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Weird ATC question & a rare compliment from my copilot.
On our second leg home from Michigan to New York yesterday, I was the PIC and Rick took care of the communication. We filled the following route from KBQR Buffalo-Lancaster) to KPOU (Dutchess County Airport) BUF V14 BEEPS V34 HNK V167 SPECL Departing KBQR VFR, we picked up our clearance from Buffalo approach at 126.15 and got cleared as filed. We navigated our way using mainly the Lowrance GPS with the two VORs tuned in along with the low altitude enroute and sectional charts for verification. We had flown this route several times a year in the last few years. Every single time, NY approach amended our route shortly after we passed KBGM (Binghamton) steering us to FILPS intersection then direct to KPOU. Passing KBGM, Rick and I had our ears 'perked up' ready for the amended clearance. Sure enough, the controller called our tail number and asked a question which sounded very strange. "What did he say?" Rick asked. I said "He asked whether we have a harness". Rick said "That was what I thought he said - N30703, do you have a harness? Why would he want to know?" I said "Umm, maybe he wants to know if we have shoulder harnesses in preparation for turbulence?" By this time, the controller repeated the same question somewhat impatiently. Rick said "Say again". He repeated the question then added the sentence which we had anticipated "I have a new clearance". We copied the new route "direct DNY V249 FILPS direct POU", did a nearest VOR find on the GPS and headed toward Delancy VOR while I tuned in the VOR for verification. Listening in to the next few exchanges, we realized that there was a heavy doing a hold at Helon and that explained the reason for the diversion. Rick and I kept pondering the weird question we thought the controller asked us and could not figure out what exactly that he said. The good thing that Rick did not reply that "We both have our shoulder harness on and our dog Maggie also has her harness on ;-)". Approaching KPOU, we were told to descent from 9000 to 7000 and got in the cloud for about 10 minutes. We anxiously looked at the outside thermometer and the wing leading edges for any evidence of ice. (We had picked up a bit of light rime ice in the first leg over Flint while in the clouds for a short time at 9000). Even though the OAT was below freezing, there was only wet windshield and no ice. It was quite bumpy while we were in the cloud this time. Hmm, maybe the controller did ask about the harness after all. Descent to 4000, it was clear and in VFR condition but I asked for the ILS 6 approach. I had not done an actual approach since our last x-country trip to Kentucky in September last year. All the hours of simulated instrument practices in the winter time seemed to pay off with the crosshair planted firmly in the donut. I held the plane level for few second just to make sure that the needles did not get stuck. Rick instantly reminded me "You are too high". I said "I like to stay a bit high while landing on runway 6 because of the frequent windshear". The little chirp of the wheels touching the runway was always music in my ear. Maggie did not even wake up. Rick said, "You could try to go for an ATP rating". He could have just buttered me up because it was our anniversary two days ago. Compliments from my copilot are a rare thing, I am happy to receive it once a year ;-) Hai Longworth |
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