Flying video, taking off from Greensboro's new runway, 5L.
Showing posts with label PA28. Show all posts
Showing posts with label PA28. Show all posts
Thursday, January 27, 2011
Saturday, January 22, 2011
Checking out the new runway at Greensboro (GSO), or as many refer to it, Piedmont Triad International
First post in a few months, been BUSY.
Emily and I flew up to Greensboro today for a short cross-country to land on an almost new runway. The runway was built in tandem with the opening of a new FedEx hub at the airport. It is 9000' x 150' of awesomeness. The weather was nice, cloudy up around 9-10,000 feet, cold, weak wind gusts, smooth above 2500', and good visibility (about 30-40 miles I'd say). Pictures are below of 1) short final into the runway, 2) holding short for takeoff back to TTA and 3) a view of the airport as we leave the area. In the last picture you can see an RJ sitting rolling out from landing on runway 5R. Check out the video of the takeoff here. Pretty cool.
Emily and I flew up to Greensboro today for a short cross-country to land on an almost new runway. The runway was built in tandem with the opening of a new FedEx hub at the airport. It is 9000' x 150' of awesomeness. The weather was nice, cloudy up around 9-10,000 feet, cold, weak wind gusts, smooth above 2500', and good visibility (about 30-40 miles I'd say). Pictures are below of 1) short final into the runway, 2) holding short for takeoff back to TTA and 3) a view of the airport as we leave the area. In the last picture you can see an RJ sitting rolling out from landing on runway 5R. Check out the video of the takeoff here. Pretty cool.
Sunday, September 5, 2010
Flying for Jerky
There's a beef jerky outlet in Concord, NC. Naturally, that's a reason to fly somewhere. The Concord Regional Airport (JQF) is about 80 nautical miles WSW from Raleigh Executive (TTA). Why I've never flown there in my 4 years as a licensed pilot I do not know. The best I can come up with is that I was reluctant to get that close to the busy airport in Charlotte which, according to our trustworthy friends at Wikipedia is now on the list of top 10 busiest airports in the U.S. That's kind of intimidating. One of these days I'll go 16 miles past today's destination and make my presence known at the #10 busiest airport in the country.
Jerky is not the only reason to fly into Concord as it's solid cross-country time from Raleigh Exec. A little further than the minimum 50 miles, but not so far that it becomes crazy expensive. Total flight time was 2 hours even. I got to hear "Cleared to enter class bravo airspace" for the first time today, so that was exciting.
With purchase of fuel at the FBO we were allowed to borrow a sweet Crown Victoria crew car with a "permanent" NC plate, just like a real cop. The facilities and people at the FBO were great.
Of course I have pictures taken by copilot Emily.
Right base for runway 2 at JQF takes us right over the Lowe's Motor Speedway with the Charlotte skyline in the background.
Charlotte skyline from about 10 miles to the NE.
No caption necessary.
Final approach to runway 2 at JQF. Smooth landing. That's I-85 to the right, looking north.
Crew car Crown Vic, looking like a cop, Jerky in the background.
You could refer to me as "air crew". That would make Emily my "escorted passenger".
Concord Regional FBO. Great service, friendly folks, nice facilities.
Really busy day at Concord Mills Mall. Lots of cars.
The climb-out from JQF gave us a great view of the Lowe's Motor Speedway, drag strip, and dirt track.
Jerky is not the only reason to fly into Concord as it's solid cross-country time from Raleigh Exec. A little further than the minimum 50 miles, but not so far that it becomes crazy expensive. Total flight time was 2 hours even. I got to hear "Cleared to enter class bravo airspace" for the first time today, so that was exciting.
With purchase of fuel at the FBO we were allowed to borrow a sweet Crown Victoria crew car with a "permanent" NC plate, just like a real cop. The facilities and people at the FBO were great.
Of course I have pictures taken by copilot Emily.
Wednesday, July 7, 2010
Aerial pictures of North Myrtle Beach
Monday, July 5, 2010
Sunday, June 13, 2010
Raleigh Executive to Halifax-Northampton Regional Airport
I was finally able to get my brother up in the plane on Friday after a few months of rain-outs and low-ceilings. I got off work a couple of hours early and drove down to Sanford to get ready while my brother drove up from down south. The plan was to go to Halifax-Northampton Regional Airport (IXA), which opened last year just south of Roanoke Rapids, NC. It was about 84 miles one way, and the flight path took us directly over downtown Raleigh.
