I open my logbook. A moth flies out. Well, at least someoneis flying.

Actually, thanks to my buddy Lisa losing her mind and buying an airplane, I’ve been in the air almost every week—except for those three weeks when Warbler was broken down. But flying with Lisa nowadays isn’t reallyflying. Her skill level has crossed that magic plateau every pilot-in-training experiences: One hour it looks hopeless, the next hour it all comes together, and she’s been flying like an ol’ pro ever since.

So my flying with Lisa isn’t so much flying, as riding in an airplane enjoying the view. But, still, it’s not a bad way to spend a morning. And the way the FAA regs are written, I still get to log the time. But what I’m lacking is some logging of flight in my soul, and there’s only one plane to do that in: Tessie.

But it’s been a bad year for poor Tess. We had that five-month engine rebuild debacle; then the prop repitch, re-repitch, re-re-repitch; then the weird oil leaks; then the leaky header tank; then the radio problems; then the stuck controls; then the broken exhaust; then the wing gas tank rebuild; then the problems with the elevator adjustment; and… Did I leave anything out? Probably. I try not to think about these things too much, and the aviation maintenance suicide prevention hot line at the NFFAis really getting tired of my calls.

After coming out of a six-week-long annual in June, Tess immediately began to overheat. Badly. There was much back and forth about possible causes, and in the end, I made the decision to let a different maintenance team take a crack at the issue. Mere days out of her annual I delivered Tess to a field on the Eastern Plains of New Mexico and then waited.

And waited.

And waited.

And waited.

Of course, I’m not very good at waiting. And it’s not like I just sat idlily by. I called and emailed. And always there was an excuse for the delay. And always a promise of a new date. Finally, at the two month point the Eastern Planes guys admitted they had not even startedthe promised work.

I blew a gasket, got in a car (with wife and child in tow to bring the car back home), and went to go pick up the damned airplane. When I got there and tried to start Tess, she had no oil pressure. They pulled the top plugs and the oil filter and had me swing the prop with the mags off, using the starter. This should have pumped oil. It didn’t. It looked like the oil pump, hidden deep down inside the engine case, had died.

It was less than sixty hours old.

I’m sure you can imagine my state of mind.

As a last-ditch effort, they plugged the breather tube and applied compressed air to the oil system and we tried again. We struck oil. It was a gusher. They decided it was something called an “air lock” somewhere in the oil system, or maybe some debris. I don’t know about that, but afterward my mystery overheating disappeared.

I flew Tess home without incident. Then I flew her hard the next day, just trying to overheat her. She was as good as new. The old Tessie was back, and both she and I were thirsty for adventure.

We didn’t have long to wait.

Because that very same afternoon—as I sat in the back seat of Deb’s Jeep as the nuclear family drove to Albuquerque to fetch Grandma Jean, who was flying home commercially after a visit to sister number two and family in Colorado—I was checking my email. There was a ton of chatter on the Sport Air Racing League discussion board about the upcoming weekend’s race. I guess I must have been grumbling out loud about missing out on the action because Deb turned her head and said: “Go.”

I grumbled there wasn’t time. I’d have to leave in 12 hours.

“Go,” said Debbie.

I’d have to do laundry, and pack, and flight plan, and…

“Go, already,” said Debbie.

So I did. After crazy-fast late-night prep, Lisa and I are now south of Santa Fe with five hundred miles to go, enjoying a smooth early morning ride, and watching the temperature gauges like hawks, when I get a text on my Apple watch.

It says: “Are you dead?”

Well, that wasn’t quite what it said. It really said: “Leidos Flt Svc Advisory–N3967H–TRACK LOST@241252–If not in distress–Contact Flt Svcs.”

Which is pretty much the same thing as, “Are you dead?”

But it’s not the type of text you expect to get in an airplane. At least I didn’t expect it, nor had I ever seen anything like it before. Now, for quick background on this first-time-for-me text, you need to know that after writing an article on flight plans, I got inspired and started using the modern and super-easy flight plan filing system where everything is done by computer and smart phone, a methodology which ideally suits my antisocial personality (and least when it comes to talking to authority). And a totally new-for-me option is to link my flight plan and my Spot GPS tracker. If the tracker stops tracking—i.e. moving—then rescue efforts are started right away, rather than waiting until after you’re overdue and presumed missing en route.

Apparently, our tracker had stopped tracking.

We dug the tracker out of the back, and sure enough, it had lost the signal. We re-booted it. No joy. The batteries were too low. To flight service we were flying along just fine one minute, and the next we had vanished. Needless to say, we needed to check in and let them know notto launch search and rescue.

But I’ve gotten so used to dealing with flight service via text message, I couldn’t for the life of me remember how to contact them using something as old fashioned as a radio. I mean, seriously, I can open and close my flight plans by texting single letters and numbers to them. Why on earth couldn’t they have just texted: TRACK LOST, text (1) if you are OK, text (2) if you need help?

But that wasn’t an option. In my mind’s eye I could see the slide in my Rusty Pilots PowerPoint presentation that shows the universal frequency for flight service. But my mind’s eye apparently needs bifocals; as I couldn’t focus on the long—for me—unused frequency.

“You have the plane,” I told Lisa.

She quickly grabbed the controls, “I have the plane.”

I whipped out my phone (thankfully we were near civilization and I had three bars). I used Google to look up the frequency for Flight Service:122.2. You’d think I could remember a number like that) and proceeded to make my usual fool of myself on the radio. “Uh… hello? Flight service, are you there? Yes, we’re fine. Umm.. thanks for asking. How are you? Oh, right, I’m the pane you’re worried about. I got your text. We’re not dead. It’s just the battery that went dead. Don’t call out the guard or anything. Err…Thanks again. Uh… have a nice day.”

OK, it wasn’t quite that bad, but the exchange felt awkward to me, and less professional than I envision myself. Still, they were happy to know we were still in the air, and wished us a good flight.

And the rest of it was. The plane behaved. The weather behaved. Not only were we alive, but I felt alive again.