Pilot Culture Archive

Godspeed, Neil Armstrong

Saturday, August 25th, 2012

We lost an aviation icon, and perhaps the country’s greatest space hero, with the passing of Neil Armstrong on August 25. Armstrong, 82, was the first man to walk on the moon; his statement, “One small step for man, one giant leap for mankind,” both summarized his accomplishment and underscored his modest personality.

Although Armstrong generally shunned the spotlight of publicity, he continued to fly, moving from a Beech Bonanza to the Cessna 310 that he recently sold. He told AOPA Pilot Editor in Chief Tom Haines in May that he was planning his next aircraft purchase. 

The New York Times reported that Armstrong died afterof complications from cardiovascular procedures, attributing the information to a statement from his family.

The statement is worth reading, and if it wasn’t written by Armstrong, it certainly was inspired by him:

“We are heartbroken to share the news that Neil Armstrong has passed away following complications resulting from cardiovascular procedures.

“Neil was our loving husband, father, grandfather, brother and friend.

“Neil Armstrong was also a reluctant American hero who always believed he was just doing his job. He served his Nation proudly, as a navy fighter pilot, test pilot, and astronaut. He also found success back home in his native Ohio in business and academia, and became a community leader in Cincinnati.

“He remained an advocate of aviation and exploration throughout his life and never lost his boyhood wonder of these pursuits.

“As much as Neil cherished his privacy, he always appreciated the expressions of good will from people around the world and from all walks of life.

“While we mourn the loss of a very good man, we also celebrate his remarkable life and hope that it serves as an example to young people around the world to work hard to make their dreams come true, to be willing to explore and push the limits, and to selflessly serve a cause greater than themselves.

“For those who may ask what they can do to honor Neil, we have a simple request. Honor his example of service, accomplishment and modesty, and the next time you walk outside on a clear night and see the moon smiling down at you, think of Neil Armstrong and give him a wink.”

Do you see similarities with the following quotes attributed to Armstrong, which I nominate as his best:

“This is one small step for [a] man, one giant leap for mankind.”

“I believe that every human has a finite number of heartbeats. I don’t intend to waste any of mine running around doing exercises.”

“Pilots take no special joy in walking. Pilots like flying.”

R.I.P., Mr. Armstrong. An Eagle has landed.

Tanker exit could heat up fire season

Monday, August 20th, 2012

It’s been a brutal wildfire season in the western United States. And fewer large air assets are available for firefighting since Aero Union’s Lockheed P-3 Orion tankers were grounded last year.

10 Tanker Air Carrier (see the May 2012 AOPA Pilot article here or view the accompanying video on AOPA Live here), has modified the Douglas DC-10 for use as an airborne firefighter. Both of its former airliners have seen some service during this year’s fires. (Evergreen Aviation has modified a Boeing 747 for use as a tanker but said it has not been activated for service by the Forest Service.)

10 Tanker has invested millions developing, demonstrating, and deploying its technology. But the company says that its business model is viable only if it gets an exclusive-use contract from the Forest Service. An exclusive-use contract would provide more financial stability by paying the company to have the aircraft standing by and ready for almost immediate dispatch (the contract provides an amount per flight hour, as well). However, 10 Tanker has only received “call when needed” contracts—there’s no guaranteed payment, but the company agrees to respond within 24 hours of a call if aircraft are available (in this scenario the hourly rate is much higher).

“If used properly, [exclusive use] costs the government less to get the job done,” said Rick Hatton, 10 Tanker’s president and CEO; the cost per gallon of suppressant delivered is significantly lower, and high volume combined with short turnarounds can put more suppressant on a fire quickly. Without a multiyear exclusive-use contract, he said the privately funded company may well have to ground the airplanes altogether.

Evergreen notes in its statement that one reason the 747 is not flying is that the U.S. Forest Service’s specification for Next Generation Air Tanker aircraft limits tank size to 5,000 gallons–the 747 can carry 20,000 gallons, and the DC-10 tanker’s capacity is 11,600 gallons. The situation has prompted both companies to ask the public to contact their representatives in Washington, D.C. and ask them to examine current Forest Service policies regarding what it calls very large air tanker (VLAT) aircraft.

