Chevrolet Bolt

Recently I started driving for Doordash. Over the past few months, I’ve been dashing in the Honda Civic. The Civic gets amazing fuel mileage, but given the number of miles I drive on any given day, I still need to fill the tank every two to three days. The cost of these fill-ups adds up pretty quickly. So I started thinking about alternatives.

The first alternative that I considered was the Chevrolet Volt. It is an older, no longer supported hybrid, that can run on electricity from the battery until the battery dies, then run the engine to charge the battery when required. I started searching for one and found a nice one in Melbourne. Unfortunately, it was sold before I had a chance to look at it. I found another at the Toyota dealership in Melbourne, but it was abused to the point that I wouldn’t have taken it if they offered to give it to me.

I soon started considering other hybrid cars. But then Susan suggested that I look at a pure electric car. The first ones that came to mind were the Chevrolet Bolt and the Tesla Model 3. I’ve been in the Tesla as an Uber rider and wasn’t impressed. Also, I don’t have any desire to support Elon Musk, given all of his hollow promises and his hype that drives up stock prices, but rarely delivers.

That left the Bolt as my primary choice. I started searching and to my amazement, one showed up at the Ford dealership in Melbourne. The price was right, so I took it for a test drive. I was thoroughly impressed, so I arranged another test drive the next day for Susan. She drove it and was also impressed.

Today, we traded in the Audi A4 for the Chevrolet Bolt. As much as I wanted the Audi, it cost far too much time and money to maintain. It was with great pleasure that I let it go.

David and Susan with our 2023 Chevrolet Bolt

But how are we going to charge it? The Bolt comes with a dual 120/240 volt charger, so we will charge it on 120 volts at first, then have an electrician install a 240 volt outlet later.

And how does it make me feel, owning an electric car? Right now, I’m excited about the idea of never stopping at a gas station. Charging at home will cost a couple dollars a day, compared to $30+ every couple of days for gas. To be honest, I don’t know why more people haven’t considered going electric for their around-town vehicle.

The Beginning of Something New

Today, I started something new – I started “dashing” for Doordash. Ever since I quit my job to allow more time for time building, we’ve been burning down our savings. Susan got a job in May and that helped, but it is not enough. Recently, I’ve been applying to part time jobs, too. One of those jobs was to deliver food for Doordash. I filled out the forms and started delivering (dashing) today.

I delivered food from restaurants and sandwich shops, and even a sub from Wawa. Deliveries were to Suntree, Melbourne, and Merritt Island. I made six deliveries in total and exceeded $70 for my efforts. Now that I’ve started, I wonder how long I will be doing this. I imagine I will still be doing it when I’m 65 or 70.

Flight Time–Brooksville

Today, Andrew and I flew to Brooksville. Brooksville is an airport just north of the Tampa Class B airspace. We flew in the 1956 Cessna 172.

To prepare for this flight, I went to the hangar yesterday and met the owner. I asked all the questions I could think of and took a page of notes. I was pretty confident that I knew all of the quirks of the antique Cessna.

At the hangar today, we did the preflight in the hangar, then pulled N7286A out into the sunshine. We climbed in, started the engine, and were on our way.

During the run-up, we discovered a problem. The left magneto was running very rough. I increased the RPM and decreased the mixture and let it run for about a minute. Then I re-ran the magneto check and both magnetos worked properly.

I contacted Ground and was told to taxi to Runway 27R. We took off and headed west until we were clear of the Melbourne Class D airspace, then proceeded on course.

The flight west was slow due to headwinds, but we eventually arrived near Brooksville. I contacted Tower and was cleared to land on Runway 27.

After landing, Tower told me to exit on Taxiway A3, but to hold short of Taxiway A. Tower was busy directing a twin from one side of the airport to the other. As the twin approached us on Taxiway A, Tower told us to do a 180 and back taxi on the runway to Taxiway A2. Strange, but not a problem. Just shows that you never know what you’ll get at a towered airport.

We taxied to Taxiway A2 then to the end of Runway 27. Tower cleared us to take off and fly a left downwind departure. Once in the air, we turned east and followed the same route back towards Orlando.

Departing Brooksville

The flight back was faster because we now had a tailwind. Instead of going back to Melbourne, we landed at Valkaria to top off the tanks. With full tanks, we returned to Melbourne. Other than the magneto issue, the trip was very much as expected.

