For over 30 years, I have lived on a low-level military flight route. Twice a month, an F-4 would buzz our lake. Now it is KC-130 tankers high in the sky or a few Chinooks thundering across our lake. They can’t sneak up on you like an F-4. I have had five military flybys in the air as pilot in command. Every flyby makes my day better; some even make a life time memory. Here are a few.
You can say what you want to about renting versus owning. I fully understand the fact that if you’re not going to use a plane regularly, you can’t justify owning one, even in a partnership. I’ve known for years that I could have been flying more for less money if I just rented. But now that I’m faced with renting, the reality of scheduling and not having a fast, capable airplane to fly is staring me in the face.
This particular day Al was flying on his third hour of supervised solo, meaning these solo flights needed to be approved by me beforehand. Perhaps 20 minutes after his takeoff, Al called on the Unicom frequency: “Bob, I’ve got trouble with the controls.” I responded quickly. “What’s the trouble, Al?”“I can’t move the control wheel forward or back. It’s stuck a little aft of the neutral position.”
The flight was good, although I did notice a little burble in my seat when I put in up elevator, something loose I guessed, a fairing or something. I wished I had looked the airplane over in Cape May, but I was 20 years old and everything was full-throttle all of the time. Hell, it was flying. I forgot about it.
Last October my parents and I flew to the 2018 Chicago Marathon. We could have driven six hours from Ohio and paid $70/night to park the car at the hotel, flown commercially, or taken the flight school’s Piper Arrow on the 275nm flight. We elected to take the Arrow.
I spent the day after he died doing the things one does, particularly trying to figure out what to do with his ashes. One friend, a pilot at my airline, asked what the funeral plans were. I told her that we would probably inter Dad out there at the Jordan Cemetery in Indiana. Knowing something of his aeronautical passions, she texted back, “Oh, that’d be nice. He’d get one last airplane ride.”
Most of the airplane’s weight was on the wings as we rolled across a furrow somewhat larger than the others about halfway through our takeoff run. Bouncing slightly, the momentary lack of weight on the wheels fooled the “foolproof” gear system into performing its duty. The left wheel, now unlocked and slightly off-center, collapsed as the plane’s weight returned to the wheels.
The Aviation Safety Reporting System (ASRS) is where maintenance technicians, pilots, controllers, etc. can anonymously report inadvertent violations of regulations or unsafe conditions which resulted from their action (or inaction). I have never been deterred from submitting an ASRS report for a transgression, mistake or bad decision. And I’ve had plenty of material to work with.
I could see the lights of Concord from a little south of Fairfield, so I turned south. This put us over an area of wetlands but highway 80 was within very easy gliding distance off to our right. Then it happened. Right over Suisun Bay where the Navy stores a large number of dilapidated ships, our engine decided to cough, sputter, lose all power.
Taxiing took almost full throttle, and there was no way in which the plane would take off with the pilot and two passengers. We were now stuck on George’s choice of lakes. I suspected that we might have made the takeoff with a Piper Pacer, but with a nose gear poking down up front, there was no way we were leaving that small lake in our small, four-place tricycle-geared flying machine.
I checked in with Washington Center, listening for the “…proceed direct Savannah.” Suddenly silence. The engine quit without warning. I had lost an engine before in a Cherokee when a cylinder apparently began eating a valve. That made a lot of noise. This was instant silence.
This very near-miss incident took place several years ago on a VFR approach to Archerfield (YBAF), in Queensland, Australia, a usually busy Class D general aviation training airfield adjacent to the state capital city of Brisbane, and it haunts me to this day. As a way of talking it out, I tender it here for my fellow pilots to read and consider and perhaps comment on.
Many people have found peace and tranquility in the air. In fact, hundreds of thousands of people have their license to fly the US skies. For them, it’s a way life… either for professional or personal enjoyment. Regrettably, for their significant other, it may not be that exciting.
The CT-39 played a useful role for years in the Air Force; it provided a good capability to transport senior officers quickly and cheaply and a platform to season young pilots, preparing them for bigger and better future assignments.
Welcome to the Sunrise 100. This race, along with a dozen or so others every year, is put on by the Sport Air Racing League. If you’re thinking about the vaunted Reno air races, with planes zooming wingtip to wingtip around an oval track, requiring precision formation flying and high speed maneuvering, then you’re not quite right. Well, except for the high speed maneuvering part.
They closed the big hangar doors and Neil came over and jumped into the right seat of my idling Piper Tri-Pacer. “Let’s go,” he said. It was fun having Neil Armstrong as my co-pilot. He was already very well known in aviation, and soon he’d be the most famous man on the planet.
I had a gurgling feeling in my stomach that meant only one thing and it would happen soon. I didn’t have a bag handy so I told Mike who was in the right seat “your controls,” took off my headset, opened the window and let it all hang out. The wind pulled my sunglasses off my face and gravity took them to the ground below never to be seen again.
Jumpseating for free (a great pilot privilege) was the way to go! In addition, when we sat up front, we found it fun and interesting to see how pilots at the other airlines do things. So, we thought nothing of it when we decided on a Hawaiian beach wedding for $800 all-in. We planned on jumpseating there.
I asked NorCal if there were any ride reports over the mountains. “No complaints,” replied the controller. We went into the clouds about over PXN VOR. No big deal. We were just bumping along V301, in and out of the clouds at first, then solid IMC. In the clouds it was just light chop, and my little Piper pretty much just flew herself, even without an autopilot. Then the world suddenly went mad.
On a crisp, clear winter morning in early January 1997, I took in my first whiff of 100LL fuel on the ramp at Watsonville Airport. My CFI let me fumble that morning with my own unfamiliar movements around the little flying machine. Tripping over the mains and bumping my head on the sharp trailing edge of that Reed Clipped Wing taught me quickly how to move about the preflight.
