Lake Powell, located on the Utah/Arizona border, is a popular vacation spot – and this week’s photo shows why. The sprawling reservoir and rocky banks make for a stunning scene, and there’s no better vantage point than an airplane. Kim Neibauer was taking his wife on her first cross country in his KR2S when she snapped this photo.
On a hot, mosquito-laden summer night in July of 1969, we had taken the liberty of renting a black-and-white television, which we perched on a small table in the larger front room of the trailer. We dined on our usual Swanson TV dinners warmed up in the toaster oven, and spent some time fiddling with the rabbit ears to get a good signal before we settled down to listen to Walter Cronkite, Wally Schirra and the crowd down at the Cape. It was going to be quite a night.
My flight to EAA AirVenture Oshkosh in 2016 was special in several ways. The Experimental Aircraft Association was honoring the 75th anniversary of my make of airplane, the Interstate Cadet, a tandem trainer manufactured in 1941-42 in Los Angeles. We were a flight of 15 Cadets by the time we made it to Oshkosh. The trip would also be an ambitious one – over 5,000 miles at 100 miles per hour.
Our latest quiz will test your knowledge of a forgotten area of instrument flying: departure procedures. From minimum altitudes to ATC clearances to obstacle departures, see how much you know about taking off when the weather is low.
If you check the FAA’s Temporary Flight Restriction website, are you covered? Maybe not, as this Florida pilot found out. His story clearly demonstrates that checking assumed “authoritative” sites, like NOTAMs and the FAA TFR pages, is not enough to guarantee pilots have current, comprehensive, accurate information regarding Temporary Flight Restrictions.
Dick O’Reilly flew over 1500 miles in his 1942 Interstate Cadet to attend the world’s greatest aviation celebration. He was celebrating the 75th anniversary of his airplane with over a dozen other owners, and this picture perfectly captures the magic of arriving at OSH by air. “Land on the orange dot; welcome to Oshkosh.”
Soon I found myself on the ramp with Ron, walking around the DC-3. Having never before flown anything larger than an Aztec, I was overwhelmed with the airplane. It was daunting, yet familiar, like one’s first approach to an ancient Roman edifice theretofore known only from picture books. Even the fabric-covered control surfaces were massive and substantial. The DC-3 was regal in form and formidable in character, and I approached it with awe bordering on reverence.
My first long-distance flight in a single-engine aircraft began exactly like every other mission we’ve ever flown: with my worrying about the weather and Dad squinting at the radar image on his iPad, assuring me that we would be fine as long as we got in the air within an hour. I call our trips missions because we rarely fly without a purpose.
Sam was wise beyond his years and decided to show me what it’s like to fly over the Florida Everglades, at night. We departed our east coast airport in a cozy 152 and headed west toward our normal practice area. So far, so good. As the saying goes I was fat, dumb, and happy enjoying the smooth night air when suddenly all sense of relative motion was lost. I felt as if we were hanging by a string in a dark closet.
I am convinced that screens full of information are not a key to operating an airplane safely. The most important picture of all is not on a screen, it has to be in the pilot’s mind. A mental picture of where you are, where you are going, and how you are going to get there simply can’t be replaced by a picture on a screen. Nor will a screen show the churning inside a cumulonimbus.
The recent discussion about the ill-advised privatization of the air traffic control system sent my thoughts twirling back to a day and time when the system actually came to a screeching halt and we had no system, public or private.
Careful pilots use checklists. One item on all checklists calls for the controls to be free. After studying two accidents, one in a new production twin on a first flight and one in an experimental jet, because the ailerons were reversed, I paid extra attention to controls free and correct. I looked at the ailerons when I deflected them, every time, and made sure they moved correctly.