It was one of those winter days just right for flying. You look out the patio door and see a cloud base of 3,000 feet, the trees not swaying back and forth in time with the wind, and the wife looks over and says, “You know, you should get in some flying time today. This weather won’t last.”

Now, me being a sane and sensible man, I quickly agreed with her assessment and made ready to get some engine time in. Besides, one of the worse things that can happen to an airplane engine is not to be flown. So, then I thought since I am going to fly, why not check the local lakes for ice buildup to maybe locate a suitable lake for having a group ice dive?

Getting in the engine time is only part of the story when we look at what it takes to get that flying time in: Lots of Time. It takes time for me to get to the airport, wrestle the hanger doors  open (which, here in Michigan, can be a royal pain when recent snow on the roof melts and drips onto the bottom door rails just before turning to a solid block of ice), break into the hanger, find the extension cord, warm up the engine by plugging in the oil pan heater/cylinder head heating bands (due to close aircraft engine tolerances it’s better to start warming the heads and engine oil to thin it out and get the engine preheated before starting it – much less wear and tear), complete the plane pre-flight inspection (starting at the nose and walking about the plane), and finish all this before even thinking about moving the plane out of the hanger.

The pre-flight inspection consists of performing a visual examination and manual checks on some items to determine the condition the plane or specific component. There are many items I personally verify each and every time that I plan on flying. The number one item is to physically verify how much fuel is actually in the tank. Then, verify the fuel and fuel lines do not contain any water or other contaminates (this done by draining a small amount of fuel from each of the wing fuel tanks, the belly sump, and the low head feed to the fuel filter), ensure that the fuel tank caps are secured, check the engine oil level, top it off, ensure the oil dipstick is secure, and make sure the engine cowling inspection cover is securely fastened when the engine inspection is finished.

Here’s a chance to discover something about the airplane – I don’t just look at parts of the airplane; I look at them carefully, and ask what am I really supposed to see? I’m curious. Does that tire look low? Blowing an under inflated tire on landing can ruin the rest of your day. Pilots really want to find problems on the ground, not in the air. “It’s always better to be on the ground wishing you were in the air instead of being in the air and wishing you were on the ground.”

But that’s not all, other pre-flight tasks include getting a weather briefing for the current location, route, and destination, checking Notice(s) to Airmen (NOTAMS) concerning runway conditions, issues of concern at the other airport, navigation obstructions, taxiways, a moving target “Airspace,” and where the temporary flight restrictions (TFR’s) are (as these are sometimes a moving target).

Finally, I drag the plane from the hanger into the light of day. Did I miss anything? Once inside the plane, I continue the cabin checks and inspections, and after all this, it’s time to start thinking about the engine.

I want to perform the start-up checklist before starting the engine, which include the:

1. Exterior Inspection checklist
2. Before Starting Engine checklist
3. Starting Engine checklist
4. Before Take Off Check checklist
5. Normal Take Off checklist

(Are you tired yet? Maybe a bit brain dead?)

Once in the air and cleared of the airport airspace, I trim out the plane to maintain straight and level flight.

Now, as I navigate to the lake areas, with continuous 200 degree scans of the sky, frequent scans of the instrument panel to verify normal engine operation, and listening to the radio frequency of the airport areas I may fly through for other traffic in the area, I’m also watching for other airplanes, birds, balloons, and the occasional UFO. (Having a run in with any of the above can ruin the day in a heartbeat.)

But since I have my s&%@ together, I’m cool, comfortable, and effortlessly feeling the vibration of the engine and its rhythm, the response of the controls and ease of movement, and my sense of smell is alert for the hint of burnt oil, scorched rubber, or singed wiring.

It’s a blue sky day, meaning few clouds, light winds aloft, not fighting a cross wind, and have 30+ miles of visibility.

Up ahead is the group of lakes, I’m interested in checking out, so I give an announcement on the local airport area frequency stating where I’m at, what I’m doing and my altitude (usually 2000 to 2500 feet). It’s always a good thing to let other pilots in the area know your intentions.

After I complete my maneuvering and taking photographs, I announce I’m leaving the area at what heading (direction) and altitude. Now I just repeat what I did to get here to get back to my home airport.

Ten miles out from the airport, I announce where I’m at and my intentions to land. The airfield I fly out of is an uncontrolled field, meaning there is no control tower, so it’s important to listen to the radio – but most important is to look for other aircraft. All pilots have the responsible to “see and avoid” other aircraft.

As I get closer to the airport, I look and confirm the traffic around the airport (if any), note the wind direction and speed, decide on which runway to use, make my announcement, and enter at pattern altitude.

Pattern altitude in Benton Harbor Michigan (KBEH) is 1000 feet above the ground elevation which is 647’MSL (Mean Sea level) so the altimeter is reading ~1700 feet.

At KBEH, we use a left-hand pattern and enter the downwind leg at a 45-degree angle between ½ to 1 mile from the runway. Close enough to land safely, if the engine were to quit.

So. I continue downwind and parallel to the runway. When I’m abeam the numbers (runway marker numbers), I reduce the throttle (and speed), maybe add flaps and pitch down at about 400 ft./min. When at about 45 degrees from the touchdown point (runway numbers), I turn (medium bank) left onto the base leg.

When I’m about 45 degrees from the runway numbers, you make a medium bank left and aim for the runway center line. By now, I’m low and slow, so no abrupt movements, and just let the aircraft slow and settle down over the runway just as the stall horn squawks. But the flight is never over until I’m off the runway, off the taxi way, and in front of your hanger with the engine off.

As I exit the plane, I gather all my “stuff” (headsets, flight map, aircraft log, camera, etc.), put the nose hook in, and push her into the hanger. Put on the throttle lock, lock the aircraft doors, pull shut the rusty and balking hanger doors, lock them, load the car, and scoot. As I leave the airport I call the wife, tell her the bird is in the nest, and ask what should I bring home for supper.

See? Just “getting some engine time” isn’t really that simple or quick!