I wanted to get up in the air since I had not done so since November, so I planned a trip for January 15—my first flight of 2012. Saturday was too busy—filled with kids’ basketball games. Sunday looked good from a schedule standpoint. I just needed to be back by noon. Originally I planned to fly west toward the mountains. Maybe KSHD or KBCB. But as the day approached, the weather did not look good in that direction. Marginal VFR to IFR conditions with snow forecast in parts of West Virginia and Virginia. I decided to go in the other direction. This summer at the beach we had seen the airstrip (KFFA) at the Wright Brothers National Memorial, so it seemed like a good place to take the kids—they’d think it was neat to see it from the air and fly to a place they drove to recently. So we planned to fly to First Flight Airport.
I wanted to leave plenty of time, so I roused the kids early and left the house at 6:30am to arrive at Chesterfield County Airport just before 7:00am. I wanted to depart at around 7:30am to give plenty of time for the trip, a brief stop, and then the return. I could tell winds would be with us on the way down and against us on the return trip. Flight Services advised of no adverse conditions or NOTAMS. The AWOS was out at FFA, but Flight Services had access to the data online. Winds were reported as calm, though a remark indicated that the wind data was not reliable. I know the winds blow hard there—that’s why the Wright Brothers chose that area to test their gliders and planes. So I wanted to get down there early before the winds picked up.
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| The Co-Pilot and Navigator, ready to go |
In Foxtrot 7, N18NS was plugged into the block heater. Everything looked good and we pulled the plane out. The sun was up and it was feeling a tad warmer—but still about 24 degrees outside. I loaded the boys into the plane complete with snacks. That was something I ended up regretting. For weight and balance I added a 50 pound bag of sand. We always seem to and better with the CG not so far forward. With an engine as heavy as the IO-360, we are always nose-heavy. The aft weight helps center the CG and makes for a better flare during landing.
The skies were clear and winds very light as I departed KFCI. I contacted Potomac Approach as I climbed to my cruising altitude of 5,500’. I got flight following with no trouble and began following Route 460 down toward the Outer Banks. I let William, my 10 year old, fly for a bit, and he did great holding altitude and heading fairly well, especially after some pointers and coaching. The air was smooth and we were seeing a groundspeed of around 145 knots!! We passed Wakefield, then Suffolk. Right over the Great Dismal Swamp! That’s where all the fires were this summer when we spent the week in Corolla, NC.
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| William at the Controls |
After crossing into North Carolina, I noticed a line of clouds ahead. It didn’t take too long for me to figure out we’d need to descend to get under those. By that time I believe I was talking to Washington Center. I advised them of the clouds and told them I’d like to descend to 3,000. They allowed me to, and I showed William, still flying, how to pull the throttle back and begin a 500 fpm descent. He did well, and we leveled off at 3,000. I saw a blimp hangar near Elizabeth City, NC, as we approached the sound. The Outer Banks were covered with broken clouds—the layer I descended under—and lay in shadow ahead of us. As I began my approach into FFA, I could tell the wind was blowing fairly steadily because of the waves in the sound.
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| Clouds over OBX |
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| Blimp Hangar near Elizabeth City, NC |
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| Wright Memorial Bridge to the Outer Banks |
Coming from the northwest, it was difficult to see the airfield at first. Trees border each side, so it was hidden from view. As soon as I spotted it, I turned left, downwind for 02. I knew the wind was coming from the ocean. I tried to find some steam or smoke plumes to confirm my hunch, but I didn’t have any luck. There were no windsocks on the field that I could see, though the A/FD says there is one. I could tell from my groundspeed that I was probably correct about wind direction, so I turned base, adding a second notch of flaps, then a quick turn to final, taking awhile to line up—I rolled out too early. From my groundspeed on final, I could definitely tell I was heading into the wind. And it was fairly strong. Fortunately, it seemed to be right off the nose.