The call to action on 10 Tanker’s Facebook page is direct, and blog posts elsewhere indicate that absent a more suitable contract, the company could ground the aircraft in November. People in several towns credit the orange-and-white tankers with saving their homes–and I expect that some of them already have written their senators and representatives. 


Viral video of Idaho crash

Friday, August 10th, 2012

Some of you have seen the footage of a plane crash on YouTube that has gone viral on some of the social media networks. Although the three passengers apparently were not serious injuries, be advised that later in the video there are graphic images of the pilot’s more serious injuries.

The limited information accompanying the video says it took place in Idaho’s Frank Church River of No Return Wilderness, and that density altitude was an issue. As best as I can tell, this is the preliminary NTSB report, which doesn’t offer many details. Nevertheless, it’s a dramatic depiction of density altitude’s effects on an aircraft that does not appear to be lightly loaded.

I’d love to read a Never Again by the pilot in this accident. I’d also love to know what he thinks about the video posted by his passengers, who apparently all were videotaping the flight. At the time of this post, the video had 338,978 views.

A deserving toast to a helicopter pilot

Monday, July 30th, 2012

It’s not often that my passion for aviation intersects with my interest in craft beer–but it did recently, in what turned out to be a rather sad way.

I was enjoying a can of G’Knight (yes, good beer now is available in cans), an imperial red ale brewed by the Oskar Blues Brewery in Colorado. (A rather tasty one, too, I might add.) On the can was a cryptic comment about the beer’s namesake–and an unassuming URL that looked like it could refer to an N number. As an aviation journalist I had to look it up.

Gordon Knight was a Nebraska native who flew Army helicopters in Vietnam, where he earned a Purple Heart. In 1988 he moved to Boulder and made the leap from home brewing to professional brewing. He also continued to fly helicopters–often as a aerial firefighter. Knight died 10 years ago today, at age 52, after his helicopter crashed while he was fighting a forest fire just outside of Lyons, Colorado. The registration of the helicopter he had been flying was N3978Y, anchoring the URL printed on the can.

Knight had worked at a number of Colorado breweries, but never Oskar Blues. Yet his peers in the brewery saw fit to name a beer for their colleague, who died while doing something he enjoyed–and while trying to make a difference. A gesture like that tells me a lot about a person.

Here’s to you, Gordon Knight. Even though we never had the chance to meet, it’s clear from what I’ve read about you that I would have enjoyed the opportunity. 


Want to help launch a graphic novel about a WWII-era crop duster in peril?

Friday, July 13th, 2012

Duster has a little bit of everything: a Stearman Kaydet, a tenacious lady crop duster, World War II baddies, and Texas. But before you can order a copy, it needs some financial help.

The 215-page book takes place in the closing days of World War II. A widowed housewife-turned-crop-duster struggles to rescue her daughter from a band of war criminals who crash near her small Texas farm.

Duster’s writers and artists have put the project on Kickstarter, which is an online funding platform for creative projects. In other words, they’re looking for people who would like to back the book–become “early adopters”–and help fund the creation of the art that they want to see. The campaign launched June 18 and needs to raise $26,000. As of today, 277 backers had kicked in a total of $18,433. The campaign closes on July 24. You can download a free 40-page preview of the book, including the first part of the air battle between Joanna Kent in her Stearman Kaydet and a Luftwaffe Junkers Ju-290. If you choose to back the project, the creators are offering a number of incentives (not unlike the public television pledge drives) based on the amount you contribute.

Duster’s writers are Micah Wright, creator of the Wildstorm Comics series Stormwatch: Team Achilles; and Jay Lender, writer and director of animated television shows SpongeBob SquarePants and Phineas and Ferb. The artists are Jok Coglitore (rough layouts) and Cristian Mallea (pencils and inks).

