Day 10 - Tuesday, 9/18/01 - The CPR->MHE->ARR via MRJ plan.

Greeted by another gray morning, we found that the weather would be bad in
Iowa (it wasn't that good anywhere else on our route either), forcing us a
little further north.  Home was a little beyond IFR reserves, so we would
stop at a field Arnie knew in SD, Mitchell Municipal (MHE).  Back out at the
airport, everything was a go, so we filed and went.

This leg wasn't so bad, a little rain, sometimes skimming the tops, sometimes
busting the tops and sometimes it was just gray.  P-static was still
annoying, but nothing like the previous day.  MHE had VFR ceilings so the let
down was a snap.  We must have had some headwinds because my logbook has more
time for the flight than it should have taken.

The weather check after refueling at MHE was not promising for our flight
over Iowa and more bad stuff, including t-storms, was moving north.  Arnie
filed to MRJ and I filed to ARR with MRJ as a waypoint.  Off we go to 11000
feet.  I think we started out on top but as we got more into Iowa, the tops
were above us.  Near Waterloo, I chose to descend to 9000, putting me between
layers and I could see a heavy-duty thunder storm SE of Waterloo.  I lost
contact with Arnie because center switched me over to Waterloo approach when
I descended.  Arnie later told me he broke out on top at 11000 feet somewhat
NE of Waterloo.  

After reporting back in with Chicago center, I hear "Scott, is that you?  
This is Steve, I'm working center now…" and we commence a conversation that
gives me a warm, fuzzy feeling.  Arnie is online too.  My personal controller
then says "92EX, you can go direct Rockford now."  I acknowledge and start to
make the 30-degree turn towards the t-storm and say, "Uh, center, 2EX would
like to divert left 30 degrees for weather."  I hear  "Roger 2EX, resume
on-course when able."   This is not a problem since Arnie and I are the only
two low altitude aircraft in this part of the country.  

Arnie is cleared for his approach into MRJ, I make the turn towards Rockford,
farewells are made and I switch frequency.  Even though ARR is reporting VFR,
I can't see anything thru a strange haze at dusk.  Executing a nice ILS 9, I
hear a couple of squeaks as the wheels touch, then taxi in and shut down.  
The odyssey is over (or is it?).  In summary, 19.8 hours of very interesting
flight time, 9 days gone, no clean clothes left, no race, airplane stuff
breaking, bad weather, and the character of the US changed forever.

I hear from Arnie the next day that Steve had called him.  A follow up to
verify Arnie had landed.  You see, the rules required a phone call after
landing at a non-towered airport since IFR couldn't be canceled in the air.  
Well, Arnie had well-wishers calling him and his plane was surrounded by
friends and relatives - Just like Lindbergh at Le Bourget - he was
distracted.

What stands out most about this trip was the help we received everywhere it
was needed; hangar space, tools, parts, advice, information, an EAA spaghetti
dinner and great FAA controller support.  All we had to do was to be
flexible.  Arnie has decided to install an autopilot (TruTrak) since he
couldn't grow another arm and upgraded his Garmin 90 to a 92.  I've added the
Lasar system for better high altitude performance, made an umbrella part of
my "must take" equipment along with packing extra clothes and planning for
the worst.

Maybe we should try Reno again this year, I hear we almost have these
terrorists under control.  Well, I'm not letting any in my airplane and
besides, the pilot is armed (this also holds down on unruly passengers).

Grayhawk

PS: Tom Giddings called this morning to remind me that flying is the art of
throwing oneself at the ground and missing!