Getting ready for the changing of the leaves

Summer decided to remind us that it still has some fight left in it this weekend. The cool, crisp weather from the previous week was forgotten as temperatures hit near 90 and Saturday and were forecast again on Sunday. Oh well. Good news though - morning temps were still in the low 60s. So, at our normal 0800 meeting time, Steve and I arrived at JQF with Aggie pulled out front waiting for us to give her some exercise.

This was Steve's trip to plan. When he arrived, he announced that Robbi didn't want him gone all morning, so we were going to take a short hop today. Fine with me - I had plenty to do today, including 3 hours with Spencer at Lacrosse practice and a trip to the office late. Steve suggested Morganton (KMRN), a place west of Hickory and at the base of the NC Appalachians. We hadn't been there in a while. The last few times we'd landed there, it wasn't planned. We've diverted there when we found the weather in the mountains inhospitable, including one very memorable attempt to fly to Bristol Tennessee. Morganton also has a fond place in our hearts b/c it was a significant destination for both of us during our training. Steve's first solo cross-country was to KMRN. My first dual cross-country was there.

Anyway, we pre-flighted Aggie, gave her some oil and hopped aboard. As has been the case lately, she started right up for us. Before we knew it, we were holding short of Runway 2 going through our run up. Steve planned this trip, so he was in the left seat for the outward leg. We were cleared for departure and started our takeoff roll. Aggie was ready to get going, so we were airborne 1,200 feet down the runway. Positive climb rate, gear up, flaps retracted, manifold pressure to 25, RPMs to 2,500 and a left turn en route and we were headed to KMRN.

Concord handed us off before we even made the left turn. We contacted Charlotte and settled in for our en route climb. As we passed through 3,400, Steve asked if we'd been cleared into the Charlotte Class B ('Bravo') airspace.

The national airspace is divided into various classes, Class B being the most restrictive we play in. Class B surrounds the nations busiest airports. The airspace is shaped like an upside down wedding cake, so we could actually fly under the airspace in Concord. However, at 3,600 feet, you are in Charlotte's Bravo. You must be cleared into the Bravo by ATC or you can have some issues. Most of the time Charlotte is pretty good about giving you the clearance if you are on a course that will take you into the airspace, but the last 2 or 3 flights, the controllers have been a bit off and have failed to give the clearance.

Sure enough, this morning the controller missed the fact that we were headed directly into his controlled airspace. At 3,500 feet I asked for Bravo clearance. The controller was a bit befuddled by the request - apparently he thought he'd issued the clearance. Anyway, clearance granted (you always repeat back the Bravo clearance to make sure the FAA tapes record you telling the controller that you believe you've received the clearance.

Anyway, the climb out was gorgeous. We decided to only go to 4,500 feet given the short trip. We trimmed for cruise and were on our way. Charlotte was in a hurry to hand us off and gave us to Atlanta Center before we were past Lake Norman. The skies were beautiful. A small amount of haze, but 30 miles of visibility. We called Morganton in sight 20 miles out and prepared for landing on Runway 21. We were on a 10 mile left base when Atlanta terminated flight following.

We checked in on the Common Traffic Advisory Frequency (CTAF) and heard nothing but crickets. Hard to believe there was nobody in the air on this beautiful day! Steve put down his best landing of the last 6 months. MRN is small - how small? Well, it doesn't have taxiways that run the length of the runway so we had to turn around and back-taxi on the runway to get back to the turn-off for the FBO. As we approached the FBO, to our surprise a lineman appeared to park us and he came equipped with a red carpet! Once the propeller stopped turning, we told him we weren't looking for anything but a cup of coffee. His response, "let me put a fresh pot on to brew." Wow! (Note: My first attempt at uploading an image to Blogger - not where I wanted the image. The picture is us on final to Rwy 21).

We've experienced this FBO before. A couple of years ago we few out and spoke with the then-new owner. He had invested in remodeling the FBO and was hoping to tap into the training market and maybe attract a jet or two during the fall leaf season. I don't know how he's doing, but the FBO still looks like the remodel was done yesterday. The new floors still shine and the counter area is filled with pilot supplies and interesting trinkets.

