Wheelersack (the ATC for the area which includes Watertown, NY) cleared us as filed, and on departure I was radar identified. One thing I wasn't sure of on departure is if we can commence the turn without the controller asking us to -- so I asked if I could proceed on course first. Something to check with an instructor - if I can start the turn towards my course with or without instructions (I'm thinking with.)
On-route we were handed off to Boston Center. On arrival - we were asked to check the SLK AWOS and ask for an arrival we wanted into LKP. I was checking the AWOS on-route so I asked for RNAV-14 circling for 32. We were cleared to PUGRE - to cross the fix at 5000 ft. and were cleared for the RNAV-14 approach.
Getting into an unfamiliar airport is always interesting - especially if you aren't vectored in, there is no tower and have other traffic to deal with. The fist thing to establish is to figure out all the traffic and where they are. There were a couple of planes in the circuit one turning final and the other one abeam on left downwind 32 - so I came overhead and joined for left downwind keeping an eye on the downwind traffic. It helps to have the altitudes for the circuit and 500 ft above for the dead-wind side to join downwind was written out prior so that you are focused on traffic than having to figure out altitudes. Note that for Lake Placid the pattern altitude is 2700 MSL.
Winds into Lake Placid can make it tricky. Upon landing it was 10 gusting to 20 out of 250 - we were on runway 32. The ridge line and the trees calls for a higher than normal approach and a faster approach (you can expect to see your GPS light up with all sorts of terrain warnings!) Have your hand on the throttle and rudder coordination to keep up with the changing cross winds. Due to the strong cross winds, I didn't have any flaps - flaps could have given me a steeper approach, but it would have also reduced my rudder control.
I landed just past the numbers without the go-around, but was mentally prepared for a go-around if necessary: Full power, carb cold, establish speed first, flaps up in stages (gear up if you have retractable gear) with climb out watching for airspeed, and coordinated rate one turn, again - watching for airspeed.
There wasn't anyone to direct us on the apron - so I parked and asked the FBO about tie-downs. They said we can tie-down anywhere there's a tie-down spot available. There were ropes already in place at most tie-downs, so that made it easy. I remembered from a safety briefing a while back to NOT taxi over the ropes - it is a hazard with the potential for the propeller picking it up, so it was strange to see all the ropes lying around the apron; exercise caution and avoid those areas! It is amazing what you pickup attending safety briefings, reading stuff and writing down things - which is why I blog... to give back, and to help with my own memory recall.
We decided to walk into town after tying down the plane - tough with two bags and a one and half year old, so we will rent a car next time. If you are renting over the weekend, you need to call the rental company during the week and they will have everything ready at the Adirondack Flying Service FBO (FBO open 8-5, but call in first to check) The free shuttle service isn't very reliable, on a holiday anyway, we didn't see it once on our 30 min walk into town. Apparently the FBO can radio the shuttle for a stop right at the airport. Keep in mind though, that car parking in Lake Placid can be hectic - better to leave the car at the hotel and walk around unless you are going to the trails.
We checked into Best Western and hit the town for coffee and window shopping, and did take out pizza for dinner as the baby wasn't up for a night out of town. He had a long bath instead and played in the room. On a related note - we didn't see until the next day that there were games and building blocks available for borrowing downstairs!
The next day we took the shuttle to the Jack Rabbit trails - we were lucky to catch the shuttle in 20 min (we weren't so lucky on the way back - waited for more than an hour - which is why a car rental might be better next time!). Ask to get off at the Quality Inn (or at the grocery store nearby) and hit the trails. Apparently one could camp - so a camping trip would be to land, take the shuttle directly to the trails, camp overnight and return to the airport for showers (there are showers in the FBO).Jack Rabbit Trails
I filed the flight plan, eAPIS and called Canadian customs with the ETA in the morning before leaving the hotel by 8 am - that way we are within the two hour limits for the eAPIS and for customs. The second advantage of calling this early is that Canadian Customs answered within 5 seconds - I was prepared for a 20 min. wait time. You have to estimate the border crossing time - I took the flight planning time, subtracted the time to fly 30 miles (which was the distance to the home airport from the border crossing place: S-W of Grindstone Island, South of Clayton, NY)
We walked to the airport from the town (stopping by at Chair 6 for lunch), fueled up and got ready to head out. On departure we had 10 knot crosswinds. We departed runway 32 with Lake Placid on our left, climbed over the town to 5000 ft., circled on the windward side of Whiteface, contacted Boston for the IFR clearance and headed back home. On contact with Boston they asked if we can maintain our own terrain clearance up to 7500 ft, to which I said yes - didn't know that for IFR that terrain clearance can be provided by the controllers! We were handed off to Weelersack, then to Montreal and landed - all under an hour and ten minutes... even with the 20 knot headwinds!