The weather was very hot, about 91 degrees. There was a convective sigmet (basically big and powerful thunderstorms) about 100 miles to the west. I was a little concerned by it, but felt confident that the weather would be no factor for us.
Crawling around on the hot pavement during pre-flight checking the wheels and the underside of the plane was brutal. I was in a rush to get the plane started so we could have some air movement while we were on the ground.
Even though it was hot the air was surprisingly smooth and pretty hazy. There were scattered clouds about 5,500', so I decided to level off at 3,500 for the first half of the flight. It wasn't as high as I would like to have been, but good enough. We had a great view of Cary and Raleigh on the way up and got some great pictures. I always enjoy flying over familiar places. Here's a picture of Carter-Finley Stadium and the RBC Center.
As we approached IXA there was only one other plane taking off. They headed off in the opposite direction from us so no big deal. We made left traffic for runway 20 and greased the landing. A picture of the final approach to IXA is below.
The FBO was already closed for the night so we just taxied back to the runway and took back off to the southwest back to TTA. The plan was to climb to 4,500' for cruise. About 4,000 I started to notice the apparent lack of visibility, and realized that I was arguably in a VERY thin cloud that really couldn't be seen, but did cause a pretty quick decrease in visibility. I immediately descended back down to 3,500' to avoid going out of VFR conditions.
The flight back was somewhat uneventful. We went back over downtown Raleigh and NC State University just like before and made our way down US-1 to TTA. There were several other planes in the pattern, but we fit right into the left downwind for runway 3 and made another very smooth landing. The ride was pretty much bump free. They call that ego flying because it makes you feel like you're really good (even though I know better).
The photos below are 1) looking south down Fayetteville Street in downtown Raleigh, 2) NC State's campus, 3) pretty cloud picture, and 4) final approach to runway 3 at TTA.
The weather was very hot, about 91 degrees. There was a convective sigmet (basically big and powerful thunderstorms) about 100 miles to the west. I was a little concerned by it, but felt confident that the weather would be no factor for us.
Crawling around on the hot pavement during pre-flight checking the wheels and the underside of the plane was brutal. I was in a rush to get the plane started so we could have some air movement while we were on the ground.
Even though it was hot the air was surprisingly smooth and pretty hazy. There were scattered clouds about 5,500', so I decided to level off at 3,500 for the first half of the flight. It wasn't as high as I would like to have been, but good enough. We had a great view of Cary and Raleigh on the way up and got some great pictures. I always enjoy flying over familiar places. Here's a picture of Carter-Finley Stadium and the RBC Center.
As we approached IXA there was only one other plane taking off. They headed off in the opposite direction from us so no big deal. We made left traffic for runway 20 and greased the landing. A picture of the final approach to IXA is below.
The FBO was already closed for the night so we just taxied back to the runway and took back off to the southwest back to TTA. The plan was to climb to 4,500' for cruise. About 4,000 I started to notice the apparent lack of visibility, and realized that I was arguably in a VERY thin cloud that really couldn't be seen, but did cause a pretty quick decrease in visibility. I immediately descended back down to 3,500' to avoid going out of VFR conditions.
The flight back was somewhat uneventful. We went back over downtown Raleigh and NC State University just like before and made our way down US-1 to TTA. There were several other planes in the pattern, but we fit right into the left downwind for runway 3 and made another very smooth landing. The ride was pretty much bump free. They call that ego flying because it makes you feel like you're really good (even though I know better).
The photos below are 1) looking south down Fayetteville Street in downtown Raleigh, 2) NC State's campus, 3) pretty cloud picture, and 4) final approach to runway 3 at TTA.
Thursday, May 13, 2010
New flying pictures uploaded
Well, not new, but newly uploaded. Just a few pics from my trip with Emily to the Grand Strand Airport in North Myrtle Beach in October 2008. View more on my Flickr page.
Monday, May 10, 2010
Raleigh Executive Jetport (TTA) to Laurinburg-Maxton Airport (MEB)
Flashback to 1995
Me: Tom, I got this game called Flight Simulator. It's awesome.
Tom: I need to get that.
(2 weeks later) All of our friends: You guys need to stop talking about that stupid game.
