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IFR to Charlotte in a Mooney
Anyone flown IFR into CLT in a piston single? I've got a commercial
flight leaving CLT next month. I'd be flying in around 4pm on weekday. Thanks! Chris |
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IFR to Charlotte in a Mooney
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IFR to Charlotte in a Mooney
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IFR to Charlotte in a Mooney
John, et. al.
Thanks to all for the great info! I know what you mean about landing on 23 and turning before the intersection. I was lucky enough to get into DCA before it was shutdown to GA. I was given ILS36 circle 3 and made the turnoff before the intersection - even after tower asked "minimum time thru interesection". I was somewhat disappointed I did not get an "atta boy" on that one, but I was also in 172 then, so maybe it was expected. I also talked to my departure controller today (CAE). They have a LOA with CLT - Single pistons can go IFR direct below 7K, rather than being assigned the UNARM arrival - waaaay out to the west before back in. Getting all the info before going is important - not many people probably know about the LOA's between sectors/airspace. The only way I know of finding out about those is to ask the local controller, i.e. no web site or info in the AF/D. Again, thanks for the local tricks - intersection departures/slow times, etc. My main concern in getting in to make my commercial connection, I really don't mind the wait going out. Any idea what the FBO charges for ramp space? I know there is a $15 landing fee waived with 10 gal purchase. On Sun, 6 Jan 2008 09:07:27 -0500, "John Collins" wrote: Chris, Arrive and depart during the slow times. The current slow times can be found at http://www.cltatct.jccbi.gov/Slowtimes.htm Fuel can be expected to be expensive. Your taxi time is much reduced if you can land on 36R/18L. If you are arriving VFR, fly to the east of the extended centerline of the north/south runways before you contact approach control and well before you enter the Class B. This will give you the greatest chance of getting a runway on the FBO side. On 36R, the turnoff to the FBO is more than 3000 ft from the threshold and is angled, though not quite a high speed. Try to get off at this exit, the second one on the right. Don't get off at the first exit to the right, as departing GA traffic use this for an intersection departure. On 18L, you might want to request landing long and plan to touch down about a 1000 ft beyond the crossing runway. The FBO is on the left past the National Guard ramp. If you have good short field performance and are assigned 23, there is approximately 1100 feet from the threshold to the first taxiway to the left (taxiway D) and it is angled although not a high speed. Right after this taxiway you cross 18 L and may have an extended taxi to the ramp as you must cross the active runway. In my Bonanza I only need about 700 feet of ground roll to get stopped with no wind, so I like to turn off at taxiway D when landing on 23. This usually amazes the tower, but the taxiway is straight to the FBO without crossing any runways. The taxiways are wide and often ground control will have two GA types pass each other with both given instructions to remain to the right. Remember to use the correct ATIS for arrival and departure. When you call for your departure clearance, just read back your transponder code unless you have a question. I prefer to do my run-up prior to calling for taxi, I hold short of Taxiway D on the Wilson ramp. If you are departing during a push, do not accept an intersection departure, only use full length. Once you are in line, your TO position is first come first serve. Keep back 200 to 300 feet behind the jet in front of you so you won't get blown off the taxiway. You can wait for ever during a push at an intersection. If traffic is light, accept the intersection departure. If you are full length, you can depart sooner if you waive the wake turbulence delay, but only do this if there have just been departures in front of you and no heavies in front such as a 767 or 757. Just plan to liftoff within the first 1500 ft of runway, well before the point the jet aircraft are rotating. Expect to be asked to keep up your speed on approach and final and be situationally aware of traffic behind you. Plan to spend the minimum time on the runway you can. It helps if on final that you visually identify your touchdown point and which taxiway you plan on exiting the runway. You make no friends if you cause a go around. If it is IFR, I like to fly about a half a dot of fly down on the HSI to avoid wake turbulence. I am ok following a jet on final, but just plan on remaining at or above his flight path and touch down well past where he touches down. I won't accept a landing if I am closely following an arriving jet and the tower advises of a departing jet before my arrival, I'll just call going around and ask for a vector. So far, the tower has always asked for the reason, I tell them I can't avoid wake turbulence behind a arriving jet and departing jet. In the few times this has happened to me, the tower has instructed the departing jet to hold short. My other wake turbulence avoidance no-no is allowing a vector to place my path under an arriving jet. I will say unable, wake turbulence avoidance. |
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IFR to Charlotte in a Mooney
On Sun, 06 Jan 2008 17:50:57 -0500, am wrote:
John, et. al. Thanks to all for the great info! Don't forget to do your part, and report back! |
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IFR to Charlotte in a Mooney
Bill Watson wrote:
How do you waive the wake turbulence delay? Not sure how that works. I'm very STOL and can usually avoid it easily. All you have to do is tell them that you waive wake turbulence separation. -- Mortimer Schnerd, RN mschnerdatcarolina.rr.com |
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IFR to Charlotte in a Mooney
On Jan 7, 8:55*pm, "Mortimer Schnerd, RN" mschnerdatcarolina.rr.com
wrote: Bill Watson wrote: How do you waive the wake turbulence delay? *Not sure how that works. I'm very STOL and can usually avoid it easily. All you have to do is tell them that you waive wake turbulence separation. -- Mortimer Schnerd, RN mschnerdatcarolina.rr.com Be careful about waiving wake turbulence delays at an airport like this. There are some fine people that should still be with us but are now six feet under because of this. Saving a few minutes is not worth rolling upside down and dying in a fiery crash. Have you seen the videos of visible wake vortices and how long they can persist? Getting off early before the airliner's rotation point is one thing, but unless you can outclimb it, you're still going to have to go through the wake at some point if it hasn't dissipated. If you hit a bad wake at 200-300 feet it's not much better than hitting it twenty feet off the deck -- your odds of survival are not good. The, "rotate quick before the point where they did" plan only works if you can then make an immediate upwind turn to get out of the flight path. Operationally you can't always do this. Watch out for wake from departures on a close parallel too. I got hit by an F-16's wake as I departed 4L at SSC right after it took off on 4R and it rolled me 60 degrees in about an 1/8 of a second. |
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IFR to Charlotte in a Mooney
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IFR to Charlotte in a Mooney
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