Since you don’t come across a lady crop duster very often in fiction, I asked Wright whether he’s a pilot. He’s not, but the character of Joanna Kent is loosely based on his grandmother, who was a cotton farmer’s wife in West Texas during World War II. “The pilot aspect of Jo was inspired by real-life aviation pioneers like Jackie Cochran and Nancy Harkness Love, the two commanders of the Women Airforce Service Pilots,” he said. “Although this isn’t a story about the WASP, Jo was definitely informed by the struggles those real female pilots went through in a very rigidly gender-defined world.”—By Jill W. Tallman

Taildragging fun in Tennessee

Monday, June 4th, 2012

Do taildragger pilots have more fun? Well, yes, that’s pretty much a given. So, put together a bunch of tailwheel pilots and you’re in for an  especially good time.

Savannah-Hardin County Airport in Savannah, Tenn., hosted this year’s Ladies Love Taildraggers fly-in, held June 1-3, and boy, do these folks know how to throw a party. Airport manager Montille Warren must have been an event planner in another life, because she pulled all the stops for the event: a fuel discount, a huge hangar that served as a dining hall and later a stage for a country band; and a huge Southern-style spread each day. Organizer Judy Birchler (the driving force behind Ladies Love Taildraggers and the proud owner of a bright-yellow Rans) and her crew of volunteers rounded up door prizes, freebies like keychains (and you know how pilots love freebies) and nightly entertainment.

 What kind of entertainment? Well, Friday featured a Zumba class and a comedic poem by Kelly Jeffries about the trials and tribulations of building an airplane with her pilot-husband. Saturday was capped with performances by cowboy poet Woody Woodruff and country singer Ash Bowers.

Amazingly, there was no registration fee for the event. Judy and crew took donations–but 100 percent of the money collected was designated for Operation Homefront, a nonprofit that supports the families of service members and wounded warriors. AOPA Regional Manager Bob Minter told the crowd Friday night, “I’ve organized a lot of events, but I’ve never seen one like this one that had no registration fee and is entirely volunteer run.” The group ponied up more than $4,000, I was told.

Airplanes? Aeronca Champ; Taylorcraft; Cessna 140; Cessna 188; Bellanca Cruiseair; Super Decathlon; Citabria; Luscombe; Twin Beech; Cessna 195, Piper Super Cubs (at least three); Maule M5, Stearman, and a few I have yet to identify. (If you were there and I didn’t mention yours, apologies!)

The Homebuilt/Experimental category was well represented with several RVs, a Sonex, and a few I couldn’t identify. There were some 25 or 30 airplanes on the field for the event, and they came from 23 states. My trek from Maryland was a spin around the pattern compared to the trips by Kelly Jeffries, who brought her RV8 from New Hampshire; Cathy Page, who piloted her RV6 from Arizona; and Anne-Marie LaPointe, who rode a motorcycle from Ontario, Canada.

The variety of taildraggers was mouth-watering. There were some tricycle gear aircraft, too. (I imagine the pilot of a King Air that arrived mid-afternoon Saturday was scratching his head just a bit.) While it was definitely a taildragger-oriented event, Judy purposefully opened it to all lady pilots “and their friends,” so all of us could appreciate them. And I am very glad she did. I’ve been a fan of tailwheel airplanes since getting some stick time in an Aeronca Champ. There’s just no better way to fly low and slow, but if you want to fly far and fast, a tailwheel airplane can do that for you, too. Just ask Kelly and Cathy.

Ladies who love taildraggers at the LLT fly-in at Savannah, Tenn.


Discovery, from alpha to omega

Wednesday, April 18th, 2012

The space shuttle Discovery arrives in Washington, D.C.

I was among the thousands of people who flocked to the National Air and Space Museum’s Udvar-Hazy Annex at Washington Dulles International Airport on Tuesday to see the arrival of the space shuttle Discovery.

For many of them, it was a bittersweet experience, and understandably so. It’s hard to imagine NASA without a space shuttle; for a couple of generations, the winged, reusable vehicle has represented the space program. But for me it also represented a first, and last, chance to see the veteran orbiter in flight–albeit on the back of a jumbo jet.

