31 October, 2015 – 2A5, HBI, VUJ, AFP, RCZ, 43A, HRJ
At 09:25 Dave started us off by flying the first leg from SFQ to Causey (2A5), a 153 nm leg. It took us 1.6 hours to cover that distance. After making an uneventful straight out departure from Runway 22, we checked in with Norfolk Approach on 118.9 and were directed to squawk 2175. Dick would have lost a bet because he had been monitoring the radio and was sure the code would begin with a five. After we climbed to 6,500 feet, we were handed off to Washington Center (123.85 then 132.02) and switched tanks at 10:00. Once we were passed off to Raleigh Approach (124.95), we were directed to delay our decent in order to avoid a TBM climbing out and passing us on the left. We watched him climb as he passed us by. As we started our decent, we encountered a thin layer of clouds at about 3,500 feet. It was just thick enough that we couldn’t see through it along our intended track and Dave had to look for a hole we could drop down through. Once through the hole, the decent was routine. Causey is notable for the long, narrow runway: 3,800 x 40 feet. Dave made a nice landing right on the centerline. Once at Causey, we were met by a very helpful gent who provided us the stamps we needed for our Fly NC books. The Transponder Timer recorded 1:26 as the actual flight time. Hobbs clocked it at 1.6 hrs.
Once satisfied that we had obtained all we needed from Causey, Dick took us the short 20 mile trip to Ashboro (HBI) and set us down gently on a comfortable 5501 x 100 foot runway (3/21). Here we would get two stamps because the NC Aviation Museum and Hall of Fame was only 200 yards from our parking spot. We spent an enjoyable hour walking through the Museum before departing. The museum had several very interesting old planes and a couple of old cars spread about two hangars. One notable sight: there were a hundred hand-made model airplanes hanging from the ceiling as you entered the gift shop.
Dick then flew us on to the Class D airspace at Stanly County (VUJ) and its parallel runways. 04R was in use and the tower let us make a right downwind entry for landing on the generous 5,500 x 100 foot strip. After a smooth landing, Dick taxied off and stopped beyond the first taxiway, only to be corrected by the tower which wanted us to stop before the taxiway. No problem; we switched to Ground and proceeded to park at the Terminal. It was beautiful inside with wood paneling, a large fireplace and dark leather furniture. It reminded us of what might have been a men’s social club in centuries past. We were offered snacks, but declined as we needed to get on down the road.
Dave took over at VUJ and flew us the short 24 miles to Anson County Airport (AFP). No one was at the Terminal. A lone Cessna 172 “Lucille” was parked on the ramp. We followed directions taped to the door and gained entrance via the side door. After several frustrating minutes looking for the stamp, Dave spotted it in the characteristic plastic box on top of the refrigerator in the lounge area. What good luck!!! We elected to add 10 gal of fuel (@$4.179/gal = $41.80) to be on the safe side. Once fueled, we quickly departed and Dave flew us to Richmond County Airport (RCZ). Another nice landing, but no one was there to appreciate it: the place was dead. We were really concerned since the 5,001 x 100 foot runway was so inviting. No traffic in the pattern. Not a single plane at the beautiful Southern style terminal. Not a single car in sight…was anyone here? The door was unlocked and we found Doyle Haigler, a distinguished gentleman inside who watches over things on the weekends. He used to run an aviation service there, but now is retired. We took his picture, thanked him for stamping our books and left for Montgomery Co (43A), a nice 30nm away. Dave landed us nicely on the 4000 x 75 foot runway and parked us perfectly over by the terminal.
Dick took over for the next leg to Harnett County Airport (HRJ) which was our last stop before heading home and our big fuel stop. AvGas 100LL was only $3.85 a gallon and we topped off before heading home. At 16:35 Dick began our departure from Harnett County (Hobbs 682.1) with 27.7 gal of fuel added ($106.00). We took off and climbed to 5,500 feet. Raleigh Approach on 125.3 had us squawk 0431 which was soon changed to 4611. Washington Center took charge of us on 118.4 and later 123.85. At 5:08 we switched tanks near Tarboro (ETC). At 17:20 we were handed off to Norfolk Approach on 127.9 still at 5,500. At 17:23 we called them to request permission to begin our decent into Suffolk. We landed at approx 17:45 with the Hobbs reading 683.2. It was almost dark and we put Catbird away without refueling, leaving plenty of time to get home to hand out candy to trick-or-treaters. The next day it took 12.0 gallons at $3.85/gal for $46.20 to fill her up.
In summary: Dick flew for 2.4 hrs with 4 take-offs and 4 landings. Dave flew for 2.8 hrs with 4 take-offs and 4 landings. A wonderful day!!
11 October, 2015 – MTV, SIF, MKW, 8A7, EXX, 2A5, BUY
We left the neighborhood at 8:40 and we went to McDonalds for breakfast. He had planned out a route which would take us to Martinsville, VA first so he could take a friend, Ed Pace, up to see the city from the air. Ed had expressed a desire to see the area from the air, and this was a great opportunity to slip in a little visit to do that with him.