Steve and I chatted the lineman up while we sipped his fresh coffee, then we sent walking the ramp to see what interesting planes were based there. This is often an effort in futility, but today there were a few interesting planes, including a similar vintage Arrow to Aggie, but with much upgraded avionics (if only I could afford 1/2 of the equipment this bird had!). The two most interesting planes were a C172XP amphibious plane. Sitting there on wheels beneath the floats, the 172's door was at least 5 feet off of the ground. The most interesting thing to me about the plane was all of the rigging and cables needed to operate the water rudders and landing gear. The spaghetti-like cables and pulleys rather surprised me given the harsh conditions an amphibious plane may be subjected to. The other interesting plane was a Navion.

The Navion, originally manufactured by Ryan Aviation is an strange bird. It was substantially over-engineered as it was designed for the expected explosion of the general aviation market after WWII. Unfortunately, the explosion was more a burp and never materialized. Ryan designed the plane with a rudder/aileron interconnect system which coordinates your turns for you. Typically, when you apply aileron, you have to apply coordinated rudder to eliminate adverse yaw. Ryan tried to take some of the stick and rudder skill requirements out of flying. What really struck me about the aircraft was how high it sat and how big the landing gear were. The tires were just huge! Steve took a look inside and noted that the interior was larger than most 4 seaters. In fact, it was actually a 5 seater. Unfortunately, it looked like this one had been flown in a number of months, but it did still appear airworthy.

It was time to go. We boarded Aggie with me in the left seat and after a couple of tries to get her to start (my fault), we were back taxiing for a departure on Runway 3. Because the winds were calm and a Runway 21 departure would require navigating the mountains, we took off in the direction opposite of our arrival. A smooth take-off roll and we were on our way home. We got to 5,500 feet about the time passed over KHKY. As we leveled off, we trimmed for cruise at 153 kts ground speed. Once over Hickory, we could see lake Norman 35 miles away. Charlotte let us stay at our altitude all the way to the lake when we were asked to start our descent. We were handed off to Concord and set up for a left base to Runway 2. The approach was uneventful and I set Aggie down smoothly on the Runway (not quite a smoothly as Steve though) and a taxi to the ramp. 1.7 hours of incredibly enjoyable flying and we were done for the week.

Another SC Breakfast Club Run

September 6, 2009

Fall flying weather is almost here. Saturday gave us a bit of a preview. For three days last week it was in the mid-50s in the morning, with clear skies all day. As I looked out my 6th floor office window last week, I was simply hoping for similar weather on the weekend. Sunday wasn't quite as nice as the week had been, but it was clear with roughly 30 miles of visibility.

Flight planning was my responsibility this week and knowing that the SC Breakfast Club was meeting at Columbia Owens Downtown (KCUB) a place we've flown to a number of times, I decided it was time for another fly in. Aggie was in front of the FBO when I arrived and Steve was already pre-flighting (after being fussed at by the line crew for taking a picture from the ramp - the folks at JQF need to get over their power trip). Both Steve and I had asked for fuel, so the tanks were completely full.

Aggie started like a champ and we were soon on our way down runway 20 for a 90 mile trip to Columbia. The initial climb from Concord to the South routes you over 4 very tall antennas. Steve and I have a great deal of respect for antennas, so we are on heightened alert when we take off in this direction. The antennas are about 6 miles away, meaning we are typically 1,000 feet above them when we get to them. Still, you want to make sure you have plenty of room.

Once we were past the antennas, Charlotte cleared us direct to Columbia and into the Bravo airspace. I set us up for cruise at 4,500 feet and we were on our way, cruising around 135kts over the ground. As we departed the Charlotte area we could already hear other traffic heading to KCUB and knew it was going to be a bit hairy getting into Columbia.

Charlotte approach handed us off to Columbia Approach as we passed over Lancaster. The Columbia controller was busy dealing with all of the traffic headed to Owens. As we passed 10 miles East of Winnsboro, two other breakfast-goers called in, one directly over Winnsboro, the other 2 miles behind the first. I was able to spot one of them. They were both in experimental class aircraft meaning they were likely Vans RV6s or RV7s and were going to be 30 kts faster than we were. Still, it gave us plenty to think about as we started planning the approach.

The approach to Owens can be tricky for a couple of reasons. First, Owens can be tough to see. You have to know what you are looking for. The runway is parallel and next to a railroad track, located less than a mile East of Williams Brice Stadium. The runway is 13/31 and isn't well situated for approaches from the Northeast. Runway 13 is right traffic and Runway 31 is left. So, either way, you have to pass midfield coming from the Northeast. With all the traffic coming for the breakfast club, it was going to take some finesse to get in the pattern.