Back in 1984, as a newspaper photographer in Florida, I was credentialed for the launch of mission STS 41D: Discovery’s maiden flight. We set up remote cameras in the swamps near launch pad 39A (NASA mandated a buddy system for setting up remotes, to prevent local wildlife–particularly alligators–from creeping up on an unwary photographer). I even managed to snag a pass for the Fire Tower, then the closest that civilians were allowed during a launch (it ceased to be a media option after the Challenger disaster). I was standing on that tower on a hazy, humid Florida morning, squinting at the pad through an 800-mm lens, when the countdown was halted and the launch scrubbed.

I recall driving back down to Kennedy Space Center a week or two later for a second scheduled launch, which also was postponed. When 41D finally lifted off, I was out of state and missed the event. Later, I did get to see a shuttle launch, and it’s an experience I will always remember–the vibration as the shock waves slowly roll over you, so long after liftoff that it almost takes you by surprise. That wasn’t Discovery, however; the orbiter eluded me until its very last flight.

Carlos Rodriguez awaits Discovery’s arrival.

Carlos Rodriguez, decked out in a red, white, and blue jacket and hat, also was waiting for Discovery at Dulles Airport. He had traveled from Virginia to Florida, twice, to see Discovery lift off–and he, too, was stood up both times. Eventually he did get to see Endeavour launch, but he still wanted to see Discovery fly, and welcome the orbiter to its new home.

Short final to Runway 1 Right at Washington Dulles.

Discovery’s delivery to the National Air and Space Museum was uneventful, but as the spacecraft was landing, there was a little drama for those who brought along an aviation receiver. As the Boeing 747 shuttle transporter glided down the ILS to Runway 1 Right at Dulles, the pilot not flying radioed the tower controller that its NASA T-38 escort was fuel critical. Not missing a beat, the controller very professionally worked the jet past a row of news helicopters hovering just east of the airport, and brought it around for an expedited landing. We all appreciated the safe outcome, as well as the controller’s helpful updates on the orbiter’s location.

Behind the B-25 photo shoot

Tuesday, April 17th, 2012

Mike's pre-dawn aerial shot.

Some events are just, well, so cool and rare that you’ll do whatever it takes to capture the moment and pray that you can at least convey a glimpse of the magic to those who couldn’t be there in person. The timed departure of 20 World War II bombers from the Grimes Gathering of B-25s is one of those events.

We received permission to do an aerial shoot during the takeoff and briefed the intended flight path and altitude with the event organizers the day before the mass departure. We worked with Mad River Air, a flight school on the field, to set up their Cessna 172 as a photo platform for AOPA photographer Mike Fizer and go over the route with the school’s chief pilot, Aaron Coleman, who would fly the mission.

Then, we set our alarm clocks for the 4 a.m. hour.

Admittedly, getting up at 4:40 a.m. wasn’t that bad. As if my shower didn’t wake me up, our hotel fire alarm went off at 5 a.m., ushering us and many veterans and guests visiting for the B-25 gathering outside in the dark (I’ve never seen so many bomber jackets at that hour). I grabbed my work laptop, headset, and purse. AOPA’s videographer Paul Harrop started evaluating what order to evacuate his video equipment, and Mike came out with all of his photo equipment. Thankfully it was a false alarm. But, by that time, we were loaded and ready to head to the airport; then the fire trucks pulled in. Paul directed us through the only narrow exit the fire trucks left open.

Getting ready for B-25 morning photo shootAt 5:30 a.m., we were getting the Cessna 172 ready while the B-25 crews performed their preflight inspections. Mike and Aaron needed to be wheels up by 6 a.m. to not disturb the ceremony set to take place before the B-25s started up. While they orbited the airport, Aaron had to dodge other GA traffic making last-minute approaches to the airport to witness the mass exodus. Paul and I took video and photos on the ground. The organizers sent an escort with us so that we could move to different locations instead of staying corralled with the rest of the media. After hitting one bump before crossing a taxiway, Paul nearly fell off the back of the golf cart…thankfully he regained his balance—and grip. Our friend Collis Wagner thought he was going to have to scrape him off the taxiway.

