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.
Monday, July 28, 2008
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
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