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W W W. D AV I D C L A R K . C O M
 ISSUE 943 NOVEMBER 2023

Ed i to r - i n - C h i e f
Julie Boatman

MANAGING EDITOR Kate O’Connor

EDITOR-AT-LARGE Pia Bergqvist
TECHNICAL EDITOR Meg Godlewski
SENIOR BUSINESS EDITOR Fred George
CREATIVE DIRECTOR Amy Jo Sledge
COPY EDITOR Travis Tingle
PHOTO/PRODUCTION EDITOR Theresa Petruso

CONTRIBUTING EDITORS

Les Abend
Jason Blair
Scott Dennstaedt
Peter Garrison
Dick Karl
Martha Lunken
Jason McDowell
Sam Weigel
Ben Younger

PUBLISHER AND CHIEF COMMERCIAL OFFICER Lisa deFrees / lisa@flying.media

DIRECTOR OF SPECIAL PROJECTS AND AD OPERATIONS Andy Welch / andy@flying.media
DIRECTOR OF MARKETPLACE Ian Hoyt / ian@flying.media
DIRECTOR OF AUDIENCE DEVELOPMENT Kevin Cortes / kevin@flying.media
SENIOR BUSINESS DEVELOPMENT MANAGER Roxanne Sweazey / roxanne@flying.media
DIGITAL COORDINATOR Aaron Will / aaron@flying.media
ADVERTISING SALES MANAGER Joshua Kelley / josh@flying.media

FLYING MEDIA
CHIEF EXECUTIVE OFFICER Craig Fuller
CHIEF TECHNOLOGY OFFICER Fergus Caldicott
CHIEF STRATEGY OFFICER Keith Beckman
CHIEF CONTENT OFFICER Michael Ring
PUBLISHER AND CHIEF COMMERCIAL OFFICER Lisa deFrees
CONTROLLER Amanda Joyce
DIRECTOR, HUMAN RESOURCES Suzie Lenagar
EDITOR-IN-CHIEF, CONSUMER FMG Julie Boatman
CREATIVE DIRECTOR, FMG Amy Jo Sledge
MANAGING EDITOR, FLYING Kate O’Connor
MANAGING EDITOR, PLANE & PILOT Amy Wilder
MANAGING EDITOR, FLYING DEFENSE & SPACE Kimberly Johnson
GRAPHIC DESIGNER Amy Deal
COPY EDITOR Travis Tingle
TECHNICAL EDITOR, FLYING Meg Godlewski
SENIOR TRAVEL EDITOR, FLYING Jonathan Welsh
SENIOR REPORTER, UAS Jack Daleo
SOCIAL MEDIA MANAGER Grace Carlon
OPERATIONS MANAGER Reis Costa

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1
 ISSUE 943 NOVEMBER 2023
TABLE OF CONTENTS

stories 64
The Daily Life of a Repair Station /
Richard Scarbrough

34 50 70
We Fly: Cessna TTx / Buying an RV-4: Flight Jackets Tell a Story /
Julie Boatman An Experimental Adventure / Meg Godlewski
Kate O’Connor

44 58 76
MOSAIC Comments Closing / Destinations: Mackinac Island / Our Pilots of the Future /
Dan Johnson Jonathan Welsh Sean Siff
 PREFLIGHT LIFE IN THE AIR ON THE COVER

4 Next Great Flight 84 Taking Wing / Sam Weigel Jim Barrett made the most of a
88 Leading Edge / Ben Younger magic sunset to photograph the
8 View From Above
Van’s Aircraft RV-4 near Corona,
10 Taking Off in Public 90 Gear Up / Dick Karl
California.
12 Inbox 92 CFI Central / Meg Godlewski
16 Ask FLYING 94 Jumpseat / Les Abend
18 Chart Wise 96 Unusual Attitudes / Martha Lunken
20 I.L.A.F.F.T. 98 Technicalities / Peter Garrison
24 Aftermath 100 Sign Off
28 Racing Update: Reno
FLYING (0015-4806) (USPS 504-930), November 2023, Issue 943. FLYING is published monthly by FLYING Media Group, 605 Chestnut Avenue, Suite 800,
Chattanooga, TN, 37450. Periodicals postage paid at Chattanooga, TN, and additional mailing offices. Authorized periodicals postage by the Post Office Depart-
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 PREFLIGHT
N E XT G RE AT FL IG HT
BEHIND
THE LENS
Stephen Yeates

WE’D BEEN SHOOTING around Mackinac

Island in Michigan all afternoon, but as the day
progressed the forecast VFR conditions rapidly
changed into IMC. Some serious storm clouds
developed while we cruised back to Grand Rap-
ids, which eventually required us to divert en
route twice after changing altitude several
times to try and duck under the worst of the
turbulence.

Eventually, we landed at West Michigan Re-

gional Airport (KBIV) in Holland, joining a
ramp rapidly filling with other IFR aircraft
sheltering from the storms. As they say, if
Stephen Yeates Photography

you don’t like the weather in Michigan, hang

around a sec, it’ll change—unfortunately this
time only to become worse. But we had a good
Plan B, and C as it turned out, and the change-
able weather made the photos for the Desti-
nations feature this month that much more
dramatic.
DIFFERENT BY DESIGN.
DISRUPTIVE BY CHOICE.
 OCEAN REEF AIRPORT 4,451 FEET
Key Largo - FL Short Runway

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 LE T TER FROM THE EDITOR
V I EW F RO M A BOV E

LESSONS FROM ‘S PAD’

Reflecting on the loss of an aviation safety leader, pilot, and friend

friends, emerged as a leader for the ness was not an issue here. Bad luck
general aviation industry, with his certainly played a role.
calm and measured countenance, What we can take away right
and his deliberate and realistic ap- now is a renewal of the voice that
proach to improving safety. prompts us to thoroughly assess
But his message resonated to pi- the objective hazards present when
lots across the spectrum because we take the runway for departure.
of the way he delivered it—with How can you adjust what you do
care for those around him, an ap- to reduce the objective hazards—
proachable aspect, and a genuine whether they lie in trees close to
smile and handshake for everyone the runway’s end, or high density
he met. There’s no question in my altitude, or an unfamiliar airplane
WE LOST ONE of the truly good mind his work saves lives in our or pilot, or something unique to the
humans among us in the aviation aviation community. airport or your operation?
family on October 1. And it hap- While our paths crossed many I thought about this on the drive
pened in an accident that strikes times, I saw him regularly at the home the other night, after attend-
me—ahead of any official report Freder ick Mu n icipa l A ir por t ing an informal gathering of Spad’s
from the National Transportation (KFDK) in Maryland, where AOPA many friends and colleagues on his
Safety Board or otherwise—as a is based. He kept his cheery, yellow hangar row at Frederick. Because of
confluence of objective hazards and Piper Cub in a hangar across the the geometry of the road we live on,
bad luck. row from the SOCATA TB-30 I get I pull up to the top of the hill to see
In the accident at the Lake Placid to fly sometimes. past its crest before backing up to
Airport (KLKP) in New York, Rich- The Cardinal may at first glance turn into our driveway. I make sure
ard McSpadden was in the right seat seem like a fairly pedestrian air- there’s no traffic approaching that
of a Cessna 177RG Cardinal, with pi- plane for a pilot with Spad’s wide- would plow into the car as I make
lot and former New England Patri- ranging abilities, but every model the turn. It’s like lifting a wing to
ots star tight end Russ Francis in has its quirks. We don’t know yet look before you bank, or spinning
the left seat. The Cardinal had just what transpired in the cockpit, the airplane around at the hold
lifted off when a so-far undefined whether an exchange of controls short line to survey the scene once
emergency caused them to initiate took place, or the nature of any more before you depart. And en-
a return to the ground. Though the communication with the pilot— suring you fully brief the possible
pair survived the subsequent forced with whom Spad had never before emergencies on departure—includ-
landing into trees, they both died shared a cockpit. ing the uncommanded loss of engine
soon afterward. What we understand now in- power—every single time.
McSpadden, 63, was a senior vice cludes several observations that I have the sense that although
president for the Aircraft Owners run outside of the regular and seri- he’s left us, Spad would be happy
and Pilots Association, and he had ous hazards presented by a loss of to stay in position as your invisible
led the Air Safety Institute as its ex- thrust on takeoff. We can look at the wingman for the rest of your flying
ecutive director—a role tailor-made airport environment. We can assess career to remind you to take those
for a pilot who held aviation safety the state of the airplane, as it came extra steps every time you fly.
as his raison d’être throughout his to rest mostly intact. And at least
career. A former U.S. Air Force pi- one of the pilots—Spad—had con-
lot and commander of the branch’s stant exposure to a safety culture
elite demonstration team, the Thun- that talked often about the “loss of atman
derbirds, “Spad,” as he was known to power on takeoff” scenario. Aware- -Chief

} JULIE BOATMAN is a flight instructor with an airline transport pilot certificate and type ratings in the Cessna Citation Mustang
and Douglas DC-3—but she finds true happiness flying low and slow. Follow her on X (formerly Twitter): @julieinthesky.

8
PREPARED IS UNSHAKABLE.

There’s training to check a box and training for excellence. When training
to meet a requirement, the result is proficiency. When crew train with the
best—to be the best—skills are sharpened, preparing them for anything.
It’s like this: Proficient is capable. Prepared is unshakable.

Do you want your pilot to be proficient or prepared?

Call +1.201.584.8262 today or visit FlightSafety.com

 L E T T E R F R O M T H E C EO
TAKIN G O FF
I N P UB L I C

EXPANDING THE
MARKETPLACE
With FMG’s acquisition of AvBuyer, we continue our growth trajectory.
BY CRAIG FULLER

vider in the business aviation com- Dealers and OEMs that want to get
munity. their message and listings in front
AvBuyer is one of the most re- of the largest number of prospects
spected brands in the aircraft dealer should certainly look to FLYING
and buyer communities. Now with a Media Group.
significant global presence, I’m ex- FMG plans to bring the AvBuyer
cited to say the FMG platform has editorial operations and content
the most expansive reach for pro- into its robust and expanding me-
spective buyers of any classified dia platform that includes FLYING
FLYING MEDIA GROUP (FMG) aircraft listing provider in aviation. Magazine, KITPLANES, Busines-
recently acquired AvBuyer, a lead- FMG ow ns one of the fa st- sAIR, Plane & Pilot, Aviation Con-
ing business aircraft listing mar- est-growing aircraft listing mar- sumer, Aviation Safety, AVweb.com,
ketplace and large business aviation ketplaces, Aircraft For Sale (AFS) Airline Geeks, Aircraft For Sale, and
media brand. and AircraftforSale.com. The Air- IFR.
For 25 years, AvBuyer has been craft For Sale monthly print edition Continuing a process that began
providing aircraft owners and oper- is sent to every FLYING Magazine after the acquisition of FLYING,
ators with key information so that subscriber and distributed to FBOs FMG plans to make significant in-
they can make better-informed buy- across North America. vestments in its business-to-busi-
ing decisions across all areas of busi- FMG plans to continue to build ness editorial and creative studios
ness aviation operations. Aircraft For Sale, which is fo- over the next year.
AvBuyer includes AvBuyer.com, cused on the pilot community, FLYING Media Group features
one of the most active business and AvBuyer, which is aimed at the nearly 100 reporters and regular
aircraft listing marketplaces, and business aviation and fleet operator contributors that cover the aviation
AvBuyer Magazine, a publication community. industry, making it the largest me-
with market intelligence that is dis- This now ensures that FLYING dia provider in the $2.5 trillion aero-
tributed to FBOs all over the world. Media Group captures the larg- space industry. I commit to you that
FMG also acquired GA Buyer Eu- est audience of active and prospec- we will continue to invest in the ex-
rope and GA Buyer Africa, which tive aircraft buyers of any media pansion of FMG through a combi-
offer classified listings and market- provider across its portfolio of 26 nation of acquisitions and organic
Courtesy of Craig Fuller

places that cover the European and aviation brands, online sites, and growth initiatives in the markets
African general aviation markets. marketplaces. that we serve.
In addition to providing a liquid With our acquisition of AvBuyer, I would love to connect with you.
marketplace for dealers to match FLYING Media Group’s massive and Have comments or ideas? You can
with prospective buyers, AvBuyer is engaged audience is unmatched by reach me @freightalley on X ( for-
a leading market intelligence pro- any other aviation media provider. merly Twitter).

} CRAIG FULLER is CEO of FLYING Media Group and an active pilot of his ICON A5 and Tecnam Astore.

10
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 PREFLIGHT
ASK F LY ING

Most singles can glide eight times their height above the terrain. If you’re
at 7,500 feet and the local elevation is 700 feet, you’re about 1 1/4 miles
above the ground, so don’t pick a place to land outside a 10-mile radius. Don’t
count on achieving the longest possible glide—better a nearby
cornfield than a distant runway.

Slow to your best rate-of-climb speed. If the prop doesn’t

stop of its own accord, let it windmill. To reduce drag
from the windmilling propeller, open the throttle fully
and set a constant-speed prop to the lowest possible
rpm (vernier all the way out).

If you’re landing in the rough, turn off fuel to the

engine. Slide your seat as far back as you can while
still holding the yoke, and make your lap and shoulder
belts as tight as possible. Keep the flaps and gear
retracted until you’re in position to land, then use
full flaps.

Otherwise, touch down on the numbers.

} PETER GARRISON taught himself to use a slide rule and tinsnips, built an airplane in his backyard, and flew it to Japan. He
has contributed to FLYING since 1968, currently with the columns Aftermath and Technicalities.

16
 -KBTL-

GARMIN AVIONICS
MAINTENANCE
RESTORATION
FBO
BEFORE AFTER

CENTENNIALAIR.COM
 PREFLIGHT
C H ART W IS E

MAC KIN AC ISLA ND

VO R/D ME-A
An approach to a modest runway at a popular Midwest bucket list island

BY JASON BLAIR

MACKINAC ISLAND AIRPORT (KMCD) in Michigan

is close to home for me, and it’s one I visit a few times a
year. Many pilots who fly in the Midwest have this his-
toric tourist destination on their GA bucket list.
The runway isn’t long—a mere 3,501 feet—so depend-
A IAF AT ing on your aircraft performance, it might be shorter at night, a note indi-
PELLSTON VOR than many runways you use regularly. That being said, cates it would not be al-
A pilot flying this ap- lowed for Runway 8.
once you arrive and park, your aircraft may be the last
proach might expect to
start at the PLN VOR motorized vehicle you use until you leave an island d DME IS THE MISSED
for it. While they might where time appears to have stood still. Enjoy the horse A DME point at MABEH
be able to continue from and buggy or bicycle ride into town or to the historic is noted at 14 nm from
the enroute environment Grand Hotel. But before you get to relax, you just might the PLN VOR for the
directly inbound as the find yourself in need of an approach to this airport missed approach point.
chart indicates, “NoPT No other time or cross
where clouds often develop even in the summer months,
for arrivals on the PLN radials are given on
VORTAC airway radials thanks to the cool waters of Lakes Michigan and Huron this approach, so make
131 CW 219” (meaning in that surround the island. sure you have the DME
general from the south), During one personal experience on an IFR flight to tuned properly. An IFR
they should expect a Mackinac, I found myself needing the VOR/DME-A GPS can substitute for
turn in the hold other- approach and a circle-to-land because of GPS system this normally, but if you
wise. Coming from other testing (signal blocking), thanks to a summer military were in the scenario
directions would require I had to use this ap-
exercise conducted to the south of the island. proach for when GPS
the pilot to conduct a
course reversal to es- was being blocked,
tablish inbound. A hold should expect this VOR approach to the runway the GPS in your air-
is depicted to do this. course to widen as they on a south-to-north craft could not substi-
travel farther from the line for a runway that tute for DME. If I didn’t
B VOR COURSE WIDENS VOR. This might mean is generally east-west, have a separate DME
AT DISTANCE they won’t be perfectly a pilot is going to need receiver, I wouldn’t
This VOR isn’t on the aligned with the center to circle to land. Rela- have been able to fly
destination field, but in- of the airport. tively low minimums are this approach because
stead at the point where present—well below a of a lack of ability to
the approach starts. C CIRCLING IS normal traffic pattern identify the missed
Traveling 14 miles to THE ONLY OPTION altitude at 579 feet agl. approach point under
the missed approach With only circling mini- Plus, if you are going to those NOTAMed con-
point at MABEH, a pilot mums published, and an attempt this approach ditions.

} JASON BLAIR is a flight instructor, FAA examiner, and author in the general aviation and training communities.

18
 A
b

19
c
D
Reproduced with permission of Jeppesen. NOT FOR NAVIGATIONAL USE. © Jeppesen, 2020.
 PREFLIGHT
I . L . A . F. F.T.

A N EAR M I SS
Dealing with ice on the wings once presented an unexpected—and harrowing— learning opportunity.

BY DAN PHILGREEN

THE WELL-KNOWN accident chain we read about in located on an island in the mouth of the Detroit River
National Transportation Safety Board (NTSB) reports where it empties into Lake Erie. I always loved flying,
also happens, no doubt even more often, in incidents but now I was rabid for it.
that end up as hard-won lessons instead of accidents. In those days I was working very long hours, and with
The chain often starts well before the first rotation of a fresh ticket and access to a Cessna 150, I squeezed in
a prop at start-up. flights whenever I could. That involved more night
My father got his private certificate when I was a tyke. flights than was probably advisable at that point in my
He logged about 800 hours in his life. He never owned experience. But I loved being up at night and my regu-
his own airplane, but I grew up around aviation enough lar routine of flying up the river and around downtown
to have caught the disease very early. Though he was Detroit at 1,000 feet. Taking in the tapestry of lights was
the one who actually taught me to fly, he was not an in- always magical and intoxicating.
Joel Kimmel

structor. I went through the formality of earning my One night the urge to fly welled up within me, and I
private certificate in 1983 at the age of 26. I did this at headed to the airport where the 150 was tied down out-
the Grosse Ile Municipal Airport (KONZ) in Michigan, side. Perhaps the most dangerous thing in life, and most

20
 PREFLIGHT

I . L . A . F. F.T.

I vowed right then and

there to never again fly...
with anything on the wings.

certainly in aviation, is that you don’t know what you how to get it back down safely. I decided I needed to
don’t know. And there were things I needed to know find out what the stall speed was with this stuff on the
but did not. (Obviously, as I had been stupidly flying wings, so I would know what approach speed to use to
around at 1,000 feet at night.) As was a completely or- avoid falling out of the sky. I decided I had enough drag
dinary thing in Detroit in the winter, it had snowed. already, so flaps probably would not be a good idea. I
Per my training, I got out the broom and brushed off all slowed down with my eyes on the airspeed indicator and
the snow from the airframe. But (cue scary music here) waited for the break. To my surprise, the stall occurred
there had been a bit of thaw, and under the snow was at about the same speed it would normally. OK, I guess
just a bit of ice. Not much, mind you. It was just a bit of I’ll approach at the normal speed. I got her back to the
crustiness, so I thought it couldn’t weigh very much. I field and lined up.
figured it wasn’t a big deal since it was just me flying Grosse Ile airport is basically surrounded by water,
with partial fuel in the tanks.. It was a cold, clear, still and going in there on a moonless night one cannot see
night. Plenty of lift in this cold air, right? And, dang it, I the surrounding trees. The runway lights are all you’ve
wanted to fly so badly. got. It was a scary ride down the hill, and I carried a lit-
Everything else checked out just fine. I fired up the tle extra speed anyway. At first, all seemed normal, but
Continental O-200 and made my way across the big, then almost too late, I realized that stalling wasn’t go-
dark, completely deserted field to the longest runway, ing to be my problem. This thing was coming down like
did the run-up, lined her up, and shoved in the throttle. a brick. The sink rate registered on my brain, and I fire-
All seemed completely normal until I was out of ground walled the throttle, once again terrified that I was going
effect, maybe 50 feet up. She felt saggy. This thing was to settle right down into those pine trees. The O-200
not climbing. I was staring ahead into the inky black- roared (like a mouse in a lion suit), and the laden lit-
ness, where I knew a tall stand of pine trees was wait- tle 150 somehow lumbered over the unseen treetops.
ing for me at the north end of the runway. The accident I kept full throttle until I was just over the pavement.
chain instantly marched across my consciousness: inex- Fortunately, the runway was plenty long and I settled
perience, winter, night, ice, overeagerness, and drag, you in smoothly. It was over, except my heart was about to
idiot! I had stacked the deck against myself, and it was pound its way out of my chest.
all going to end in those trees in a few seconds. There I vowed right then and there to never again fly any
was really no better option than straight ahead, so I ut- airplane with even a hint of anything on the wings. But
tered a short prayer and waited for the impact. perhaps even more importantly, I came away from that
It didn’t come. In the pitch darkness, I held the atti- near miss with a constant question on my mind for any
tude indicator where I thought it should be and realized situation: What about this do I not know? Finding the
from the altimeter reading that I must have cleared the answer is well worth any time and effort it takes. This
trees. I was soon high enough to have visual reference has served me well in airplanes and in many other areas,
from the lights on the ground to the north. All I could such as just getting along with people. }
think of was “climb.” The little 150 ponderously clawed
its way up, while the altimeter moved at about the pace
of hands on a clock. I eventually got up to a couple thou- DAN PHILGREEN earned his private certificate in 1983. With
sand feet and realized with terror that I was at that mo- more than 40 years of flying now, he looks back on this as the
ment a test pilot in an unknown machine. I had no idea scariest thing he’s experienced in that time.

