TknoFlyer's Hangar

KJYO-KMSY

I was sitting home with my head deep into a software program interface control document the afternoon of Friday, October 20 when my cell phone buzzed for attention.  I recognized the phone number on the caller ID and said hello to Bob who was calling to see if I was interested in helping to get a husband and wife back home to New Orleans on Saturday.  I checked the plane's availability and it was open, so I told him I was interested, but would have to check my schedule with the Social Activities Coordination Committee (also known as my wife).  A quick call to her revealed a lack of commitments for the weekend, so I called back Bob to let him know we were cleared for the flight.

Bob had tried to arrange a link-up in Atlanta with Operation Brothers Keepers, but they seemed to be suspending operations in light of Hurricane Wilma.  He also had set the expectation with our passengers that we would be able to get them into Baton Rouge.

The biggest issue was weather.  The forecast was for pretty low IMC conditions all the way into North Carolina.  Also, I had to offload 120 pounds (or 20 gallons) of fuel from the plane to leave enough lift for the extra passengers (that still left me with about four hours of fuel).

With the help of AirNav, I planned a route of flight with 2-hour legs - both to ensure I'd have plenty of fuel for holds/diversions and for human factors.  The planned route was KJYO (Leesburg, VA)-KHLX (Galax/Hillsville, VA)-KCZL (Calhoun, GA)-KBTR (Baton Rouge, LA).

After looking at the winds aloft forecast, it was apparent that a lower altitude was best for headwinds, but I'd still have to climb up to higher headwinds over the last part of my first leg due to higher MEAs.  Further, staying low would mean constant IMC as clouds blanketed the East Coast.  We coordinated and decided an 8am planned departure was good and I left for the airport to offload the fuel.  A siphon pump and four five-gallon fuel containers from the local auto parts store did the trick.

Saturday morning, I got up early to get updates on the weather.  Just as forecast, low IMC prevailed through southern Virginia, but Greensboro, NC was predicting moderate IMC for my estimated time of arrival, so I filed KGSO as an alternate for my first leg.  I called FSS, filed the plan for the first leg and packed last-minute items in my flight bag for the short drive to the airport.

I got there a little early to pre-flight the plane and found everything to be satisfactory, then went to the airport lobby to find my passengers and copilot (who had called running a few minutes late).  While waiting for Bob, I began my passenger briefing.  I found out that neither of them had been in a small plane and the wife had never been in any plane.  She confessed to having had a hard time sleeping the night before over nerves.  Internally, I regretted the weather conditions as IMC is not the best way to introduce a new passenger to aviation.  However, I kept the conversation upbeat while explaining some of the things they'd notice in the plane, how to use the headsets, how to get my attention, etc.  I felt better that both said they were not prone to motion sickness.  There weren't any PIREPS for turbulence down low, but winds plus mountains almost always equals bumpy air and I really didn't want to expose my passengers to turbulence inside the clouds.  In the end, their spirits were high (after all, they were going home) and the husband seemed excited about the prospect of flying while the wife showed signs of apprehension.

Bob showed up about halfway through my briefing and we walked out to the plane together.  Bob and I did the usual "first flight" introduction to mounting the plane, buckling in and situating the headsets, then we climbed aboard for the startup.  71R's engine quickly came alive and we were soon taxiing to runway 35.  We soon had our clearance and were airborne at 8:40am Eastern. 

Just as I'd told my passengers to expect, we entered the clouds within a minute of takeoff.  As Bob and I have done several times now, we quickly entered the pattern of PNF (Pilot Not Flying) handling the radios so he called up Potomac Consolidated TRACON, "Potomac, N2871R, 1200 climbing 3000."  PCT replied with "N2871R, roger. Say altitude leaving."  After a quick exchange of puzzled glances, Bob replied "N2871R, passing 1400."  "N71R, roger. Transponder appears inoperative. Cycle Mode C."  This is not something I want to hear.  While in solid IMC.  With new passengers listening to everything (71R does not have a "crew isolate" mode on the intercom).

Bob cycled the transponder and confirmed we were squawking the correct code.  PCT called up shortly requesting an altitude reading from us and, after hearing our response, told us "71R, transponder appears inoperative.  Turn left heading 300 for immediate departure from the ADIZ before I can turn you on course."  Not that this would be the end of the world (and I'd been expecting it since the first indication of a problem), but I'd still have to fly about 20 miles West before turning South. 

PCT called a couple times within the next few minutes requesting altitude readings and after the second call (after turning to 300), the controller confirmed our transponder appeared functional then cleared us direct to Casanova VOR (CSN).  Still in solid IMC with no sign of breaking through, I turned South while making a note to review non-radar procedures when I got back home.

