Page 8 - Volume 17 Number 11

There is good visibility with a high overcast at KEAU as I make a base leg entry to runway 22 over fields of bent yellow corn stubble showing through drifts of snow. After feeling for the ground a bit, I make a reasonably good landing on a runway with patches of ice and taxi clear. Vanessa, the company’s operations person back at KBLI, was watching our progress on FlightAware, noted the change in destination, and has already arranged for fuel at the FBO (Heartland Aviation); sharp thinker, that Vanessa. Although there is snow on the edges of the ramp, the service at Heartland is good, the coffee fresh and hot, and they even give us free hats and spare batteries for our portable GPS. Nice people.On taxiing out, in spite of the cold, the airplane is working just fine, but then we get the MASTER Caution and abort on the takeoff roll. Luckily, as we taxi back to the runway the red light stays out, and Jim starts another takeoff after thoroughly briefing his intentions, should that red light come on again.On range-stretching cross- countries like this, if you find unexpected winds require an early stop, yet another stop further down the line is almost always necessary. So, hours later, rather than continuing direct to KBLI, we start a descent into Great Falls, Montana. Once in visual conditions, we initially confuse Malstrom AFB, which is to the east of town, for the destination airport (KGTF), some distance further west. This, in spite of the fact both of us have flown into KGTF many times. We must be getting tired, and note that the company’s policy of always flying two pilots is a good idea.It is below freezing in Great Falls and there is a pretty nasty crosswind from the northwest, but visibility is good and runway 21 is more than 10,000 feet long. Jim touches down on the right main with the nose wheel right over the white line. We make exit A5 about halfway down6 • TWIN & TURBINENOVEMBER 2013