22
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ìèÝêêåêã ĥÝóèáïï áôáßñðåëê Ýêà Ýê ñêÞîåàèáà
ìÝïïåëêðëìîëòåàáðäáÞáïðåêóëîèàßèÝïïßñïðëéáî
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åêàñïðîõĎïÞáïðìåèëðïÝêàåðåïåêðäáßÝèéðäÝððÝçáï
ëòáîÝïõëñïáððèáåêðëõëñîïáÝðÝÞëÝîàÝìáîâáßðèõ
Ýììëåêðáà ÝåîßîÝâð Ýèè Ñóêáà Ýêà ÑìáîÝðáà Þõ
ÐËÅÊÑÎÃÕÃËÔ
ÈîëéðäáìáîïëêÝèåöáàÝððáêðåëêðëëñîßëééåðéáêð
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 PREFLIGHT
A FT ER M ATH

N I GHT F L I G H T
Into the dark unknown

BY PETER GARRISON

AROUND 7 IN THE EVENING on September 4, 2020, troller advised him to turn right to avoid it.
the Muskogee, Oklahoma (KMKO), pilot-owner of a Cir- On the controller’s display, the target of the Cirrus
rus SR22 telephoned his flight instructor to report he crept eastward just below the edge of the weather. Radar
was going to fly to Pickens, South Carolina (KLQK), that paints rain, however, not cloud. The flight was over a re-
night. His instructor advised him to wait until morning. mote area with few ground lights and the harvest moon
Instead, the pilot fueled the airplane, loaded his father, had not yet risen, but its hidden glow may have faintly
wife, and child aboard, and took off at 8:27 p.m. for the defined an eastern horizon. In the inspissated blackness
four-hour flight. of the night, the pilot, whose instrument experience was
As you will have guessed, since you are reading about limited to what little was required for the private certif-
this in Aftermath and not in I Learned About Flying icate, probably could not tell clear air from cloud.
From That, the flight did not end well. About 25 min- As the Cirrus reached 9,500 feet, it began to turn to
utes after takeoff and shortly after crossing the Arkan- the left toward the area of weather. Perhaps the tasks of
sas border, the 31-year-old pilot, whose in-command time trimming and setting the mixture for cruise distracted
amounted to 75 hours, lost control of the airplane and the pilot from his heading. The controller noticed the
went down in a remote woodland. All aboard perished. change and pointed it out to the pilot, who replied he in-
A few minutes before the impact, as he was climbing tended to return to Muskogee. He now began a turn to the
to 9,500 feet msl, the pilot contacted ATC and requested right. Rather than reverse course, however, he continued
flight following. The weather along his route—which, the turn until he was heading northward back into the
notably, he had last checked with ForeFlight 17 hours weather. The controller, who by now sensed trouble, said
earlier—was generally VFR, with a chance of scattered to the pilot that he showed him on a heading of 340 de-
iStock

convective activity. There was, however, one patch of grees and asked whether he concurred. The pilot, whose
rainy weather just to the left of his course, and the con- voice until this point had betrayed no sense of unease, re-

24
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 PREFLIGHT
A FT ER M ATH

plied somewhat incoherently that “the wind caught me, cated and possibly confusing to a novice. The airplane
[but now] I’m out of it.” was equipped with an autopilot, and the pilot had been
With a tone of increasing urgency, the controller in- trained in at least the elements of its use.
structed the pilot to turn left to a heading of 270. The pi- The airplane was also equipped with an airframe para-
lot acknowledged the instruction, but he did not comply. chute, but it was not deployed during the loss of control.
Instead, he continued turning to the right. At the same In any case, its use is limited to indicated speeds below
time, he was descending at an increasing rate and was 133 kias, and it might not have functioned properly in a
now at 6,000 feet. “I show you losing serious altitude,” the spiral dive.
controller said. “Level your wings if able and fly directly An instructor familiar with the pilot and his airplane—
southbound...Add power if you can.” whether this was the same instructor as the one whom he
called on the night of the fatal flight is not clear—wrote
to the NTSB that the pilot had made the night flight to
South Carolina at least once before, and he had called her
at midnight before departing to come help him fix a flat
Rather than reverse course... tire. She declined and urged him to get some sleep and
make the trip in the morning.
“I told him he was starting down the ‘accident chain,’”
he continued the turn until he she wrote. “New pilot, new plane, late start, night-
time, bad terrain, etc....To me, he seemed a little overly
was heading northward back self-confident in his piloting skills, but he didn’t know
enough to know what he didn’t know.”
He fixed the tire himself and made the trip safely that
into the weather. night. Undoubtedly, that success encouraged him to go
again.
We have seen over and over how capable pilots, in-
cluding ones with much more experience than this pilot,
fail to perform at their usual level when they encounter
weather emergencies. A sudden, unexpected plunge into
IMC—which, on a dark night, can happen very easily—
It was already too late. In a turning dive, its speed in- opens the door to a Pandora’s box of fear, confusion, and
creasing past 220 knots, the Cirrus continued downward. disorientation for which training cannot prepare you.
Moments later, its radar target disappeared. There are two clear avenues of escape. One is the au-
In its discussion of the accident, the National Trans- topilot. Switch it on, take your hands off the controls,
portation Safety Board (NTSB) focused upon the pilot’s breathe, and count to 20. The fact the pilot did not take
preparedness—in the broadest sense—for the flight. A this step suggests how paralyzed his mental faculties may
former Marine, he should have been semper paratus—al- have become.
ways ready—but his history suggested a headstrong per- The other is the attitude indicator. It’s a simple me-
sonality with a certain tendency to ignore loose ends as chanical game. Put the toy airplane on the horizon line
he plunged ahead. and align the wings with it. That’s all. It’s so simple. Yet in
He had failed his first private pilot test on questions a crisis, apparently, it’s terribly hard to do. The fact that
related to airplane systems; he passed on a retest the fol- so many pilots have lost control of their airplanes in IMC
lowing week. But this little glitch tells us nothing about should be a warning to every noninstrument-rated pilot
his airmanship. His instructor reported he responded to treat clouds—and, above all, clouds in darkness—with
calmly and reasonably to turbulence, and was “good” at extreme respect. }
simulated instrument flight. He had enrolled in Cirrus
Embark transition training shortly before acquiring the This article is based on the National Transportation
airplane. He completed all of the flight training lessons, Safety Board’s report of the accident and is intended to
but—again, a hint of impatience with tiresome minutiae— bring the issues raised to our readers’ attention. It is not
may not have completed the online self-study lessons. intended to judge or reach any definitive conclusions
The flight training was strictly VFR and did not include about the ability or capacity of any person, living or dead,
night or instrument components. or any aircraft or accessory.
The airplane was extremely well equipped for in-
strument flying, but it was a 2001 model, and its avion-
ics were, according to the Cirrus Embark instructors, PETER GARRISON taught himself to use a slide rule and
“old technology” and “not easy to use.” In other words, tinsnips, built an airplane in his backyard, and flew it to
it did not have a glass panel, and its classical instru- Japan. He has contributed to FLYING since 1968, currently
ments, which included a flight director, were sophisti- with the columns Aftermath and Technicalities.

26
TH E WORL D’S M OST W ID ELY RE A D
AV I ATI O N M AGAZIN E

flyingmag.com/subscribe
 PREFLIGHT
RAC I NG U P DAT E

RENO’S FINAL LAP

While tainted by tragedy, the final National Championship Air Races were a memorable example of community.

BY JONATHAN WELSH

MANY PEOPLE INVOLVED in aviation will recall 2023 I know I will feel a tinge of joy every time I look back
as the last year for the National Championship Air Races on my days spent with the Yak-3 racer Miss Trinidad, its
in Reno, Nevada. History will also mark it as a sad year for owner Sam Davis, crew chief John Dowd, pilot John Ma-
the event because of a midair collision that claimed the loney, and the gang of volunteers that kept the complex
lives of two renowned AT-6 pilots. vintage machine ready to race. This group generously
For the estimated 140,000 fans who attended the made room for me in its pit stall so I could report on the
weeklong celebration of aircraft performance, I suspect effort required to get a bunch of 80-year-old warbirds
the overall experience was still one to treasure, in part to the starting line and the elements that, when blended
because the races are more than the sum of the event. correctly, turn a race plane into a winner.
When you walk through the gates and head for the grand- The performances seen at Reno are often the culmina-
Jonathan Welsh

stands, you are stepping into a complex timeline that tion of years of work spent modifying, testing, and refin-
stretches back to the competition’s conception in 1964 ing these former fighting aircraft into racers capable of
and beyond to aviation’s Golden Age, with the Cleveland lapping the 8-mile course at 400 mph or more. Favorites
air races, and the Thompson, Bendix, and Greve trophies. change from year to year with certain airplanes enjoy-

28
ing runs of back-to-back victories and record-setting lap
speeds. Sometimes an airplane will languish at the back
of the pack until a new owner or change of sponsorship
brings the resources needed to make it a front-runner. In
Seeing the event in person
other cases, finding the right pilot can put an airplane in
the winner’s circle. These combinations often become
part of air racing lore.
this year might have been the
That tradition piqued my interest as a kid leafing
through aviation magazines. Photos of P-51 Mustangs, ultimate case of ‘better late
F8F Bearcats, Hawker Sea Furies, and other models of
the World War II era rounding pylons, flying wingtip to
wingtip, seemed completely thrilling. Even more storied than never...’
than the aircraft were the pilots. From Chuck Lyford and
the Bardahl Special P-51 and Mira Slovak and the Smirn-
off Bearcat in the 1960s to Steven Hinton in the recently
restored Bardahl Special in this year’s races, the aviators Trinidad’s backyard, and you would enter the Hinton
who compete at this level tend to lead interesting lives. headquarters where Bardahl was undergoing constant
For decades, I was determined to make my way to preparation. The airplane, restored and heavily modi-
Reno to see the action firsthand. But life and all of its fied over the past year, reportedly at great expense, was
schedules kept me away. As a result, I missed water- favored to win the Unlimited Gold race.
shed developments, including the arrival of original The stakes were high, and the atmosphere in the pits
non-warbird designs Tsunami during the mid-1980s was intense, though still friendly, with visitors stopping
and the twin-engine Pond Racer, a Burt Rutan compos- by to chat and bag the occasional autograph. In the back-
ite design of the early 1990s. My father went to the races ground, generators hummed and power tools whirred as
with a group of friends in 1992 and brought back photos workers opened hatches and removed exterior panels
of the Pond Racer. I was jealous. to perform a range of surgeries on aircraft before send-
Still, I followed the races for many years through print, ing them to the line to start the next race. Occasionally,
television, and video, catching memorable events like someone shouts for a tool or bandage to dress bloody
Hinton flying the P-51 Red Baron to a new speed record knuckles. Sometimes you hear the echo of a nut, bolt,
in 1979 to the classic 1989 showdown between Bill “Ti- screw, or other small part dropped deep inside a fuse-
ger” Destefani and his P-51 Strega and longtime rival Lyle lage or engine cowling, followed by an expletive. That is
Shelton in the Bearcat Rare Bear. about as harsh as it gets.
Seeing the event in person this year might have been Proof of the air racing community’s openness came
the ultimate case of “better late than never,” but it gave when my wife, who did not grow up around airplanes,
me a sense of what the races truly represent and why the flew out to join me for the final day of competition. The
tightly knit racing community returns each year despite entire crew welcomed her, and she wound up having such
the expense and obvious risks. a great time chatting with them and pitching in to help
“Community” really is the right word to describe Re- when she could that the racing almost became secondary.
no’s cast of characters that includes pilots, aircraft build- She wondered how you get so many accomplished people
ers, mechanics, owners, officials, sponsors, and families. to work free of charge.
As expected, people serving as crewmembers work tire- As a physician, she happily answered medical ques-
lessly for their teams, repairing, tuning, and tweaking tions with owner Davis and crew chief Dowd while
aircraft before and between qualifying flights and heat learning about the vagaries of twin-row radial engines
races. What might surprise outsiders is how hard the like the Yak’s Pratt & Whitney R2000. She cannot wait
same folks will work to get a competitor’s airplane into a for the races to resume at a new venue, which is planned
race, especially if they are sidelined by a mishap. for 2025.
If someone needs a spare part, a special tool, or some- The ultimate show of friend-for-life status came just
one with particular expertise, help is sure to emerge from before we departed on Sunday afternoon. Members of the
a neighboring section of the pits, which sprawls like a Davis team wore white T-shirts with an image of the air-
small town across the vast ramp at Reno Stead Airport plane and the inscriptions “Miss Trinidad” and “Race 27.”
(KRTS). It is the kind of town where some of your neigh- As we said our farewells, Davis approached and handed
bors might be celebrities. us our own crew shirts.
Pete Law, the renowned former Lockheed engineer We will wear them with pride. }
and fluid dynamicist who for decades designed exotic
systems for cooling racers’ engines and keeping them
running properly, stopped by Trinidad’s pit stall for a JONATHAN WELSH is the travel editor for FLYING. A private
friendly visit. Across the ramp were the legendary P-51s pilot, he recently purchased his first airplane, a Commander
Miss America and Thunderbird. Take a shortcut through 114B named Annie.

29
 EXP E R IEN C E T H E FI ELDS
To l e a r n m o re a b o u t l ot re ser vat i o n s a n d to
stay up -to - date on the late st, visit
flythefields.com
For those aircraft owners who live the aviation lifestyle, many find themselves
d re a m i ng of liv i ng w ith thei r ai rc raft a nd being ab le to pref lig ht , tax i, an d take off to
a d est i nat io n w i t hi n m inu tes of leav in g th e h o use. Whether it ’s a sin g le - day bu si ness
trip allowing for dinner plans at home to stay intact, or the entire family loading up to
visit friends in a neighboring state —living with your airplane unlocks opportunities.
For most, living in a fly-in community requires a trade - off between the amenities
expected from a master-planned development and those required by an operating
airport—to satisfy everyone’s needs in the household—and thus it remains a dream.

At its core, The Fields has been developed to solve this dilemma. Designed by pilots
and keeping family, friends, and non-aviation residents in mind as a priority, The
Fields marries the best of fly-in community living with world- class amenities everyone
can enjoy. “We wa nted to design a development that has community at its core,
allowing for pilots to enjoy the advantages aviation unlocks while focusing on the key
aspects that make a new urbanist community attractive,” says Jon Ricketts, partner in
The Fields. “This concept is unique to aviation, as other developments don’t cater to
the non-aviation spouse or family. We wanted a community that our spouses would be
proud to call home and invite their friends to visit.”

In addition to the onsite amenities surrounding a 4 , 300 -foot runway, The Fields
is st rategically located in southeastern Tennessee. The area features a long list of
beautiful flying adventures nearby, close proximity to ma jor metropolitan areas, and
a tax-friendly state for residents. By pilots, for pilots—The Fields is the new standard
for fly-in communities.

FLYTHEFIELDS.COM
FLYTHEFIELDS.COM/AMENITIES
RELAX
AT THE FIELDS
 WE F LY

CESSNA
TTx
Seven years after production ceased, a phenomenal single still
powers through the skies , though it faltered in the marketplace.

BY JULIE BOATMAN
 ‘I just bought the assets of Columbia…’
The email came across while I was in a meeting at my former job, just weeks before I’d join Cessna Aircraft
Company as the Cessna Pilot Center manager in December 2007.

In a boardroom cross-country—literally—from where was new to the process of type certification, but not to
I sat, former Cessna president and CEO Jack Pelton had high-performance aircraft development, and this re-
closed the deal, yes, buying “certain assets of the Co- sulted in a string of airplanes determined to knock a
lumbia Aircraft Company.” His excitement about the pilot’s socks off with their ability to go fast, maneuver
purchase rang through the few lines of text—for the fearlessly, and look nothing short of awesome doing it.
airplanes Textron had just bought as well as the poten- Columbia upgraded the original 300 (FAA type cer-
tial for growing Cessna’s foothold in an evolving piston tificated in 1998) to the 350 with the addition of an op-
marketplace. And from that moment, my own relation- tional glass panel—Avidyne’s Entegra primary flight
ship unfolded with the airplane. What started as the display—in 2003, along with the more powerful, tur-
Columbia 400 could have taken the high-performance, bocharged 400, right up until the company dissolved
piston-single segment by storm, born of the Lancair in 2007. Columbia achieved the airplane’s stall speed
heritage. It would become the Cessna 400—known requirement with a multiphase wing, moving the aero-
briefly by its marketing name, Corvalis TT—and finally, dynamic stall inboard and limiting up elevator travel
in its most recent edition, the Cessna TTx. and left rudder pedal range. These changes resulted in
The type designation—Cessna T240—would place it an airplane that could be certified under the FAA’s defi-
atop the hierarchy of Cessna singles, but it began life as nition of spin resistant—unable to enter a spin even with
an offshoot of a popular kitplane, the Lancair ES. Lan- pro-spin inputs. Recovery would come from normal an-
cair formed a new business entity, Columbia, to oversee ti-spin procedures, as opposed to the ballistic recovery
the development and manufacture of the 300, followed parachute system required by its primary competitor,
by the 350, then the 400, under Part 23. The company the Cirrus SR20 and SR22.

Under the cowl roars the 310 hp, twin-turbocharger-equipped Continental TSIO-550-C.
Stephen Yeates (opening spread); Mike Fizer/FLYING Archives

36
 E

A
C

a The TTx featured the first—and perhaps only— mation system display aids with keeping everything in
Garmin G2000 integrated flight deck in a piston the green.
single. It works quite well, but the upgrade path is
uncertain at this point. d The beautiful, wood sidestick flight control in the
Columbia 400 transitioned to a leather-wrapped
b The first of the GTC touchscreen controllers—a model, but it still falls comfortably to hand and
single one—came with the introduction of the Cor- maneuvers with ease throughout the significant flight
valis model. envelope.

c TheContinental TSIO-550 up front requires man- e The GFC 700 takes FMS input for smooth climbs and
agement of the twin turbos, but a robust engine infor- descents tracking a flight plan.

WESTBOUND
The only visible moisture we touched in 933 nm be- well as remotely through the GTC. This formed the foun-
tween Hagerstown, Maryland, and Wichita, Kansas, dation that Garmin would leverage into the G3000 we
came during the takeoff roll at KHGR—wisps of mist now find on single-engine turboprops and on up the
that had suppressed the visibility below a quarter mile food chain. Thus the lack of a Perspective doesn’t hit
for the hour prior to our departure still wavered across as keenly—you still feel like you’re in a modern cockpit
the wide runway. As soon as we lifted off, we left it be- though the architecture is now 10-plus years old.
hind and continued our climb over the first folds of the Cessna worked in concert with Garmin on the devel-
Appalachian hills, as I revisited the TTx in September. opment of the touchscreen and exactly how the pilot ac-
As we cut a path through the sky westbound above tions would activate the controls on the display. Though
the scattered threads of valley fog, I thought of the last it appears to be actuated by the heat of a finger—as our
cross-country I made in an SR22T. Yes, the newer avion- smartphones do—early versions introduced crisscross-
ics of the Cirrus have had the benefit of continuous evo- ing beams across the screen that would be interrupted
Mike Fizer/FLYING Archives

lution—the TTx suffers from a paralysis in updating the by the presence of the pilot’s finger. But just breaking
G2000, such that its capabilities seem encased in amber. the beam wouldn’t be enough to activate the “button” on
The touchscreen control pad—called by the model des- the screen below—a deliberate pause and stroke was re-
ignation GTC—went under development with Garmin quired. This action has been refined in subsequent mod-
immediately after the acquisition, as one of the primary els of the GTCs—but it was intriguing to give my input to
components of the G2000—a two-big-screen integrated the product management team during the testing phase
flight deck driven by softkeys on the display bezels as in Cessna’s R&D lab in Wichita in the early 2010s.

