Flying 727 shuttles out of New York’s La Guardia Airport to Boston and Washington in the 1980s and 90s was a hands-on, back-to-basics operation: steam gauges, hand-tuned VHF navs, one or two low freq ADF, no FMS and an autopilot that had to be tended to get you where you were going.
Dale Walton was flying his 1967 Cessna 150G at historic Minter field in Shafter, CA (MIT), an old World War II training base when he took this photo. As he says, “My first landing in the rain! No wind to speak of, but what a thrill it was watching the rain speed by my landing light in the wing Cessna. One of many more adventures to come. Shot with my iPhone 7+.”
You’ve just passed 500 hours in your Cessna 182RG, and it has proven to be a very reliable traveling machine over the last four years. Today’s mission is to get you home from Columbus, Ohio (TZR), to South Bend, Indiana (SBN). The flight will take just under 1.5 hours, compared to over four hours driving, but as always weather is a potential factor.
I am sitting in this brightly colored red, two seat, Pitts Special S2B stunt plane alone over the Atlantic Ocean at 9,500 feet. I have been flying out of sight from land for quite some time and occasionally the magnitude of the adventure I am undertaking sinks in and I have to mentally remind myself to take this trip one small step at a time.
We all have occasion to read accident reports, now and then, and hope to learn something for our effort. When we step into the cockpit, these thoughts are set aside in order to focus on the tasks of flying. It is only in the rarest circumstances when mortality infiltrates the cockpit and stubbornly takes hold.
I had been in Chicago on business the day before. It was a beautiful morning. Skies were mostly clear. Visibility was unlimited. Air was calm. Temperature was cool (it was late-September). Great day to fly. I had just departed O6C (Schaumburg Regional), about to head home. I decided to take a tour of downtown Chicago, from out over Lake Michigan.
In 1990, I was privileged to take a team of U. S. Air Force jets and airmen to The International Space Fair, aka, FIDAE, the largest air show and exhibition held in Latin America. It was also the first time an official contingent of American military visited Chile since the Pinochet affair of the 1970s. We had three F-15s, a KC-10 and a B-52 for display and flight demonstrations.
My Dad turned 65 recently, and as with so many of his peers, this year means mandatory retirement from 26-year airline career. While for him it’s a singularly pivotal and more-bitter-than-sweet event, his retirement also represents a journey that began with a Cessna and ended with an Airbus, in what has become a massive wave of his peers with remarkably similar stories.
Learning to fly takes time, dedication and commitment. But the reward can serve you in life far beyond flying an airplane. You probably know the benefits of flight – speed, saving time, maximizing productivity – but have you considered the benefits of learning to fly?
When someone would come to me to learn to fly, the first question I would ask is why they wanted to take to take up flying. You want to guess what response I liked best? Because I always thought I wanted to fly was my hands-down favorite. Folks who came to flying with that thought in mind were always the best (easiest) students.
I became a flight instructor in 1953. I last renewed my CFI in 2016 and will let it lapse today (2/28/2018). There is no log entry for that because there was no flight. I’ll tell you why I let it lapse in a bit. For now, I’ll just say that it has to do with the FAA at its petty and officious best.
On the 80th anniversary of AIR FACTS’ founding, I see two good questions: (1) What have been the major factors in the safety record improvement over the years and in particular the last couple of years? And, (2) Is there any way to reduce the risk even more? It is tempting to give technology a lot of potential credit for improvements but a look back throws a bucket of water on this.