The flight tracks are below.

Melbourne to Brooksville to Valkaria to Melbourne

Flight Time: 3.5 hours
Total Time: 816 hours

Flight Time–Time Building in Twin Commanche

Last month, Susan came across a time builder who owned a Piper Twin Commanche. The plane was located at Sheltair at Melbourn (KMLB) and the price was great. I was interested and reached out to him. He told me that his schedule was full for October, but that he had openings in November. I scheduled two blocks in November.

November arrived, but John informed me that he had a breaker trip on his landing gear and that he needed to have it looked at. A few days later, he reached out to let me know that the gear was fine and he was ready to fly. I re-scheduled a block of time today.

I went to Sheltair this morning to meet John and go fly. He texted me that he was held up at the badging office and would arrive as soon as he could. In the meantime, I watched a family load up a TBM single-engine turboprop for a flight up north to go leaf-peeping. Imagine owning a turboprop and using it to fly a thousand miles to get away for a few days. What a life.

When John arrived, we discussed our backgrounds, then headed out to the ramp to see the plane. It is a 1967 Piper Twin Commanche. It is old and pretty basic, except in has a nice Garmin GPS and electronic HSI.

Piper Twin Commanche N8593Y

Piper Twin Commanche N8593Y

John did the preflight while I watched, then we were ready to go to upstate Georgia. I have to laugh at the irony of me talking about the turboprop owners, like it is something far beyond ‘normal’, while I’m going flying in a twin to Georgia. I guess I have it pretty good, too.

We picked up our IFR clearance then taxied to Runway 27L. There was some confusion with our transponder, so we cleared that up, then we were cleared to takeoff. We climbed to the west, then were vectored to the north. As we climbed, we punched through a thin layer of clouds and popped out above, nearly blinded by the brightness of the white layer below.

The flight to Georgia seemed slower than expected, thanks to a strong headwind. After three hours we landed at Thomaston-Upson County Airport. John added some fuel while I went to see the FBO. The FBO was very nice, but there was no one there.

The FBO at KOPN - ramp side

The FBO at KOPN - street side

Our next leg was south to Tallahassee. This flight went much quicker with the strong tailwind. On the ground, John taxied to the fuel pump. The FBO was having a special on fuel today and was charging only $2.95 per gallon. This was a deal too good to pass up, so John topped all the tanks. To John's surprise, the pilot who told him about the good deal was topping off his plane at the fuel pump. Small world.

Million Air FBO at KTLH

Our final leg was back to Melbourne. John filed direct and that’s what we were initially given. After taking off, we were vectored to the east, directly over FSU. Once at cruise, we were given an amended route along the west side of Orlando. As we approached Ocala, we were given another amended route. It seems funny to me that they bothered with the amended routes because, once we got close to KMCO, they vectored us until we we well east of the airspace, then vectored us to the approach to Melbourne.

The sun was setting soon after leaving Tallahassee. While west of Orlando, we flew over Disney's Epcot Center. That was the first time I saw the globe lit up from the air. It was very impressive.

East of Orlando, we listened to the Melbourne information. There was a layer of clouds reported at 4,700 feet. Approach told us to expect a visual approach to Runway 9R. This made me curious – would we be below the clouds before we started the approach? We were soon given a descent clearance and started down. As expected, we entered the clouds just below 5,000 feet. About a minute later, we dropped through the bottoms. At 10 miles out, John cancelled IFR and we went visual from there. Since Sheltair is on the east side of the airport, John asked to land long to shorten the taxi time. At Sheltair, we were marshalled to a spot in front of their hangar and shut down.

This flight was good for me. I got to do over six hours in the IFR environment with a few minutes in actual IMC weather and night and I got to fly in a multiengine airplane. I’m looking forward to doing it again soon.

The flight tracks are below.

Melbourne to Thomaston-Upson County

Thomaston-Upson County to Tallahassee

Tallahassee to Melbourne

Flight Time: 6.6 hours
Total Time: 813 hours

Flight Time–Local Flight

Last week, Susan told me about a conversation she had with a woman whose husband owns a plane. I reached out to the husband, Rob, and we set up a meeting.