As we got close, the Columbia controller cut us loose so we could talk to the traffic coming into KCUB which does not have a tower. At first we started to deviate to the East in an attempt to go completely around the airport. I decided that wasn't the way to handle this approach. Instead, we turned to mid-field and crossed 2,000 feet above pattern to try to assess the situation. As we crossed, there were at least 5 planes in the pattern and more approaching. We headed Southwest of the filed and made an S turn to drop some altitude. As we did, we had to evade a C172 first, then a Mooney. We were finally able to enter the left downwind for Rwy 31 and landed ahead of the Mooney we had encountered. A smooth touch and taxi to the ramp and we were tied down with roughly 40 other planes. What a mix of aircraft we saw.

These fly-ins are typically sponsored by the local EAA chapter, so there are always kit planes in attendance. For this event, there must have been 30 RV3, RV6, RV7 and other kit aircraft and most of them were absolutely beautiful. Also parked near us was a Piper Turbo Arrow IV, built much like mine (though I don't have a turbo). This aircraft had a Lopresti cowling, new interior, and updated avionics. It was a beautiful plane.

Steve and I made our way to the hangar where a line of about 60 people waited to pay their 6 dollars for eggs, grits, bacon, sweet roll and coffee. We chatted with folks in the line, paid our bill, and grabbed a plate. We sat next to a couple of guys who had flown in from the Greenville area and did some hangar flying as we ate. After breakfast, we walked the ramp a bit and marveled at some of the wonderful workmanship shown by these builder/pilots.

Finally, it was time to jump in our plane and head home. We watched as some of the RVs took off and immediately pitched for Vx to show their climb ability. We taxied to Rwy 31, waited our turn, and took to the skies. We flew over downtown Columbia as we climbed to our cruising altitude. At 5,500, we settled in for the rest of our 40 minute flight. The flight home was uneventful. Charlotte even treated us well, not making us come down early and basically letting us go straight to Concord. As we approached Concord which was reporting calm winds, we expected a straight in clearance to Rwy 2. Instead, Concord had us cut in front of the departure end of 20 and set up for a right downwind for 20. Okay.

Steve planted us on the runway and we taxied to the ramp. 2.3 hours of wonderful flying, some food and pilot fellowship. Another fun day in the air.

Sharing airspace with a B-17

August 30

I woke up to a weather report typical for this area. Concord's weather was VFR with 10 miles of visibility and a ceiling of 6,000 feet. Unfortunately, everywhere else wasn't (and it wasn't forecast to get any better). Steve and I exchanged texts and agreed to meet at our local Starbucks for our usual 'hangar flying' coffee klatch. When we aren't talking about flying, we typically are discussing photography, another of our mutual hobbies. As we were discussing equipment, Steve mentioned his intention to go to the airport after our meeting to photograph the Liberty Belle, a restored B-17 that tours the country and was visiting Concord.

The Liberty Belle has been a frequent visitor to Concord over the last few years. In fact, while I was training, my instructor and I taxied directly behind the B-17 Flying Fortress. Fortress - what a great name for an airplane, eh? An even better call sign. ATC calls it "Fortress Zero Tango Hotel" (the N number for the aircraft is N390TH).

Anyway, Steve and I drove to the airport to take a few pictures. When we arrived, the B17 was open for people to board and photograph. Though I've seen this plane a number of times, I've never been aboard. I was taken by how small the interior really was. Everything centered around the bomb bay - not surprising for a bomber of course. I climbed to the cockpit and took a few pictures. If I ever figure how to post pictures here, I'll add one or two. The cockpit was surprisingly familiar.

After about 1/2 an hour, they started to prepare for the first of many flights for the day. Those not taking the first ride (a 20 minute ride was something like $400) stood about 30 yards away as they boarded the plane and then started the 4 radial engines - very impressive. Fortress 0TH taxied to runway 20 and after a short run-up, was thundering down the runway. Steve and I both took a ton of photos - I haven't had time to do anything with them yet.

