Last year’s RTW, Day 3

August 27, 2014 by Mike Collins

Rainy departure from Reykjavík.

Rainy departure from Reykjavík.

A year ago this morning, it was rainy on the ramp in Reykjavík, Iceland. It was good to finish the preflight and call for a departure clearance and engine start. Over the past year I’ve become more fond of this photo of raindrops on the MU-2’s windshield.

Shortly after takeoff from Iceland.

Shortly after takeoff from Iceland.

Shortly after takeoff, we broke out into bright sunlight over a small emerald-green valley. Reykjavík International Airport is close to the city center, and is not the large airport in the middle of nowhere that the airlines use. General aviation has its advantages! 

Clouds formed neat rows over the Netherlands.

Clouds formed neat rows over the Netherlands.

While it would have been fun to spend a little time exploring England, we were on the ground for about an hour–just long enough to refuel, take a comfort break, and make a couple of phone calls. Then we were off again, crossing a little more water and then the Netherlands as we head for Straubing, Germany. Our groundspeed on this 753-nm leg averages 279 knots, and we’re already missing the tailwinds that gave us speeds of 300 kts or more across the North Atlantic.

My original Day 3 post can be read here.

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RTW Day 2 in review

August 26, 2014 by Mike Collins

Our airplane waits just before sunrise at Goose Bay.

Our airplane waits just before sunrise at Goose Bay.

A year ago this morning, we were anxious to depart early from Goose Bay–but doing so too early could have landed us in trouble. Our fuel stop in Narsarsuaq, Greenland, was at the end of a fjord, and the aviation authorities there take a dim view of pilots departing for Narsarsuaq without first obtaining the local weather report. Because the airport didn’t open until 7 a.m., we had to wait until then for the weather. As a result, I had some time to photograph the airplane against a beautiful sunrise.

Mike Laver preflights the MU-2 before dawn.

Mike Laver preflights the MU-2 before dawn.

Mike Laver preflighted N50ET by flashlight, so we would be ready for a quick departure as soon as the weather observation from Greenland was received.

Climbing into the rising sun.

Climbing into the rising sun.

The sun was still low in the sky as we climbed eastward, approaching the Canadian coastline.

Glaciers flow together on the east side of Greenland.

Glaciers flow together on the east side of Greenland.

The fuel stop was quick, and the small iceberg we overflew on final approach served as a welcome to Greenland–which isn’t, by the way. The predominant colors there were white and rock. Our overnight stop, Iceland, actually offered quite a bit of green foliage.

My original Day 2 post can be read here.





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RTW one year later

August 25, 2014 by Mike Collins

One of the biggest surprises–at least, to me–coming out of my flight around the world last year with Mike Laver was reader interest in the trip, even a year later. The story of our trip in Mike’s Mitsubishi MU-2 has already been told, in this blog, in the December issue of AOPA Pilot, and on AOPA Live. To mark the trip’s anniversary, which began Aug. 25, 2013, I’m going to share a few more photos and a little reflection, especially with respect to changing political and other conditions in parts of the world. I’m amazed by how much things can change in 12 months.

Taking off from Frederick Municipal Airport.

The journey began with this takeoff from Runway 23 at Frederick Municipal Airport.

For a portion of our first leg, to Goose Bay, Labrador, we flew some distance below a large, four-engine airliner and its obediently following contrails. Given that the majority of our cruise flight would be at our optimal altitude of FL250, I almost didn’t take a photo, assuming this would be a frequent sight on our trip. As it turns out, this was the only time it happened.

Contrails overhead

A jet higher in the flight levels overtakes us.

Mike had flown through Goose Bay a number of times (it was my first visit), but this was his first when snow wasn’t flying. Actually, the weather the afternoon of our arrival was almost perfect, comfortable with a light breeze. It’s always nice when you don’t have to scramble to secure the airplane. We’ll be grabbing for jackets at tomorrow’s fuel stop.

Inserting cowl plugs.

It’s shirtsleeve weather as Mike Laver inserts engine cowl plugs after landing at Goose Bay.