The first 45 minutes of the flight were in the clouds.  Finally, PCT cleared us to 6000 feet (my filed altitude) and we broke out between layers at about 5500 feet.  I turned the controls over to Bob while I took a break and checked up on our passengers.  Both said they were doing fine with no signs to the contrary.

Approaching Galax the ceilings below the deck were 1400 scattered, 2100 scattered, 2700 broken, but that was after descending through the solid deck above that so we needed to shoot the GPS 1 approach.  Visibility below the clouds was good, but it was still challenging to find the airport.  The valleys around the area were filled with clouds making for a dramatic approach to the field.

After a smooth touchdown, I taxied over to the self-serve fuel tanks and started refueling while the rest of the crew went to the "pilot lounge" - actually a hut at the end of the ramp. I added a few gallons of gas, filed the flight plan for the next hop to Calhoun, GA and we took off into the wild, gray yonder for the planned two-hour leg. ATC cleared us to the HLX beacon while climbing for radar identification.  We didn't have to hold before we climbed enough to be seen and Atlanta Center cleared us on course.

It appeared the clouds would be breaking up, but that illusion was dispelled within half an hour as the clouds not only solidified, but the tops began rising.  Maintaining 6000 feet put us right in the middle of the layer so we reqeusted and were cleared to climb to 8000 feet.  Not even that was enough after a while, though and we were being bounced around a bit at the upper levels of the layer.  Remembering we had two new passengers in the back, we requested and were cleared for 9000 feet and that put us out the top. The cloud tops gradually fell as moved into South Carolina and on into Georgia and we moved down to reduce headwinds while staying above the tops.

The cloud cover was showing signs of breaking up as we neared Calhoun, GA, but the ceilings were still reported as scattered at 2600 and overcast at 3600 over the field so we had to fly the GPS 35 to descend below the deck.  Breaking out about mile from the NDB, we found visibility good and quickly found the field.  Landing was uneventful and Bob went to find the crew car for a lunch run while I refueled the plane.  Bob soon returned with some much appreciated Chick-Fil-A sandwiches which disappeared quickly and we soon found ourselves airborne.

Atlanta Center was busy holding planes for the approach into Rome and we were asked to maintain VFR while climbing to our cruise altitude.  We had picked out a gap in the scattered cloud deck to climb through when Atlanta came back to us with a clearance on course: Direct Meridian, MS.

We followed the magenta course line plotted on the Garmin GNS430 across Alabama and into Mississippi (watching the clouds give way to haze).  The headwinds were light and we were making good time and the engine was sipping fuel at about 1 gallon every five and half minutes.  A quick flight planning exercise showed we had the legs to get to KBTR, so we called air traffic control with a request for direct KBTR which was approved in short order.

Getting into southern Mississippi we switched over to FlightWatch to check up on weather at Baton Rouge (clear with variable winds at 4 knots) and we got an update on TFRs over New Orleans to find that none were in effect.  We then plotted a course to KMSY and found that it was actually a couple miles closer to our position than KBTR.  Our passengers had arranged for family to pick them up at KBTR, but their ultimate destination was New Orleans so we posed the question to them: Continue to Baton Rouge or would you prefer we drop you off at New Orleans?

They quickly said "New Orleans" (and I may have detected a sense of relief/anticipation).

While Bob and I arranged for the new destination with air traffic control, our passengers pulled out their Verizon phone and sent a text message to their counterparts on the ground.  I had to mention the carrier because neither my phone nor Bob's had a signal at 6000 feet.  I don't know if they had the signal strength for a voice call, but their text message went through just fine.

It wasn't long before we were approaching the Louisiana border where we started seeing seeing signs that Hurricane Katrina had been through here.  We passed one town in southern Mississippi (Poplarville?) that had perhaps 80% of its roofs covered with blue tarps.  Everything looks a bit, well, antiseptic from a mile over the ground.

Soon we saw the shores of Lake Pontchartrain and were cleared to descend to 4000 feet at pilot's discretion.  Considering this lake is some 25 miles across, I opted to stay at 6000 feet until we were about halfway across.  Weather at KMSY was clear with light winds out of the north and ATC gave us a nice descent into a right base for runway 1 where we got a nice view of downtown New Orleans.  Touchdown was smooth and we taxied up to Atlantic Aviation where the lineman parked us right in front of the door.  We quickly unloaded, took a couple of pictures of the couple who were obviously happy to be home, then trundled inside to order fuel. 

The homeowners confirmed their family was coming to KMSY and arranged with Atlantic's helpful staff to get a ride to the main terminal to meet them.  Meanwhile, I plotted an airways course from KMSY to 65J (Wrens, GA) using Atlantic's wireless internet connection and arranged with my family there to allow us to sleep overnight.  It really is nice having family in a strategic location close to the airport.