After the B17 was out of sight, invited Steve to go take a few laps in the pattern - was was in the mood to fly and it was VFR over Concord, just nowhere else. Steve declined, so I walked out to Aggie, gave her a quick pre-flight, climbed aboard and started her up. Because of the spotty weather and the lack of a NASCAR race that weekend, the airport was pretty quiet (except for the B17 of course) or so I thought. As soon as I finished my run-up, a jet started to taxi behind me. I was cleared to take off and before I was airborne, the tower instructed me to make my crosswind turn when altitude and speed allowed. At mid-field, I was still climbing when the tower asked me to make a close approach due to incoming traffic. It had to have been the shortest lap I've ever made at Concord and it certainly didn't feel right. The crowd awaiting the return of the B17 got to see my rather rushed touch-and-go. The second lap wasn't much different - ending with another close approach. The third lap was much more normal. As I lined up on final in lap 3, I noticed a crowd pulled over on the side of Poplar Tent road just off of the end of the runway and recognized Steve's car. Of course, they were waiting on the B17 to return, but I figured Steve would take a few pics of my landings (he did). Right after that landing, the B17 returned.

I stayed in the pattern as the B17 reloaded and got ready for another passenger flight. I was making what would be my last lap and was on downwind when the Fortress requested takeoff clearance. I was instructed to yield to the B17 and hold my landing a bit. I chuckled to myself - yeah, I'll yield to the bomber. I told the tower, "I'll always yield to the pilot with a cannon" and landed right after the 17 lifted off. It was an honor sharing airspace with such a bird.

I got 10 landings out of the morning, most of which were pretty smooth. I parked Aggie on the ramp and headed home to start on my honey do list. What a fun way to spend a Sunday morning.

An aborted breakfast run

August 23

Steve and I got ready to take to the sky with no destination in mind. As I walked out to the plane to meet Steve who had beaten my by a few minutes, a fellow plane owner flagged me down. Barrett owns a Cessna 182 (he actually asked me to buy a partnership interest in his plane before I bought Aggie). He told me that he and a friend were heading to Monks Corner, SC to attend the SC breakfast club. I asked him about the forecast weather - he told me it was expected to be VFR all morning. After speaking with Steve, we decided to make the trip. After a quick pre-flight, we started Aggie up and taxiied to Runway 02. Barrett in his 182 taxied about 2 minutes behind us. We took off and made the right turn to the East and immediately noticed a cloud layer at around 3 thousand feet which started 6 miles East of Concord. There is a 2,300 foot antenna 6 miles East of the mid-point of the runway at concord and right above the antenna this layer started. By the time we got 6 miles east, we were climbing through 4,000 feet, well above the layer. Barrett and his 182 were 2 miles behind us. We set up for a cruise at 5,500 feet and headed off to breakfast, or so we thought.

We signaled to Barrett to monitor frequency 123.45, the 'unofficial' air-to-air frequency. We talked throughout the flight. Barrett had tucked in about a mile behind us. While we were burning around 11 gallons per hour, he was burning through 15-16 gallons per hour to match our speed. We talked about the forecast weather at Monks Corner and what Steve and I were thinking about our options. The forecast was for VFR, but as we looked down and saw no holes in the clouds, it was clear that our VFR on top situation was unlikely to change. Nevertheless, we decided to give it a shot. Our go-no go decsision was agreed to be 30 miles. As we approached 30 miles, we tuned in the AWOS at Monks Corner and heard what we already knew - a ceiling of 700 feet with no holes. We decided then it was time to turn around.

Barrett asked that we make our turn to the North (left) so Steve put us in a left bank and started a standard rate 180. Barrett wished us well as we headed back to Concord. Interestingly, though he was only 1/2 mile away as we turned, we NEVER saw him!

Fayetteville approach allowed us to stay at the 5,500 ft altitude. Typically, you cruise at an odd altitude plus 500 feet when going East and an even plus 500 when going west. However, we had a layer below us and another layer above us, so we had little choice. The return trip was uneventful. Steve planted us on the runway about 45 minutes after our decision to turn around. Taxi back and we were done for the weekend (2.3 hours total time).

Interestingly, before we got back to Concord, we heard Barrett file a 'pop up' instrument flight plan with a GPS approach to Monks Corner. Clearly our decision to turn around when we did was the prudent choice. Steve and I have a pretty good track record regarding our decision making while flying together.

Anyway, by the time we were done, we had nothing more than a 2 hour flight in the pattern - just the one landing. 2.3 hours total flight time. Even though we didn't make it to our destination, the flight was beautiful and fun. All-in-all, a good morning.