I lined up with the centerline and descended toward the runway. I had asked the kids to keep quiet until we were on the ground, but my 7 year old, infatuated with baseball, saw a baseball diamond and kept saying, “Dad. Dad. Dad. Dad, a baseball field!!” I ignored him as I kept the plane level and lined up with the center line. As I flared, I could tell the wind was fairly high. I kept flying down the runway until the wheels settled. We had one small hop, but nothing too great. And once we were down, we stopped fairly quickly—our groundspeed had been pretty low. I turned around and back-taxied down the runway to the ramp at the end of runway 02. And when we got out, I was shocked at how strong the winds were!!
We walked into the excellent pilot lounge which had been donated by AOPA and signed our name in the logbook there. Then we used the bathroom and walked up the dune to see the Wright Brothers National Memorial. It was incredibly windy and chilly. We didn’t stay long. The boys were begging to get back in the plane. So we hurried down, and I did my preflight while the boys sat in the warm plane out of the wind.
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| The boys at the Wright Brothers Monument |
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| The Wright Brothers Monument |
This was the most wind I had ever departed in. I knew I had already landed in it and that the wind was right down the runway and constant—not gusty. As I accelerated down the runway, I made sure I had an extra margin of airspeed before climbing out of ground effect. On climb-out, I noticed the high voltage electric transmission lines off the end of the runway. I could tell I would climb well above them, but the thought that I might not did cross my mind. As I neared pattern altitude, I turned and flew north along the beach, staying at 1,000 feet MSL and just over the water. I figured no banner tow planes would be up this time of year, but since I knew they operate at about 500 feet, I wanted to stay above them. We flew up past the airstrip at Pine Island (7NC2) and then circled Corolla Light and the beach house where we had stayed last summer. Then I turned northwest to head back home and started my climb to 6,500 feet.
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| Flying North along the beach |
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| Pine Island Air Strip (7NC2) |
I called up the last controller I had been talking to—I think Washington Center—but she advised that I needed to talk to another controller—probably Norfolk Approach if I remember correctly. He was friendly, and I continued my climb. At about 3,000 feet, the controller advised me of traffic, type unknown, squawking VFR, my altitude, climbing, at my 12 o’clock opposite direction, 7 miles. I looked. I could not see him. Far off in the distance there was haze or clouds. I told the controller I didn’t see the traffic.
Next, the controller advised the aircraft was five miles, my altitude, 12 o’clock, climbing. I still did not see it. I told the controller I would level off and start a turn to the west. At that point I was around 4,000 feet msl. The controller advised the other aircraft was now level at 4,000. So I continued my climb. Not long after, the controller advised the traffic was passing off to my left about 800 feet below me. I never saw it. He then handed me off—I think he was just holding me on his frequency while he worked this conflict with me, and I thanked him profusely. I should have told him that my two young sons on board thanked him as well. I really felt like he was my guardian angel at that point. My eyes in the darkness.
As I leveled off at 6,500, we neared the Dismal Swamp again. I could see numerous planes, some circling low, some approaching Chesapeake airport, others transiting the area. It occurred to me how easy these were to spot and how difficult (impossible) it had been to see the aircraft I was in conflict with. Maybe that aircraft had been painted a dark color. I didn’t even see him when he was abeam me—when he flew by to my left and 800 feet below.
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| Dismal Swamp |
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| Wakefield (KAKQ) |
The remainder of the trip back was uneventful. When I arrived at Chesterfield, the wind was variable at about 7 knots. It ranged from 020 to 340. There were several other planes in the area and in the pattern including one helicopter transiting the area from the north. He flew by me when I was on left base for 33. I landed 33 with a bit of a right crosswind. I did not make the best landing of my career—I let the wind push me to the left—but I got it down smoothly. I taxied in and requested the fuel truck at Foxtrot 7.
As I unloaded things from the plane, I saw that the boys had spilled crumbs all over the back seat and floor of the plane. Fortunately there is a shop vac in the hangar, and I soon had the plane cleaned up. The boys waited in the warm car as I tucked 18NS in her blanket, all plugged in and snug for the day, and closed up the hangar.
I know the boys enjoyed the trip. Building memories they hopefully will always keep. I had a great childhood, but I do wish I had been exposed to aviation early enough and encouraged to take it up at a younger age. I want my boys to have that opportunity if they would like it. They certainly seem to think it is great!!! Just like their dad!
