TALESPINNERS - December, 2002

Adventure to MountainAir
by Terry J. Taylor

On a gorgeous, perfectly clear Fall day, Mike Franzago and I flew the Cardinal down to the MountainAir Country Club located on a mountain top right next to Mount Mitchell – the highest point in the Eastern U.S.  It was on a whim that the two of us loaded up for the two-hour flight for lunch.  GPS direct takes us over Hazard, KY, and over Tri-Cities, TN, to the lat/long of 2NC0.  Flight following along the way from approach control and the Center increased the safety factor as we flew along.

From over Tri-Cities, Mike and I had one of the clearest views of the Great Smoky Mountains that I had ever seen.  He and I were trying to decide which of the peaks that we saw off in the distance was Mt. Mitchell.  It wasn’t very long that we had left the relatively flat Tennessee Valley floor and flown into the mountains at our cruising altitude of 9,500 feet.  The letdown to the field elevation of the airport at 4500 feet won’t take all that long.  Plus, there is only 2800 feet of runway stretched across the mountain top.  Don’t land short into the side of the mountain, and don’t land long and roll off the end down the other side of the mountain.  Plus, consider the aircraft performance at 4500 feet MSL, and even more so with a higher density altitude in warmer weather.

Run-up Before Departing Runway 14

The GPS lead us right to the airport, but before landing, we decided to cruise around the area.  Located at the base of the mountain is the sleepy town of Burnsville, with the larger metropolitan area of Ashville just 25 miles to the south.  I have flown Jet Route 48 (J-48) many times enroute to Atlanta at FL390.  I have looked and looked for MountainAir, and I’ve not been able to find it, even from that high up.  You’d think it would be easy to spot, including the Spruce Pine airport about 15 miles to the east, but I’ve not been successful yet.

We are able to land at MountainAir because my parents have a condo there.  They also own a Bonanza A36, which only my stepmother flies.  My Dad was a Navy test pilot and flew many of the airplanes back in those days, with most of his time in an SNJ.  The airport is private with PPR (prior permission required) and VFR only.  Before anyone can fly there, a videotape is sent to the pilot to review the complexities of approach and landing.  The runway is situated as 32-14.  Mostly, you land on 32 with right hand traffic because halfway down the runway there is a noticeable rise or inclination.  This very much helps in slowing and stopping the airplane.  Higher terrain is on the other side of the runway, thus the right hand traffic.  Takeoffs are the opposite direction, which is mainly downhill.  There are no overruns, just drop-offs on each end of the runway.  Takeoff on 14 puts you headed right for Mount Mitchell which most of us can’t out climb, so an immediate turn to the east after takeoff is required.

Beautiful View of MountainAir Country

As the runway bisects the 18 hole golf course, soon to be 27 holes, stretched across and around the mountain top, each takeoff and landing is an event which stops every golfer to watch.  Red flashing lights off the north end of the runway along the main road stops traffic in case a landing airplane on 32 doesn’t get it stopped in time and rolls off the end and down on the roadway.  It hasn’t happened, yet.  I noticed this last visit some very long and dark dual skid marks near the end of the runway.  Yikes!

Even without asking the super nice employees there, Mike and I had the use of a gas operated golf cart to putz around in.  Electric carts are impractical because of the very steep terrain.  The golf course is gorgeous and well manicured.  If you are one of those golfers who hits an errant ball and it ruins your whole day, this course isn’t for you.  And, don’t get mad and throw your club, unless you are a skilled mountain climber.  We enjoyed our very tasty hamburgers with a magnificent view out the windows of the surrounding mountains.  I showed Mike the small flight planning room and computer and then we went back out to the airplane to plan our departure.

At high altitude for takeoff, the engine is run up to make adjustments on the fuel mixture to get maximum RPM.  Again, most everyone stops what they are doing wherever they are, and watch.  Rolling now, we are departing on 14 with Mount Mitchell right off the end.  We start down the mid-runway decline with the end of the runway getting closer and its associated drop-off into the valley below.  The decision window to abort isn’t all that wide.  We lift off with a 1000 feet remaining and up comes the gear right away.  Whew!  Immediately, I start a left turn to the east, flaps up, and set climbing power - GPS direct to I69.

That was the fourth time that I’ve landed there, and each time is a real thrill.  It helps to have good weather, as there are no instrument approaches.  On an earlier visit, I noticed a Lancair there with a gentleman starting to do some work.  After walking over and offering a hand, I found out that he was a retired American Airlines pilot.  He had landed his Lancair and blew a tire trying to stop.  So, he was now trying to change that tire.  There is no maintenance nor fuel at the airport.

How About a Carrier Landing

There is an inherent tendency to want to carry extra airspeed on final approach.  Maybe this is good in case there is an unexpected downdraft right near the end of the approach runway, but it is also bad because one’s true airspeed is higher than indicated, maybe as much as 15 or 20 Kts at that altitude.  Add extra indicated airspeed, and you are looking at a much longer landing roll that could exceed the available runway.  So, it is better to be on airspeed and ready to go around if things don’t look too good.  The video tape suggests a low altitude fly-by for the first time pilot.  Sounds like good advice to me.  You’ll see MountainAir advertised in many of the flying magazines.  Expensive?  I’m sure it is, but I do know that the higher up the mountain your house or condo is located, the higher the price.

Attention Tube and Rag Builders!
by Mike Griffith

In connection with the Buckeye Chapter of the Short Wing Piper Club, we have the opportunity to learn first hand the covering system developed by Stits.  If you're interested please let me know, as the number is limited and we will also be inviting other EAA groups to attend the workshop.  I’m not sure of the cost yet, but have received requests from 7 people so far, but I’m sure we can be very competitive with any workshops of this type.  We have contacted the Hogans at Middletown to see if space is available in a heated area for earlier session or later we can use a hanger in late April. Plans will continue for this two day workshop and I’ll let everyone know the dates and cost as soon as possible.

If you're building, recovering or just interested in the Stits process, please let me know as soon as possible.