I have been travelling a bit latey and I've not had time to write (not that anyone is reading anyway!). Anyway, here is a small note about my last 3 flights.
September 7, a flight to Chester
Steve and I made our normal Sunday trip an a morning which was warmer than I'd hoped. We decided to make the Chester run we hadn't been able to a few days earlier. This one was uneventful. We flew to Chester earlier enough that the parachute school hadn't begun jumps. We landed on the better runway and taxied over to the jump school. The runway was lined with campers occupied by slumbering jumpers who had partied hard the night before. I'm sure us parking by them woke a few up (and irritated a few). I ordered a breakfast burrito from the little kitchen and we talked with one of the jumpmasters as obviously hung over jumpers started to filter in. Why they would jump out of a perfectly good airplane is beyond me.
Anyway, we switched seats and taxied for departure. The ride home was uneventful. We pulled into the FBO at Concord and readied the plane to be parked. However, two things bugged me. One, we noticed during the flight that the left seat yoke wasn't quite neutral. We had to keep it just left of center for wings level flight. We also noted a large ding on the rudder. Evidently Aggie had been hit by something while on the ramp. Though the damage is minor, it's very irritating and the Concord FBO has been less than responsive. Next week I'm going to start pressing the issue. 1.6 hours.
September 14, North Wilkesboro
Steve and I simply wanted to fly, so we made a short trip to North Wilkes. This one was interesting on landing in Wilkes. Steve was at the controls and as we approached, a departing plane told us about a flock of geese right next to the runway. As we descended Steve realized his approach was too high, so we did a go-around. Frankly, we ought to do that more anyway. It's good practice to do a go-around every once in a while. Anyway, as we firewalled the throttle, the geese didn't' even move. We made left traffic and set up a more stable approach and touched down as the geese watched on. A trip to the bathroom, switch of seats, and we were on our way home, though with a new radio gremlin. A short in the jack on the pilot's side made things someone difficult. This is the second solder failure since I had all the wiring re-done -- not good. Touchdown at Concord was nothing unusual and our Sunday trip was over. 1.6 hours.
September 21, Rowan, Rockingham
Weather was iffy this Sunday morning so we made a jump to Rowan for gas and then headed east to Rockingham. Rockingham has a great looking new FBO, but we've never been inside. They seem never to be open. So, after after looking through the windows we headed home. Fall is starting to make its presence known, so visibility has jumped to about 30 miles. This is the best time to fly! Anyway, here's hoping I get back to blogging right after a flight so I can give a better description. 1.7 hours
Wednesday, September 24, 2008
Monday, August 25, 2008
A rather strange round trip
Sunday dawned a wonderful flying day with 7,000 ft ceilings, calm winds, and 30 miles of visibility. Steve and I were itching to get in the air. We decided to fly to Lancaster, SC (KLKR), then zip over to Chester (9A6) for a quick bite. Home base (KJQF) has been undergoing work on the taxiways - resulting in many changes on the ramp. They have taken a number of the aircraft tiedowns away and moved Aggie a couple of times. This would come into play after we returned home.
After a quick pre-flight, Aggie started right up with me in the left seat. We taxied to Rwy 20, performed a run-up and were cleared for departure. We took off on 20 and made a slight left, straight for 4 antennas, the highest of which is 2,000 feet up. The good news is we had plenty of time to climb above them before we got there.
Charlotte departure was cooperative and allowed us a direct route to LKR, a brief 40 nm trip. Aggie was her usual stable self after we leveled off at 3,000 feet. As we approached the town of Lancaster, we had some difficulty seeing the airport - it's right next to the Catawba River. Once we had it spotted, we entered a left downwind for Rwy 6 at pattern altitude (it sure seemed low). I set us down with another greased landing. We taxied by the FBO which looked closed, so we decided to just taxi back and head over to 9A6. I nice departure role on 6 and a left turn and we were headed to chester at 2,500 feet.
As we approached Chester, we noted a very low layer (about 300 feet) just west of the airport. Just as we were setting up to land, I decided there was too great a chance we would be grounded by weather, so we did a 180 and headed back to Lancaster. 8 minutes later, we were on the ground, though my landing wasn't nearly as soft.
We taxied in and found the FBO now open. We got to talking with the manager and learned they do a Saturday lunch - we'll be back. The folks there were friendly, though I wish the runway was in better shape (lots of weeds have broken through, though they are dead and at least cut.
After 20 minutes in the FBO, we jumped back into the aircraft. With Steve in the left seat we took Rwy 6 for departure and headed back to JQF. On the flight back, clouds were starting to close in a bit, but not enough to impact the flight home. With a short Easterly detour, we let up for a left downwind for Rwy 20 and Concord. Steve put us down with one of his better landings. We taxied to the first available tiedown, 2 over from where Aggie normally resides. The first two spots had helicopter carts, one occupied, the other empty. Right after we tied down, N999xx, a beautiful Bell 407 landed right next to Aggie. No offense, but I hope the choppers are back on the north ramp soon. I don't like having them lifting off and landing right next to my plane.
Anyway, a lovely 1.4 hours in the air.