Today I met Rob outside his hangar at Melbourne airport. He escorted me in the I got to see his 1956 Cessna 172. For those who are familiar with Cessna 172s, you will know that Cessna has made many versions of the 172 over the years, for example, the current 172 model is the 172SP. Rob’s 172 is the original model year, so it is simply a 172. It is basically a Cessna 170 with tricycle gear. It has a straight tail and an unusual instrument layout. But one thing that is does have is a Garmin GNS-430W, so I can fly instrument procedures.

1956 Cessna 172 N7286A

After talking for about an hour, I asked if we could take it flying. Rob said “Yes”, so we pulled the plane out of the hangar, did a pre-flight, then were on our way. We departed Melbourne to the south along the coast. I did some slow flight and turns on the way down past Sebastian, then we did a landing at Valkaria. Back in the air, we returned to Melbourne.

Give that the hangar is in Melbourne and the usage fee is so reasonable, I expect this will be my go-to time building plane for the foreseeable future. I started the badging process at the airport and should have my badge in about three or four weeks.

Below is the flight track of the flight.

Flight track from Melbourne to Valkaria to Melbourne

Flight Time: 1.6 hours
Total Time: 806 hours

Flight Time–Time Building With Nick

Today I flew with Nick in N8049N. The day started early, as I needed to be in DeLand by 7:00 AM and I was leaving from home. Today was a repeat of our flight last month, so I was hopeful that we would not be repeating the magneto failure, or any other failure for that matter.

Nick's Piper Cherokee N8049N

Our plan for the day was to get cheap gas, fly for three to four hours, get cheap gas again, and return to DeLand. The first leg was the same as last time. We flew to Williston and got gas. This time however, the engine started and we were able to continue.

Our second destination was Okeechobee, with a quick stop at Punta Gorda. For this flight, I filed an IFR flight plan in Foreflight, which included two waypoints: Ocala VOR and Lakeland VOR. I received two emails stating that the flight plan had been accepted.

Soon after taking off, Nick called to pick up our clearance. Jacksonville Approach read our clearance to us, and I attempted to write it down. Although I was fully ready to write, I could not understand the route and was totally thrown off my game. Rather than clearing us to the Ocala VOR then as filed, he cleared us to FARCY or VARCE or something I’ve never heard of before. He even spelled it phonetically, but all I caught was A-R-E. Nick looked at me and I just shrugged. He asked Approach to repeat the first part. I still had a hard time hearing it, but luckily, Nick picked it up and read it back correctly. The waypoint turned out to be VARZE. It is not on the Victor airway between Ocala VOR and Lakeland VOR. Instead, it is on the Tango airway that doesn’t even go through Lakeland VOR. Who knows why he chose that waypoint. So now, when preparing to accept a clearance, I will take a much closer look at all of the waypoints not only on the requested route, but also those near the route.

Nick flew to VARZE, then continued direct to Punta Gorda. Along the route, we were in an out of the slowly building cumulous clouds. We were handed off to Tampa Approach, Miami Center, then Fort Myers Approach. As we got nearer to Punta Gorda, Approach asked our intentions, and we said that we’d like to fly the ILS 4 approach. This was approved and we were given vectors to the southwest to eventually intercept the localizer. We were handed off to Tower and cleared for the option. Nick did a touch and go, then we were handed back to Approach. Approach handed us off to Miami Center, where we were told that he would not be able to provide services all the way to Okeechobee, so we decided to cancel IFR.

After filling up the tanks at Okeechobee, Nick offered to let me sit in the left seat for the flight back to DeLand. The winds were picking up, and I didn’t want to risk damaging his plane, so I was a little tentative at first. Eventually I decided to accept the offer. I flew back to DeLand, and we called it a day.

With this flight, I have now surpassed the magical 800-hour milestone. Now I can start filling out applications to all the companies that require 800 hours.

The flight tracks are shown below.

DeLand to Williston

Williston to Punta Gorda, then Okeechobee

Okeechobee to DeLand

Flight Time: 6.3 hours
Total Time: 805 hours

Flight Time–Time Building With Nick

This week, I scheduled three flights with Nick. Nick is a 50% partner of a Piper Cherokee 140 that is tied down at DeLand airport. Susan found his post on Facebook and put me in contact. The plan was to fly three days this week, starting at 7:00 AM each day.

To avoid driving back and forth the one and a half hours each way, I asked Aunt Cathy if I could stay at her house. She said that would be fine, but she would be leaving for Texas the next day, so I’d have the house to myself (Mom is currently in Washington). While there, she asked me to do a little project and showed me where to find all the tools that I would need.

