Richard Collins often told me that the Mooney was a cult airplane. And he was right. While all pilots would brag about how fast their airplane was, and how much it could carry, and how fast it climbed, and how far it went on full tanks, Mooney owners focused on one thing. How fast they flew on so little fuel.
We published over 200 articles at Air Facts this year, including personal stories, tips for safer flying, and memorable pictures. Some of these were written by well-known authors like Mac McClellan, but most were written by everyday pilots. After reviewing all of them, we’ve selected ten must-read articles from 2019.
Aviation lost a truly special person last week, but it’s not a name most pilots outside the publishing industry will know. Patricia Luebke, managing editor at Air Facts and one of the driving forces behind relaunching this magazine in 2011, passed away on Friday, November 22, 2019 after a brief illness. She was 69. Here we share remembrances from four colleagues.
Datalink weather has made flying both easier and safer. If you don’t believe that, read this fascinating article from 70 years ago. Legendary author Wolfgang Langewiesche explains why the weather information pilots had in 1949 was so limited, and what could be done to improve the situation. Many of his wish list items have become a reality.
This inspiring article, first published in the October 1956 edition of Air Facts, reflects the big dreams of the mid-1950s and perhaps the missed opportunities for general aviation. Legendary writer Wolfgang Langewiesche argued for a nationwide network of landing strips (not airports, just a place to land), to be created as a part of the Interstate Highway System that was born with the passage of the Federal Aid Highway Act of 1956.
In this trip through the Air Facts archives, we pause in 1967 for a thought-provoking article by Richard Collins. He explores the value of a check ride, and considers whether any evaluation can really improve safety over the long term. His comments on what an instrument rating can do are particularly insightful: “without really working at keeping it current, the instrument rating is worth about the value of the ink on the piece of paper.”
“Five Dollar Frank” was his moniker, as he owned Thomas Flying Service and gave sightseeing tours of the area for $5. Each flight was a half hour, with his sister sitting beside the Esso gas pump next to the stone “terminal” waiting to gas up the plane upon arrival. Thousands flew with Frank over the years, and his name still brings a smile to those with history in the area.
Before Oshkosh was the big show, the annual gathering in Reading, Pennsylvania, was the center of the aviation universe. In this article from the June 1968 edition of Air Facts, you’ll see what general aviation looked like during the heyday of the late 1960s. From the new airplanes to the celebrity pilots, it was a thrilling time to be a pilot.
Aviation technology has changed rapidly over the years, and yet Air Traffic Control works much the same as it did during the booming 1960s. In this article from 51 years ago, Richard Collins goes behind the scenes at Washington Center to explore the technology at work, from flight plan routes to weather deviations. It’s a fascinating time capsule.
There is another Air Force base not having the notoriety of Elgin or Nellis – Holloman AFB, in the southeastern corner of New Mexico. Along the way, it has served as weapons development establishment – about ninety miles south of the Trinity site where the first atom bomb was detonated, a test base for early versions of ballistic missiles, training for Air Force and Allied aircrews, a stateside station for German Air Force units, and an alternate landing site for the Space Shuttle.
This article, published 50 years ago in Air Facts, shows how the fundamentals of instrument flying remain constant. While the technology has changed dramatically since Bob Buck wrote these words, the practical lessons are as valid today as they were in 1969.
Given its string of success in evolutionary model design it was natural for people at Beech to continue to look for more ways to evolve their airplanes in new directions. In the early 1980s somebody, or perhaps a small group of people, realized they had the basis for a very good single-engine turboprop.
In this prescient article from 50 years ago, legendary pilot and writer Wolfgang Langewiesche considered the role of general aviation airports in a world of ever-expanding suburban communities. He saw the need for a quieter breed of airplanes in order to prevent a public backlash. Now, with electric airplanes tentatively finding a foothold, this article seems as relevant as ever.
With the investors’ money, two 7-hp motors were obtained and mounted, and a flying demonstration was planned in the town square. What happened next has been the subject of considerable speculation, some more fanciful than others. All of it is unsubstantiated and has become part of the local folklore.
Most airline flights involve simply moving people and things from point A to point B, but sometimes an airline pilot gets a view of the human side. In this touching article by Len Morgan, the legendary pilot and authro shares a memorable flight that shows how powerful air travel can be and the lives it can connect. This article originally appeared in the November 1956 edition of Air Facts.
During the holiday season of 1968, in an isolated Pennsylvania community, Allegheny Airlines’ professionalism, safety culture and luck would abandon the airline to a sequence of events no fiction writer could invent. And the echo of those tragedies continues to resonate a half century later.
Earth Rounders currently document 231 single-engine circumnavigations by more than one pilot and 124 solo circumnavigations. The range of single-engine airplanes that have made circumnavigations is amazing: Long EZs, RVs, a Stearman, a Searey. Unbelievable! Of course Mooneys, Bonanzas, Pipers, several Cessna 182s and all kinds of homebuilts have made the trip.
While datalink weather is all the rage these days, some 60 years ago, Captain Robert N. Buck thought another hot weather technology, onboard radar, was ready to change the world. This article originally appeared in the November, 1956 edition of Air Facts, and it’s still a fascinating look at how pilots interact with new technology.
There were two theories on the status of airspace for international air navigation. One argued for freedom of airspace much like the freedom of the seas, by which the countries underlying the airspace exercised no sovereignty in the airspace and flight was free. The other argued that the airspace above national territories was not free, but subject to the sovereignty of the underlying country.
In the spring of 1965, my turn came to hit the boat in the T-28C, a burly trainer with a 1425 horsepower two-stage supercharged R1820-86 radial engine and performance comparable to World War II fighters. Up to that point, flying T-34Bs and T-28Bs, we had mastered aerobatics, instrument flying, two and four plane formation and night flying.