After a quick pre-flight, Aggie started right up with me in the left seat. We taxied to Rwy 20, performed a run-up and were cleared for departure. We took off on 20 and made a slight left, straight for 4 antennas, the highest of which is 2,000 feet up. The good news is we had plenty of time to climb above them before we got there.
Charlotte departure was cooperative and allowed us a direct route to LKR, a brief 40 nm trip. Aggie was her usual stable self after we leveled off at 3,000 feet. As we approached the town of Lancaster, we had some difficulty seeing the airport - it's right next to the Catawba River. Once we had it spotted, we entered a left downwind for Rwy 6 at pattern altitude (it sure seemed low). I set us down with another greased landing. We taxied by the FBO which looked closed, so we decided to just taxi back and head over to 9A6. I nice departure role on 6 and a left turn and we were headed to chester at 2,500 feet.
As we approached Chester, we noted a very low layer (about 300 feet) just west of the airport. Just as we were setting up to land, I decided there was too great a chance we would be grounded by weather, so we did a 180 and headed back to Lancaster. 8 minutes later, we were on the ground, though my landing wasn't nearly as soft.
We taxied in and found the FBO now open. We got to talking with the manager and learned they do a Saturday lunch - we'll be back. The folks there were friendly, though I wish the runway was in better shape (lots of weeds have broken through, though they are dead and at least cut.
After 20 minutes in the FBO, we jumped back into the aircraft. With Steve in the left seat we took Rwy 6 for departure and headed back to JQF. On the flight back, clouds were starting to close in a bit, but not enough to impact the flight home. With a short Easterly detour, we let up for a left downwind for Rwy 20 and Concord. Steve put us down with one of his better landings. We taxied to the first available tiedown, 2 over from where Aggie normally resides. The first two spots had helicopter carts, one occupied, the other empty. Right after we tied down, N999xx, a beautiful Bell 407 landed right next to Aggie. No offense, but I hope the choppers are back on the north ramp soon. I don't like having them lifting off and landing right next to my plane.
Anyway, a lovely 1.4 hours in the air.
Monday, August 18, 2008
Weathered out once again
Come on Fall! A surprise thunderstorm ended our thoughts of a flight to Augusta Sunday, so Steve and I met for coffee and got on with the day. Looks like Hurricane Fay will keep us from flying any this week and may ruin next weekend.....sigh.
Oh well - some hangar flying perhaps.
Trey
Oh well - some hangar flying perhaps.
Trey
Sunday, August 10, 2008
Two days in a row!
But not for much of a trip.
Steve and I arrived at the airport for our normal 0800 Sunday flight and found a very hazy morning. Looking Southeast, it appeared worse (A front came through and hadn't cleared the area completely). So, we decided to take a run up to Statesville (KSVL) and visit Paramount's new, 2nd location.
I took the left seat from Concord (KJQF). We flew below the Bravo shelf at 3,000 feet. It's only a 25 mile flight, so once we got to cruising altitude it was time to start looking for the airport. On the CTAF we heard a Falcon leaving Statesville and an Archer coming from the north. We were ahead of the Archer so we entered a left base for rwy 28. An uneventful descent to the runway and another soft landing.
We pulled into the FBO and the Archer came in right behind us. As it turns out, the Archer was piloted by the instructor working for Paramount. We chatted with him for about 15 minutes, then it was time to fire Aggie up and head back out. Steve taxied us to rwy 28 for departure. A left turn off of 28, and we were over Lake Norman in a matter of a minute or so. Becuase of the haze, I asked Charlotte for radar service. We had 5 miles of visibility at best. A quick hop back at 3k and Steve put us down with another soft landing.
Yeah, a boring flight, but even the most boring flight beats the best of drives. This week will be busy, so Aggie will rest for the next 7 days.
Steve and I arrived at the airport for our normal 0800 Sunday flight and found a very hazy morning. Looking Southeast, it appeared worse (A front came through and hadn't cleared the area completely). So, we decided to take a run up to Statesville (KSVL) and visit Paramount's new, 2nd location.
I took the left seat from Concord (KJQF). We flew below the Bravo shelf at 3,000 feet. It's only a 25 mile flight, so once we got to cruising altitude it was time to start looking for the airport. On the CTAF we heard a Falcon leaving Statesville and an Archer coming from the north. We were ahead of the Archer so we entered a left base for rwy 28. An uneventful descent to the runway and another soft landing.
We pulled into the FBO and the Archer came in right behind us. As it turns out, the Archer was piloted by the instructor working for Paramount. We chatted with him for about 15 minutes, then it was time to fire Aggie up and head back out. Steve taxied us to rwy 28 for departure. A left turn off of 28, and we were over Lake Norman in a matter of a minute or so. Becuase of the haze, I asked Charlotte for radar service. We had 5 miles of visibility at best. A quick hop back at 3k and Steve put us down with another soft landing.
Yeah, a boring flight, but even the most boring flight beats the best of drives. This week will be busy, so Aggie will rest for the next 7 days.