My original Day 1 post can be read here.

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Alyssa Miller

Take me out to the airport

August 21, 2014 by Alyssa Miller, AOPA Online Managing Editor

20140816_134226There’s nothing like a family fun day out. When it happens to be at an airport, even better—especially if the airport offers something for everyone in the family.

This past weekend, I had the opportunity to fly AOPA’s 152Reimagined to the Tazewell County Airport Fly-In in Cedar Bluff, Virginia, to talk to members and help introduce children to aviation. The airport, situated on a ridge top, buzzed with activity—bounce houses for children, food vendors, a covered picnic area, live bands, booths from the local sheriff’s office and AOPA, helicopter rides, and demonstrations by a Just Aircraft SuperSTOL, an Extra, a powered parachute, and a jet-powered remote-control aircraft.

Pilots who flew in got lunch for free and could take advantage of a great fuel discount—that day the airport offered it for $4.90 a gallon! (After 3.5 hours of flying time to get there, I topped off for only $81!)

20140816_133203Grandparents, moms, dads, teenagers, and young children were all smiles as they walked around in a warm breeze, sat in camping chairs, and played.

It’s been several years since I’ve seen such a diverse age range enjoying themselves at an airport. And I’m not talking about a couple of family members tolerating it while one (the pilot) runs around like a kid at Christmas. I’m talking about families lounging around, listening to music, playing, laughing, and spending quality time together like hanging out at an airport and watching airplanes is the most natural, inviting pastime in the world.

Tazewell usually hosts an airshow this time of year, but broke its tradition to opt for a fly-in, bringing pilots from outside the area in to mingle with the local community members. This brought a welcomed increase in traffic to the airport that is usually quiet, with only a few refueling stops from jets.

20140816_133518The day held a special treat for me as well—my own family flew a short hop in a Cessna 170 to surprise me at the fly-in.

If you ask me, Tazewell had the perfect fly-in and open house. And if other small airports across the country are doing the same, there’s hope for general aviation yet.


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Alyssa Miller

Thanks, Annabelle

August 13, 2014 by Alyssa Miller, AOPA Online Managing Editor

Growing up in aviation, I hadn’t met very many female pilots, let alone a woman who had blazed the trail, making it easier for me to enter the field.

Attendees at Annabelle Fera's retirement party express their appreciation for her dedication to aviation as a designated pilot examiner. Photo by Woody Cahall.

Attendees at Annabelle Fera’s retirement party express their appreciation for her dedication to aviation as a designated pilot examiner. Photo by Woody Cahall.

When I moved to Frederick, Maryland, to work at AOPA, I started hearing about Annabelle, a local legend. She was always referred to simply as Annabelle—no last name was needed, everyone knew who you were talking about. She was the designated pilot examiner on the field, and it seemed as if every pilot at Frederick had taken a checkride with her. She was always fair in her examinations, they said.

Still, when it came my turn to take my instrument checkride with Annabelle, I was terrified. My instructor introduced me to her a couple of days before the checkride. She was petite and kind-hearted, not a scary examiner with horns. She emphasized the importance of safety, which helped to calm my nerves somewhat.

After passing my instrument checkride, I focused less on Annabelle’s status as an examiner and more on trying to learn about what brought her to this respected position in the aviation community.

Annabelle earned her pilot certificate in 1969. She worked her way up through an airline transport pilot certificate, but the airlines wouldn’t hire women then. She found a job instructing and later became an examiner in 1978. There weren’t many female aviation examiners at the time; a photo of a certificate from the FAA repeatedly uses “he” and “him” in conferring the title of designated pilot examiner on her.

Occasionally, I would ask Annabelle for advice. After my commercial checkride, I confided in her about some of my insecurities in aviation, to which she promptly responded by giving me a favorable evaluation of my piloting skills and encouraged me to continue pursuing my dreams. From her statement, I knew that evaluation wasn’t one she gave out freely and that she had years of experience to back up what she said.