37
 THE WAY-BACK MACHINE

Continuing the flashbacks: Now we’ll move forward a facility in Mexico, but these were nonstructural com-
bit to 2014. I’d joined Jeppesen as a senior manager in ponents like fairings and nose bowls. The entire fuse-
aviation courseware development—but was ready to lage required a complex layup process beyond that kind
strike out on my own. I decided to take back two famil- of work. Still, Textron forced the movement of produc-
iar roles—working on a book and flight instructing. I tion from Bend to Chihuahua. As it turned out, the need
paired up with a retired race car driver and engineer wasn’t properly identified to upgrade all the environ-
who had just bought a 2012 TTx on the preowned mar- mental systems at the Mexico plant to properly address
ket through the local Cessna piston sales dealer in the the layup and curing via autoclave of the carbon fiber
Denver metro area. He needed a bit of transition train- and Kevlar composites used in the Columbia design—
ing as he pursued his instrument rating. But he felt and early serial numbers on the Cessna 400 suffered.
clearly comfortable with the TTx’s speed and nimble Delamination in a handful of wings—discovered in an
coupling, given his background. The TTx fit him and FAA flight test when an integrated fuel tank in the wing
his personality like a glove. leaked—torpedoed the 400’s reputation in the market.
We headed to Independence, Kansas, for the facto- The move of more production and assembly to In-
ry-led portion of his TTx training—and my refresher dependence, and the rebranding and upgrades to the
course in the model since I’d left Cessna. In fact, KIDP model to create the TTx, sought to assuage those issues.
was the scene where just a couple of years ago I’d seen However, the loss of confidence—however temporary
the TTx fuselages join together from their composite and well addressed—combined with Cirrus Aircraft’s
halves on the production line as the company sorted powerful presence and success in the market gave the
through the best way to replicate the former Columbia TTx too far to go to make up lost ground. Though 110
Aircraft factory in Bend, Oregon. I’d visited that facility units sold in 2008—the last of the Bend-built Colum-
as well—in February 2008, Cessna held a sales meeting bias—sales never reached beyond the double digits per
in Bend, and members of the team toured the compact quarter, even after the upgrade to the TTx. In the end,
production line, with clearly skilled craftsmen attend- Cessna ceased production on the TTx in 2018, with a
ing to each unit. The initial promise to keep production total of 704 400s and TTxs built.
within the hands of this dedicated team boded well— Pelton offers the perspective of reflection after 15
as well as retaining a beautiful location for customer years have passed since Cessna made the transition
delivery and training—but internal and external eco- from Bend production to Kansas and Mexico: “The eco-
nomic forces in late 2008 and 2009 conspired against nomic downturn of 2008 really forced things, making
that original business plan. it necessary to move the line away from Oregon where
For the likes of Six Sigma-led Cessna to pick up that the knowledge base for composite layup was, as well as
work and translate it to a line more like that of its leg- a great place to have customer deliveries.” That stumble
acy singles, such as the 172, 182, and 206, it would be a cost dearly, along with a couple of other key delays, one
feat—but made more so by the nature of the Columbia in bringing FIKI certification into play, and the other
airplanes’ composite construction. At the time, most in failing to market well on the strength of the airplane
composite work for Cessna was completed at the TAM aerodynamically over its competitors.
 The model T240 series was certificated in the utility category, making it attractive for its strength as well as speed.

Y E A H , B A B Y!

Yes, shunning the TTx as weak in any way would be a to an Extra 330—yet it provided a slightly wider enve-
serious mistake. In fact, the 400 from which it derived lope for maneuvers. Though Tucker no longer offers
carries a utility category certification, meaning it actu- the 400 as part of the academy’s portfolio, the legacy
ally has as a limit load factor of 4.4 positive Gs—and mi- remains meaningful.
nor aerobatic chops as a result. Legendary airshow pilot So don’t get any ideas about taking a TTx out for a
Sean D. Tucker nabbed the Columbia 400 for use in his loop and a roll—just know that the model carries this
Tutima Academy of Flight Safety in 2006—and if you strength forward, along with impressive maneuver-
Mike Fizer/FLYING Archives (2)

search his name and the model on YouTube, you’ll find ability and a real appeal to hand-flying pilots. The Co-
inspiring video of the master taking the 400 through lumbia 400s came with carved mahogany flight control
a graceful routine. The FAA granted a reclassification sticks mounted on the side panels—left for the pilot,
of the stock 400 into an experimental airworthiness right for the copilot—and they are true sticks, with a
certificate so that it could be flown in aerobatic and up- natural range of motion and articulation. When I had
set prevention and recovery training. And that’s what the chance to put the now leather-wrapped stick in my
Tucker used the mount for, as it closely resembles the hand during our flight to Wichita, it was like greeting
airplanes many pilots fly for themselves—as opposed an old friend who falls into step next to you.

39
 CRUISE CONTROL

For our two-leg mission to Wichita, we planned a stop road—had us off again for a two-hour jaunt across Mis-
at Spirit of St. Louis Airport (KSUS) on the north side of souri and into Kansas for the slide into the bumps below
the metro area on the western banks of the Mississippi the LCL and Eisenhower National Airport (KICT). We
River near where the Missouri River joins it. At 8,000 arrived in comfort and style, as we weaved through the
feet, we kept 150 kias and 175 ktas most of the way, with obstacle course of construction to the ramp at Yingling
a little more or less in spots. The weather gods not only Aviation.
blessed us with clear skies but also a mere breath of a For our troubles, we averaged about 15.8 gph on both
headwind, which translated into a crosswind some- legs, taking a total of roughly 100 gallons of 100LL to
where over Illinois. make the journey halfway across the country in about
A quick fuel-up and turn at Signature Flight Support six hours. Try getting from door to door, Maryland to
at KSUS—and chicken tenders and waffle fries for the Wichita, in less than that on the airlines. I dare you.

2013 CESSNA TTX

Price New, Avg. Equipment: $810,000
Price, 2023: $450,000 to $700,000
Engine: Continental TSIO-550-C (310 hp)
TBO: 2,000 hours
Propeller: McCauley, three-blade, constant
speed
Seats: 4
Wingspan: 36 ft.
Wing Area: 141.2 sq. ft.
Wing Loading: 25.5 lbs./sq. ft.
Length: 25 ft., 2 in.
Height: 9 ft.
Baggage Weight: 120 lbs.
Standard Empty Weight: 2,520 lbs.
Max Takeoff Weight: 3,600 lb.
Max Landing Weight: 3,420 lbs.
Max Useful Load: 1,070 lbs.
Fuel: 106 gal./102 gal. usable
Max Rate of Climb: 1,400 fpm
Service Ceiling: 25,000 ft.
Stall Speed (landing config.): 60 kias
Max Cruise Speed: 235 ktas
Max Range: 1,250 nm
Normal Range: 502 nm with 3 passengers (Conk-
lin & deDecker/JSSI)
Takeoff Distance, Sea Level (over a 50 ft. obs.):
1,900 ft.
Landing Distance, Sea Level (over a 50 ft. obs.):
2,700 ft.
 The TTx gets off the ground in roughly 2,000 feet at sea level and can climb at up to 1,400 fpm.

ANY GOTCHAS?

The twin turbochargers on the Continental TSIO-550 The approach flap speed has been raised to 150 kias
respond well to careful management—and replacing on SR22s—while the TTx’s remains at a painfully slow
them is not cheap. Nor is making up for any damage 127 kias. Fortunately, the TTx has speed brakes to help
they might do if pressed to failure, so they’re worth you slow down and get down at the same time. You will
treating nicely. use them all the time—there’s no speed restriction on
When you do, however, you’re rewarded with great them (apart from VNE)—just have them tucked in be-
performance figures across the board. The TTx can get fore you touch down.
off the ground in a relatively short distance: a 1,300- The Columbia 400 originally came with an op-
foot ground roll, with 1,900 feet to over a hypotheti- tional E-Vade anti-ice system on the wings, which
cal 50-foot obstacle in sea-level standard conditions, used heat-conducting panels to shed the ice. How-
as shown in the book values and as I witnessed many ever, it didn’t come certificated for flight into known
Mike Fizer/FLYING Archives (2)

times in practice. It will land just as short, as far as ice (FIKI). Whether to add the option was debated
ground roll is concerned—1,250 feet—but you need to within Cessna ranks until finally the TKS “weeping
budget a bit more space for the whole trees-at-the-end wing” de-icing system was introduced in March 2012,
approach at around 2,700 feet. with full FIKI certification coming in June 2014. The
Just as with the SR series, speed control on final re- TKS Ice Protection system offers up to 2.5 hours of ic-
wards the pilot and helps to avoid the dreaded run- ing protection—but that translates into 10.15 gallons
way overrun that plagues high-performance singles. at a hefty 9 pounds per gallon weight for a total of 91.4
One area in this regard where the SRs have an edge? pounds fluid weight—137 pounds for the system.

41
 ACC E L E RAT E D BL I SS
Flying the Cessna 400 series was a true pleasure.
BY PIA BERGQVIST

In my 24-plus years of flying, I have four-seater. But covering the region in autopilot, I hand-flew the airplane on
been fortunate to take the controls of this sports car with wings was no trouble most legs. It was simply a really fun
many different types of airplanes. Like at all. airplane to fly, with enough maneuver-
adopted children, the two airplanes I have I will never forget traveling to Bend, ability to satisfy one of the best aerobatic
owned—'Peppermint Patty,' the Cessna Oregon, where the factory was located airshow performers of all time—Sean D.
170, and 'Manny,' the Mooney—occupy at the time, to pick up my first demo Tucker (yes, there are YouTube videos to
the softest part of my pilot heart. But airplane. The terrific team of employees prove it). In fact, the airplane earned well
the airplane that brought me the most there gave me first-class treatment, as if I its certification in the utility category.
enjoyable personal flying experience was a customer. There was a sign bearing And the Cessna 400 got me where I
was one that, like some favorite children, my name standing in front of a facto- needed to go quickly. I could count on
bears many names. It started out as the ry-new Cessna 400—a black, silver, and around 200 ktas at 10,000 feet, but if I
Columbia 400, became the Cessna 400 white beauty—N86DE. The production wanted to go faster, I simply hooked on to
when I first flew it, and was later renamed quality was stellar, with flawless com- the built-in oxygen system and climbed
Corvalis TT and TTx. posite production, paint finishing, and higher. On one flight from Independence,
I was one of four Cessna 350/400 interior and avionics installation. It was Kansas, to Memphis, Tennessee, I
product specialists (the 350 being the easy to proudly represent the airplane for reached 306 knots ground speed. Walker
non turbocharged version) spread around the Wichita, Kansas-based company. was kind enough to send me a patch,
the country when the company took over In no other airplane have I been able inaugurating me into the 300-knot club
and started marketing the aircraft type to sit as comfortably, with my left hand of Columbia pilots.
in 2008. Emily Waters covered the West on the sidestick and the right hand In the nearly 600 hours I was fortu-
Coast, Doug Walker the Northeast, and on the keypad that manipulated most nate enough to fly the Cessna 400 and
Kel Jones the Southeast—all three were functions on the G1000 MFD—the flight 350, I flew from coast to coast to dealers
previous Columbia pilots. I was new to deck installed in the 400 before the TTx and airshows, and I took countless friends
the airplane, and my territory spanned moved up to the G2000. I had many long and strangers for rides. Many fond mem-
from New Mexico to Tennessee and South days in that seat, without even a hint of ories were forged in that airplane, and I
Dakota to Texas. It might appear to be discomfort. While the Cessna 350/400 hope, one day, I will return to that blissful
a large area for a single-engine piston was equipped with the terrific GFC 700 seat. [
 ON THE MARKET

You’ll want to search for the Columbia 400, Cessna tween 900 and 2,000 hours, reflecting flight time of
400, Corvalis, and TTx in order to capture all of the 100 to 200 hours per year since new. With the TBO at
possible models existing on the market. At press time, 2,000 hours, the cost of a new big-bore Continental or
I found roughly 20 TTxs available, mostly in the U.S. its overhaul may need to be factored into your purchase
but a few overseas. The original 400 gained FAA type price.
certification in April 2004 under Lancair’s direction, Still, with the SR22Ts of the same vintage asking an
and European Union Aviation Safety Agency approval average from $699,000 and up in Aircraft For Sale, the
Stephen Yeates

followed in 2009. TTx looks mighty attractive on the spreadsheet.

Pricing runs the gamut—from the mid-$300,000s But the numbers tell only a small part of the story. As
to just north of $700,000—depending on equipment, with all airplanes for which we harbor grand affections,
total time, and location. But most appear to have be- the real joy comes in the flying. [

43
 MOSAIC
COMMENTS
CLOSING

BY DAN JOHNSON
 OVERVIEW

MOSAIC is an acronym for a regulation that affects all capabilities, and pilot certificates, technician privi-
aircraft with special airworthiness certificates. Air- leges, and operating limitations. In short, airplanes
craft built by Cessna, Piper, Cirrus, Diamond, and oth- or people.
ers instead have standard certificates, and their new For airplanes, the NPRM felt like Christmas in July,
models remain untouched by this proposed regulation. granting many capabilities industry and pilot member
In contrast, all light sport aircraft (LSA), experi- organizations had sought over some years of negoti-
mental amateur-built airplanes, and warbirds are is- ation. The people part describes who gets to fly and
sued special certificates. In my view, the rule can be maintain these MOSAIC LSAs and under what rules.
divided into two main parts: airplane descriptions and This latter section inspired greater concern.

AIRPLANES…WHAT WE GAINED

Here’s the list of what FA A offered and how each Electric or hybrid: Because the FAA did not want
changed: turbine LSAs in 2004, it specified reciprocating en-
Gross weight: LSAs have been limited to 1,320 pounds gines, unintentionally knocking out electric motors that
(land) or 1,430 pounds (water). Under MOSAIC, the few were considering at the time. In fixing the definition
weight limit is removed and clean stall constrains size to allow electric, the agency will also permit hybrids.
so the aircraft remains what FAA sought: those “easy to Examples are already flying in Europe.
fly, operate, and maintain.” It is expected that weight can Turbine: Perhaps turbine engines were harder to op-
rise to 3,000 pounds depending on the design. erate 20 years ago when LSA were defined, but today
Stall speed: Presently, LSAs cannot stall faster than they are seen as simpler, and the FAA will allow them.
45 knots. This will be raised 20 percent to 54 knots, but Turbine-powered MOSAIC LSA candidates are already
this is clean stall, the purpose of which is to limit air- flying in Europe.
craft size and difficulty. It has no relation to landing Multiple engines/motors: The LSA has been limited
speed or slow-flight qualities. This more than doubled to a single engine by definition. That constraint is re-
the potential size, hence a new term, “MOSAIC LSA.” moved, although no language was given to address how
Four seats: LSAs are presently limited by definition the pilot qualifies.
to two seats. This rises to four in a MOSAIC LSA, but if Aerial work: The Light Aircraft Manufacturers Asso-
operated by someone using sport pilot certificate priv- ciation (LAMA) lobbied for MOSAIC LSAs to be permit-
ileges, then only one passenger can be carried. A private ted to do forms of aerial work, although not passenger
certificate with medical may fill all four seats, assuming or cargo hauling. The FAA has granted this opportunity
weight and balance allows. to the manufacturers, which can specify what opera-
Retractable gear: Light sport aircraft have been fixed tions they will permit. A commercial pilot certificate
gear only, except for amphibious models. Now any MO- will be required.
Courtesy of Lockwood Aviation (opening spread and at right)

SAIC LSA can be retractable. Several imported LSAs al- One downside to all these goodies? Each will increase
ready offer retractable options in other countries. the price. The good news? Present-day LSAs offer lower
Adjustable prop: LSAs were allowed only ground-ad- prices and have proven enjoyable and dependable. Many
justable props. Now a MOSAIC LSA can have an in- LSAs are fine as they are and have no need to change.
flight adjustable prop. Such equipment on similar A lot of LSA producers already meet higher weights
aircraft is common in other countries. in other countries where permitted. They are merely
250 knot max speed: An LSA was limited by defi- reduced on paper to meet U.S. standards. It should
nition to 120 knots at full power. Now the speed limit be straightforward for them to redeclare meeting all
matches all other aircraft below 10,000 feet: 250 knots. MOSAIC-level ASTM standards to qualify for higher
No one expected such a large expansion, but now re- weights.
tractable and adjustable props make more sense. The only question is how far backward compatible
Rotary expansion: After 20 years of waiting, fully they can go for aircraft in the field over which they
built gyroplanes will be allowed. That followed years of have had no control for some time. It’s an industry
advocacy effort, but when the opposition finally yielded, question to resolve, and it will swiftly be handled to
the FAA also granted helicopters. aid sales.

46
Describing an MLSA
P RO P OSED LI GHT- SP ORT AIRC RA FT CHA NGES

Maximum Number of Seats 4 2

Stall Speed (VS1) 54 knots 45 knots

Maximum Takeoff Weight Not specified, 3,000 lbs. likely 1,320 or 1,430 lbs.

Maximum Speed 250 knots 120 knots

Engines No restriction on number or type Single, reciprocating (piston)

Adjustable Propeller Allowed Ground adjustable only

Retractable Gear Allowed Allowed for water operation only

Mandatory Safety Bulletins Mandatory SBs “recommended” Manufacturer’s Mandatory SBs

Time Before Overhaul No change proposed Overhaul required for COS

Source: LAMA board director Phil Solomon

47
 MLSA Highlights
• Weight to = 3,000 lbs. • Fully Built Gyros
with 54-knot stall • Electric or Hybrid
• Four Seats • Multiple Engines
• Retractable Gear • Turbine
• Adjustable Prop • Helicopters
• 250 Knot Max Speed • Aerial Work

PEO PLE A ND ARE AS O F CO NCERN

Medicals: Lots of questions surround one of the Several pilots have complained about use of cali-
principal benefits of LSA operation: the lack of require- brated versus indicated airspeed for the stall limit, but
ment for an aviation medical if operating as a sport pi- this is another matter that might be clarified after the
lot. More specifically, pilots want to fly larger aircraft comment period.
using these privileges, meaning no medical certificate, Endorsements: One of the significant lessons learned
or BasicMed, instead using the driver’s license as evi- in 20 years of pilots operating LSAs is the so-called
dence of their medical fitness. magic of endorsements. Instead of asking pilots to re-
To keep within their budget, many pilots wish to buy ceive training, take a knowledge test and possibly an
(or keep flying) legacy GA aircraft such as the Cessna oral exam, followed by a practical flight test, they can
150, 172, 177, and some 182s, plus certain Pipers, Dia- just go get trained for added skills from an instruc-
monds, Champions, or other brands. Many of the lat- tor who then endorses their logbook accordingly, and
ter aircraft are too heavy to allow such privilege today. they’re good to go. This puts a significant burden on
MOSAIC appears to change that, but without present- flight instructors to do their jobs well, but that’s al-
ing compelling evidence that possession of a medical ready the situation.
assures a flight proceeds safely, the FAA nonetheless The NPRM already refers to the use of endorsements
clings to this premise. Many assert the occurrence of for retractable gear training or adjustable prop train-
medical problems sufficient to upset a flight or cause ing, and many believe that expanding endorsements to
an accident are incredibly small in number. all privileges described in the MOSAIC proposal has
Stall speed: Most NPRM readers agree that it was a merit.
worthy solution to use 54 knots clean stall as a means Noise: For the first time, the NPRM introduced noise
to limit the size of the airplane and to keep it within requirements that encompass several pages. Coinci-
the FAA’s mantra of LSAs being “easy to fly, operate, dentally, the LSA sector is already one of the quietest
and maintain.” in the airborne fleet.
However, many respondents note that adding just a This is partly because of European noise regulations
couple knots to that limit will allow several more air- that have been in place for a long time, motivating qui-
planes that some wish to buy and fly under MOSAIC eter engine and exhaust system development. How-
rules. Note that the 54-knot reference is not related to ever, LSAs are also quieter because the powerplants
landing speeds or slow flight, where lift-enhancing de- are modern, thanks to the faster approval process im-
Courtesy of Flight Design

vices like flaps would normally be used. plied by industry consensus standards.
Some pilots asked if adding vortex generators could The industry was not pleased about the noise pro-
reduce stall speed enough to qualify. The problem lies posal, as these requirements add burden without iden-
in proving a slower stall speed was achieved. Stall (VS1) tifiable benefit. Nonetheless, the situation might be
printed in the POH will be the standard about com- handled through the ASTM process more quickly and
pliance. still satisfy political demands.