Flashback to 1999 or 2000
Me: Tom, do you want to go out to the airport? Maybe a plane will come in tonight.
Tom: Yeah man. I'll meet you out there.
We had just gotten our drivers licenses, which meant we could get to the airport without having to catch a ride from our parents. I had no idea that hanging out at the nearly abandoned Laurinburg-Maxton airport (MEB) would feed my interest (obsession?) as much as it did. Tom and I would meet, talk about school, girls, planes, and whatever else was on our minds. One evening the night security guard let us go up into one of the broken down Boeing 747s that was rotting away on the 70 year old tarmac (MEB was originally a glider training facility during WWII). While inside he popped open one of the side doors... "do you boys want to walk out onto the wing? I bet the airport's insurance company would have had a fit. Most nights we would just hang out and hope for a plane. They rarely came.
Said "rotting" 747.
Flash forward to last Friday
Me: Tom, do you want to go flying tonight after work?
Tom: Yeah man.
Me: Where do you want to go?
Tom: Let's fly down to Laurinburg.
It was a great flight. Friday was a hot day, about 85 degrees when we took off with scattered clouds around 7,000 feet. We climbed to 4,500 after takeoff where the air was bout 60 degrees and perfectly smooth. Flying in the late afternoon and dusk is a real treat. The air is cooling off, taking away most or all of the bumps, and the setting sun from a mile above the ground is a fantastic sight. (If you don't believe me, check out this picture from airliners.net. You can't tell me that's not the best view around.)
Some would say that the weather was marginal; I would say that it was marginal only if you were looking into the sun. The haze was heavy enough to where you couldn't see more than 3-4 miles in the direction of the sun. The other direction, which was the direction we were going most of the time, showed 8-10 miles of visibility. I felt safe, and we were legal, so we pressed on.
Fayetteville approach canceled our flight-following about 12 miles out from Laurinburg. We flew out over Wagram (suburb of Laurinburg, if you can imagine) so Tom could see his childhood home. From there we flew south down 401 over downtown Laurinburg. I demonstrated a "flawless" steep turn to show off a bit, and then turned towards the airport. Runway 23 at MEB has a right traffic pattern, which was a bit awkward but turned out to be no problem. After a nice landing, we taxied took off back towards TTA.
I couldn't feel the wheels touch down onto the runway at TTA. Yes, it was that smooth. Enough bragging.
Tom's been my flying counterpart since middle school. Now if I can only convince him to get his license (excuse me, certificate) then it would be safe to say that we've come full circle.
Wednesday, March 31, 2010
Flight from Raleigh Executive to MCAS Cherry Point (yeah, that's right)
Thanks to the forethought and planning of one of my fellow Wings of Carolina Flying Club members, I recently was able to fly into MCAS (Marine Corps Air Station) Cherry Point (NKT). About 8 planes from our club took the 116 mile trip from Raleigh Executive (TTA). It was a really nice day.
The weather was beautiful, in the mid 60's and crystal clear. There was a bit of gusty wind, but up at 5,500' it was as smooth as glass.
I was cleared to land on runway 32L using a base to very short final so I could sneak in before another club member, who was in a Cessna 152 on a 6 mile final. I felt I was getting a bit short-changed on this approach so I requested to follow the Cessna on final in, which the controller kindly allowed.
The runway from edge-line to edge-line is 200' wide with an extra 100' beyond that, making for a 400' wide strip of pavement that is about 8,000' long; big strip of concrete. The excessive width made the gusting cross-wind a little less of a problem than it would have been on, let's say, a 75' wide runway. Long story short, the landing was pretty darn good (if I do say so myself). We were given taxi instructions to our parking spot, shut down, and got out. Clearance to land required a VFR flight plan, so I had to call Flight Service to close that.
The first stop of the tour was a hanger that housed a Cessna Citation and two military equivalents of a DC-9. All three of these were for the travel of Marine higher-ups. We got to go inside one of the DC-9s, but the pictures didn't turn out so well (that's why they aren't included here, sorry). Also in the hanger were two search and rescue helicopters. I didn't catch the exact model, but take a look at the picture. They were pretty awesome.
After the hanger we were treated with an up-close and personal view of the Harrier Jet line. They had quite a few two-seaters for training. Our tour guide was a Harrier student pilot, and had a lot of interesting info. I won't go into any details here, but we learned a lot and left much more impressed with the plane than when we got there. During our tour there were 3-4 Harriers flying around the base doing some training.