Paul Harrop

Paul Harrop captures video.

Aaron and Mike orbited the airport for two hours, from dark through sunrise to daylight, until the last B-25 took off. We booked it back to the hotel about five minutes away. I started writing in the car while Paul took side streets to avoid the traffic (dozens of people had lined the airport to watch from the side of the road). Less than two hours after leaving the airport, we had our story and video back to our team at Frederick, and photos for a slide show followed shortly (thankfully, Mike was able to work with the photos I shot from the ground).

Cessna 172

Aaron Coleman is a proud AOPA member.

Then it was back to the airport to finish some more assignments and on to the National Museum of the U.S. Air Force in Dayton for some information gathering about the Doolittle Tokyo Raiders. We’ll have the chance Wednesday to briefly interview the five remaining raiders. We hope you’ll enjoy the sights, sounds, and history of the B-25 gathering and Doolittle Tokyo Raider’s seventieth reunion.

Taxiing for takeoff.

Bucket lists, new adventures

Monday, March 12th, 2012

On March 10, I had the opportunity to fly in my first aviation event geared toward taking as many as possible on their first general aviation flight. Frederick Municipal Airport in Maryland (AOPA’s home base) can get busy, but it’s not often that I see six aircraft waiting to take off. That’s the way it was for much of the day as pilots volunteered to take girls and women aloft in aircraft ranging from Experimentals to helicopters to twins. The effort was part of Women of Aviation Week’s Fly it Forward Day.

My first passenger was Martine, whose curiosity in airplanes and my piloting credentials kept me on my toes for answers and explanations.Fly it Forward event I let Martine know that I was a flight instructor before loading her into the left seat. Even though Martine knew many aviation terms, much of the experience was new, including learning that a Cessna 172 is steered on the ground by our feet. With so many people in the traffic pattern, it gave us the perfect opportunity to discuss radio communications and point out aircraft in the sky.

By the time we took off and leveled at 2,500 feet msl, she was ready to try her hand at straight and level. By the time we landed, she was ready to learn to fly! Martine promptly picked up a flight training packet at the flight school on the field, and I gave her a couple of CFI recommendations after I made her first entry in the logbook she had just purchased.

A few hours after the flight Martine had her husband, Bill, come out to the airport. He wants to learn to fly too. Apparently, learning to fly is on their “bucket list,” and they want to accomplish their dream while they still have time to enjoy flying. He had many of the same questions as Martine, which she proudly answered to prove she remembered much of our conversation during flight.

Martine and Bill’s enthusiasm for aviation matched that of two of my other passengers that day–Brownie Troop girls young enough to be their grandchildren. Each of the girls shared bonding time with her mom while looking over the patchwork farmland below. They were equally thrilled when their moms got to “drive” in the air. One girl was so excited she just started giggling after takeoff. (That’s such a precious sound to hear coming through the intercom!)

I hope the new adventure for these girls will leave a lasting impression and inspire them to learn to fly. And, I hope Martine and Bill get “pilot certificate” checked off their bucket list so they can travel together by GA.

The return of Microsoft Flight Sim?

Friday, March 2nd, 2012

Microsoft reentered the flight sim market Wednesday with the launch of Microsoft Flight. The new product features the still-in-development Icon A5 Light Sport amphibian…and the game itself is free. Of course, add-ons are available; a North American P-51 Mustang is $7.99, a Maule M-7-260C is $14.99, and a Hawaiian adventure pack–with a Vans RV-6A–is $19.99. The website promises that more aircraft and terrain will be coming.

Fans of the previous Microsoft Flight Simulator product line, which ended almost a decade ago with the release of Flight Simulator X, should keep in mind that this new product is being marketed more as a game–it is a new product, not an evolution of what existed before. Initial user comments emphasize the entertainment focus of Flight.

Some enterprising student pilots–and instructors–used the previous Flight Simulator to enhance and accelerate flight training. Will Microsoft Flight be able to do the same? I don’t know; I haven’t had a chance to try it yet. Have you?