Saturday, August 9, 2008
Finally! Back in the air
We had a cool front come through and clear out some of the summer haze. In fact, this morning it was 62 degrees when I got up. My wife and I decided to head to Starbucks for coffee this morning. While we were driving, my wife remarked that she figured Steve would have called already today to suggest flying. Well, not 2 minutes later I got a text message from Steve - Let's fly at 10.
Honey, can I? A roll of the eyes and I had the go-ahead. So, Steve and I met at 10 on an unseasonably cool August morning with sun and very high clouds. After a thourough pre-flight, Aggie was purring as we taxied to runway 2. A nice smooth takeoff roll and we were headed to Rowan (KRUQ) for gas. 5 minutes later we plopped down on Runway 2 and RUQ and pulled up to the gas pump. 32 gallons later, Steve took the left seat for a trip to Siler City (5W8), a place Steve had never been (I flew there a number of times in training b/c at 60 miles from JQF, it's a cross-country).
The flight to Siler City was nice and smooth at 3,500 feet. In a move not normal for us, we decided to forego flight following, so we were purely VFR. As we approached Siler City, the CTAF was buzzing from as far away as Columbia. Evidently a lot of weekend pilots decided today was a good day to go up.
We set up for a left base for Runway 04 for Siler City. There was some traffic at Siler City, including a tri-pacer coming in behind us. As it turned out, he was a part of a tri-pacer fly in. Steve put down one of his nicer landings in Aggie. As we pulled in, we saw a number of the cute little Pipers parked in front of a hangar. Anyway, we parked and went in to use the facilities.
The guy manning the FBO told us about a couple of aircraft on the field we should look at before leaving. One was a Commander that we were told hadn't moved an inch in 6 years. Considering the neglect, the Commander looked pretty good. A shame it doesn't get flown, because it's a great single engine 4 seater.
The other aircraft we were told to look at was a twin Bonanza. A twin Bonanza? I'd never heard of such a thing. I fully expected a plane built on the regular Bonanza frame with 2 engines, much like the Piper Comanche is a twin based on the Cherokee. But no - the twin Bonanza is a MONSTER! Two huge engines on the wings, with a fuselage sitting way up. But the most striking feature was the enormous rudder. It looked like it belonged on a DC-3! The plane was beautiful, with a lovely deep blue paint scheme. Finally, there was a Cherokee 6, clearly a project plane, that had a spray painted N Number!
After admiring other planes, it was back in the aircraft with me in the left seat. Siler City requires a taxi back on the active, so we headed to the turn around and did a quick run up, then take off trying to beat a Tri Pacer that was on downwind. We cruised at 4,500 ft. About 30 miles from home we saw the outline of Lowe's Motor Speedway and we headed in that direction. We set up for a right base for Rwy 2 at Concord. An uneventful approach and a nice flare resulted in one of the softest landings I've ever accomplished (I couldn't let Steve out do me today!). Taxi back, park and let Aggie rest for our normal Sunday morning flight the next morning.
All in all a great morning for flying! 2.5 hours.
Honey, can I? A roll of the eyes and I had the go-ahead. So, Steve and I met at 10 on an unseasonably cool August morning with sun and very high clouds. After a thourough pre-flight, Aggie was purring as we taxied to runway 2. A nice smooth takeoff roll and we were headed to Rowan (KRUQ) for gas. 5 minutes later we plopped down on Runway 2 and RUQ and pulled up to the gas pump. 32 gallons later, Steve took the left seat for a trip to Siler City (5W8), a place Steve had never been (I flew there a number of times in training b/c at 60 miles from JQF, it's a cross-country).
The flight to Siler City was nice and smooth at 3,500 feet. In a move not normal for us, we decided to forego flight following, so we were purely VFR. As we approached Siler City, the CTAF was buzzing from as far away as Columbia. Evidently a lot of weekend pilots decided today was a good day to go up.
We set up for a left base for Runway 04 for Siler City. There was some traffic at Siler City, including a tri-pacer coming in behind us. As it turned out, he was a part of a tri-pacer fly in. Steve put down one of his nicer landings in Aggie. As we pulled in, we saw a number of the cute little Pipers parked in front of a hangar. Anyway, we parked and went in to use the facilities.
The guy manning the FBO told us about a couple of aircraft on the field we should look at before leaving. One was a Commander that we were told hadn't moved an inch in 6 years. Considering the neglect, the Commander looked pretty good. A shame it doesn't get flown, because it's a great single engine 4 seater.
The other aircraft we were told to look at was a twin Bonanza. A twin Bonanza? I'd never heard of such a thing. I fully expected a plane built on the regular Bonanza frame with 2 engines, much like the Piper Comanche is a twin based on the Cherokee. But no - the twin Bonanza is a MONSTER! Two huge engines on the wings, with a fuselage sitting way up. But the most striking feature was the enormous rudder. It looked like it belonged on a DC-3! The plane was beautiful, with a lovely deep blue paint scheme. Finally, there was a Cherokee 6, clearly a project plane, that had a spray painted N Number!