From here we went to eat lunch at a restaurant on the base. I was about to starve. It was good, not great. Our tax money at work.
One of the highlights of the day was the opportunity to see the air traffic control facilities. I got to visit the inside of a control tower for the first time. It was similar to what I expected except for the people in there. I was expecting some older, seasoned-looking controllers (like what you see on Top Gun). I get up there and there are about 10 really young looking guys -- yes, younger than me -- half of them training and the other half being trained. Because it was Saturday they were all dressed in their street clothes, making it all seem a little less impressive. Notice I said "seem", it was still all business. It was great to see everything from their perspective.
From the top of the base to the bottom, we found ourselves next in the radar room. Radar rooms, to those of you who don't know, are really dark. My eyes adjusted to the low red light, but I couldn't imagine working in there for several hours without going a little crazy. Beyond that, it was still very cool to see the radar screens, have the controllers explain what they do and, again, see it from their perspective.
The surprise of the day was when the Marines asked if they could come see our planes. We scoffed, "sure, yeah right, you can come look at our planes." To our surprise, they were actually very eager to see them. It dawned on me that most of these guys probably have never seen planes up-close other than Harriers and other cool military planes. A Piper Warrior is a new thing to them. It was pretty cool.
So all in all it was a great trip. I got to land at a military base, saw some planes up close that I've never seen up close before, saw air traffic control, and got to fly the longest flight of my "career"; yes, 116 miles. It was a great time.
The weather was beautiful, in the mid 60's and crystal clear. There was a bit of gusty wind, but up at 5,500' it was as smooth as glass.
The view looking east-ish towards Beaufort and Cape Lookout
I was cleared to land on runway 32L using a base to very short final so I could sneak in before another club member, who was in a Cessna 152 on a 6 mile final. I felt I was getting a bit short-changed on this approach so I requested to follow the Cessna on final in, which the controller kindly allowed.
Final Approach to runway 32L. 400' wide, pretty big.
They practice carrier landings here. This is the arresting gear for the
mock carrier landings that they've pulled off of the runway for us.
mock carrier landings that they've pulled off of the runway for us.
The runway from edge-line to edge-line is 200' wide with an extra 100' beyond that, making for a 400' wide strip of pavement that is about 8,000' long; big strip of concrete. The excessive width made the gusting cross-wind a little less of a problem than it would have been on, let's say, a 75' wide runway. Long story short, the landing was pretty darn good (if I do say so myself). We were given taxi instructions to our parking spot, shut down, and got out. Clearance to land required a VFR flight plan, so I had to call Flight Service to close that.
The tower. If you look close on the right you can see a Harrier flying by.
The first stop of the tour was a hanger that housed a Cessna Citation and two military equivalents of a DC-9. All three of these were for the travel of Marine higher-ups. We got to go inside one of the DC-9s, but the pictures didn't turn out so well (that's why they aren't included here, sorry). Also in the hanger were two search and rescue helicopters. I didn't catch the exact model, but take a look at the picture. They were pretty awesome.
Planes in the hanger.
Search and rescue helicopter.
After the hanger we were treated with an up-close and personal view of the Harrier Jet line. They had quite a few two-seaters for training. Our tour guide was a Harrier student pilot, and had a lot of interesting info. I won't go into any details here, but we learned a lot and left much more impressed with the plane than when we got there. During our tour there were 3-4 Harriers flying around the base doing some training.
Up close and personal with a Harrier.
From here we went to eat lunch at a restaurant on the base. I was about to starve. It was good, not great. Our tax money at work.
One of the highlights of the day was the opportunity to see the air traffic control facilities. I got to visit the inside of a control tower for the first time. It was similar to what I expected except for the people in there. I was expecting some older, seasoned-looking controllers (like what you see on Top Gun). I get up there and there are about 10 really young looking guys -- yes, younger than me -- half of them training and the other half being trained. Because it was Saturday they were all dressed in their street clothes, making it all seem a little less impressive. Notice I said "seem", it was still all business. It was great to see everything from their perspective.
View from the tower. That's N81917 out there (I fly it sometimes).
