19 September 2011

Turning into a Charlottesville Regular

N5294W - C172R - 1.6 hours

Over the course of the years, I've had people ask if I could take them somewhere by plane.  Some people want to go somewhere specific, while others just want the experience of being off the ground in something other than an airliner.

Back when I had just gotten my license, I told my friend Kim I'd take her up sometime, and I partially came through on that a few years ago when I went to get checked out in a 172 out of Winchester (OKV).  The flight was only an hour, and an instructor was in the front seat, so it wasn't anything too incredibly interesting.  In an effort to follow through, and find an excuse to go flying, Kim and I set off to Charlottesville (CHO) for dinner at the ever-so-awesome Timberwood Grill.

Departing JYO
Things started off well, though it's been getting cooler this week.  As I explained to Kim how to conduct a thorough preflight, a couple jets departed - a Gulfstream and a Lear - along with a MedStar chopper.  Like my last flight, the clouds were somewhat low, so I stayed lower than I normally do for cross country flights, but nothing too bothersome.  As we got closer, static in the radio and our altitude kept me from picking up the ATIS as early as I'd like, but I did manage to monitor the tower well enough to determine I should stay off of the runway centerline.  CHO's runway is pretty well aligned with the path I take to get down there, which is nice when they're landing to the south, as you just land straight in.  When landing to the north, however, you have traffic climbing right at you, which is why I like to pick up the ATIS early so I know which way departures are headed.

As I came in, there were two departures to the north, and an airline departure that had to wait on a release for departure, so tower assigned it Runway 21 (a south departure).  We were assigned Runway 3 (landing to the north), which I found odd, but I didn't question it.  The airline departure had to wait, either for me, or for the release time, but just in case it was me, I tried to keep my pattern tight and taxi off as soon as I could. Surprisingly, despite the rush, the landing was pretty smooth.

Northwest of Madison, VA
We actually made it down to CHO relatively quickly, compared to the flights over the summer.  The cooler air helps the engine perform a little better, so we made it down in 0.8 hours (the plane shows time out to tenths of an hour, not minutes, so it was somewhere between 42-48min).  After shutting down, we walked inside to grab the crew car, which had already been taken.  When you have it, you're supposed to have it back within two hours, and the guy had been gone for a little while, so we figured the wait wouldn't be too long.

After a while of waiting, the guy wasn't back despite the time limit, so I called a briefer to file a flight plan and check the weather again.  Rain was coming in from the west, which only added to the reasons to head out earlier rather than later, and off we went.

As we walked out to the plane to head home, a SAAB 340 taxied out and departed, which reminded me of my old job, and how much I miss working around aircraft all day.  Then again, it also reminded me of several things I definitely don't miss about that job.  Oh well.  They had to deal with TSA and terminals while I walked right out.

The flight back went off without an issue.  It was dark and getting colder, but it was calm, smooth and peaceful.

Hours:
Pilot in Command Cross Country (PIC XC): 1.6 - 31.8 (of 50)
Actual/Simulated Instrument (Act/Sim): 0 - 3.9 (of 40)

10 September 2011

York - By Day

N172DR - C172R - 1.8 hours

When I was still working on my private pilot's license (PPL), I had to complete a night cross country flight to satisfy the requirements of the FAA.  My instructor at the time suggested York (THV), PA for whatever reason, and off we went.  When we got closer to York, my instructor briefed me on the unique aspects of the airport: at one end of the runway there's a giant hill (so large, that even close in to the runway, the hill obscures some of the runway lights), and on the other end of the runway, there are trees.  Those combined make things interesting no matter what, but add in the fact that it was dark out, and I couldn't actually see said hill, or trees, and it gets to be extra fun.

My friend Ashley wanted to go up again and split time (a way we pilots make flying to more interesting destinations cheaper), so I tossed out some ideas of closer destinations, so that the flight didn't cost too much.  We eventually settled on York, which was nice for me, as I could finally see this place in the daylight.

The flight out was pretty normal.  There were some lower clouds that kept us closer to the ground than I would normally fly on a cross country, but nothing dangerous.  The route of flight took us right by Frederick Municipal (FDK), in Frederick, MD, out past Westminster, MD (EMI), and on to York.  On the way up, I was able to throw the hood on to get some much needed simulated instrument time (I'll need 40 hours of it before I can get my instrument rating), which was great.  As we got closer to York, that giant hill made seeing the runway in the daytime pretty difficult.  Seeing runways at night is almost easier when its out in the middle of nowhere (no lights) and the runway is all lit up.  York, by day, was a little harder to see with the hill in the way, but we figured it out and managed to land with no problem.  The large trees at the end of the runway have been replaced with a blast fence, as well.  From there, I made my way off of the runway so that Ashley could have her hand at a quick trip around the pattern, and the flight back.

Rain over Carrol County - DMW
On the way back, some spotty showers kept us low again, but again, it wasn't too much of an issue.  I kept my eyes out for traffic, pointed out "bail out" spots that we could land at if the weather took a turn for the worse, and otherwise kept the pilot informed of our current position.  When we were closer to Westminster's airport (Carrol County - DMW), I gave the Flight Service Station (FSS) a call to file a flight plan to get back in to Leesburg, and in we went.  I'm still not a fan of this whole Special Flight Rules Area (SFRA) business, but at least I'm becoming more familiar with working with the FSS.

Apparently, there's a decent restaurant on the field at York, but I've heard mixed reports.  Some say the good one left and the one that's there now is just okay, and others say the one that was once there is now simply gone.  I'll have to look into it and take a trip back sometime.

Hours:
Pilot in Command Cross Country (PIC XC): 1.8 - 30.2 (of 50)
Actual/Simulated Instrument (Act/Sim): 0.3 - 3.9 (of 40)