After admiring other planes, it was back in the aircraft with me in the left seat. Siler City requires a taxi back on the active, so we headed to the turn around and did a quick run up, then take off trying to beat a Tri Pacer that was on downwind. We cruised at 4,500 ft. About 30 miles from home we saw the outline of Lowe's Motor Speedway and we headed in that direction. We set up for a right base for Rwy 2 at Concord. An uneventful approach and a nice flare resulted in one of the softest landings I've ever accomplished (I couldn't let Steve out do me today!). Taxi back, park and let Aggie rest for our normal Sunday morning flight the next morning.
All in all a great morning for flying! 2.5 hours.
Monday, July 28, 2008
No flying this past weekend - or next
Steve and I were supposed to fly to Walterboro to pick up my son (he's been with grandparents in Jacksonville, Florida for the week). Unfortunately, summer here can out wit the forecasters. The forecast was for VFR, scattered at 5,500. In reality, it stayed MVFR at best for most of the route, most of the day. So, my wife and I jumped in the car and met the grandparents a bit north of Walterboro.
I had hoped for possibly a night flight last night, but that idea went out with my back which went into spasm when I reached down into the dishwasher. I'm home today since I can barely walk.
Next weekend my son and I are flying commercial to Texas to drop him off for 2 weeks with his other grandparents. So, it looks like Aggie will be grounded for a couple of weeks unless my back releases and I get a night flight in this week.
I had hoped for possibly a night flight last night, but that idea went out with my back which went into spasm when I reached down into the dishwasher. I'm home today since I can barely walk.
Next weekend my son and I are flying commercial to Texas to drop him off for 2 weeks with his other grandparents. So, it looks like Aggie will be grounded for a couple of weeks unless my back releases and I get a night flight in this week.
Sunday, July 20, 2008
A special treat flight
A close friend has two dear friends who are facing the reality of Alzheimer's. They are married - the wife is the one afflicted with this horrible, mind robbing disease. Through my friend, the husband asked if I could take them up for a ride. I was happy to make it happen.
So, this morning Aggie and I took off for Union, SC, a place I clerked out of Law School. Union is only about 20 miles from where my wife and I lived while I went to Law School - Chester. Union is also famous, or infamous, as the home of Susan Smith, the young woman who killed her two boys by letting her car roll into a lake with the boys strapped in the car.
I took off into a hazy summer sky and asked for flight following. Charlotte departure routed me south of the Charlotte airport before allowing me to turn on course. As a result, I flew directly over Chester, SC (KDCM - formerly 9A6). As I descended toward Union, I flew over Lockhart, a small mill town where I officiated a number of HS football games years ago.
The Union County airport, (35A) is a tiny place, with a 3k foot runway and little else. Aggie and I plopped down and I taxied to pick up the couple. The 4 of us (if you include the plane) flew over the couple's house, and then turned toward Chester. I figured I'd pull into the FBO there and gas up and allow my passengers to experience an additional landing. However, as we approached, another Arrow was entering the pattern and announced he was landing on Runway 23. I decided if that was the active runway, I'd set up for 23 as well. The pilot of that Arrow and I got to talking and he advised as I was still approaching that the FBO at Chester wasn't likely open yet, but that there was a small food stand associated with the skydiving school there that had pretty good food.
So, we got on the left downwind for 23 and prepared to stop for a bite. As I looked down at 23, I was reminded that the Chester airport has been known for years to have pretty lousy runways. The kind of asphalt runways that needed mowing - I'm not kidding, they mowed them. A few years ago however, they did get enough funding to re-pave one of the 2 active runways. Unfortunately, Rwy 5-23 wasn't the one re-paved. So, I asked the guy who had just landed how bad the runway was. He said if you stay on centerline, it was fine. So, taking him at his word, I lined up on 23 and came in to land. As I approached, I noticed that Rwy 23 hadn't been mowed in a while and really needed it! Nevertheless, I flared over the runway and put down one of my better greaser landings. In fact, the pilot of the other Arrow made a comment on the radio while we were still slowing down about how the landing was.
Anyway, we taxied back, parked and got out. We met a few of the proprietors of the skydiving school and true to the word of the other pilot, there was a food stand preparing fresh, hot food. I ordered a breakfast burrito to go, and we loaded up to head out. I decided we would taxi down Rwy 23 to get on Rwy 17-35, the one with the new pavement! We took off and headed back to Union.
The flight back was uneventful. I dropped my passengers off, got some gas there at the self-serve pump, and headed back for Concord (KJQF). The flight back was hazy. I asked for flight following from Charlotte as soon as I was 1,000 ft AGL and I'm glad I did because 2 minutes later I was being advised of traffic 200 ft below me, 2 miles, and 12 o'clock. I turned North and climbed. I didn't see the other plane until it was 1/2 mile away -- he passed behind and below me, but close enough.
Anyway, the controller at CLT was really busy. She turned me to the North and I figured I would be going well out of my way to get home. However, she turned me East to head over the CLT airport and uptown. I snapped a few pictures over each and thanked the controller for the more direct routing. When I picked up the ATIS at JQF, I heard the familiar voice of Adam the ATC controller who had retired from CLT last year. Adam is something else - he sings more than he speaks and his radio calls are so full of joy you can't help but smile. When I get him on the radio, I try to respond with the same enthusiasm.