48
 Night: MOSAIC’s language invigorated many read- brid, turbine, and powered-lift devices, which leaves
ers when the NPRM expressed support for a sport pi- the mechanic-training industry guessing where to
lot to fly at night—with proper training and a logbook start. Some organizations wonder if it’s worth the in-
endorsement. Then the proposal refers to other FAA vestment to create appropriate courses with uncertain
regulations that require BasicMed or a medical. If you privilege at the end.
must have a medical, you are not exercising the central Indeed, eight training organizations suggested they
privilege of a sport pilot. Why suggest that a sport pi- would petition for an extension to the comment pe-
lot can do things that are blocked by other regulations? riod. It was successful, so the extension will delay the
This conflict should be resolved. expected arrival of the finished MOSAIC regulation.
This is one of several aspects of the NPRM that many Absent any extension, the FAA has repeatedly said 16
describe as “inconsistencies,” where one part of MO- months were needed, equating to the end of 2024 or
SAIC appears to restrict another part, often for unclear early 2025.
reasons. Such observations lead many to declare the One group creatively suggested using add-on train-
NPRM looks “rushed to market.” Hopefully, most prob- ing modules to solve the problem in much the same way
lems can be addressed in the post-comment period. that endorsements can be used to solve pilot training
When surveyed about why night privileges are enhancements.
valued, most pilots wanted to be able to complete a Lack of sector expertise: The FAA knows a great
cross-country flight with a landing after dark. deal about conventional, three-axis airplanes but far
IFR/IMC: Contrary to what many think, the FAA less about so-called “alternative LSAs.” For machines
has never prohibited LSAs from IFR/IMC operation. that use different control systems or operate substan-
It is the lack of an ASTM standard to which manu- tially differently than airplanes—weight shift and pow-
facturers can declare compliance that prevents such ered parachutes come to mind—some industry experts
sales. (Some special LSA owners elect a change to ex- believe a better system is to authorize an industry orga-
perimental LSA status and can then file IFR, assum- nization to manage these sectors. This has been com-
ing they have a rating, are current, and the airplane is mon throughout Europe for many years and could work
properly equipped.) well in the U.S.
However, as with night operations, many LSA owners In a document of its size, some errors will arise and
report higher-level pilot certificates often including in- some clarifications will be needed. It is only a proposal
strument ratings, and they would like to be able to use after all. Pilots can comment on certain aspects but will
their LSAs to get through a thin cloud layer. have little idea how the FAA can or will solve various
Maintenance and TBOs: The maintenance commu- points, even if they offer solutions.
nity has found several objections within the NPRM. It This frustrates some readers and can cause uncer-
appears that changes could cause a loss of privilege for tainty about a pending or planned airplane purchase. In
LSA owners who have taken training to perform basic turn, purchase-decision delays frustrate airplane man-
maintenance on their own LSAs. ufacturers. That’s the precarious terrain surrounding
In addition to altering the privileges of light sport new regulations. Such comments on regulation are part
repairman mechanic (LSRM) certificate holders, MO- of the American way, where the citizens can be part of
SAIC adds capabilities such as electric propulsion, hy- the process. Here’s your chance to speak and be heard. [
 AN
EXPERIMENTAL
ADVENTURE
As pilots, almost all of us regularly trust our lives to an aircraft someone else has built. We do
not pull each rivet, run the wiring, or bolt in the engine before hopping into the cockpit. It is part of what
makes getting into an airplane an act of trust.
In many cases, that trust is bought with the stan- When looking for a less expensive, more flexible op-
dardization, quality control, and testing that goes into tion, would you buy and fly an airplane your hangar
type and production certification. However, that has neighbor built?
its limits, not the least of which are the oft-dispar- Most of us can probably agree that it depends pretty
aged cost of certified models and a certain inability much entirely on the neighbor in question. For Tyler
for significant customization. As Henry Ford said of Gibbs, 27, who flies out of California’s Corona Munic-
the Model T: “You can have it in any color you want, as ipal Airport (KAJO), it was a decision that just made
long as it is black.” sense.

With more than 1,400 examples having completed first flights, the Van’s RV-4 is a popular, well-respected kitplane.
 FA M I LY H I STOR Y
About a year and a half ago, Gibbs purchased a Van’s best. His brother had an RV-4 (N527CG) he was will-
Aircraft RV-4, a two-seat experimental/amateur-built ing to pass along.
(E/A-B) airplane, from his older brother. It’s his first N527CG had several owners before coming to Gibbs,
aircraft, though he says it won’t be his last. While he having been built by Luther Arthur and flown for the
trained in certified models, he had some exposure to first time in 1991. Gibbs’ brother bought it from a friend
the world of experimentals through his brother, open- years later. He and his wife flew it for almost four years
ing the door to the possibility when it came time to find before selling it to Tyler.
his own airplane. There’s a lot to be said for buying a known aircraft
Flying runs in the Gibbs family: His father, brother, from a trusted source, especially when taking the step
and sister-in-law are all pilots. Even so, it took a bit for from certified models to experimentals. For those not
Gibbs to take the controls himself. In spite of, or per- familiar with the segment, E/A-B aircraft aren’t sub-
haps because of, the early exposure to aviation, he had ject to the same construction and maintenance rules
graduated from college and was working at the family as their certified counterparts—though the RV-4 is
trailer sales business before the flying bug finally bit. made from extremely conventional materials wielded
Once it had, he didn’t look back. He earned his private in very conventional fashion, and all experimentals are
pilot certificate, followed promptly by his multiengine required to have annual inspections. They can be built
and instrument ratings and commercial pilot certif- and worked on by pretty much anyone and modified
icate. With those in hand, he began to work as a pilot to suit the builder. It’s also safe to assume that no two
for hire, picking up gigs flying skydive jump planes and builds—even if the same plans or kit components were
towing gliders. With two and a half years of aviation ex- used in construction—will be exactly alike. That’s an
perience, Tyler is pursuing his glider rating and begin- adventure for a first-time E/A-B buyer, for sure.
ning to look toward earning his CFI. With N527CG, Gibbs had the advantage of direct
About a year after getting his private certificate, knowledge of the aircraft’s maintenance and opera-
Gibbs decided it was time to purchase his own airplane. tional history. Prior to coming to the Gibbs family, the
Aircraft ownership was not a new concept in the Gibbs aircraft was repainted with its current World War II
family either. The family has owned a number of air- U.S. Army Air Corps-inspired livery.
planes over the years, including a Cessna 172 and 210. When Tyler’s brother owned the airplane, the en-
But, like flying, aircraft ownership wasn’t something gine was rebuilt after it developed an oil leak. During
Gibbs had really considered for himself. the overhaul, the Lycoming O-320 received some new
Once he decided it was something he wanted, he additions, including electronic ignition and a conver-
didn’t have to look far to find the one that suited him sion to fuel injection.

53
 ASSESSING A HOMEBUILT
As Gibbs’ story might suggest, there are a few things to N527CG is a beautifully built and maintained air-
consider when buying a used E/A-B that might not come craft with a long and well-documented history. Having
up when purchasing a certified aircraft. To start, a po- been in the family for four years—with significant en-
tential buyer will need to study up on the model they gine work done during that time—it doesn’t have many
intend to purchase. The goal is to develop a solid idea of surprises left. While Gibbs’ particular situation might
what a well-built example should look like, what types be hard to come by for another first-time E/A-B buyer, it
of problems are most common to the design, and what does bring up the importance of taking the time to talk
kinds of modifications are likely to crop up. If possi- with people who know and have worked on the airplane.
ble, a look at the plans for the kit can help provide a bet- If a builder isn’t excited to talk about the trials and tri-
ter sense of how everything should fit together. Buyers umphs of making an aircraft, it’s probably time to look
looking at Van’s designs have another tool in the drawer: for a different one to buy.
Because of the popularity of all of its airplanes, it’s easy Another aspect to pay close attention to with an ex-
to find “comparable” examples, and several shops have perimental is how the builder might have modified
popped up around the country that specialize in RV the design from the original plans or kit components.
maintenance and prepurchase inspections. Mods are common in this segment and can signifi-
In Gibbs’ case, he had a source on hand who knew cantly affect the performance and handling charac-
the aircraft nearly as well as the original builder. Not teristics of the model. While this provides a lot of room
to mention, the RV-4 wasn’t his brother’s first experi- to adapt a design for its intended mission, it is a poten-
mental—and Gibbs had experience helping him work on tial trouble spot for a buyer who will be tasked with
several of those. That familiarity made it a comfortable, figuring out exactly how, where, and why the aircraft
reliable purchase, and a solid choice for a first aircraft. differs from factory specifications and to understand
When examining a potential E/A-B buy, the first if the nature of the modification is common (therefore
thing to look at is the overall quality of the build. It’s vetted by the fleet, or at least some of it) or an outlier.
usually safe to assume that an aircraft with signifi- In general, the fewer mods the better when it comes to
cant problems on the surface (i.e. wavy fiberglass or buying a used E/A-B.
deformed rivets) is likely to have other, not-so-visible As previously discussed, N527CG received its big-
issues underneath. A clean, tidy build with no obvious gest mod while in family hands and was then flown for
faults is a good place to start when considering a used a meaningful period of time. Post-modification per-
experimental. formance reports were likely to be accurate. Even so,
 An all-metal, low-wing monoplane, the RV-4 is the first Van’s RV model to seat two.

Gibbs says his first flight in N527CG was a memorable it might be to a buyer who doesn’t want to perform any
experience. He’d completed his tailwheel training in a panel work any time soon.
Cessna 140 and flew with a friend to get in some dual in When it comes to assessing a used homebuilt, another
a different RV-4 before heading out in his own airplane. thing to look at is which engine and propeller the builder
Gibbs was smart to do so, but even better are full transi- chose to install. A good prospect will have an engine and
tion courses available for most RVs that have proven to prop specifically listed by the kit manufacturer. When it
reduce risk for pilots new to the type. With the engine comes to reliability, accident records, and resale value,
modifications giving it more power (and being solo in alternative options—those not named by the manufac-
the cockpit), it took off like a rocket. As it should: The turer—generally don’t hold up as well.
RV-4’s maximum gross weight is 1,000 pounds less than In the case of N527CG, the engine selected when it
a Cessna 172’s of similar horsepower. was built makes the list. However, the modifications
While it seems obvious, it is important to take the make it a little less of a slam-dunk for a buyer looking
time to check which equipment has been installed be- for the perfect homebuilt prospect. A stock O-320 pro-
fore buying an aircraft. Returning to the flexibility as- duces 150 to 160 hp. Gibbs reports that post-rebuild, the
pect, the options can vary far more widely in an E/A-B modifications to N527CG’s engine have boosted power
than in a certified model. An airplane outfitted with old, above the stock 160 hp. While he had insider intel on the
unsupported avionics isn’t a great place to start unless work done and how the aircraft performed afterward, a
the buyer is planning to overhaul it themselves. Espe- buyer less familiar would need to put in extra effort to
cially for a first-time E/A-B owner, it is worth looking ensure they knew what they were getting.
for an aircraft with an updated panel. As a final note on purchasing considerations, when
The panel in Gibbs’ RV-4 is set up with a Dynon buying a used experimental aircraft (any aircraft, re-
FlightDEK-D180, Garmin GTR 200 radio, and Ben- ally), a thorough prebuy inspection conducted by
dixKing KT-71 transponder. While the current avi- someone familiar with the specific model being con-
onics aren’t exactly getting any younger, he has plans sidered—or at least who knows homebuilts—is highly
to update them in the near future. Since he is already recommended. The upfront cost of an inspection can
aiming to do the work necessary to make the aircraft keep a “great deal” from turning into a money-guzzling,
IFR-capable, what it came with is of less interest than unflyable, uninsurable headache in the long run.

55
A BRIEF LOOK AT THE VAN’S RV-4
 OWNING AN RV- 4
N527CG has been Gibbs’ for a year and a half. During In terms of reliability, the airplane hasn’t needed
that time, he has flown it all over the West Coast, build- much of anything beyond regular upkeep. In Gibbs’
ing tailwheel time, commuting to work, and mostly just words, it’s a simple airplane with simple maintenance
having a great time. These days, the aircraft is based needs—just a really good aircraft. It has also proven to
at KAJO, where he is also a member of the California be a good example of what’s available beyond the occa-
Flyers Club. sionally narrow world of certified airplanes.

FLIGHT FUTURE
When asked about his aviation goals, Gibbs says he is RV-4. He is thinking about adding an airplane more
thinking hard about getting into aerial firefighting. suited to traveling cross-country with a family—some-
He’s also very interested in teaching and believes he thing like a Cessna 310.
will always want to spend at least some of his time with Also on his bucket list, proving that it can be hard to
students after earning his CFI. When it comes to air- walk away from experimentals once you’ve had a taste,
craft ownership, he has no plans on stopping with the is building an RV-8.

E /A-B VS. C ERT IFIED

There are always a great many things to consider when should raise flags with a buyer in much the same way
buying an airplane. Not only is it a significant invest- as weirdly rippled sheet metal on a homebuilt.
ment, it is one in which we trust our lives—and those of On the other hand, a good example of each airplane
our family and friends. With that in mind, it might be is a ticket to adventures defined by arguing pattern et-
easy to assume that flying anything not built in a fac- iquette, grumbling about fuel prices, and knowing that
tory, even ages ago, increases the risk. Rather, like the no one else is doing it right, for the love of Orville and
rest of aviation, it usually comes down to making good, Wilbur.
well-reasoned choices. Also, there’s that feeling when the wheels leave the
A certified model with a murky maintenance his- pavement and the sky opens up in front of you.
tory and more stop-drilled cracks than solid surface You know the one. [

57
MACKINAC
ISLAND
 Beautiful fall foliage and smaller crowds are among the advantages of a late-season visit to Mackinac Island.

After months of trying, we finally made our way to The good news is that there is a lot to do on Mackinac
Michigan’s Mackinac Island just as the tourist season during the summer. And while there is far less going on
was winding down. People say the island is open from during the offseason months, the place becomes a true
May to October. Or did they say “through October?” It escape from the daily grind. A handful of hotels and one
depends on where you seek your information, but we or two restaurants stay open year-round, and when-
have found you can rely only on the period beginning ever you choose to visit, general aviation is the best way
with the Memorial Day weekend and ending with La- to get there. With our suggestions, you can make your
bor Day for having the most tourist amenities available. plans for the coming season.

60
 GETTI NG THERE
I usually make destination flights like this one in ning and end for travel. Even though the ferry ride is
Annie, my Commander 114B, but it’s more than 500 fairly short, the island’s remote location near the north-
nm from my home base at Sussex Airport (KFWN) ern tip of Michigan’s Lower Peninsula and the south-
in northern New Jersey to Mackinac Island Airport ern tip of the Upper Peninsula means a long drive to the
(KMCD). Because poor weather on the island and boat for most people. Those who live a state or two away
along the route had kept me from flying there earlier, are ideal candidates for GA, which speeds the trip along
I started looking for a professional pilot familiar with considerably.
the area to take me there. Driving from Chicago to the island takes about seven
A friend recommended Nick Sanderson of Hangar9 hours or more, depending on ferry schedules. Flying
Aviation, a Part 135 charter operation based at Padgham there from Chicago Executive Airport (KPWK) would
Field (K35D) in Allegan, Michigan. Sanderson and his take less than two hours in Annie or less than 90 min-
partner, Colin West, have flown passengers to Mackinac utes in the 414A. Part of the driving time is the result of
many times in their Cessna 414A, so we booked passage having to get around Lake Michigan in a car or across
with them. Like many vacation trips that involve ferries, it in another ferry—but with proper planning you can
travelers typically have to set aside a day at the begin- safely cross the lake easily in a light GA aircraft.

TH E AI RP ORT
Pilots and passengers will enjoy a dramatic approach The field is nontowered, with a 3,501-foot runway
over Lake Huron to Runway 8/26 at KMCD, but you that is 75 feet wide—same as my home airport. This is
will not be over water for long, though, because the is- not a big challenge, though breezy conditions will gen-
land’s airport lies just a few miles offshore. You can spot erally guarantee that it will not be the easiest landing
other airports nearby even as you fly the traffic pat- you make this year. West was flying into a headwind of
tern, including Bois Blanc Island (6Y1) 8.1 nm south- about 15 knots and probably could have made it with a
east, Mackinac County (83D) 5 nm west northwest, and runway less than half as long. The 414 coasted gently to
Cheboygan County 14 nm south. a turnoff about two-thirds down the strip. A Beechcraft
Views from the air are stunning, especially for Sep- King Air arrived a few minutes after us, but most visi-
tember through October, as the foliage is changing col- tors that day arrived in piston singles. Jets with good
ors. The island’s winter semi-hibernation seems to wait short-field performance occasionally stop by, airport
until the end of this natural show, which typically forms staff told us, but we did not see any during our stay. The
its last big attraction of the season. airport averages 30 operations per day.

MACKINAC ISLAND
AIRPORT (KMCD)

Location: Mackinac Island, Michigan

Airport elevation: 729 ft. msl
Airspace: Nontowered, Class E/G
Runways: 8/26, 3,501 ft.
Lighted: Yes, no fuel
Pattern altitude: 1,900 ft. msl

61
 THINGS TO DO

The island is tiny, covering 3.8 square miles, but offers which means there is a lot of quiet, uncrowded space
plenty of sights and activities. The downtown area is available, including more than 70 miles of trails in the
packed with hotels, restaurants, gift shops and pur- park that take visitors past caves, rock formations, and
veyors of fudge, a signature island product. There are cemeteries dating back 200 years.
also a lot of horse-drawn carriages on the streets, but People like to recite impressive numbers when
no cars. They are not allowed. Indeed, M-185, the 8.2- talking about the island, from the 500 year-round res-
mile road around the island’s perimeter, is said to be idents, 1,489 bicycles for rent, and 24 restaurants with
the only state highway in the U.S. that forbids motor outdoor seating to the famous Grand Hotel’s 660-foot
vehicles. There are, however, 600 horses on the island front porch, which they say is the longest in the world.
during peak season, mostly for pulling carriages. Much There are also between 120 and 140 geocaches hidden
of the island is covered by Mackinac Island State Park, on the island for modern sleuths to find.

H I STOR Y
The island was a sacred place for Indigenous peo- horse-drawn carriages were the standard for trans-
ples long before European colonists arrived, partic- port on the island and had been operating there for
ularly for the Anishinaabek (Odawa, Ojibway, and decades. They also played a part in the island’s trans-
Potawatomi). Mackinac became a bone of contention formation to a destination and, for many, reflected
between U.S. and British forces during the War of 1812, the unique culture. As cars gained popularity among
when British, Canadian, and Native American soldiers the well-to-do families that could afford them, they
captured Fort Mackinac from the small garrison based also began to roll off ferries onto the island. Carriage
there. The taking of Mackinac was among the first en- operators petitioned local officials to prohibit what
gagements of the war and began more than two years they called the “dangerous horseless carriages” that
of fighting between the U.S. and Britain for control of frightened their horses and fouled the air. The village
Michigan and the Great Lakes. Both sides sought con- enacted a ban on cars in 1898. Today the lack of cars
trol of the Great Lakes fur trade, and the conflict came makes the island different and a true escape from the
to a head in 1814 when seven U.S. warships and about noise, congestion, and pace of everyday life.
1,000 soldiers arrived on a mission to recapture the is- Aircraft, on the other hand, have become key to is-
land. They clashed with British forces on August 4, in land commerce. Many would hesitate to visit without
a battle that the U.S. lost. It took the Treaty of Ghent the option of flying, and air tours are also a popular
to return peace to Mackinac, with U.S. soldiers taking attraction. Airplanes might be most important in the
possession of Fort Mackinac in July 1815. cold months: When the lake freezes and Mackinac be-
You might wonder why cars are forbidden here. comes what some consider a true winter wonderland,
When the auto industry started in the late 1800s, an airplane might be the only way to get there.