We pre-flighted the plane and packed up the water, cameras, flight bags, extra oil and a funnel, and snacks. We forgot the windshield cleaner and clean rags, which would come back to haunt us later. Since Dave would be flying his friend at Martinsville (MTV), Dick elected to fly the first leg. The weather was promising to be a beautiful day, but our skies were overcast with clouds down to 1,500 feet. We could see blue sky to the west and elected to fly low until we got to clear air and then climb to our cruising altitude of 6,500 feet. We took off at about 10:00 (667.2 on the Hobbs). We checked in with Norfolk Approach on 118.9 and were given code 5640 to squawk. Shortly after we passed Franklin (FKN), we were allowed to climb to 6,500 feet and set our course 281 to Martinsville. The sky was perfectly clear above with a haze/cloud layer at about 5,000 feet but well off in the distance. We were passed off to Washington Center on 132.02 who stayed with us for the next hour or so. We were advised of a few planes as “traffic”, but nothing got too close to us. Baron 7NN passed behind us but we never saw him. At 10:32 we were passing just south of Emporia (EMV) paused to take a picture of a huge quarry. At 10:45 we were close to Mecklenburg Brunswick (AVC) and switched tanks. At 10:50 we passed by Lake Country Rgnl (W63). By 11:00 we were abeam Tuck (W78) and at 11:10 we passed Danville (DAN). We were passed off to Greensboro Approach (124.35) and at 11:15 started our decent into Martinsville. We landed at 11:31 (668.7 on the Hobbs). We taxied over to the fuel pit and gassed up (18.1 gal) on Dave’s credit card.
We were joined by Ed Pace just before noon and he was is great spirits. Dave and he jumped into Catbird and taxied out to take off on RWY 30 (5,002 x 100, elevation 941). Dick stayed back in the Terminal and helped himself to complimentary snacks and water. He also shed one layer of clothes as it had warmed up nicely. After about 45 minutes, Dave and Ed returned. Dave made a very nice landing, but Dick missed getting any pictures of it. They parked the plane on the line and we all went inside for pleasant conversation and to plan our next leg to Shiloh (SIF) at Reidsville in Rockingham County. Dave flew that leg which was only 14 miles due south of Martinsville. When we took off from RWY 30, the Hobbs read 669.6 hours. A beautiful Stearman was entering the downwind for 30 as we turned to the south.
Dave landed us at SIF using RWY 31 (5,200 x 100, elevation 694). Dick took a video of the landing using his cell phone, but it was a little jerky. We taxied over and parked on the line between two other Pipers. One was a beautifully restored 1967 Arrow, the other a nice looking Cherokee 140. We were met by Ed, the airport manager driving a piece of yellow gear, who invited us in for coffee and stamps for our books. He was very helpful and showed us around a nice terminal that was only constructed 10 years ago. We said goodbye and Dick took off heading for Mt. Airy (MWK). The Hobbs read 670.0.
It was only a short trip to Mt. Airy (20 min) and on the way we passed some spectacular scenery off the left wing. A low mountain ridge rose from the general plain we were flying over, extending in the direction of our flight. At the western end, a prominent, signature North Carolina feature presented itself: Pilot Mountain. Pilot Mountain stands 2,421 feet tall and is crowned by a knob shaped pinnacle with vertical sides. It is impressive and quite noticeable.
We landed on runway 36 (4,300 x 75, elevation 1,250) in Mt. Airy and the Hobbs was only at 670.4. There were several people sitting in the shade by the door of the Terminal/Office. It turns out that their 15 year old son was taking flying lessons and was up in a Cessna 182. We got our books stamped and then joined them in the shade to rehydrate, have a snack and reconsider our original flight plan. It was now getting later in the day and we elected to drop two of our airports. From Mt. Airy Dave flew us the 33nm to Twin Lakes (8A7) in Mocksville, a small airfield with a 2,900 foot runway only 50 feet wide. To make it more interesting, it was distinctly uphill as you landed on RWY 9 (elevation 818) and had trees fairly close to each end, making the approach fairly steep. Dave dropped us in on the centerline and we taxied to the “terminal”. It was a very small building, roughly 20 feet on a side. It was unlocked, but no one was there. No stamp today! The Hobbs only read 670.9. Dick would take off downhill on RWY 27 using short field procedure to make sure the trees at the end would not be a problem, with Dave’s help on the landing gear. Next stop: Davidson County Airport (EXX) in Lexington, 11nm away.
Dick landed us nicely at Davidson on RWY 6 (5,000 x 100, elevation 733). Inside the nice little terminal there was a clever “pig airplane,” fashioned after the old adage: “When pigs fly…” While we were there a vintage P-51 Mustang treated us to a private airshow before landing and taxiing right by us. Nice folks outside watching it all happen.
Dick also got to fly the 20 minutes from Davidson County to Causey (2A5), 34nm away. Landing on the visually challenging 3,800 x 40 runway (elevation 723), Dick had to get down on final from 800 feet AGL. After taxiing to the fueling pit, we discovered that it was not self-serve. No one at the office, so: no stamp and no gas. Hobbs now reads 671.5 as Dick takes off for Burlington.
Another short 11nm flight gets us to Burlington (BUY). Several planes were in the pattern as we entered downwind for RWY 6 (a generous 6,405 x 100, elevation 616). The Hobbs advances to 671.8 as we land for fuel. The fuel truck was on the other side of the field, but Greg brought it around in about 15 minutes and topped us off. As we waited, we saw a WWII era C-47 transport aircraft parked in front of a hangar near the terminal. We could see that the left engine was missing the prop, and were told the plane was there for repairs to that prop.
The sun was getting low as Dave took off at 18:00 headed for home. Greensboro Approach on 126.6 took our request for 5,500 feet cruise and assigned us 7156 for the transponder. A little later we were handed off to Raleigh Approach on 132.35. Perfectly smooth air was nice as the sun set behind us. At 18:41 Dave switched tanks for the second half of this leg. Just after crossing into Virginia, Norfolk Approach took charge of us on 118.9. Dave almost immediately advised them that we needed to begin our decent into Suffolk. It was beautiful to watch the lights come on as it got darker. We could just make out the familiar form of Lake Drummond in the twilight. With runway 7-25 closed for Peanut Fest, Dave chose RWY 22 to land on. He flew a nice pattern and touched down just where PAPI would guide us with just a hint of horizon visible. We taxied off and put Catbird in the hanger: 19:15, 673.1 on the Hobbs. It was very dark as we locked up the hangar for the night.