JQF was busy as I approached. A C-172 was landing in front of me, a helicopter was behind, and a Lear 31A (Joe Gibbs Racing) was holding short of the runway waiting to take off. I followed the Cessna in, taxied to the ramp and shut it down.
Oh, I forgot - another gremlin. The PTT on the pilot side failed during this trip. Another thing to have my A&P look at - it seems it's always something dang it!
I rewarding day for me - I got to bring smiles to the faces of a couple of people who really need it and I got to fly. 2.5 hours of flying, a fantastic breakfast, and new friends. A good day!
So, this morning Aggie and I took off for Union, SC, a place I clerked out of Law School. Union is only about 20 miles from where my wife and I lived while I went to Law School - Chester. Union is also famous, or infamous, as the home of Susan Smith, the young woman who killed her two boys by letting her car roll into a lake with the boys strapped in the car.
I took off into a hazy summer sky and asked for flight following. Charlotte departure routed me south of the Charlotte airport before allowing me to turn on course. As a result, I flew directly over Chester, SC (KDCM - formerly 9A6). As I descended toward Union, I flew over Lockhart, a small mill town where I officiated a number of HS football games years ago.
The Union County airport, (35A) is a tiny place, with a 3k foot runway and little else. Aggie and I plopped down and I taxied to pick up the couple. The 4 of us (if you include the plane) flew over the couple's house, and then turned toward Chester. I figured I'd pull into the FBO there and gas up and allow my passengers to experience an additional landing. However, as we approached, another Arrow was entering the pattern and announced he was landing on Runway 23. I decided if that was the active runway, I'd set up for 23 as well. The pilot of that Arrow and I got to talking and he advised as I was still approaching that the FBO at Chester wasn't likely open yet, but that there was a small food stand associated with the skydiving school there that had pretty good food.
So, we got on the left downwind for 23 and prepared to stop for a bite. As I looked down at 23, I was reminded that the Chester airport has been known for years to have pretty lousy runways. The kind of asphalt runways that needed mowing - I'm not kidding, they mowed them. A few years ago however, they did get enough funding to re-pave one of the 2 active runways. Unfortunately, Rwy 5-23 wasn't the one re-paved. So, I asked the guy who had just landed how bad the runway was. He said if you stay on centerline, it was fine. So, taking him at his word, I lined up on 23 and came in to land. As I approached, I noticed that Rwy 23 hadn't been mowed in a while and really needed it! Nevertheless, I flared over the runway and put down one of my better greaser landings. In fact, the pilot of the other Arrow made a comment on the radio while we were still slowing down about how the landing was.
Anyway, we taxied back, parked and got out. We met a few of the proprietors of the skydiving school and true to the word of the other pilot, there was a food stand preparing fresh, hot food. I ordered a breakfast burrito to go, and we loaded up to head out. I decided we would taxi down Rwy 23 to get on Rwy 17-35, the one with the new pavement! We took off and headed back to Union.
The flight back was uneventful. I dropped my passengers off, got some gas there at the self-serve pump, and headed back for Concord (KJQF). The flight back was hazy. I asked for flight following from Charlotte as soon as I was 1,000 ft AGL and I'm glad I did because 2 minutes later I was being advised of traffic 200 ft below me, 2 miles, and 12 o'clock. I turned North and climbed. I didn't see the other plane until it was 1/2 mile away -- he passed behind and below me, but close enough.
Anyway, the controller at CLT was really busy. She turned me to the North and I figured I would be going well out of my way to get home. However, she turned me East to head over the CLT airport and uptown. I snapped a few pictures over each and thanked the controller for the more direct routing. When I picked up the ATIS at JQF, I heard the familiar voice of Adam the ATC controller who had retired from CLT last year. Adam is something else - he sings more than he speaks and his radio calls are so full of joy you can't help but smile. When I get him on the radio, I try to respond with the same enthusiasm.
JQF was busy as I approached. A C-172 was landing in front of me, a helicopter was behind, and a Lear 31A (Joe Gibbs Racing) was holding short of the runway waiting to take off. I followed the Cessna in, taxied to the ramp and shut it down.
Oh, I forgot - another gremlin. The PTT on the pilot side failed during this trip. Another thing to have my A&P look at - it seems it's always something dang it!
I rewarding day for me - I got to bring smiles to the faces of a couple of people who really need it and I got to fly. 2.5 hours of flying, a fantastic breakfast, and new friends. A good day!
Sunday, July 13, 2008
Back in the Saddle of N2825A
Thanks to Mark, my A&P mechanic, Aggie (N2825A) is healthy again. She had been down since our return from Daytona due to a bad fuel pump and gear retract pump.
Steve and I met at KJQF (Concord) at 8 this morning. The ramp was quite full with planes - the NASCAR guys came back very late last night from Chicago. A USA Jet DC-9 was on the ramp, next to one of my favorite aircraft - a Dornier 328. Many other NASCAR planes were on the ramp.