CO DA: BE WEATHER MINDFUL

Rapidly changing weather is always a consideration ing rain followed by hail rang through the cabin. The
when flying in Michigan and the surrounding area. airplane felt solid, Sanderson and West were cool and
While I thoroughly enjoyed my time, I knew I could professional, but there was absolutely no reason to stay
not rely on forecasts. Flight planning in this area in that storm.
means picking more alternates than usual, as our re- We diverted to West Michigan Regional (KBIV) in
turn would prove. About halfway through the flight to Holland. Safely on the ground, we heard support for
Allegan, the broken cloud layers converged from about the decision to divert in the form of extremely heavy
3,000 feet to above 10,000. rain pounding the FBO roof. Lightning flashed. More
It was not nighttime yet, but the skies darkened aircraft arrived on the ramp, fleeing the deluge. Pi-
enough that I could look through the engine cover lots and passengers entered the FBO, jackets drenched
vents and see the orange glow of turbochargers on the from the short walk.
414’s Continental TSIO-520s. The situation became in- The scene made a great case for ride-sharing. We
creasingly dramatic as the sounds of rain, then freez- called Uber for the 30-minute final leg to Allegan. [

62
The Grand Hotel (top left and right, and bottom right) features the world's longest porch, and you can shop at the
only store on the island ( bottom left). With no avgas on the island (center), you’ll need to stop elsewhere if needed.

63
THE DAILY
LIFE OF A
REPAIR
STATION
A look at these businesses reveals the state of modern maintenance—
from the individual owner to a global scale.

BY RICHARD SCARBROUGH
The day begins like any other. At sunrise, a commute to the office, choose a
parking spot, and pull in. Tap the security pad with an ID badge, flick on the lights, dock in the laptop, and start the

coffee. The screen blinks to life, emails flood the inbox, and Outlook dings and pops up with the day’s first meeting.

This is how the day in the life of a certified repair Adjacent to Atlanta Regional Airport-Falcon Field
station begins. While the above may seem routine and (KFFC), Aircraft Accessories International (AAI) FAA
mundane—no different from any other profession—it Repair Station in Peachtree City, Georgia, is an up-and-
is not. Long before the day starts, scores of others are coming shop. Founded in 2014, it specializes in helping
already hard at work. Teams operate in every corner of owners maintain older aircraft. Longtime readers of my
the globe, working to fulfill the mission. Maintaining Your Airplane column online will be fa-
Some companies are conglomerates with policies and miliar with Pinnacle Aircraft Engines FAA Repair Sta-
procedures designed to ensure success at any facility tion in Silverhill, Alabama, where JD Kuti overhauls
across the world. Others are true small business ven- Lycoming and Continental aircraft engines.
tures, staffed by family members. Not to be confused with the manufacturer, Sensenich
Precision Aviation Group (PAG) FAA Repair Station Propeller Service FAA Repair Station in Lititz, Penn-
is one of humble beginnings, as the company was lit- sylvania, specializes in propeller service and overhaul.
erally founded in a broom closet. Since then, Atlan- Each of these is successful in its own right. Understand-
ta-based PAG has begun an upward trajectory. ing their success means understanding the mission.

MISSION- CRITICAL OPERATOR SUPP ORT

PAG began life as Precision Heliparts Inc. (PHP). Customers demand precision, so PAG begins its
Founded in 1993 by Scott James, the company’s first name with that. After expanding the company, the
business model was to supply parts to the helicop- founders sought to control its destiny by becoming an
ter industry, centering on mission-critical operators: FAA Part 145-certified repair station (CRS). In 2003,
medevac, law enforcement, and the Department of De- PHP obtained FAA certification and entered the main-
fense (DOD). They rely on PAG’s supply chain to keep tenance, repair, and overhaul (MRO) market.
them mission ready. One canceled flight could lead to AAI’s journey began when team members of another
loss of life, a reminder of why PAG is in business. repair station wanted to take a different approach to
In 1996, David Mast became president and CEO, and the customer experience. There comes a time when one
shortly after in 1999, PHP was named one of Ameri- must exercise the freedom to make a choice if necessary.
ca’s fastest growing companies by Inc. magazine. Mast AAI recognized a need to upgrade the support of older
and James knew there was strength in numbers, and aircraft and seized the opportunity.
Courtesy of Richard Scarbrough (opening spread and at right)

an expansion seemed to be the next step for progres- When Pinnacle changed ownership, the new leaders
sion. Western Canada is home to scores of helicopter expanded the business model from a single scope, serv-
operators, and in 2002 PHP established Precision Heli- ing essentially one customer, to expanding and offering
parts-Canada (PHP-C) in Vancouver, British Columbia. top-quality reciprocating engine service to everyone.

CUSTOMER SUPP ORT COMMITMENT

PHP reached another milestone in 2004 with the ac- repair, and overhaul (ISMRO) business model, PAG
quisition of Atlanta neighbor Precision Avionics and is well positioned to support its growing global client
Instruments (PAI), and rebranded as Precision Avi- base, providing MRO and supply chain solutions for
ation Group (PAG). PAG maintains 20 repair stations fixed and rotary-wing aircraft.
and more than 850,000 square feet of sales and service PAG world headquarters sits adjacent to Harts-
facilities in the U.S., Canada, Australia, Singapore, and field-Jackson International Airport (KATL) in At-
Brazil. Using an inventory-supported maintenance, lanta, led by accountable manager David Scarbrough.

66
The AM, as defined by the FAA in Advisory Circular ferent components I see. Pretty soon, we almost have
(AC) No. 145-9A, is the person designated by the re- an entire airplane.
pair station to be responsible for and have the author- One of PAG’s stated growth strategies is to combine
ity over all operations conducted under Part 145. The unmatched customer service with investments in in-
AM also acts as the station’s FAA point of contact. ventory and MRO capabilities. This is where the ISMRO
“Things are busy, and we are growing,” Scarbrough comes into play. Let’s say you are the director of mainte-
said. “Please forgive the dust. The facility is going nance for a corporate aviation entity with a small fleet
through a renovation and expansion.” of Beechcraft King Airs and one Cessna Citation X. One
The company is creating centers of excellence and of the King Airs is coming due for an inspection, and an-
overhauling its workspaces, shops, and conference other just experienced a starter generator failure. The X
rooms. In today’s world of lean manufacturing, 5S is off on a trip, and one of the company executives has to
methodology, and Kaizen events under Six Sigma, be in Omaha, Nebraska, to close a huge deal. They could
companies must evolve through continuous improve- fly commercial, but why go to the trouble and expense of
ment or lose market share. maintaining a corporate flight department if you have
We started our tour in the shipping and receiving to buy a ticket and stand in line with your shoes off?
department. Here, rows of boxes lined up on conveyor Your choice is clear: Fix the King Air, pronto. The
belts wait their turn to be checked in by the crew. Peo- engine cowling comes off, and the maintenance crew
ple overlook the importance of shipping and receiving, pulls off the starter generator from the left engine. The
which is a huge mistake. This team is your first line of generator comes off, but the end of the shaft is still in
defense for spotting incoming errors, such as paper- the engine. Yep, it’s a sheared shaft. A quick trip down
work issues or critical damage incurred during ship- to PAG, and the shop inducts the part. The good news
ping. It is also the last to touch the parts before your is it can fix it. The bad news is a shaft is on back order
customer sees them. and will not be in for a week. When all hope seems lost,
The tour then proceeds through the various repair the DOM calls PAG, and a customer experience coordi-
shops at the Atlanta branch. Our next stop was the in- nator answers before the third ring. The rep states an
strument shop. We visited several more functional exchange is ready to go, and they will accept the older
shops, including gyro and pneumatic, starter genera- part as a core. The part ships, the mechanics install it,
tor, accessories, and avionics. We finished up at wheels and the executive makes the meeting. Everyone wins.
and brakes. As we walk through the shops, my A&P Adam Fett, director of sales for PAG Atlanta, said
brain cannot help but start to piece together all the dif- the company does not deploy an outside sales force.

67
Rather, the inside team will make customer visits and tails in your business, and the rest will fall into line.
solidify the relationship. When I asked if the team was AAI maintains a spotless facility, which is not easy
split by region or aircraft platform, Fett said that was when dealing with decades-old aircraft parts.
not the case. “At PAG, we let the client decide who their Dan Landis serves as the general manager of
rep is,” he said of a concept that is revolutionary for the Sensenich Propeller Service, and he is the main point
MRO industry. of contact for technical support. Landis recently told
Our stop at AAI is essentially the same, only on a me that the best part of his job is getting into the field
much smaller scale. CEO Kevin Allen and I met at the and talking propellers with his customers. One of the
shop, and I could tell from the first few minutes that best ways to connect with people is through organized
his facility was squared away. Are you familiar with events, so there is always something on the company’s
the book Broken Windows, Broken Business: How the calendar. Landis attended the Beechcraft Heritage
Smallest Remedies Reap the Biggest Rewards by Mi- Museum’s biggest event of the year, the Beech Party,
chael Levine? Its main point: Take care of the little de- in October in Tullahoma, Tennessee.

START WI TH WHY
Simon Sinek has a best-selling book called Start with Keith Stringer, vice president of engine services,
Why: How Great Leaders Inspire Everyone to Take Ac- oversees PAG’s Engine division. When asked about
tion. To begin, a business must establish and live by his biggest challenges, Stringer singled out the supply
its core values. Many companies lose sight of this and chain, specifically raw materials. Jordan Webber, vice
drift far from the intended path. PAG states its clearly: president of component services, joined the organi-
“passion, service, integrity, teamwork, and quality.” zation in 2012, launching from scratch and running
The leaders of PAG’s four sectors, avionics, com- several divisions of PAG. In addition to running the
ponents, engines, and manufacturing/DER services component services division, Webber is also managing
gather periodically to map out a strategy for the fu- Canada and Australia. The supply chain is also a head-
ture. Mast established this practice years ago and even wind for him, along with rubber for tires.
saves old goals written on index cards. PAG’s growth is Ketan Desai is PAG’s chief sales and marketing of-
based on two key foundations: combining unmatched ficer. Desai said he has to be conscious of the cultural
customer service with investments in inventory and nuances when operating in other parts of the world.
MRO capabilities, and establishing sales and service Some cultures wish to negotiate the price of goods and
facilities close to customers worldwide. services, and it is up to the on-site leadership to work

THE REPAIR STATION PROCESS

Pilots need to understand specific, helpful identifying standard overhaul and over/ is a legitimate charge the shop uses to cov-
nuances before engaging a certified repair above items. Inquire if the shop charges a er additional costs like supplies, solvents,
station. This is hardly an all-inclusive list, clean-and-inspect fee. and hardware.
but one that can provide familiarity with DURING THE VISIT AFTER RETURN TO SERVICE
the process to significantly enhance your • Ask to approve any new charges in writing • Follow all post-visit instructions from the
understanding: not included in the original estimate. shop, including handling, setup, and break-
BEFORE THE CALL • Do not try to source this material on your in procedures.
• Do your homework when choosing a repair own. The shop is most likely receiving a • If your unit cannot be repaired or you
station. discount and buying from approved sourc- decline the quote, the shop may initiate
• Call or visit the shop and build a relation- es. You may end up paying more for less of beyond economical repair (BER) charges.
ship with a specific rep. Building a rapport a product. • If it happens, always ask for your core back.
will give you confidence and may even save • Review the bill of material (BOM) and ver-
you some money. • After the visit is not time to negotiate. Take
ify it matches the original estimate. If you care of that before sending in the part for
• Ask for a detailed estimate, clearly see terms like “convenience assembly,” it service.
 with the team to manage the transactions. Each loca- shop tick. “There needs to be an alternative between
tion takes pride in the region it serves and incorpo- the original equipment manufacturer (OEM) and
rates that culture into the local PAG business. This is eBay,” Allen said. “At AAI, we have a passion to help
evident in the PHP-Canada logo, which features the older aircraft operate safely.”
corporate brand but also sports a Canadian maple leaf. We talked about how sometimes, if an older part is
For those who work in the aviation sales business, no longer available, a solution could be obtained using
they know of special elements not found in other in- parts manufacturer approval (PMA) pieces or a desig-
dustries. Take, for example, the aircraft rotable parts nated engineering representative (DER) repair to re-
sales and core charges. KT MacIntosh, chief finan- turn the unit to service.
cial officer, explained that she has specific internal At Kuti’s Pinnacle shop, the focus is on aircraft re-
controls for outstanding cores, core returns, and un- ciprocating engine service. Sometimes, diversification
serviceable core inventory. In the story of the starter can dilute a brand, especially regarding reciprocating
generator mentioned earlier, there was no core charge engine overhaul. Kuti said he needs to control quality,
because the mechanic provided the core in advance. which means sticking to what he knows best—a pas-
Mast first joined the company with a singular vi- sion for perfection.
sion: serving customers. That was his “why.” He knew PAG is constantly looking for ways to improve its
that the core customer base was wholly first respond- business. When armature and stator rewinding be-
ers, and every mission was critical for them. One key came a bottleneck for production in 2020, it bought a
thing to remember is that helicopters require 10 hours rewind facility, invested some capital, and kept the line
of maintenance for every one hour of use on a fixed rolling. Landing gear requires a great deal of mainte-
week. To PAG, there are 10 times more opportunities nance, and in the spirit of tip-to-tail coverage, PAG ac-
to serve. We aren’t discussing just missing a big pre- quired landing gear provider Trace Aviation in 2021.
sentation—someone could perish. This is only the beginning, and each move forward is
Following the day of interviews, I reviewed my another step toward the vision set in the early days of
Courtesy of Richard Scarbrough

Moleskine notebook and the notes from every inter- the firm. We finished our conversation by touching
view from the executive team to the technicians. They on my favorite subject—aircraft maintenance. There
all had the same “why,” simply to serve. This was real. is beauty in what those folks create behind the shop
As I type this out, I keep glancing back at the Sinek doors—honest work, technical in nature, and mission
book subtitle. Service is baked into the culture. critical to serve the customer. [
Over at A AI, Allen will point-blank tell you his
“why.” Allen and I met recently and discussed why he RICHARD SCARBROUGH is an A&P technician with
chose the small business route and what makes his experience from general aviation to commercial airliners.

69
 FLIGHT
JACKETS
TELL A
STORY
O r i gi n a l o r t r i bu te , t h e y a re
ch er i sh ed arti cl e s .

BY MEG GODLEWSKI

SINCE THE EARLY days of aviation, the leather jacket

has been fashion de rigueur for pilots. Because leather
is windproof, these jackets were a favorite of pilots in
open cockpits. By the 1930s the military issued A-2,
G-1, and B-3 jackets that were often adorned with hand-
painted squadron patches and the name of the aircraft
or unit the owner flew with. Although leather jackets
are no longer worn into combat, they are still a large
part of pilot culture—and they are prized by collectors
of all genres.

Jackets on Display
Aviation museums have become repositories for flight
jackets, including one of the most storied, the National
Air and Space Museum in Washington, D.C. Accord-
ing to Alex Spencer, curator of European, British, and
Commonwealth military aviation, military flight cloth-
ing, and memorabilia, the museum boasts 25 flight
jackets in its collection, most from World War II and a
few from later conflicts and wars.
Three of Spencer’s favorites are the A-2s worn by
Claire Chennault, Thomas Weems, and Kenneth Wil-
liams. Chennault was a U.S. major general who com-
manded the U.S. Army Air Forces in China during
World War II and created the American Volunteer
Group (AVG), best known as the “Flying Tigers.”
Weems served as a navigator aboard Martin B-26 Ma-
Rebeca Rambal

rauder Winsockie in the 69th Bombardment Squadron

at the Battle of Midway in 1942. Winsockie was one of
five B-26s sent to attack the Japanese carrier fleet.
Only two of the aircraft returned.
 Williams was a member of the crew of the B-17 many. I love how the Boeing workers took such great
Murder Inc. pride in their work that they were willing to sign an ob-
“The B-17 was named after a mafia group in New ject that might not come home. 5 Grand did come home
York City in the 1920s and 1930s,” says Spencer. “The but was scrapped after the war.”
guys on the airplane thought it was a good idea. When Burchette believes it is important that people realize
the airplane was shot down by the Germans, the pro- flight jackets are more than just clothing or protective
paganda arm took the name of the aircraft to show they gear for pilots and crewmembers.
had ‘absolute proof’ [that] the Americans were terror “They are an extension of the planes they flew and
fliers out to murder civilians. It became an interna- took pride in,” he says. “The flight jacket is an item of
tional incident and, when it got back to General Hap uniquely American clothing, and the artwork painted
Arnold, he ordered a review of all airplane names. Any- on many is even more so. Looking at the jackets on dis-
thing to do with murder or killing or such were ordered play, it is clear that the owner was proud to wear them.
to be erased and renamed." Some show signs of much wear after the war, while oth-
Williams was captured and sent to a POW camp. ers are nearly pristine, showing they were treated with
“He scratched the name of the airplane off the jacket. respect and reverence.”
After the war he had the jacket repainted,” says Spen-
cer, adding that it is not uncommon for the families of Post-WWII Jacket
the veterans to visit the museum to see a flight jacket Leather flight jackets were still worn up through the
that belonged to a relative. Vietnam War. Many military pilots kept their jackets
when they separated from the service. Rusty Sachs, a
The WASP Jacket flight instructor for airplanes and rotorcraft, and ex-
The latest jacket to be placed in the care of the Smithso- ecutive director of the National Association of Flight
nian Institute is an A-2 that belonged to Janice Chris- Instructors (NAFI) from 2004 to 2007, is one of those.
tensen, a member of the Women Airforce Service Pilots Sachs still has the leather jacket issued to him when he
(WASP) class of 43-W-5. was a cadet in the U.S. Marine Corps. He enlisted in
According to Dorothy Cochrane, curator for general 1964 and became a helicopter pilot. According to Sachs,
aviation and aerial photography at the museum, Chris- the jacket was handed to him in Pensacola, Florida, in
tensen flew many aircraft, including the B-24, until the February 1965 upon completion of preflight training.
WASP program was disbanded in December 1944. Af- Sachs, who served in Vietnam, tells the story of an
ter her WASP service, Christensen worked at the U.S. enemy attack that had the soldiers running for cover
Airway Traffic Control Center in Chicago and at var- in the bunker. Sachs left his jacket in the tent. A few
ious weather stations in Ohio, then transitioned to a weeks after the attack, he noted his jacket “had a few
career in medicine. She continued to fly as a member small holes in it made by shrapnel.” He had the jacket
of the Civil Air Patrol, and in 1949 she joined the Air relined in 1969 when he entered the Marine Reserve,
Force Reserve with the rank of first lieutenant. She re- making the holes more difficult to find. After Sachs
ceived an honorable discharge with the rank of captain separated from the Marines in 1970, the jacket went
on November 7, 1963. Christensen died in 1965, so she into the closet but was recently sent out for restoration.
did not live to see the WASP granted veteran status.
Her jacket, donated to the museum by her sister, Dag- Family Heirlooms, Legacy
mar Joyce Noll, is scheduled to undergo preservation John Niehaus, a 5,500-hour airline transport pilot and
and restoration before being displayed. the director of development for NAFI, wears a jacket
that belonged to a Marine helicopter pilot in Vietnam
Museum of Flight Jackets who and was a good friend of his uncle.
One of the challenges of exhibiting flight jackets is Niehaus decided on a career in aviation while in high
deciding how much history to share, says Matthew school and received the jacket as a graduation gift.
Burchette, senior curator at the Museum of Flight in “The note inside read, ‘I know I haven’t been the un-
Seattle. The MOF has several jackets on display in the cle you always wanted or needed, but this jacket was
Personal Courage wing that include details of what earned by my best friend who was a pilot in the mil-
company made the jacket. “Not many people realize itary. It served him well, and he left it to me after he
that there were several manufacturers of A-2s during passed away. He would have wanted me to pass it on to
World War II, ” Burchette says. you. I hope it serves you just as well. Good luck living
Burchette’s favorite jacket on display comes from your dream.’”
Richard Jacobson, who was the copilot of the B-17 5 Unfortunately, the uncle died before he had the op-
Rebeca Rambal (all)

Grand. portunity to share more about his friend. The name

“The aircraft was the 5,000th B-17 built since the “Barthel” is stenciled inside the jacket.
attack on Pearl Harbor, and nearly every Boeing em- Niehaus says he is very careful about where and how
ployee signed it as it rolled off the line,” Burchette says. he wears the jacket because he doesn’t want people to
“Covered in signatures, it flew 78 missions over Ger- assume he served in the military. “I never wanted to

72
 You’ll find a nice collection of vintage flight jackets in the Personal Courage Wing at the Museum of Flight
in Seattle, with several variations , as there were many different styles in use by several manufacturers . The jacket
offers a snapshot into the owner’s life, with hand-painted patches and artwork the norm.