From the top of the base to the bottom, we found ourselves next in the radar room. Radar rooms, to those of you who don't know, are really dark. My eyes adjusted to the low red light, but I couldn't imagine working in there for several hours without going a little crazy. Beyond that, it was still very cool to see the radar screens, have the controllers explain what they do and, again, see it from their perspective.
The surprise of the day was when the Marines asked if they could come see our planes. We scoffed, "sure, yeah right, you can come look at our planes." To our surprise, they were actually very eager to see them. It dawned on me that most of these guys probably have never seen planes up-close other than Harriers and other cool military planes. A Piper Warrior is a new thing to them. It was pretty cool.
Marines checking out my plane.
Parked plane with Harrier in the background.
Taxiing out among the Harriers.
Coastal Carolina Regional Airport (EWN) with New Bern and the Neuse River.
So all in all it was a great trip. I got to land at a military base, saw some planes up close that I've never seen up close before, saw air traffic control, and got to fly the longest flight of my "career"; yes, 116 miles. It was a great time.
Tuesday, February 2, 2010
Raleigh Executive Jetport (TTA) to Lumberton Municipal Airport (LBT)
The original plan was to fly to Greensboro to get a few pictures of the new runway, but the weather was not cooperating. There were low clouds west of Sanford, and as a non-instrument rated pilot, I have to be able to see the ground and navigate by reference to it alone. Sure I can use the GPS and other nav radios, but my primary source of navigation still has to be reference to objects on the ground.
The skies to the eastern side of TTA were clear. Lumberton seemed to be a good choice, no clouds between TTA and there, and a good route that took us over Fayetteville. I dialed in a new setting on the camera that morning in hopes of getting sharper images and thought Fayetteville would provide some good photo ops. I think it worked.
I planned the flight at the last minute. We did this one a couple of years ago so the flight plan itself was already done. I just had to get the weather and apply the winds to our flight plan. Interesting side note… while I was on the phone with the weather briefer he mentioned that the briefer next to him was talking about a large fire in New York City. I actually forgot about that until right now, but haven't heard anything so it must not have been a big deal.
It was morning and an AIRMET had been established, but was expiring at 10am local. To those of you who don't know what an AIRMET is, it stands for "Airmen's Meteorological Information". Basically, it's an advisory/description of the occurrence or expected occurrence of some sort of weather phenomena which may affect the safety of aircraft operations (yeah, I stole that from wikipedia). AIRMETs give info on instrument conditions (ceilings less than 1000' and/or visibility less than 3 miles), turbulence, or icing. All things for me to avoid.
We had the plane until noon, and had about 50 miles to go and back, so we were pushing it on time. We started up, taxied to runway 3, and off we went. We made left traffic, but continued climbing through pattern altitude of 1200' MSL. Upon reaching 1700' MSL (500' above pattern altitude) we turned south toward Fayetteville. Direct flight to Lumberton is not allowed because of the restricted areas above Fort Bragg. Our course took us towards the lesser known of the two air bases in Fayetteville, Simmons Army Airfield.
From here we turned slightly toward the west and pretty much followed I-95 all the way to Lumberton. In the distance we could see where it all began for me, the Laurinburg-Maxton Airport (MEB). It was about 20-25 miles away. It's always satisfying to me to see something that clearly from that far away.
From about 12 miles out we could easily make out LBT in front of us. Up until this point I had been on with Fayetteville Approach for traffic advisories. Once LBT was visible, I let them know and they cleared me to change to the airport's local radio frequency. We executed a standard pattern entry to runway 5 and had a nice landing on a really flat runway.
Because of our lack of time we taxied straight back to the runway and took back off. I wanted some good pics of the airport, and the sun was to the southeast, so I turned east and then south after taking off so we could get a good view of the airport with the sun behind us before heading back home to the north. Emily takes great pictures.
We got back in touch with Fayetteville Approach for traffic advisories. The trip back was a lot like the trip down. The weather was fantastic for flying, clear and smooth air. On the way back over Fayetteville we got a good view of the Fayetteville Regional Airport (FAY) off the right wing.
Minutes later we were flying over Fort Bragg with Pope AFB (POB) in the background. The controller said that the restricted airspace over Fort Bragg was inactive at my altitude, which I'm assuming means I could have flown right through. I stuck with the original plan and flew around, but I did get a little closer to Pope than I usually do. It was pretty cool.