Steve got to the airport earlier than I did and he handled the external pre-flight. Since Aggie hadn't been flown for a month, I had my doubts about it starting easily. Steve and I went through the starting checklist. I turned on the master switch and turned the ignition, and within 5 seconds, she was running!
A call to the Tower and we were taxiing for a 60 mile trip to Greensboro. Steve and I tend to default to Greensboro when we want to get a cross country in, but want close ATC supervision. Greensboro (KGSO) has a 10,000 ft. runway and control tower. There is a decent amount of commercial service to GSO, though not near as much as last year (they lost ValueJet a couple of months ago).
We took off on rwy 20 after our run-up, made a left turn and headed Northeast. As we had expected, it was very hazy - visibility was around 5 miles which isn't much. Still, with ATC watching over us, we were feeling pretty good. And I was glad to have Aggie back in the air. The flight was uneventful and smooth. I put us down on rwy 23 at GSO with relative ease and we taxied to Landmark Aviation, the FBO we've been to at least 15 times. Unfortunately, this visit was different from the others - the attendant advised us she was required to collect $35, a 'facility' fee.
FBOs have started to charge facility fees - an alarming trend for GA pilots. Those of us on recreational flights are being forced to smaller, unmanned airports to avoid such fees. These FBOs make the money on fuel - lots of fuel - to corporate/charter aircraft. Small planes like mine don't take that much fuel and the FBOs, who are typically monopolies at these airports, don't want to deal with us, so they try to gouge us with fees to keep us away. In the case of GSO, it has worked. We won't be back.
Oh well. Steve and I switched seats, called up ground, got our clearance to taxi and headed out. A few minutes later we were flying above rwy 23, on our way back home. And, 30 minutes later Steve put us on the ground - a bit of a bounce, but that's to be expected since Steve doesn't get to land Aggie very often. When we got back, JQF had 3 ExpressJet ERJs parked next to the Dornier - I guess a few of the NASCAR teams waited until this morning to come home.
1.7 hour of hazy flying - but hey, it was flying!
Steve and I met at KJQF (Concord) at 8 this morning. The ramp was quite full with planes - the NASCAR guys came back very late last night from Chicago. A USA Jet DC-9 was on the ramp, next to one of my favorite aircraft - a Dornier 328. Many other NASCAR planes were on the ramp.
Steve got to the airport earlier than I did and he handled the external pre-flight. Since Aggie hadn't been flown for a month, I had my doubts about it starting easily. Steve and I went through the starting checklist. I turned on the master switch and turned the ignition, and within 5 seconds, she was running!
A call to the Tower and we were taxiing for a 60 mile trip to Greensboro. Steve and I tend to default to Greensboro when we want to get a cross country in, but want close ATC supervision. Greensboro (KGSO) has a 10,000 ft. runway and control tower. There is a decent amount of commercial service to GSO, though not near as much as last year (they lost ValueJet a couple of months ago).
We took off on rwy 20 after our run-up, made a left turn and headed Northeast. As we had expected, it was very hazy - visibility was around 5 miles which isn't much. Still, with ATC watching over us, we were feeling pretty good. And I was glad to have Aggie back in the air. The flight was uneventful and smooth. I put us down on rwy 23 at GSO with relative ease and we taxied to Landmark Aviation, the FBO we've been to at least 15 times. Unfortunately, this visit was different from the others - the attendant advised us she was required to collect $35, a 'facility' fee.
FBOs have started to charge facility fees - an alarming trend for GA pilots. Those of us on recreational flights are being forced to smaller, unmanned airports to avoid such fees. These FBOs make the money on fuel - lots of fuel - to corporate/charter aircraft. Small planes like mine don't take that much fuel and the FBOs, who are typically monopolies at these airports, don't want to deal with us, so they try to gouge us with fees to keep us away. In the case of GSO, it has worked. We won't be back.
Oh well. Steve and I switched seats, called up ground, got our clearance to taxi and headed out. A few minutes later we were flying above rwy 23, on our way back home. And, 30 minutes later Steve put us on the ground - a bit of a bounce, but that's to be expected since Steve doesn't get to land Aggie very often. When we got back, JQF had 3 ExpressJet ERJs parked next to the Dornier - I guess a few of the NASCAR teams waited until this morning to come home.
1.7 hour of hazy flying - but hey, it was flying!
Sunday, June 29, 2008
Roundtrip to Fayetteville
Last night my son pronounced that he was going flying with me and Steve today. So, Steve, Spencer, and I boarded N1940T, an Arrow owned by the flight school we rent from. 40T is an older Arrow, with the "Hershey Bar" wing and small back seat than Aggie. 40T is a wonderfully flying airplane and I enjoy taking it up.
With all of the places we've flown together, Steve advised this morning that he had never landed in Fayetteville. I have. Dad and I had to divert there when we encountered a thunderstorm on a night flight a few years ago. I won't ever forget that flight - I learned a number of lessons that evening. I digress.
Since Steve hadn't landed there, he took the left seat this morning. A typical hazy summer Carolina day greeted us, but there was a rather strong west wind pushing us along. We cruised at 153 kts ground speed and made the 80 nm flight in about half an hour. Steve planted us down on the runway and we taxied in for some coffee.