73
misrepresent myself to be something that I am not,” did in the war. We’ve been able to figure out that the
says Niehaus. “When I wear it, people ask questions patch on the jacket is the early version of the 760th
to which I reply that it is continuing a family legacy of Bombardment Squadron, but we don’t know if Mar-
honoring a family friend. The person was special to my tin went overseas. We do know after the war he flew
uncle as a friend, and…knowing that my uncle parted for Flying Tiger airlines.
with something of such high sentimental value as a Recently, I gifted my first flight jacket, a 1980s era
show of support to me was so incredibly special.” distressed leather A-2, to my niece Sophie Keene. My
Someday, the jacket will likely be handed down to aviation and journalism careers began concurrently.
Niehaus’ son, who, at age 4, already loves aviation and My first “big paycheck” was used for flying lessons and
wears a jacket that looks very much like his father’s. the purchase of the jacket from the Smithsonian cat-
alog. Top Gun had been released, and leather jackets
Receive and Bestow were in style, worn by reporters in the Persian Gulf
I have been on both sides of the heirloom equation. In War. I was known in that small market as “the re-
my collection, I have jackets given to me by gentlemen porter who flies.” A few years later when I decided to
who will never be a size 40 again but who want theirs make aviation a career, I upgraded to a new A-2, put-
to be appreciated and occasionally worn on “military ting the distressed one into the closet. The day Sophie
days of remembrance and obligation.” A recent acqui- was born, I packed away the jacket for safekeeping. The
sition is a pre-WWII A-2 that belonged to Captain Jack jacket was gifted to her for her 18th birthday. Since we
L. Martin, U.S. Army Air Forces pilot and father-in- are an aviation family, Sophie grew up hearing stories
law of Anne Palmer Martin, a college friend and my about my flying adventures and about grandma Kay
chosen family. Captain Martin went West in 1970 de- (my Mom), who took flying lessons during WWII and
cades before his son Robert married Anne Palmer. loved the P-38 Lighting. I am hopeful Sophie values the
We’re still trying to determine what Captain Martin jacket as more than a fashion statement.

P ROT ECT I NG YOUR JACK ET

BY MEG GODLEWSKI

No matter how old the jacket is, if it means

something to you, it’s valuable.
Protect it by nourishing it with profes-
sional leather care products. You can get
these from shoe repair stores. If it is an
heirloom, consider storing the jacket flat
in a box or footlocker. It will last you a
lifetime or more.
If you intend to sell it, have the jacket
appraised by a reputable dealer. Authentic
World War II jackets in good condition can
fetch $1,500 or more.
If you want to buy one, modern flight
jackets are not cheap. Expect to pay close
to $300 or more for a basic A-2 and as
high as $2,000 for an RAF bomber jacket.
Beware of scammers who claim to have
new authentic A-2 and shearling-lined RAF
jackets for ridiculously low prices (less
than $200). They may have the design of
the jacket, but the materials are subpar.
Instead of leather with a sheepskin lining,
it looks more like someone tore up a faux
leather couch and skinned a muppet. Save
your money and go for the real deal.
Where to find vintage? Prowl swap meets
and even garage and estate sales near
military bases.
 Matthew Burchette, senior curator at the MOF, can show you details that help tell the authentic from knockoffs .

Tribute Jackets Another Kind of Tribute

Most vintage jackets are too valuable and fragile to The A-2 I wear today falls under the heading of a “trib-
wear every day, but if you are set on sporting a piece ute jacket,” but instead of paint, it has patches to honor
of history, consider a replica often known as a “tribute a person and commemorate an event. The first patch
jacket.” Kevin Wisniewski, a skilled artist from Mil- was Fifinella, the mascot of the WASPs, and a gift from
waukee has been painting these jackets since 1987. Ac- Florence Shutsy Reynolds, WASP class of 44-W-5. The
cording to Wisniewski, tribute jackets are often designs next patch is from the “Lost Squadron” P-38 Glacier
commissioned by someone to honor a person or com- Girl, gracing the jacket to honor Mom and cover a hole
memorate an event. I acquired when I rescued a kitten from a tree. There
For replica jackets, he often works off photographs also are multiple patches for my mentors. For Dean
because the original jacket has long since disappeared. Boyd, the man who made an instructor out of me, I
Pinup girls are popular. display the 8th Air Force. Boyd enlisted at the age of
“They painted these on their jackets and aircraft as 17 and made a career of it.
good luck, reminding them of what they were fighting There is also the Tico Tiger from the USS Ticond-
for back home,” says Wisniewski. “We have to remem- eroga in honor of aviation journalist and retired na-
ber these were young boys in their late teens and early val aviator Captain Thomas F. Norton, who flew off
20s who, if not for the war, would be courting these the carrier during Vietnam and taught nuggets to fly.
women and planning futures. Other paintings of air- There are patches from Lockheed to honor Dad, as
craft or cartoon characters depicting giving the en- well as ones for every B-17 I have been aboard: Mem-
emy what they had coming were also a morale booster.” phis Belle, Texas Raiders, Yankee Lady, and Nine-O-
He has two favorite reproduced jackets. “One…I Nine. And there are patches for Red Tails and Hemlock
painted a while back with the likeness of my wife, Beth, Films, which continues to share the stories of vintage
in a classic period ‘nose art’ pose as was on an origi- aviation.
nal aircraft, Bottom's Up! The other is a jacket that was Aviation education is marked with a patch from the
given to me by a fellow reenactor and friend, George Society of Aviation Flight Educators, as I am a found-
Bruckert’s estate. He had painted it himself quite well ing member of the group, and it was from it that I
and very authentically. He passed from cancer way too earned the master CFI designation several times over.
young, and I think of him when I see it.” On one pocket there is a vintage Moffett Field (KNUQ)
Wisniewski uses only hand brushes and brush-tex- patch to commemorate attending Zeppelin NT school
Rebeca Rambal (2)

ture techniques. “This is how they were done during in California in 2009. We are also an airship family,
the war,” he says. “Airbrushing is a bad word in my dic- and putting that patch on was a must. I have found
tionary. One modern improvement is that I use acrylic the jacket to be an excellent conversation starter. It
leather dyes that, unlike original acrylics, won’t crack encourages people to share their aviation stories with
over time or chip off.” me. And I gladly listen. ]

75
 OUR
PILOTS OF
THE FUTURE
Digital aviation experiences continue to drive
interested people into real-world aviation .

BY SEAN SIFF

MY INTRODUCTON TO the world of aviation oc-

curred on an afternoon in fall 1990, when I was 7 years
old. I remember it clearly. My childhood best friend
and I were taken to the local movie theater in Concord,
New Hampshire, to see Memphis Belle. Although it was
rated PG-13, my best friend’s father was our chaper-
one, and I believe he hoped the film would open our
eyes to the seriousness of air combat. He was a U.S.
Navy pilot during Vietnam, flying the Douglas A-4
Skyhawk, and served as a captain at Delta Air Lines,
flying the McDonnell Douglas MD-80. At the begin-
ning of the film, a B-17 returning from a World War
II mission makes a low pass over the Memphis Belle’s
aircrew playing touch football at their base, signaling
the return of the squadron. The beautiful shape and
proportions of the B-17 and the unmistakable sound
of those four Wright R-1820 engines thundering over
me in the theater made the most indelible impression, war, he became a successful businessman and amassed
and my love for aviation began at that very moment. an impressive personal collection of military aircraft.
In spring 1991, David Tallichet, the pilot/owner of Before we departed his company, Tallichet asked if
N3703G, one of the B-17s flown in the film—the other I wanted to fly when I grew up, and I automatically
was Sally G.—brought it to Concord Municipal Airport answered yes. Standing between him and my grand-
(KCON), and I waited in line one rainy afternoon to father, who wouldn’t aspire to what each had accom-
tour the interior with my mother and grandfather, all plished as pilots? That poster with his autograph hung
three of us climbing up the steep ladder into the hatch in my childhood room until I went to college.
located below the cockpit on the pilot’s side. One of my After that close encounter with the movie Memphis
favorite early memories was pausing with my grand- Belle on the ramp, I drove my friends and family crazy
father behind the pilot’s seat as he patiently answered by asking to rent the film at least once per month,
my questions about the dizzying array of instruments, watching it until I could recite most of the dialogue
levers, and switches in the cockpit. As a boy, it looked with my sister. Without YouTube in the mid-’90s, there
impossibly complicated, but I was intensely fascinated. was no easily accessible footage of what it looked like to
After the tour, I purchased a poster at the souvenir fly a B-17 from the pilot’s seat, so I repeatedly rewound
stand that Tallichet politely signed for me. At nearly the videocassette to watch the flying sequences to try
70, he was gallant in both appearance and manner and and understand how it all worked. In 1993, a friend of
spent some extra time with my grandfather and I, tak- mine in the neighborhood heard me talking about the
ing us around the exterior of his B-17 while he and my movie and invited me over to his house after school.
grandfather compared notes on their flying experi- He owned an early PC with a color monitor and had a
ences. During WWII, Tallichet was a copilot of a B-17 copy of the recently released combat flight simulation
in the 8th Air Force, completing 20 missions. After the called B-17 Flying Fortress: World War II Bombers in

76
Action by MicroProse. This was my first flight sim Back during the late ’90s, Chris Palmer—aka
experience of any kind, and I had so much fun trying @AngleofAttack and a CFI who now runs a successful
to fly the B-17 that I didn’t move from the cockpit to try general aviation training business and popular
the other crew positions. The cockpit and the gunner aviation YouTube channel from his home airport in
stations on the bomber were faithfully modeled as Homer, Alaska—started flying the European Air War
much as was possible at the time. For example, in the WWII combat simulator. Palmer remembers learning
waist gun position, you could look toward the front of the basic flight and power controls and the thrill of
the B-17 and see the wings, round engine nacelles, and flying a fighter aircraft over the English Channel to
propellers spinning. Your role in one of the gunner challenge the Germans in air-to-air combat. As a teen,
positions was to defend the Flying Fortress from he purchased Microsoft Flight Simulator X (FSX) and
Courtesy of Sean Siff/Microsoft Flight Simulator

attacking enemy fighter aircraft. All of this sounds dreamed of becoming an airline pilot. He would load
rudimentary today, but the missions, crew stations, an airliner into the simulator and enjoy departing
and color animation were created in the early 1990s. from many of the major airports around the world
Experiencing the B-17 combat simulator came at a contained in the title’s library.
critical and impressionable time in my childhood, and That early exposure inspired him to pursue real-
I can still remember the thrill. In speaking with many world flight training. By the time he turned 17, Palmer
pilots I have met over the years, a lot of us had a chance started ground school and had already learned radio
to try a home flight sim that served as a connection and communication basics from the hours he spent on
an on-ramp to the larger world of aviation. For me, us- VATSIM, the live air traffic control service staffed by
ing a flight sim was a lot of fun, and it only made me trained volunteer controllers that can be layered into a
more excited to try my first real-world flight lesson home flight sim with a software plug-in. After learning
when I turned 14. how to edit highlight videos for his high school football

77
In the author’s youth , he re wound videos of ‘Memphis Belle’ to feed his flying dreams . Now we have sims .

team, he built a study-level training course on how to Fast forward to this summer, and Jorg Nuemann,
fly the Boeing 767 on FSX. These video lessons achieved head of Microsoft Flight Simulator, presented to a large,
scale and, 17 years later, the DVDs, which complement a in-person audience in June at FlightSimExpo, where
professional ground school study program, are selling he shared that MSFS2020 had achieved more than 12
to aspiring pilots training for their next upgrade. million individual users since the software launched
When I came back to the world of GA to finish attain- in September 2020. With the recent launch of X-Plane
ing my private pilot certificate in 2010, there was ner- 12 in 2022, and the continued growth in popularity of
vousness about the coming pilot shortage. Articles on Digital Combat Simulator (known as “DCS” and featur-
the topic abounded, and writers made educated guesses ing modern fighter and rotor wing aircraft), each soft-
about from where the next wave of pilots would come. ware program continues to attract a specific segment of
The question poised at that time was could enough dis- digital aviation enthusiasts. Acknowledging that there
covery or EAA Young Eagles flights be conducted to is some crossover of home flight simulation pilots be-
successfully introduce the next generation to general tween these popular software titles, each offers a dig-
aviation in time to stave off the looming airline pilot ital aviation experience where the user can hop over
retirements not too many years in the future. the virtual airport fence and climb into the cockpit or
In 2014, I changed jobs into a marketing position flight deck of so many faithfully digitally created gen-
where I could combine my passion for GA with my skill eral, commercial, and military aircraft.
set as a social media marketer tasked with represent- Taken together, these software titles have amassed
ing a leading general and commercial aviation product. a worldwide user base on a scale not seen before. The
Around this time, YouTube’s user base was rapidly ex- result is YouTube and flight simulation are introduc-
panding in popularity, and aviation enthusiasts could ing enthusiasts to the world of aviation by serving as
follow pilots on journeys from their first training les- the top of a giant funnel, bringing the user into digital
sons all the way to the airlines. Some pilots such as aircraft that are visually accurate to their real-world
@flightchops (Steve Thorne) and @steveo1kinevo, who counterpart complete with high fidelity systems mod-
had modest followings of around 30,000 subscribers at eling. I believe the next generation of pilots is already
that time, would amass hundreds of thousands of them here. They are fluent users in the digital world, easily
over the next few years as their content attracted avia- finding flight simulation and aviation video content
tion enthusiasts from all over the world. online.
Today there are popular pilot/content creators who Although we may not see them at real-world GA air-
have used their engaging videos to help bring pilots of ports yet, I am already flying with them in the flight
all ages to the airport for their first flight lessons. You- sim club of which I am a member. Listening to their ra-
Tube and the other social media channels have con- dio calls approaching the Boston Class Bravo airspace,
nected a global audience made up of millions around these flight sim pilots, many years my junior, are fly-
the world to pilot content creators with the time, equip- ing digital airliners into KBOS executing complex IFR
ment, and capability to publish their flying stories and arrivals with crisp and professional radio communi-
share the world of GA with new, ever-widening, and cation. Any of these flight sim pilots could show up to
more diverse global audiences through the mysteri- their first real-world discovery flight and surprise their
ous and perplexing magic of the algorithm. unsuspecting CFI by being able to file and read back an

78
 IFR clearance without a single hour in the real-world In terms of behaviors to watch, Palmer cautions the
logbook. Although these students will be well prepared new student to be ready to practice converting some of
in some aspects of flight training, they will have areas the flight sim knowledge into the real world, including
where the flight sim experience can’t adequately do so. getting used to the traffic scan since that is a habit not
But I’m confident a capable CFI will be able to diagnose readily practiced in the sim. Simply recognizing there
any weaknesses and bring the student up to the rele- will be areas to relearn in actual flight training is the
vant test standards. first step.
To check that assumption, I asked Palmer about his Equipped with their many hours of flight simulation
thoughts on home flight-sim use and how it could po- experience, the student may already have a strong un-
tentially complement real-world flight training. As an derstanding of airspace, communication, navigation,
experienced CFI who has successfully trained many and checklist use but may require some fine-tuning by
private pilots, I wondered if he had any concerns about their CFI.
flight students crossing over from the digital world of “There’s nothing like real flying, no matter how
flying into the real world—specifically the cross-coun- much flight sim time you have,” Palmer said. “Go try
try stage of private pilot training. flying a real airplane. You’re one of us. You like flying
“If flight sim is used in the correct way, it can help things. I am passionate about it, and I want flight sim
you advance your flight training,” Palmer said. “There pilots to experience real-world flight. Take a few dis-
are more advantages than disadvantages. For example, covery flights and see where it leads. At the very least,
you can easily mix pilotage and dead reckoning to prac- a real instructor can provide feedback and lesson point-
tice navigation skills. You can plan the flight, get the ers that you can bring back into the flight sim world.”
exact winds, get the exact weather, and set the correct The next generation of pilots will one day share their
time of day. Putting that high-fidelity tool in the hands stories about how they found aviation. In our youth,
of a student will allow them to find the airport, and [so] both Palmer and I supplemented our interest in avia-
on their first cross-country flight, it doesn’t have to be tion with early flight simulation experiences.
a surprise anymore.” With the growing popularity of the home flight sim-
Within the MSFS2020 and X-Plane 12 software, the ulation, coupled with aviation content on YouTube and
student can explore most local airports since they are other channels, we are in the middle of a rising tide of
nearly all modeled. If the student pilot already has digital flying activity that will hopefully continue to
ForeFlight, they can pair their tablet with the sim and widen the funnel, bringing new people into real-world
use it to find the FBO and plan the radio frequencies aviation, making it more accessible, and strengthening
and approach to the airfield. Even just being able to it for the future. ]
explore the basics of ForeFlight while on your home
sim can be time well spent. “If you approach the sim
seriously, and fly it to a high fidelity, it will pay you SEAN SIFF is a private pilot who worked in marketing in the
dividends by helping you feel more prepared for your aviation industry. He's an active flight sim user as he works
private pilot flight training,” Palmer said. to stay current in the airplane.

The fidelit y of modern flight sim soft ware means more skills transfer from the computer to the flight deck .
Courtesy of Sean Siff/Microsoft Flight Simulator (2)
 Joey Gerardi/AirlineGeeks.com

The iconic woman on the tail of the Hawaiian Airlines livery was Leina’ala Ann
Teruya Drummond, Miss Hawaii 1964. She died at age 77 on September 18.
 LIFE IN THE AIR
TA K ING W I N G

ACROSS THE
GLIT TERING SE A
On the allure of international flying

BY SAM WEIGEL

T
WO WEEKS AGO I flew with John Pullen, the same amiable first officer I’ve mentioned
twice in these pages already (“Bomb Cyclone,” March 2023; “Beyond the Uniform,”
July 2023). He greeted me with a grin, a handshake, and a vow: “OK, no drama that
gets me into FLYING Magazine again, I promise!” No problems there, I told him. After weeks of
iStock (2)

unceasing thunderstorms up and down the East Coast with air traffic chaos and endemic delays
and cancellations, the forecast promised unusually smooth sailing for the next four days.