This morning, I got up early, ate breakfast, said good-bye to Aunt Cathy, and drove to the airport, which is about 15 minutes from the house. I arrived early, as was my intention, and waited for Nick.

Once Nick arrived, we walked to the ramp and pre-flighted the plane. The plane is a 1973 model, so it is newer than the N7207W. Being newer, it had the standard six pack instrument gauges and toe brakes, but only on the pilot side. Being a Cherokee 140, it has the smaller O-320 engine that only delivers 160 horsepower. Other than that, it is like every other Piper Cherokee.

Nick's Piper Cherokee N8049N

Today’s plan was for me to be the safety pilot for Nick. We planned to fly to Williston (X60) to get gas, then fly to somewhere in Alabama. The return flight would have us stopping for gas in Williston, then continuing to DeLand.

The flight to Williston was non-eventful. Nick talked me through connecting my iPad mini to his Stratus so I could follow along on Foreflight. I searched for traffic in the dim morning light while he maneuvered around and under the Orlando Class B airspace.

At Williston, Nick landed and taxied to the fuel pump. He filled the tanks, then we pushed the plane into the shade and walked to the FBO. For some reason, this airport looked familiar, but not that familiar.

The FBO at Williston

After a short break, we headed back to the ramp to continue our flight to Alabama. We climbed in and got settled, then Nick started the plane. Or should I say, attempted to start the plane. The plane would not start. He tried several times, but it just wouldn’t fire. After multiple attempts, we had no luck.

Earlier, when we walked to the FBO and back, we passed by some guys working on a twin plane in the hangar. We thought maybe the mechanic might have some advice or something we hadn’t thought to try. Unfortunately he was out getting parts and wouldn’t be back for at least an hour. Nick got his number and left a message, asking him to let us know when he returned.

In the mean time, we sat and waited. At some point, a guy pulled up in his Jeep and asked if we needed help. We talked to him for a while, then tried to start the plane again. Just like before, it would not fire. I was thinking that it wasn’t getting fuel, while the others were thinking it wasn’t getting spark.

So, we waited some more. Then another guy stopped by. He was a mechanic and started looking under the hood. Nick tried to start the plane again. By now, the battery was starting to get weak, so there would be no more trying unless someone had a charger. The mechanic told us that those engines have dual magnetos, but only one is used while starting the engine. So, if that one failed, then the engine would not start. He proceeded to remove the magnetos and took them to his hangar to check them out. He eventually returned and said he was getting no spark from either of them. This I found extremely odd, given that we just flew in successfully not that long ago.

During all of this, the first mechanic returned. We told him that another mechanic was helping us. He was glad to hear this, as he was deep into his other project and didn’t have time to help us.

The second mechanic had a friend who had some backup magnetos, but he wasn’t sure they were an exact match. He brought them over and they compared serial numbers, and unfortunately, they were not.

At this point, it had become apparent that there was no way we’d by flying back to DeLand in this plane today. We started working on our Plan B. Nick’s fiancée was hours away, and Susan was even further. We asked a few pilots who came and went, but none were able to fly us home.

Eventually, a pilot with a 6 seat Piper Saratoga stopped at the fuel pump. We walked up to him and started a conversation. We told him our situation and asked if there was any way he could drop us off in DeLand on his way home. He told us that he was in Florida to have some instrument work done on his plane, and the work ended early, so he was a day ahead of schedule. He was flying back to Huntsville and given the hour that he’d gain by going to the Central time zone, he was not in a hurry. He then said that he could drop us off in DeLand. You can imagine our relief.

The flight back to DeLand was quick and easy. The performance difference between a Saratoga and a Cherokee 140 is pretty substantial. When we got back on the ground, Nick offered the pilot some cash to cover the gas and we thanked him over and over again.

Nick and I said our good-byes, then I headed back to the house. I knew I wouldn’t be flying with Nick for a few days. I’m so close to the magical flight time of 800 hours, but it looks like I won’t get there this week.

I still had that project that Aunt Cathy and I talked about, so I decided to spend the night in DeLand. I drove back and replayed the events of the day in my head. Although things were pretty bad and getting home looked nearly impossible, with the generous help of fellow pilots and mechanics, we made it home. It’s too bad the rest of society isn’t as generous and helpful as the people we met today.

Flight Time: 1.5 hours
Total Time: 799 hours