Coming back into TTA there was only one other plane on the radio who was doing an instrument approach to runway 3. He was in a faster plane than me so I gave way to him. To enter the pattern I had to overfly the field at 1700', then loop around and descend at the same time 1200' to enter the left downwind for runway 3. We landed at 11:56 (4 minutes to spare!). Great trip, it was fun.
The skies to the eastern side of TTA were clear. Lumberton seemed to be a good choice, no clouds between TTA and there, and a good route that took us over Fayetteville. I dialed in a new setting on the camera that morning in hopes of getting sharper images and thought Fayetteville would provide some good photo ops. I think it worked.
Our route
I planned the flight at the last minute. We did this one a couple of years ago so the flight plan itself was already done. I just had to get the weather and apply the winds to our flight plan. Interesting side note… while I was on the phone with the weather briefer he mentioned that the briefer next to him was talking about a large fire in New York City. I actually forgot about that until right now, but haven't heard anything so it must not have been a big deal.
It was morning and an AIRMET had been established, but was expiring at 10am local. To those of you who don't know what an AIRMET is, it stands for "Airmen's Meteorological Information". Basically, it's an advisory/description of the occurrence or expected occurrence of some sort of weather phenomena which may affect the safety of aircraft operations (yeah, I stole that from wikipedia). AIRMETs give info on instrument conditions (ceilings less than 1000' and/or visibility less than 3 miles), turbulence, or icing. All things for me to avoid.
We had the plane until noon, and had about 50 miles to go and back, so we were pushing it on time. We started up, taxied to runway 3, and off we went. We made left traffic, but continued climbing through pattern altitude of 1200' MSL. Upon reaching 1700' MSL (500' above pattern altitude) we turned south toward Fayetteville. Direct flight to Lumberton is not allowed because of the restricted areas above Fort Bragg. Our course took us towards the lesser known of the two air bases in Fayetteville, Simmons Army Airfield.
Simmons AFB in Fayetteville. If you look closely almost in the middle of the ramp
closest to the camera you can see a helicopter hovering about 50' off the ground.
closest to the camera you can see a helicopter hovering about 50' off the ground.
From here we turned slightly toward the west and pretty much followed I-95 all the way to Lumberton. In the distance we could see where it all began for me, the Laurinburg-Maxton Airport (MEB). It was about 20-25 miles away. It's always satisfying to me to see something that clearly from that far away.
From about 12 miles out we could easily make out LBT in front of us. Up until this point I had been on with Fayetteville Approach for traffic advisories. Once LBT was visible, I let them know and they cleared me to change to the airport's local radio frequency. We executed a standard pattern entry to runway 5 and had a nice landing on a really flat runway.
Short final to runway 5, LBT
Because of our lack of time we taxied straight back to the runway and took back off. I wanted some good pics of the airport, and the sun was to the southeast, so I turned east and then south after taking off so we could get a good view of the airport with the sun behind us before heading back home to the north. Emily takes great pictures.
Lumberton Municipal Airport - Runway 5 is the one on the far left with the big "5" on it.
I-95 is the highway on the other side of the airport. If you've ever driven down that way
you may recognize the big water tower painted like an American flag directly
above the wing out by the highway.
I-95 is the highway on the other side of the airport. If you've ever driven down that way
you may recognize the big water tower painted like an American flag directly
above the wing out by the highway.
We got back in touch with Fayetteville Approach for traffic advisories. The trip back was a lot like the trip down. The weather was fantastic for flying, clear and smooth air. On the way back over Fayetteville we got a good view of the Fayetteville Regional Airport (FAY) off the right wing.
Fayetteville Regional Airport
Minutes later we were flying over Fort Bragg with Pope AFB (POB) in the background. The controller said that the restricted airspace over Fort Bragg was inactive at my altitude, which I'm assuming means I could have flown right through. I stuck with the original plan and flew around, but I did get a little closer to Pope than I usually do. It was pretty cool.
Fort Bragg with Pope AFB
Coming back into TTA there was only one other plane on the radio who was doing an instrument approach to runway 3. He was in a faster plane than me so I gave way to him. To enter the pattern I had to overfly the field at 1700', then loop around and descend at the same time 1200' to enter the left downwind for runway 3. We landed at 11:56 (4 minutes to spare!). Great trip, it was fun.
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