84
 As we settled into the Boeing 737’s cozy cockpit and lifting off with ponderous ceremony, and embarking on
started to build our nests, I recounted some of the more a transoceanic journey of some 4,000 miles always gave
maddening episodes of my last four-day tour and told me a really warm, stirring sense of contented excite-
John that after this trip my wife and I were headed to It- ment, a feeling of setting off on a grand adventure. Few
aly for 11 days of sightseeing, hanging out on Lake Como, domestic routes impart such a poignant sense of wonder.
and attending the Formula 1 race at Monza. John, for his And to be sure, friends and strangers are always more in-
part, revealed that this pairing would be his very last terested to hear about your exploits in Barcelona than a
outing in the senescent, unloved 737 as henceforth, he 12-hour layover in Cleveland.
was departing for the sunlit uplands of the Airbus A330. Aesthetics aside, though, there are real distinctions
John’s pronouncement induced a flood of conflicting in the working environment between domestic and in-
emotions. On one hand, I hate to lose good first officers ternational fleets. “It’s like a whole different airline,”
who I actually know, and John is not the only cockpit goes the common refrain. Things are far more relaxed,
companion who has recently succumbed to the glittering much more “gentlemanly” to use an archaic but apropos
charms of an international widebody fleet. But on the term. We have only one leg per duty period on which to
other hand, he’s been at the airline for six years, and in concentrate our energies. There are three pilots to share
these heady days of explosive advancement, that’s con- the load (four on flights of more than 12 hours). We show
sidered quite a long time indeed to hang out in the right up at the airport 90 minutes or more before departure
seat of a narrowbody aircraft. John’s promotion to the and have all the time in the world to go through our pre-
A330 will yield him a considerable leap in both pay and flight duties. Dispatch usually completes the release
quality of life, not to mention a welcome change of scen- well ahead of schedule and is quite proactive in head-
ery. I’m glad for him, and a little jealous too. I was a Boe- ing off potential problems. Likewise, there are multiple
ing 757/767 FO for four years, and the fleet took me to gate agents plus a supervisor to ably handle most pas-
five continents. I miss that flying. I’d like to do it again. senger issues in conjunction with the purser. In domes-
To pilots who haven’t done both, the differences be- tic flying, it often seems that the captain is the default
tween domestic and international airline flying must troubleshooter. With international operations, very few
seem a bit frivolous, perhaps even ego driven: There is problems make it forward of the cockpit door.
the prestige and romance of jetting across oceans versus With an augmented crew of three pilots, you spend
the workaday squalor of flogging aging “little” airplanes one-third of the cruise time absent from the flight deck,
up and down interstate corridors three or four times a resting on your designated break. Long flights are rather
day. To be sure, there is absolutely an element of that. shortened by being broken up into thirds as pilots cy-
Rolling down the runway in a 370,000-pound airplane, cle in and out. I found that most international flights of

85
 LIFE IN THE AIR
TA K ING W I N G

hang gliding in Rio, visiting a World War I aerodrome in

Italy and a flying boat museum in Ireland—while spilling
The real draw of minimal ink over their domestic counterparts.
I also enjoyed the international crew dynamic. It’s not
unusual for all three pilots and a majority of the flight
international flying is that attendants to at least meet for happy hour, if not for
dinner or a night on the town. This is much rarer on the
domestic side at my airline, though I’ve put good effort
it’s supremely efficient. into rectifying that since upgrade, with better-than-
average results.
A lot of my compatriots, however, don’t necessarily
care if they quaff Maibock in Munich or Miller in Mil-
eight or 10 hours practically flew by, in comparison to waukee, and an equal number profess indifference to the
five-hour domestic transcontinental flights that seem cabin crew’s participation, or lack thereof, in layover fun.
to drag on forever. It helps that you change out cockpit The real draw of international flying, for most, is that it’s
companions every three hours or so, keeping conversa- supremely efficient. In John’s new category of Seattle
tion fresh. Even if you can’t stand the person—and I’ve A330, even junior pilots can easily cram a full month’s
found maybe two or three of these in 19 years of airline flying into only 12 days, leaving the rest free for family,
flying—you only need to stew in silence for a few hours hobbies, or second careers or businesses. The trips are
before being relieved. also very commuter-friendly, with late report times and
Relief pilot is not a predesignated position at my airline. early releases. On international fleets, there’s very little
Theoretically, the captain assigns duties at the beginning the company can legally do to reschedule you to cover
of the trip, but in practice they will usually fly the first broken trips. One need not fear storms up and down the
leg and let the two first officers hash out the rest among East Coast. At worst, you go home early with full pay.
themselves. The relief FO normally takes the first rest All of which explains why the international fleets go
break and then relieves the pilot flying (second break) insanely senior at my airline. John is just now able to
and pilot monitoring (third break) in turn. This made it hold A330 first officer status, but he could have held Se-
an unpopular position on eastbound trans-Atlantic legs, attle 737 captain more than two years ago. Likewise, I
where first break often coincides with a circadian high would be slightly more junior as an A330 FO than I am
and an active meal service, making for difficult rest (most as a 737 captain. Despite that—and the prospect of a 20
of our 767s lack a bunk room like the A330; we use a first- percent pay cut—the idea of taking a downgrade looks at-
class seat with a curtain). As a lifelong flexible sleeper, tractive each time I see the A330’s monthly bid package.
I usually volunteered for relief duties on these flights, Pretty much my entire career—and my life—has been
and, besides the gratitude of my fellow FOs, was often divided up into roughly five-year chunks. Whenever I
rewarded with a flying leg on the westbound return. do anything for that long, I tend to become bored and
I took a lot of pride in being a good relief pilot, espe- knock over the house of cards to see what I can build
cially during high-workload periods at busy interna- next. I’ve been a 737 captain for three and a half years,
tional airports, where a sharp relief crew can be worth and while I’m still reasonably engaged, I’ve started to
its weight in gold. You see a ton from the jumpseat and eye my next move. The most optimistic projections
can often help the flying pilots head off trouble before it show that I might be able to hold A330 captain in six
ever begins. My crowning moment came during a take- years (be still my heart). I probably ought to go “learn
off from London-Heathrow (EGLL), when the captain’s French” on an Airbus product in the meantime, which
oxygen mask started spontaneously free flowing, but the in Seattle means A320 captain or A330 FO. Which
sound was masked by unusually loud packs. Just after to choose? I won’t lie. I do enjoy flying with “my own
rotation, I realized the source of the noise and, throwing favorite captain” every single week, and to be stripped
off my harness and headset, flew across the cockpit to of that fourth stripe does involve a certain subjugation
smack the errant mask into submission. We all glanced of the ego. On the other hand, I’m writing this column at
up at the crew oxygen gauge; it was barely above the min- a table overlooking the Grand Canal in sunny, beautiful
imum, saving us from a mandatory divert. The captain Venice, sipping an Aperol spritz and remembering a time
bought the layover beers that night. not so long ago when this was my everyday work life. It’s
You might suppose the primary draw of international tempting, very tempting, to go back to that. We’ll see, but
flying to be the layovers, and in my case you wouldn’t John and I may yet fly together again somewhere across
be wide of the mark. I took full advantage of 24- to 48- the glittering sea. [
hour Europe layovers and 36-hour South American
interludes, cramming in as much adventure as was
prudent. It’s instructive that I’ve written about many SAM WEIGEL began flight lessons at 13 and worked his way
international layovers in these pages—flying a microlight up to flying for a major airline. His online series, V1 Rotate,
in Germany and a classic Robin taildragger in France, explores the world of the professional pilot.

86
M IDW EST MO D EL STOR E

SHO P N OW
 LIFE IN THE AIR
LE A DI NG E D GE

DEPARTURE
DIALOGUE
Conversations in dispatch
Courtesy of Ben Younger

BY BEN YOUNGER

NEWARK TOWER CAME on the radio, and the voice sounded urgent: “Bonanza Five Zero
Whiskey, go around. Go around.”

88
 It’s not like I’ve never heard those words before. Things
happen at busy airports, and the tower will sometimes
throw something at you at the last second. But this was
unusual in that I was on short final. No, short final is ac-
It’s that voice-of-God vibe the
tually a misnomer in this case. I was over the numbers.
Flaps down, gear down, throttle back to 15 inches, trim
controllers have.
plus-9 and increasing. I was, quite literally, about to land.
Things went a little sideways from there, but let’s back up
a minute first. msl. That’s 44 feet agl at KEWR. This is where that deci-
I was flying a friend to Newark Liberty International sion-making I mentioned earlier comes into play. I should
Airport (KEWR) so she could catch a commercial flight have simply said, “Unable.” There was no hazard in front
home. I worked it out so that we’d land before 3 p.m. in of me. I was cleared to land. It was my runway, and I was
New Jersey, avoiding the afternoon rush (and the in- committed at that point.
creased landing fees the Port Authority charges). I filed I knew full well what was happening: The controller
IFR even though it was clear and a million. Always best got the spacing wrong and did not want to make the jet
to do so when flying into Class B airspace. Many pilots behind me go around as he knew I might not exit the run-
get nervous about flying IFR into busy airspace, but the way in time.
reality is that it’s far easier than VFR. You’re told what to It’s that voice-of-God vibe the controllers have. Some-
do and when to do it. It’s actually a great help in regard times you forget you’re allowed to push back. I did what I
to workload mitigation. You can’t bust airspace when was told. And this is where it got a bit rough. My aircraft
you’re IFR as they take all the decision-making out of does not have approach flaps. Practically, what this means
your hands. Well, not all the decision-making. And that’s for me is that I don’t extend flaps on an instrument ap-
where my problem was. proach until I know I have the runway made. Why? Be-
It’s a short flight from Sullivan County International cause this is the most dangerous, busiest envelope of flight
Airport (KMSV) in Monticello, New York, to KEWR, and that exists for a GA piston pilot. You’re close to the ground,
before we even settled into cruise, we were being vectored and the airplane is about to go through some serious aero-
around for a visual to Runway 11. Approach sent me over dynamic changes because of what you’re about to do. It’s a
to Tower and immediately they asked me to keep my far simpler affair in a Pilatus or TBM. They have as little
speed up then cleared me to land. I have been in this situ- as one lever. I have three. For this reason, I don’t use flaps
ation before and, wanting to help out, I do my best to com- until it’s a sure thing since it means there’s one less thing
ply. Flying into Newark in a single-engine piston makes for me to do when transitioning to a missed approach.
you the redheaded stepchild. No way around that. So you So…I acknowledged the go-around while I pulled back
do what you can to fit into the fast-moving environment. I on the yoke to stop the descent. I added mixture, prop,
maintained 160 kias for as long as I could then had to slow and then throttle in quick succession. I retracted the
down to get configured for a stable approach. As it was, I flaps next. She moved around a little bit, but I kept things
did this on the later side. On a 5-mile final, I pitched up together and, as the airplane started to climb, I pulled
and pulled power to get below the 150 kias landing gear the gear up. Not too bad, I thought. More than usual but
actuation speed. We quickly decelerated. The airplane not too bad. Except I had forgotten one important item—
stabilized in no time as I flew my Bo “by the numbers.” trim. At plus-12 with a clean airframe and full power, she
In this case, a descent, which means 18 inches manifold suddenly shot straight up into the air.
pressure and plus-3 on the trim. This setting will always It wasn’t close. No stall warning, but it got my full at-
give me a 500 fpm descent with the gear down. tention. I pressed forward on the yoke—hard. Forced the
I had heard nothing from the tower since being cleared nose down as I spun the trim wheel forward with my right
to land, though I was aware there was a jet behind me. hand (not a time for the electric hat) until I felt the pres-
Being just a half mile from the runway, I dumped all the sure subside and entered a normal climb. For a newer pi-
flaps at once and trimmed up to plus-9 to maintain my lot, this is exactly how you enter a stall/spin condition.
stabilized approach. Over the numbers I pulled power Tower then sheepishly asked if I could make a short
to idle and was trimming up to plus-12 when Tower told approach. Affirmative. Pulled back throttle to 18 inches
me to go around. and dumped the gear again. Flaps as well. Dove back to-
I have been asked to do things on short final before and ward the runway and squeaked the landing. The control-
it’s normally a nonevent. Flying into Van Nuys, California ler thanked me. No problem. }
(KVNY), this past spring, I was told to change from 16R
to 16L about a mile from the threshold. No problem. Bank
left, continue descent, squeak the landing, impress your BEN YOUNGER is a TV and film writer/director, avid motor-
friends. Like most of us, I’ve also been told to go around cyclist, and surfer—but it’s being a pilot that he treats as
more than once. No biggie. But this was different. I looked a second profession. Follow Ben Younger on Instagram:
at my ForeFlight log, and it showed I got as low as 61 feet @thisisbenyounger.

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 LIFE IN THE AIR
GE A R U P

MAS TER OF
AIRPL ANES
Courtesy of Dick Karl; Amy Jo Sledge photo illustration; freepik

He’s one lucky lab, indeed.

BY DICK KARL

H
E MAY BE FROM rural Kentucky, but he lives a big-city life. In the eight years I’ve
known him, he’s owned four airplanes—a turboprop, two jets, and now a piston
twin. He uses general aviation to commute from his home in Tampa, Florida, to his
summer cottage in New Hampshire. He handles all this with a weary sense of ennui seasoned
with aplomb. He does, however, have his idiosyncrasies. For instance, he hates dogs. His name
is Rocco and, well, he is a dog.

90
 I first learned of Rocco from a video posted on a web- empty seat. When that became uncomfortable, he’d
site called “Lucky Lab Rescue.” He looked like the lab come forward, put his front paws on the wing spar, and
mix he was reported to be. Tellingly, he had no “bio.” peer into the flight deck with a bemused expression.
Usually dogs up for adoption have been fostered and “Can’t this thing go any faster?” he seemed to say. He’d
their traits have been cataloged. “Needs lots of space stare in hypnotic trance at the blinking reply light on
to run” and “not good with children” are a couple of red the transponder.
flags. Rocco had none. He was cute, if a little “mouthy,” It wasn’t long before we decided to buy a jet. Three
years of Part 135 flying had finally taught me how, and
I felt comfortable with single-pilot jet ops. We bought a
Raytheon Premier 1. With its magnificent height, im-
posing airstairs, and lavish interior, not to mention Pro
Rocco’s first flight and Line 21 avionics, I was in heaven.
Apparently, so was Rocco. It gradually dawned on us
that perhaps this dog had been fibbing about his back-
first airplane was in our 1980 ground. He climbed into the Premier and looked around
as if to say, “This is all you got?” I wondered if he’d ac-
tually belonged to a family with a Gulfstream. We sent
Piper Cheyenne I. He acted off his DNA to see if he was related to a Rockefeller, but
no joy.
like it was natural to scurry Still, he got awfully cozy awfully quickly, though he
seemed to look askance at the ornate gold fixtures—not
the kind of thing a well-bred dog would accept for haute
up the airstairs and to make couture.
When an errant pelican commuting at 4,500 feet
dinged the wing, we sought the comfort of a Cessna Ci-
himself comfortable... tation CJ1. Not quite as fast as the Premier, but never as
maintenance needy, the airplane fit like a glove. Rocco
claimed a seat, which we protected with a sheet. There
on the 20-second video, so my wife, Cathy, and I ar- was no question this was a smaller seat than the one to
ranged to have him join a caravan of dogs being shipped which he had been accustomed, but he took the indig-
from the Midwest to the good folks of New England. Ap- nity like a lab. He logged hundreds of trouble-free hours
parently, there is a well-worn path for dogs abandoned curled up in a ball and ready to party when he arrived.
at kill shelters to adoption facilities in the Northeast. Alas, my abilities as a dog aircraft provider atrophied
We have had excellent luck with labs and lab mixes. with age, and we had to sell the CJ1 owing to insurance
We knew Rocco first showed up in a kill shelter in Ken- costs for “elderly” single-pilot jet ops. Looking to be
tucky and was transferred to a veterinary technical “unleashed” myself from the aerospace medical boys
school in Indiana. From the paperwork that accompa- and girls in Oklahoma City, I chose BasicMed. This led
nied him, we found that he had been used for students to to a fine Beechcraft P-Baron.
practice putting him under anesthesia and drawing his And guess what? This is the most comfortable air-
blood. I’m thinking that might give a fellow an attitude. plane for Rocco. He leaps easily into the back cabin,
It did. Surprisingly, his animosity is not toward hu- and the rear seats are so close together that he now ef-
mans but dogs. It took several surprise attacks against fectively has a bench seat. This allows uninterrupted
friends’ and neighborhood dogs before we learned to sleep for hours and hours. Rocco is good at this. It’s one
keep him separated from all canines. His vet hospital of his finest skills. This is a good thing as his commute
and human emergency department visit bills topped has become longer and regularly features a tech stop. At
10 grand before we got the picture. We spent similar such interruptions, he parades around the FBO while
amounts on dog training with the graduation certifi- Cathy and I keep an eye out for some unsuspecting fel-
cates as proof. low dog traveler. We’d hate for him to have a rap sheet
“Why don’t you put him down?” We heard this a lot. in another state. His countenance at the high-end FBOs
There was one problem: We were falling in love. With could be best described as expectant. Just don’t let him
the kids, grandkids, furnace repair guy, and the pest spot a Chihuahua with a rhinestone collar—the fur will
man, he was an enthusiastic lab love. Our vet said, “I fly. So far, so good, though—just a dog and his airplane
will not put a dog down for dog aggression. Your job is in harmony. }
to keep him safe.” That sealed it.
Rocco’s first flight and first airplane was in our 1980
Piper Cheyenne I. He acted like it was natural to scurry DICK KARL is a cancer surgeon turned Part 135 pilot who is
up the airstairs and to make himself comfortable in an happy to have found his next airplane.

91
 LIFE IN THE AIR
C FI C E NT RA L

CROSSWIND
L ANDINGS
Practice whenever you can.

BY MEG GODLEWSKI

“HOW ARE YOUR CROSSWIND LANDINGS?”

“WE’RE ABOUT TO FIND OUT.”

Have you ever had this conversation in the aircraft? It In FAA Advisory Circular 150/5300-13, it is noted
often occurs when you listen to the one-minute weather that “generally, the smaller the airplane, the more it is
or ATIS and learn the winds are blowing at an angle to the affected by wind, particularly crosswind components.
runway rather than parallel to the direction of landing. Crosswinds are often a contributing factor in small air-
As a result, there is the increased potential for drifting plane accidents.” The FAA has devoted several pages in
off the centerline—unless the pilot is prepared to take the Airplane Flying Handbook and the Pilot’s Handbook
prompt and corrective action. As we go into the winter of Aeronautical Knowledge to giving pilots tools for land-
months, winds tend to kick up across the U.S., making it ing in crosswinds.
more likely for you to encounter a crosswind.
Since most airports are designed with runways aligned Determining the Crosswind Component
into prevailing winds, many pilots don’t get much prac- Many POHs also have a performance chart that allows
tice with crosswind takeoffs and landings—and it shows. the pilot to determine the crosswind and headwind
A search of accident and incident reports compiled by the component.
Adobe Stock

National Transportation Safety Board shows pages upon The first step is to determine what direction the wind
pages of landing accidents and incidents where a cross- is coming from and note the velocity. Next, select the run-
wind got the better of a pilot. way that gives you the smallest angle between the wind

92
direction and the runway. For example, if the wind is re- before the downwind wheel. This takes practice to get
ported as 300 at 15 knots and the runway options are right. If the pilot is too early or too late, side loading can
34/16, 34, (Runway 340) the angle difference is 40 de- occur. Too much side load and there can be gear damage
grees. If you select Runway 16, there’s a 140-degree angle. and possibly a wingtip strike.
Using the sideslip method, the pilot first uses the rud-
Make It Visual der to align the airplane on runway heading then notes
This is where the mechanical E6B flight computer the amount of drift occurring as a result of the crosswind.
shines. Look at the wind side of the unit, placing the The pilot then adjusts the bank angle, with some calling
runway heading under the True Index—300 is to the it “leaning into the wind” to keep the airplane’s longitu-
left. Using Runway 34 will mean a wind from the left dinal access and ground track aligned with the runway
side of the nose. centerline.
Now put 160 under the True Index—300 is now a tail- You need to hold that alignment through final ap-
wind from the right. Taking off and landing with a quar- proach, roundout, touchdown, and rollout, remember-
tering tailwind is dangerous and should be avoided. ing that as the aircraft’s speed diminishes, so does flight
control effectiveness. If you’re struggling, running out of
Demonstrated Crosswind Component rudder on final, it’s probably only going to get worse. The
Before an airplane is type certificated by the FAA, it is prudent thing to do is go around.
flight-tested to ensure it meets certain requirements. The roundout is made like a normal landing approach,
Among these is the demonstration of being satisfactorily but the application of a crosswind correction is continued
controllable with no exceptional degree of skill or alert- as necessary to prevent drifting.
ness on the part of the pilot in 90-degree crosswinds up Some pilots use a combination of the two methods,
to a velocity equal to 0.2 VSO. This means a wind speed using the slip into the wind and opposite rudder to keep
of two-tenths of the airplane’s stalling speed with power the aircraft from turning into the wind. If there is not
off and in landing configuration. Often this information enough rudder to compensate for the strong turning
is placarded in the aircraft. tendency caused by the steep bank, the wind is likely
According to the POH for the Cessna 172S, the cross- too strong for a safe landing on that particular runway
wind component chart has fine print reading “maxi- with those wind conditions. This is the time to find an
mum demonstrated crosswind velocity is 15 knots (not alternate runway.
a limitation).” This means 15 knots was the maximum Weathervaning, when the aircraft makes an uncom-
component the manufacturer tested to, so it does not manded turn into the wind, is possible with strong
necessarily mean operations with a great crosswind are crosswinds, especially in a tailwheel aircraft because of
particularly dangerous or difficult. It greatly depends on greater side area behind the main landing gear, which
the type of airplane and the experience, skill, and profi- acts as a pivot point. The greater the crosswind compo-
ciency of the pilot. However, in Chapter 9 of the Airplane nent, the more difficult it is to prevent weathervaning.
Flying Handbook, the FAA offers the warning that “it is
imperative that pilots determine the maximum cross- Challenge to Find Crosswind Runways
wind component of each airplane they fly and avoid op- Our aviation infrastructure is designed to mitigate cross-
erations in wind conditions that exceed the capability of winds, as you will note runway orientation is usually into
the airplane.” the prevailing winds. You show me an area with runways
aligned 17/35, 18/36, or 1/19, and I’ll show you an area
Crosswind Technique where the winds blow north-south. You may be lucky and
Both crosswind landings and takeoffs require the pilot fly out of an airport that was built in the 1940s when the
to put aileron deflection into the wind to maintain di- runways were arranged in a triangle shape to accommo-
rectional control. As control effectiveness (especially ai- date the propeller-driven airplanes.
lerons) increases with a rise in airflow over the wings, No matter how strong the winds, one of those run-
landings tend to be more difficult, because control effec- ways had to work. Over the decades, most of these air-
tiveness is reduced as the aircraft slows down. ports lost one if not two of the runways because the FAA
There are two methods for the crosswind approach and determined they were not being used frequently, and the
landing: the crab method and sideslip method. agency or airport sponsor did not want to pay for their up-
In the crab method, the pilot aligns the airplane’s keep. Some were turned into ramp space or taxiways—en-
ground track with the centerline of the runway, with suring good crosswind technique is required. [
the nose of the aircraft pointed into the wind. The pilot
makes small adjustments, maintaining the crab angle
until just before touchdown. The pilot must use rudder MEG GODLEWSKI has been an aviation journalist for
control to align the longitudinal axis of the airplane with more than 22 years and a CFI for 20 years. If she is not
the runway centerline to avoid side loading the landing flying or teaching aviation, she is writing about it. She
gear. Ideally, the pilot will straighten out the airplane just is a founding member of the Pilot Proficiency Center at
in time for the upwind wheel to touch down a moment EAA AirVenture.

