the left wingtip. It still reaches up nearly 100 feet higher than us - we'll give it plenty of berth. Our course now parallels Thompson Lake, whose numerous ice shacks betray the favorite fishing spots. Six vehicles
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out there even this late in winter plenty of ice, it seems. At the northern end of Thompson Lake lies Oxford and, two miles beyond, the aIrport.
With the airport in sight, we descend to 1,350 feet, the airport pattern altitude. We announce our intentions on 122.8 that we are entering the pattern on a left downwind for Runway 33 (a landing to the Northwest). A friendly voice replies that the winds are calm and there is no other reported traffic. Surveying the field, we note the runway is clear of all aircraft. Our Cessna is passing directly over Oxford Plains Speedway now, and we are slowing from 105 knots (121 mph) to 70 knots (81 mph). Speed is so relative. Flaps are extended first to 10 degrees and then to 20 degrees as the poyver is reduced. The aircraft nose pitches up due to the increased lift of the extended flaps. The elevator trim alleviates this condition. Now maintaining 65 knots, the Skyhawk begins its descent to the runway - turning left to the base .leg, we are at 1,100 feet, only 750 feet above the ground. Steady! Steady! We call in that 4QG is turning final for Three-Three at Oxford County Regional. Half a minute from touchdown we add more flaps, and the plane's angle of descent increases but the airspeed remains at 65 knots. Over Jpe threshold, we bring slight back pressure to the yoke - the 'Hawk flares - the airspeed backs off from 60 to 55 knots, Our attention is riveted down the runway as we hear the main wheels touch reluctantly. The nosewheel settles gently to the runway just left of the centerline. We are at Oxford. FTER we have ". parked our plane, we are greeted by Andrew . Fulcher, the airport manager. He welcomes us into the pilots' lobby. Andy offers us coffee as he does as a courtesy to all incoming pilots. A snack counter on the far wall draws our attention - Ahhh! Nothing like a buffet! All the entrees are individually wrapped: delicious cheese on rye or wheat crackers are the old standby's - peanut butter on cheese crackers. The side orders are also neatly proportioned in bags of either chips or popcorn. The chips are served with salt and vinegar,
A Bush PilotJs Guide To Maine.
Northern A roostook Regional, Frenchville: Long Lake poims its long finger nonhward coward the airpon just a mile and a half beyond. Runway is hard co pick up in wimer due co frequently blowing snow. Nonhernmost commercial airpon east of Minnesota. Rental cars a plus.
Greenville Municipal: Runway 3-21 is not plowed in wimer; field may be unarrended; save yourself the twomile walk co cown by calling ahead co Folsom's down on Moosehead. Bush pilot haven.
Houlton International: Visit Canada without going through cuscoms -left parrerns for 23 or 19 pur you over Canadian soil ... long runways with goOd approaches.
Milli"ocket Municipal: Fly directly co the paper mill, turn co a heading of 160 over the stacks co enter a left downwind for Runway 34. Strong flying club on the field, plemy of ramp parking and a very comfonable lobby.
Portland International Jetport: Most, if not all, international flights are accomplished by non-jet aircraft. When winds are light and flying in from thenonh. ask for .•..: Runway 18. You will be asked co hold shon of 11-29. but you'lI have plenty of room co scop and turn off direclly 10 all three general aviarion ramps. Ample parking and services. Bring money.
Twitchell's: Twemy three hundred and fony feet of pure general aviation. Runway 30 has a good final approach over the seaplane base but will tend co sink just shon of threshold. Approach co Runway 12 is heavy with trees; climbing out on 30 requires the same kind of caution.
Augusta State: Plemy of blind spots due co the convex curvature of Runway 17-35. Good approaches for all runways but lOts of wind due co the airpon's situation on top of a hill. Excellem view of the State House dome right of centerline when landing on 35.
Bangor International: Friendliest lOwer in Maine ... always helpful. Tendency to set-up a final that is too far out and tOO low because runway is over two miles long and appears closer 10 pilot than actual.
Biddeford Municipal: Some of the lOughest crosswinds in the state. However, when other airpons are reporting strong crosswinds it will be blowing right down the runway at Biddeford. Manager follows similar parrern.
Bingham . Gadabout Gaddis - possibly the best grass runway in the state. great restaurant on the field, town is strong supporter of aviation.
Caribou Municipal: Has averaged one srudem soloing per month for over ten years. Runway I rolls strongly uphill. Runway 11-29 strongly concave. Only levelland is the ramp area outside the pilots' lobby.
Eliot-Littlebrook Airpark: Easy direCtions ... fly into Pease AFB airspace without meaning co. then get radar veerors from Pease co Linlebrook. Not much ramp space bur home to a nice linle restauram.
Portland resident Rick Fitzgerald is the publisher of the Maine Pilots AIIociation's bimonthly Windsock Magazine. In November, 1983, he, two brothers, and a brother-in-law adventurously purchased the Limington airport at auction for $56,000, made considerable improvements, and sold the much-improved airport in December, 1987 to Les Haney and Fred Stuart. Fly Limington! Rick, 33, is co-owner of a Cessna 172 .
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sour cream and onion, or just salted. Only the best in canned beverage is available, and the choices are too numerous to name suffice to say .that both warring cola factions are represented. The buffet also includes succulent desserts which
o
Oxfo<rd. ·County Regional Airpdtt
;'4I;l" ''ij,'
miles' southeast of
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are served in sets'pf three. Our choice is the deep~€hocolate sugar cookie over the chocolate-chip or molasses cookie. The tab on our sumptuous buffet is less than three dollars each, not including air fare. Although we do not recommend this style cooking to those on either a low-salt, low-sugar, or lowpreservative diet; we do give the snack counter the highest praise for catering to the nomadic pilot whose desire to snack is at times a close second to flying. The decor of the lobby adds immeasurably to the buffet - wall maps, a book' shelf full of aviation collections, a display case of pilot supplies, and business cards. Having finished our meal, we thanked our gracious host and depart. We approve this eating establishment for all pilots, and as always, the general public is also invited.
History and Background of the Oxford County Airport
Constructed in 1973 with an initial cost of $455,000, the airport boasts a 3,OOO-footasphalt runway, a grass landing strip, a general aviation ramp, and a combined hangar/office building. The project was funded by three separate bodies: the Federal Government paid 75percent, with the state and county .governments sharing equally the remaining 25-percent. The county owns the facility and has appointed a committee of airport commisioners that are composed of both local pilots and business people. By 1983 the airport had expanded to include an additional hangar built by Bancroft Contracting Corp. and a shorter-but-parallel grass strip built by the Company D Engineer Battal- I .ion of Norway. In 1987 ground was broken on another hangar, and its construction is underway.
Of particular interest in the development of the Oxford County Regional Airport is its connection to the mobile home industry in the area. The land for the airport was donated by the Airways Industrial Park, of which John Schiavi is a principal. It is understood that as many as four of the area mobile home kings are also pilots. This includes Oxford homes, Lebanon Homes, and Me. Schiavi's enterprise. It is apparent that the success of both the airport and the mobile home industry have gone hand-inhand in this community.
As a result of the passage of a statewide referendum concerning funds for highways and airports, Oxford County Regional Airport has a bright future. A master plan for the airport has been approved, and 90-percent of the funding for the plan will underwritten by the Federal Government. The plan, to be completed this year, is expected to guide this growing airport into the 21st century.