We traded seats and taxied for takeoff. A quick run-up and we were on our way. A bit slower on the return because of the headwind. Still, it was a surprisingly smooth flight. We landed at Concord, tied up the bird and headed in to settle up. As we walked in, I looked over at the pathetic sight of Aggie, waiting for her repairs to finish so she could soar once again.
2.0 hours of flight time and on with our respective days.
With all of the places we've flown together, Steve advised this morning that he had never landed in Fayetteville. I have. Dad and I had to divert there when we encountered a thunderstorm on a night flight a few years ago. I won't ever forget that flight - I learned a number of lessons that evening. I digress.
Since Steve hadn't landed there, he took the left seat this morning. A typical hazy summer Carolina day greeted us, but there was a rather strong west wind pushing us along. We cruised at 153 kts ground speed and made the 80 nm flight in about half an hour. Steve planted us down on the runway and we taxied in for some coffee.
We traded seats and taxied for takeoff. A quick run-up and we were on our way. A bit slower on the return because of the headwind. Still, it was a surprisingly smooth flight. We landed at Concord, tied up the bird and headed in to settle up. As we walked in, I looked over at the pathetic sight of Aggie, waiting for her repairs to finish so she could soar once again.
2.0 hours of flight time and on with our respective days.
The Joys(?) of airplane ownership
Last year I decided I wanted to obtain my instrument flight certification. Looking at what I had been spending on airplane rentals, I decided that if I could find a reliable aircraft, I could break even with a purchase with the added benefit of having an airplane at my disposal, not having to work around other renters' schedules. I figured we could take a few family vacations together and save some travel time.
After researching and looking for about 5 months, I settled on the Piper Arrow as my target aircraft. The Arrow is a good complex starter aircraft (it has retractable gear and an adjustable (constant speed) prop). It is really a beginner cross country plane. It can cruise ant 135 kts in the 8k to 10k altitude range.
I found a plane with a lot of hours - it had been a trainer for JAL pilots. However, the plane was relatively young (1979) and after its stint as a professional trainer, it was owned for a number of years by an A&P mechanic. The A&P had added a couple of speed modifications - another attraction to me.
"Aggie" as I now call this aircraft, had some older avionics, but the radio stack was made by Collins. Anyone I asked said that Collins radios would last forever. In addition, Aggie had an HSI, a working autopilot coupled to it, and a DME. I figured with all of these things going for it, I had found the value I was looking for. She checked out solid when I got her and once purchased I scheduled the time required by the insurance company to allow me to solo.
My first flight should have told me what I was in for. CFI Randy and I went up to start my instruction in a complex aircraft. When we set up for our first landing, the landing gear indicator for the left main gear failed to light (it showed green when we started) so we did a low approach and asked the tower to look at the gear. The tower advised the gear looked down, so we did a lap in the patter and landed without event. It turns out that a wire from the sensor had been cut by the gear - a simple fix, but this was the first of many trips to my mechanic. More to follow in a subsequent post.
After researching and looking for about 5 months, I settled on the Piper Arrow as my target aircraft. The Arrow is a good complex starter aircraft (it has retractable gear and an adjustable (constant speed) prop). It is really a beginner cross country plane. It can cruise ant 135 kts in the 8k to 10k altitude range.
I found a plane with a lot of hours - it had been a trainer for JAL pilots. However, the plane was relatively young (1979) and after its stint as a professional trainer, it was owned for a number of years by an A&P mechanic. The A&P had added a couple of speed modifications - another attraction to me.
"Aggie" as I now call this aircraft, had some older avionics, but the radio stack was made by Collins. Anyone I asked said that Collins radios would last forever. In addition, Aggie had an HSI, a working autopilot coupled to it, and a DME. I figured with all of these things going for it, I had found the value I was looking for. She checked out solid when I got her and once purchased I scheduled the time required by the insurance company to allow me to solo.
My first flight should have told me what I was in for. CFI Randy and I went up to start my instruction in a complex aircraft. When we set up for our first landing, the landing gear indicator for the left main gear failed to light (it showed green when we started) so we did a low approach and asked the tower to look at the gear. The tower advised the gear looked down, so we did a lap in the patter and landed without event. It turns out that a wire from the sensor had been cut by the gear - a simple fix, but this was the first of many trips to my mechanic. More to follow in a subsequent post.
Thursday, June 26, 2008
Very short flight
OK, so I've decided this will be an extended pilot's log for the time being.
N2825A ("Aggie") is down, having the power pack (gear pump) replaced. I'll probably write more about the problems I've had with the landing gear in a later post. Anyway, Steve and I felt a very real need to get in the air last weekend, so we rented the plane we flew together for 2 years - N2571M, an Archer II. As it happens, Steve and I have the same birthday - June 22. So, on Sunday morning we tried to celebrate our birthday with an early morning flight.
