Nearly Grounded

We were almost stuck this weekend.

I flew south Saturday morning to pick up my wife who spent the week with her family in SC. She's an anxious flier and I try to keep the bumps minimal to help re-build her confidence.

I had no illusions of returning Staurday, as winds picked up considerably (18G25 along the coast) and the route (60J to FWQ) would become a convective brew as the day wore on.

The Golf tournament in nearby Charlotte was delayed for the T-storms that rolled across. We saw one nearby that created a double rainbow. My phone camera unfortunately was not up to the task of capturing such an impressively beautiful sight.

We spent Saturday night at her parent's house then departed the house at 0400 for the 35 minute ride to the airport (We would fly CDN to 60J to pick up the airplane's owner, who has a house out there, and then head up to FWQ).

With no internet access and limited phone data, I relied on AFSS (It's amazing how different a picture one briefer can present compared to another) But I missed being able to see the big picture for myself. Nevertheless, the best plan was to fly early, before the rough stuff moved across the route and the southwesterly flow caused surface winds to gust to 25.

We departed at 0500 in light winds and mostly clear skies. I switched on the G496 and tabbed through the radar, winds aloft, and METAR/TAF screens. The picture squared with the latest brief, but more important to me was the potential for turbulence. Clouds, low ceilings, rain were acceptable -- high winds and moderate turbulence would be cause for landing prior to the destination.

We landed at 60J 50 minutes later. The last 300' AGL were a bit challenging as the 11-15 knot wind washed over the tree line. I think Janet was OK with those bumps because the ground was comfortably near (we made the right choice leaving early. An hour later Grand Strand was reporting 23015G21KT)

I checked ADDS in the brand-new pilot's lounge and it looked like we had our three hour window. If we waited much longer the heavier rain would be moving across our route. My out option was a deviation east, ahead of the yellow and red returns to KLNS where our daughter lives.

The first hour was smooth at 7k under a high BKN layer and over ground fog. As we approached ROA we slid into the clouds. We remained in solid IMC for the next 1.5 hours.

The Stormscope showed returns at 200nm. We were clear of the embedded t-storms which were southwest over TN. XM was painting dark green and yellow with a few splashes of red across most of eastern WV (which is normal as west or sw winds encounter the high terraan there).

I'd filed direct to ESL VOR, and from there direct FWQ to do a hook around the heavy stuff. Potomac wasn't crazy busy (0830 Sunday morning) so the controller let me know there was moderate immediately west and northeast, which was the same picture I was seeing on the XM. Rain was streaming on the windscreen, but the bumps were minimal (especially considering we were flying through a frontal boundary that was riding along the Alleghenies with changing wind direction and dropping temps)

As we flew over the higher ridges (still at 7k), we felt a few bumps -- nothing major and not even reportable. My favorite passenger was reading her book with headset off. So far so good.

There was an AIRMET for ice at 10k, but so far temps remained in the 40s.

Ground speed was still good at 145 knots or so.

The owner is a recent PPL who will be working his IR next -- so we did some airborne learning to keep things interesting (I was left seat for this flight -- my wife was aboard -- there's no way she'd feel comfortable otherwise).

When approaching FWQ from the south you stay with CLE CTR forever -- and then there is a very quick handoff to PIT APP. Before we crossed Laurel Ridge (the westernmost) I'd listen to a few local AWOS -- we'd be out of the clouds at 3000 or less, but CLE can only take you down to 4500.

As expected we were at 4500 with CLE until we were 14 miles out (airport elevation is 1250') I told PIT we wanted the GPS 8 -- he seemed surprised. But PIT (30 miles NW) was reporting 5000/ 5 mile vis. We weren't that clear due to fairly heavy rain and mist. Vectors went from HDG 310 to 050 to intercept.

I knew the approach and by the time we were established the ground was visible below. The wind correction angle was more than expected, but after getting it worked out we slid down the rail and touched down.

2:55 from takeoff at 60J to KFWQ.

We pushed the airplane in -- no need to wipe down bugs on this flight! -- and unloaded in heavy rain.

On the trip home my wife commented that there were "a few bumps" but that after flying those trips a trip to KLNS will "feel like nothing!"

Progress! Progress!