Bob and I preflighted the plane, confirmed we had full tanks of fuel, and picked up our clearance to Wrens ("as filed").  We were treated to a beautiful sunset as we were cleared for takeoff over the city on runway 10.  After seeing climb rates of about 500 feet per minute on the flight down with the plane at nearly gross weight, we were treated to a rate of over 1000 feet per minute coming out of KMSY.  It was appreciated as the light was fading fast and we were soon over Lake Pontchartrain. 

The city was lit up and we commented that there was a lot of vehicular traffic out and about.  The causeway was nearly solidly packed with vehicles and the roads showed plenty of head/taillights, too.

I typically file airways flight plans to plan for the "worst case" scenario.  This way, I should have plenty of fuel for the route and everybody knows where to find me.  However, I am always happy to get direct routing.  For instance, passing SLIDD intersection just north of the Lake, we heard from ATC: "Cleared direct destination".  Nice.  A 419 nautical mile magenta line plotted on the GNS430.  We planned the flight for 9000 feet to pick up the best tailwinds and we were seeing a nice groundspeed of 115 knots or so even during the climb.

The evening flight was uneventful and we found the air smooth at 9000 feet.  Soon enough we found ourselves over central Georgia where the Skylane was enjoying the benefits of the tailwind and showing a ground speed of 150 knots.  Wrens does not have an automated weather observation so we had to rely on reports from nearby Thomson, GA (KHQU) which reported calm winds.  However, entering the pattern at Wrens 1000 feet above the ground showed a very significant wind.  The downwind leg showed I had a 20-knot tailwind so I extended a bit to give myself time to adjust for the winds on final.  As I descended below about 300 feet AGL, I felt a slight bump and found myself in calm air.  Now I just had to deal with night depth perception at the narrow field.  I did flare early, but caught it with a touch of power for a smooth landing.  My family had left us a vehicle to drive to the house and we loaded up for the short drive.

We had a restful night's sleep and a filling breakfast, then I checked the weather.  Conditions were clear pretty much across our entire route of flight and winds aloft showed our best altitude as 11,000 feet.  We caught a ride to the airport and prepped the plane for the short hop to Thomson, GA (KHQU) for fuel since 65J has none.  After filling the tanks with well-priced fuel, topping off the engine with oil, and ensuring our bodies would give us, um, maximum endurance, we lifted off into crystal blue skies and turned toward our first waypoint: Greensboro, NC.  We were cleared to 11,000 feet (a new personal high) and we soon found ourselves being pushed along by a 23 knot tailwind.  With a true airspeed of 121 knots, we found our groundspeed to be a very much appreciated 154 knots.

Approaching Charlotte, ATC asked if we could accept a climb to 13,000 feet, but we had to decline since I wasn't carrying oxygen.  We could have done it for less than half an hour, but why push it? 

Our routing home took us right by Charlotte's Douglas International Airport and just west of Concord, NC.  Soon enough we were into Virginia watching the Blue Ridge slide by our left wing while we enjoyed the glassy smooth air.  It wasn't long after that I happened to look down and noticed a highway traffic backup that was miles long.  I started tracking it looking for the cause and soon found it:  Martinsville, Virginia's NASCAR racetrack.  It was race day and the parking lots were packed.  (I listened to a bit of the race after landing at Leesburg and found out later that Jeff Gordon took the checkered flag.)

Approaching Casanova VOR, ATC had us descend to 7000 feet where we promptly picked up turbulence.  After spending the last few hours in nearly perfectly smooth air, this was not a pleasant surprise.  Another expected event (although still not entirely pleasant) was ATC's report of "radar contact lost" as we neared the VOR.  The reason for our reaction is the Washington, DC ADIZ which requires a working transponder (which implies ATC must maintain radar contact) in order to enter.  Since KJYO lies solidly under the ADIZ, we need ATC to see us.  After flying this route a few times, we've come to expect the loss of radar contact below a certain altitude within so many miles south of the VOR.  ATC knows it and we pilots know it.  We also know that contact will be re-established a couple miles north of the VOR.  Sure enough, our instructions were to turn to heading 020 at the VOR and we heard "radar contact" shortly afterward.

We were vectored west of Dulles and were dropped to 4000 feet south of the Bull Run Mountains.  As we drew abreast of the ridge on the west side, ATC cleared us to 3000 feet.  It was bumpy.  We soon had Leesburg in sight and informed ATC who cleared us for the visual approach. 

Total flight time: 16.2 hours

I've posted still photos here. 

Landing at New Orleans, LA (KMSY) (12:22)
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Departing New Orleans, LA (KMSY) (5:00)
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Landing at Leesburg, VA (KJYO) (8:00)
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