93
 LIFE IN THE AIR
JUMPSEAT

A BOURBON TR AIL
FLYING ADVENTURE
Threading the decision-making needle

BY LES ABEND

A
LTHOUGH THE CAPTAIN had uttered more than a handful of expletives to express
his dissatisfaction, the translation of his communication to me and the flight engineer
was, “You gotta be kidding!” His remark was a reaction to the fact we had just been
advised over the company frequency that cargo loaded on board our brown-and-white Boeing
727-100 in Louisville, Kentucky (KSDF), had been destined for Jackson, Mississippi (KJAN).
Unfortunately, our airplane had been flight planned for Jacksonville, Florida (KJAX). Yours
truly had unknowingly crunched the provided weight-and-balance numbers for the wrong cargo
using the infamous “whiz wheel.”

Having never departed the UPS ramp, we shut down parently.) My employer at the time was Evergreen In-
the three engines that had just been started. We waited ternational Airlines, one of the contract carriers flying
for the just-out-of-college loading supervisor with the UPS freight when the shipping company was in its avi-
clipboard and stopwatch to climb up the portable ation infancy.
airstairs/scaffolding. So when my wife expressed an interest in flying our
The captain was incredulous that the young man had airplane to Louisville for a Kentucky Bourbon Trail
Adobe Stock

to be convinced of the fact our flight couldn’t just get tour, the above described 40-year-old memory evoked a
off the highway at another exit without replanning and snicker and a smile. I had survived that employment and
recalculating. (Jackson, Jacksonville…same thing, ap- gained invaluable experience that assisted in launching

94
an enviable career with my dream airline. My only ex- We kicked off the Kentucky Bourbon Trail with a tour
posure to Louisville had been a nearby Holiday Inn and of the Angel’s Envy Distillery, an easy walk from our bou-
a pilot operations trailer on the UPS ramp in the dark- tique hotel. The tour became a valuable template for the
ness of night. remainder of the trip, imparting to us the necessary skill
Our excursion more recently began with a visit to to properly taste bourbon.
Greenwood, South Carolina (KGRD). The group of pilots It would have been un-American to not visit the race-
and their wives who had conquered Iceland the year prior track at Churchill Downs, or not to tour the city, so we ac-
converged on Mike and Christa’s new lake house for a few complished both the following day. After the Louisville
days of water fun. We departed from separate Florida air- visit and a couple more distillery tours, the next day’s
ports in separate airplanes with the goal of arriving at the plan was to return our rental car and fly 15 minutes to
same time. And thus began the process of threading the Bardstown, Kentucky (KBRY), where numerous distill-
decision needle. eries and much cheaper 100LL was located.
With Florida’s typical August spawning convective Mother Nature decided to play her own cards with a
weather by early afternoon, it didn’t take much convinc- line of convective weather. Although beating the thun-
ing that a morning departure was mandatory. Although derstorms was not out of the question, it seemed the right
my friend, Scott Roze, a retired colleague, wanted to co- time for discretion to be the better part of valor. Keeping
ordinate departures in his Piper Dakota so that my wife the rental car, we humbled ourselves with a 40-minute
and I arrived at KGRD via our Piper Arrow at the same drive to Bardstown.
time, it wasn’t one of my concerns. Maintaining the long-standing tradition of cheap air-
Fortunately, Scott gathered his group for an earli- line pilot, I awoke just before dawn and returned the
er-than-planned wheels-up time that allowed them to rental car to Louisville. With thanks to my new friends at
avoid a band of convective weather rolling through the Bowman’s Executive Aviation, the Arrow was rolled out of
Jacksonville area. Despite his thousands of hours in all a hangar for my short trip to Bardstown. I arrived through
types of airplanes, Scott considers the Dakota and him- a thin, translucent cloud layer, reflecting later that maybe
self a VFR-only operation. Since retiring from the airline, the RNAV (GPS) approach should have been requested
he hasn’t maintained instrument proficiency to his satis- despite the field technically reporting VFR conditions.
faction. Although I chide him about being a “Boy Scout” Tom, the affable Bardstown airport manager, greeted
for following rules, I respect and admire him. me with fueling assistance and our new rental car deliv-
After our lake visit, my wife and I departed Green- ered right to the airplane at the tie-down spot. My wife
wood for Louisville’s Bowman Field (KLOU). The had claimed never to have set foot in Kentucky, but we si-
2-hour, 15-minute flight seemed simple enough for multaneously had a déjà vu moment after entering a local
planning a direct routing, but a closer look revealed the restaurant for lunch. A later glance in the airplane log-
Great Smoky Mountains as a terrain threat. Although book revealed a KBRY entry. Apparently, we had made
the maximum sector elevation was 7,000 feet, it would a fuel/lunch stop at the airport six years ago when we
be bad marital policy to subject my wife to potential brought the airplane home from Amarillo, Texas, shortly
orographic turbulence. To avoid such pain, I filed for after its purchase.
a jog in the route farther to the south, nearer the lower After three days of touring the town and distilleries,
elevations of the Blue Ridge Mountains. we departed for home at sunrise in order to beat the usual
In my former life, the mountains in South America, Florida convective weather in the afternoon. Despite the
Latin America, and the U.S. required us to be situation- capability to complete a four-hour flight with full wing
ally aware and vigilant of the terrain threat. In addition tanks, my abundance of caution and our personal blad-
to our training, the airline designated certain areas of ders don’t allow for such an operation. As it was, we had
the world with specific alternate routing over mountain- to thread the needle around a thin line of building con-
ous terrain for an emergency or depressurization event. vective weather that ForeFlight had displayed before de-
Specific terrain-affected airports were also designated, parture. The technique of “looking into the light” got us
requiring us to review idiosyncrasies in procedures, ar- through the line without a bump.
rivals, and departures prior to our trip. In addition, some Aside from the typical frequency congestion through
airports required a check airman to be on a captain’s ini- the Jacksonville area and the usual dive from the last as-
tial flight. A 90-day currency was also a requirement. Te- signed altitude, we arrived at Flagler, Florida (KFIN), no
gucigalpa (MHTG) in Honduras is a good example. worse for the wear. It was a fun challenge to thread the
Fortunately, our trek across the Smokies was accom- decision needle, notwithstanding great memories and a
plished with nary a bump. Aside from a handful of vec- newly stocked liquor closet. }
tors through some cumulus attempting to go nimbus, our
late morning arrival into Bowman Field was seamless. As
fate would have it, the Uber driver was a flight instructor LES ABEND is a retired 34-year veteran of American Airlines,
and airplane owner who had been encouraging his son to attempting to readjust his passion for flying airplanes in the
fulfill his airline pilot aspirations. lower flight levels without the assistance of a first officer.

95
 LIFE IN THE AIR
UNUSUAL ATTITUDES

KEEPING THE
FIRE BURNING
The need for pilots can’t take the place of passion.

BY MARTHA LUNKEN

A
GOOD FRIEND—a well-known, longtime aviator and author of books and aviation
columns (alas, for another magazine)—told me he had attempted to write something
about the glorious obsession many of us have with airplanes and flying…often from
childhood. But despite chewing on it for a long time, he finally gave up—saying it just wouldn’t
“come together.”

Fearless when it comes to busting into places where lem, or even something as weird as flying under a bridge?
other—often more competent—flyers and writers are re- (And, no, I didn’t turn my transponder off!)
luctant to go, I decided to give it a try. After all, who has It can’t be “genetic.” After all, there were no powered
more firsthand knowledge of what happens when this airplanes until 120 years ago and, for many years after
iStock

very real, deep-rooted part of us is sabotaged by events Wilbur and Orville figured it out in 1903, few people flew
such as a denied medical or insurance, a financial prob- or owned one. Then, beginning with ex-World War I fly-

96
ers who became the daredevil barnstormers and mail One major carrier has pledged that 50 percent of its
pilots of the 1920s and ’30s and feats of Lindbergh, Ear- new hires will be “people of color and females.” Its pro-
hart, Post, and other household names, publicity and in- gram offers scholarships from the Latino Pilots Associ-
terest grew. In the years following World War II, a bunch ation, National Gay Pilots Association, Organization of
of “little” airplanes appeared that were simple enough Black Aerospace Professionals, Professional Asian Pi-
that almost anybody could learn to fly. And aviation was lots Association, Sisters of the Skies, and Women in Avi-
more accessible, affordable, and hugely popular. ation International. It is hoped that making the training
Sporty’s Pilot Shop founder Hal Shevers told me available inspires young people—regardless of sex, color,
one time, “Marf, we lived through the ‘Golden Era of ethnicity, people who may never have had the opportu-
General Aviation.’” And he was right. The 1950s, ’60s, nity to learn about aviation—to embrace the training.
and ’70s were the glory days before airplane prices That’s laudable, so long as it doesn’t exclude anyone.
exploded—as did tomes of onerous regulations and A retired airline pilot friend commented: “Anyone
complex airspace restrictions—and insurance require- who remembers the Colgan [Air] crash at KBUF [Buf-
ments, maintenance costs, and manufacturer liability falo, New York, in 2009] should understand the signif-
issues mushroomed. Sadly, it was those liability issues icance of airlines hiring qualified pilots. That accident
and an unacceptable accident rate that began to choke was a ‘perfect storm’ of pilot incompetence, manage-
private and small business aviation in the ’80s and ’90s. ment failure, weather, and other factors causing the
But the die-hards stayed with it, forming flying clubs deaths of a planeload of people. Aviation is inherently
and partnerships, buying and renovating old airplanes, dangerous, and when incompetent pilots are given the
or building experimental models themselves. It was controls of an aircraft filled with people, the situation
costly, but their obsession made them find a way. becomes an accident waiting to happen.”
Now there’s a desperate need for pilots. With that Here’s a poignant quote from an article in FLYING
comes the danger of “enticing” applicants who lack the Magazine in July 1953: “Ten-thousand articles have been
deep-seated desire and passion but are beguiled by the written about the ebb of aviation enthusiasm and activity
salaries and prestige that go with being an airline pilot. in the land. Apathy to aviation is just one of many indica-
Flight training schools and universities are eager to en- tions that 20 years’ education that ‘the world owes me a
roll students who qualify for generous scholarships— living’ has wrought havoc with our individual spirits. We
some from the airlines themselves. Others are attracted babble about Social Security and prate in terms of masses
by the ease of borrowing huge sums to complete “fast- and promise ‘extended benefits.’ …It means we’ve had a
track” training with the promise of an interview and flameout of the fire that molded us and gave us power.
likely a job in the right seat of an airliner. What isn’t We’ve stopped running to meet life because that takes
advertised is that flight training dropout statistics av- faith and courage and pride.”
erage 80 percent. It was written by no less a personage than Gill Robb
A genuine interest in and aptitude for flying airplanes Wilson, one of the magazine’s founders and editors, and
is a huge blessing for those becoming professional pi- a World War I combat pilot in France, devoted patriot,
lots. Despite the growing need for more pilots, it is vital founder of the Civil Air Patrol, writer, and poet (and, cu-
that airline companies don’t lower hiring standards— riously, a Presbyterian minister). I think his comments
as has been accused—and put marginally qualified new apply to young men and women today who look upon
hires in their cockpits by maybe thinking experience aviation training and airline flying as a quick road to
will “fix” the problem. success, prestige, and security.
Flight schools advertise that you’re guaranteed an I recently took Theo, a neighborhood kid, up in the
airline interview by successfully completing their “fast- Cessna 180 because he’s crazy about aviation and air-
track” programs. They’ll guide you through the process planes. Theo is intelligent and amazingly knowledgeable
of logging 1,500 hours of flight and simulator time. Sim- because he reads everything in sight about airplanes and
ply sign up, pay something close to $100,000, pass an pilots. He’s just beginning high school but, when I asked
FAA medical, get a student certificate, and take the dual him if he’d thought about college, he named a large “de-
for solo and solo cross-country signoffs. You’ll learn gree plus aviation training mill” in Florida. I suggested
enough in ground schools to pass the FAA knowledge maybe he think about a degree in engineering, business,
exams and log enough time and have the skill to pass a or whatever at a good college while learning to fly “the
private pilot check ride. Ditto for the instrument, com- old-fashioned way” and then instructing to learn and
mercial, multiengine, and CFI certificates and ratings. build time. He’s wired for an airline career, and he’ll make
And they assure you this can be accomplished in “only it—with the passion for it well in place. [
seven months.” Then you instruct for the school, earn-
ing between $15 and $50 per hour until you accumulate
the necessary 1,500 (or, in some cases, 1,200) hours to MARTHA LUNKEN is a lifelong pilot, former FAA inspector,
apply for the right seat with an air carrier. All this is pos- and defrocked pilot examiner. She owns and flies a Cessna
sible in two to three years with no guarantee of actually 180, and she loves anything with a tailwheel, from Piper
being hired…and not living in your parents’ basement. Cubs to Douglas DC-3s.

97
 LIFE IN THE AIR
TEC HN ICAL ITI ES

THE IMPORTANCE
OF WINGSPAN
In the drive toward greater efficiency, the span’s the thing.

BY PETER GARRISON

U
NLESS YOU ARE the civilian owner of an F-14, you cannot change the wingspan of
your airplane. If you’re a manufacturer, however, you can, and the same privilege
extends to that miniature of a manufacturer, the amateur builder. Extending span
requires adding strength to the spar or finding unnoticed extra strength in an existing spar. Or
you can just start over and build a new wing from scratch.

Recent years have seen a general drift toward longer The two airplanes I’ve built, Melmoth and Melmoth 2,
spans and higher aspect ratios. The Beechcraft Bonanza are (or were—the first Melmoth was destroyed in an ac-
has a span of 33.5 feet and an aspect ratio of 6.2; the Cir- cident long ago) broadly similar, with low wings, T-tails,
rus SR22, which might be seen as today’s Bonanza, has a bubble canopies, retractable gear, and the same 200 hp
span of more than 38 feet and an aspect ratio of 10.1. The Continental 360 engine and Hartzell constant-speed
trend is generally toward greater aerodynamic efficiency, prop. The first Melmoth was aluminum, with 2+1 seat-
partly in response to fuel costs and partly because the in- ing; the second is composite and seats four. Both were
creasing use of turbocharging leads to higher cruising al- built with long-distance travel in mind and have lots
iStock

titudes, where longer wings are more at home. of internal tankage: Melmoth’s wing and tip tanks held

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155 gallons; Melmoth 2’s completely wet wings hold 142
gallons. The two Melmoths, with the same engine, pro-
peller, empty weight, and cabin cross-section, differ sig-
nificantly in one aspect: wingspan. The first began life
Increased wingspan rewards
with a wingspan of 23 feet and went through 21-foot and
28-foot iterations before its eventual demise. Melmoth
you with better efficiency
2 has a wingspan of 36 feet but only a little more wing
area—106 square feet to the first Melmoth’s 93. (For com- and climb rate, and improved
parison, the wing areas of most commercial four-seaters
range from 145 to 180 square feet.) The first Melmoth’s high-altitude performance.
aspect ratio was 5.75; Melmoth 2’s is 12.6.
Span and area are entangled with one another in the
sense that structural strength and stiffness (not to men- cated airspeed is the same at all altitudes, but the power
tion space for retracting landing gear) require a certain required to overcome it is proportional to the square of
wing thickness, and that in turn implies a minimum the true airspeed, not the indicated airspeed. At the best-
chord (the distance from leading to trailing edge), be- range speed, the miles per gallon is at a maximum, how-
cause airfoils shouldn’t be too thick. So you can’t just ever, and is unaffected by altitude except to the extent
increase span willy-nilly without at some point having the engine’s efficiency might vary at different settings
to increase chord and area as well. However, increasing of manifold pressure and rpm.
the wing area, which was originally selected to permit a “Best range” and “best efficiency” are not seen in nor-
certain landing speed at a certain weight, adds drag and mal flying. Under actual cruising conditions, Melmoth 2
makes the airplane heavier. is not that different from the original Melmoth. The rea-
Increased wingspan—other things remaining the son is that maximum L/D and the Breguet range assume
same—rewards you with better efficiency and climb speeds that are quite low—around 40 percent above the
rate, and improved high-altitude performance. The first clean stalling speed—and remote from those we actually
Melmoth had a maximum lift-drag, or L/D, ratio of about use. At real-world speeds, 65 percent or 75 percent power,
11.8 and a “Breguet range”—a fictional, greatly exagger- the differences shrink. Melmoth 2 will cruise at 170 knots
ated number that ignores takeoff, climb, and varying en- at 12,500 feet using about 8.5 gallons an hour—about 60
gine efficiency and assumes that you always fly at a low percent of rated power; the first Melmoth would burn
and ever-decreasing ideal speed—of 3,000 nm. Melmoth about 9.6, around 70 percent power, at the same weight
2, with half again the span, has an L/D ratio of 17 and a and altitude. So you see that despite a 50 percent im-
Breguet range of 3,600 nm, despite carrying 8 percent provement in best L/D, the practical benefit of the lon-
less fuel. Rate of climb is less strongly influenced by span ger wing is much smaller.
than L/D and range are, but Melmoth 2, climbing at 1,800 When I designed the first Melmoth, I was strongly in-
fpm at full power and a typical weight of 2,200 pounds, fluenced by John Thorp and his T-18 homebuilt, whose
betters the original Melmoth by about 20 percent. wing I copied almost exactly. Thorp, who also designed
Note that I said “half again the span” and added noth- the original rectangular-wing Piper Cherokee, used to
ing about aspect ratio. That is because, contrary to wide- say that low aspect ratio wings perform better than the-
spread belief, aspect ratio actually does not enter into it. ory would lead you to expect, and he was adamant there
Aspect ratio is generally thought of as the quintessen- was no reason to taper the wings of any airplane weigh-
tial measure of efficiency, but if you could double an ing less than 12,000 pounds. When I designed Melmoth
airplane’s wing area (thereby halving the aspect ratio) 2, however, I was more influenced by Burt Rutan’s deri-
without increasing its parasite drag, the L/D ratio and sive observation that if I intended to fly long distances, I
Breguet range would remain the same. But you can’t in- had certainly chosen the wrong wing to do it. Aesthetics,
crease wing area without increasing drag and weight, and too—hence the long, slender, tapered wing of Melmoth 2,
that’s why aspect ratio becomes important: It’s a measure of which Thorp might have disapproved.
of how little wing area you can have with a given span. For efficiency—the least fuel burned for the most work
Curiously, and I think unexpectedly for most pilots, done—a large wingspan is necessary. But Melmoth 2’s
altitude also does not enter into it. You might intuitively long wing cost it the rollicking roll rate I enjoyed so much
suppose that thinner air would make the airplane more in the first Melmoth. Melmoth 2 rolls more like an Airbus.
efficient, but in fact neither the maximum L/D ratio nor Sometimes, I think I would pay for the extra fuel just to
the maximum range is affected by altitude. have the rolls back. [
You will object that at 8,000 feet you will go faster,
with the same fuel flow, than at 2,000 feet. True. But
that is because your indicated airspeed is lower. If you PETER GARRISON taught himself to use a slide rule and
flew at the same indicated airspeed and fuel-air ratio at tinsnips, built an airplane in his backyard, and flew it to
both altitudes, you would find your fuel flow is greater at Japan. He has contributed to FLYING since 1968. He writes
the high altitude. The reason is that drag at a given indi- the Aftermath and Technicalities columns for the magazine.

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 SI GN O FF

LANCAIR 350/
LANCAIR ES-P

AS IS ABUNDANTLY clear from the photos of FLYING Magazine’s

May 2004 cover shot of the Lancair Columbia 350 (left) and the kit-built
Lancair ES-P (above), both share parentage and composite composition—
and more than a few common qualities in speed and handling. The ES drew
its heritage from the slick Lancair IV, with a larger wing to provide lower
approach and landing speeds, somewhat taming the beast. The Columbia
300 and 350 took the evolution even further, with a discontinuous leading
edge on that wing, to move the stall inboard, according to the report in the
Dave Higdon

2004 feature. But with no vacuum pump—replaced with a dual electric

system—the 350 would set the stage inside as well as out for the later
expressions of the design, which would culminate in the Cessna TTx. [

100
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