The ATIS at Concord (KJQF) reported 5 miles of visibility and clear skies. Now, 5 miles of visibility means it's pretty darned hazy. Steve and I decided we would fly over to Rowan County (KRUQ) which is only 16 NM to the Northeast and do some touch-and-goes and maybe try some landings from the right seat. No sense in flying too far for practice, especially with all of the haze.
We preflighted our old plane, taxied to the end and went through a brief run-up. Steve was in the left seat. We were cleared for takeoff, and as reliable as ever, at 70 kts, we lifted off on our way for a few uneventful landings - or so we thought.
At 500 feet AGL we made the crosswind turn and saw some very heavy pockets of mist (OK, those pockets looked a lot like clouds) pretty close to our altitude. We decided immediately to amend our plans. I called the tower and asked if we could stay in the pattern locally and do some touch-and-goes. The tower remarked that they had been discussing the visibility as they watched us make the downwind turn.
So, no big deal. We'll just do some local pattern work. We made the base turn and final and landed with a satisfying 'chirp.' Full power again, and up we went. On the downwind we found ourselves in one of those pockets of mist. We advised the tower that we were done and wanted to land with a full stop. It was then that the tower advised that the AWOS, something they can't broadcast, was showing some clouds at 800 feet. We told the tower that sounded pretty accurate to us.
We made the base and final turns and put it down. Now time to taxi back to the ramp and shut down. Unfortunately, our day of flying was over. Still, any time up in the air is a great time. .4 hours of flying.
N2825A ("Aggie") is down, having the power pack (gear pump) replaced. I'll probably write more about the problems I've had with the landing gear in a later post. Anyway, Steve and I felt a very real need to get in the air last weekend, so we rented the plane we flew together for 2 years - N2571M, an Archer II. As it happens, Steve and I have the same birthday - June 22. So, on Sunday morning we tried to celebrate our birthday with an early morning flight.
The ATIS at Concord (KJQF) reported 5 miles of visibility and clear skies. Now, 5 miles of visibility means it's pretty darned hazy. Steve and I decided we would fly over to Rowan County (KRUQ) which is only 16 NM to the Northeast and do some touch-and-goes and maybe try some landings from the right seat. No sense in flying too far for practice, especially with all of the haze.
We preflighted our old plane, taxied to the end and went through a brief run-up. Steve was in the left seat. We were cleared for takeoff, and as reliable as ever, at 70 kts, we lifted off on our way for a few uneventful landings - or so we thought.
At 500 feet AGL we made the crosswind turn and saw some very heavy pockets of mist (OK, those pockets looked a lot like clouds) pretty close to our altitude. We decided immediately to amend our plans. I called the tower and asked if we could stay in the pattern locally and do some touch-and-goes. The tower remarked that they had been discussing the visibility as they watched us make the downwind turn.
So, no big deal. We'll just do some local pattern work. We made the base turn and final and landed with a satisfying 'chirp.' Full power again, and up we went. On the downwind we found ourselves in one of those pockets of mist. We advised the tower that we were done and wanted to land with a full stop. It was then that the tower advised that the AWOS, something they can't broadcast, was showing some clouds at 800 feet. We told the tower that sounded pretty accurate to us.
We made the base and final turns and put it down. Now time to taxi back to the ramp and shut down. Unfortunately, our day of flying was over. Still, any time up in the air is a great time. .4 hours of flying.
Friday, June 20, 2008
About to be 41
Here goes....my first Blog post. I've been an avid blog reader for the past couple of years - mostly professional blogs discussing law. Employment law to be specific. Why? Well, because I'm an in-house employment lawyer.
Anyway, I thought it might be fun to put thoughts to page. However, because of my profession and my position, I will avoid controversial subjects or content (yes, boring I know). Nevertheless, this may be a theraputic release for me. Much like a diary, it's more about the exercise than the audience. I can't imagine anyone will be reading this anyway.
I hope to learn how this media works and maybe develop a bit of a theme. For now, this will be random.
On Sunday, I turn 41. 41 really is a non-event. Still, it's another year gone, leaving fewer remaining on this mortal coil. I'm hoping this year I take the time to make a bit of a difference.
Sunday will be spent in the air (weather permitting) in my Piper Arrow, N2825A. I need to start thinking about what to blog about. It may just be about owning an airplane for a while. We'll see.
Trey
Anyway, I thought it might be fun to put thoughts to page. However, because of my profession and my position, I will avoid controversial subjects or content (yes, boring I know). Nevertheless, this may be a theraputic release for me. Much like a diary, it's more about the exercise than the audience. I can't imagine anyone will be reading this anyway.
I hope to learn how this media works and maybe develop a bit of a theme. For now, this will be random.
On Sunday, I turn 41. 41 really is a non-event. Still, it's another year gone, leaving fewer remaining on this mortal coil. I'm hoping this year I take the time to make a bit of a difference.
Sunday will be spent in the air (weather permitting) in my Piper Arrow, N2825A. I need to start thinking about what to blog about. It may just be about owning an airplane for a while. We'll see.
Trey
Saturday, June 7, 2008
Well, this is a start
Just setting this up as a placeholder. I'll start blogging in earnest in a few days.
Trey
Trey
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