Experience indeed. When Annabelle retired recently, she had more than three decades of experience as an examiner and had given more than 9,000 exams. During her career, she probably spent double the time of giving that many exams in encouraging pilots to follow their dreams and girls to consider careers in aviation. I remember Annabelle urging teenage Girl Scouts to go up for a flight to see if they liked it and “fly my dream for me,” during an AOPA event in 2011.

Annabelle got a taste of how many lives she impacted over the decades during a retirement party Aug. 10 at the Frederick Municipal Airport. Pilots of all ages who had worked with, trained with, or taken a checkride from Annabelle came out to say “thank you.” At the celebration, I learned that her legend extends far beyond Frederick. She gave a checkride to Sam Walton’s grandson and to a Saudi prince, and to airline pilots who now fly various routes around the world. But bigger than that is how her reputation has spread by word of mouth (there are thousands of us, after all).

I know I’ve used her as an example while flying with teenage girls in the remote villages of northern Alaska. They too face many obstacles, and my hope is that after sharing highlights of Annabelle’s incredible career with them, they will realize that they too can persevere and learn to fly if their heart is in it.

So, thank you Annabelle, for blazing the trail, for sharing high standards, and for being an impeccable example to pilots. I am fortunate to have flown with you.

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Jill Tallman

Oshkosh and pilots take care of their own

July 30, 2014 by Jill W. Tallman, Associate Editor

Kate (left) and Judy at the Women in Aviation Connect breakfast at AirVenture 2014.

Kate (left) and Judy at the Women in Aviation Connect breakfast at AirVenture 2014.

For many of us, heading to Oshkosh, Wis., in July is a yearly ritual. It certainly is for Judy Birchler of Indianapolis, Ind. Judy and her niece Kate departed Indiana Sunday in Judy’s Rans, looking forward to a week of fun at EAA AirVenture.

The trip went great until Judy realized that she had left her wallet at her first fuel stop–White County Airport in Monticello, Ind. She didn’t discover the missing wallet until they stopped at East Troy in Wisconsin for more fuel. No wallet–no credit cards–no money! And niece Kate hadn’t brought along any scratch, either.

You’d think that would have been a showstopper, but it wasn’t. A Luscombe pilot named Bill Coleman topped off the Rans’ tanks at East Troy.

At that same fuel stop, Judy also discovered that the Rans’ exhaust pipe extension had fallen off. She flew around the pattern at East Troy, and decided continuing to Oshkosh without it wouldn’t be prudent.

To the rescue came another pilot–“a cool guy named Lucas,” Judy said—who created another exhaust pipe for her Experimental aircraft. And off they went. They landed uneventfully at Wittman Field.

Judy, who runs the LadiesLoveTaildraggers website, had been steadfastly tweeting and blogging her trip. She put it out on social media that she was flying without funds, and people here at Oshkosh have given her cash to tide them over until they can get back to Indianapolis. (Another pilot friend has since retrieved Judy’s wallet.)

I’ve always known the aviation community is a special one–and when you include Oshkosh in the mix, you’re talking about something really special.


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Tom Horne

Last stop: Nagoya and Kyoto

July 17, 2014 by Thomas A. Horne, Editor At Large

It was an easy two-hour trip from Taipei to Jeju, South Korea, and the day spent at Jeju gave the touring group of pilots a chance to see a volcanic caldera and check out the Shilla Hotel’s private beach. I’d never heard of the place before, but Jeju is a big tourist destination and has a huge modern airport to prove it.

But this trip is all about the flying so today we flew from Jeju to Nagoya, Japan. Jeju was hot and foggy at the surface for today’s departure but we picked up 50-knot tailwinds at the Mustang’s cruising altitude of 33,000 feet. Groundspeeds hit the 350-knot mark a couple of times. As a result we landed at Nagoya in just under two hours.

After that it was a bullet-train ride to Kyoto, where the group will see the sights. Then my Mustang flying comes to an end–for now, anyway–on Saturday morning. That’s when I head to Tokyo on the bullet train and board a flight back home.

Hope you got at least a bit of a feel for the experience, but an upcoming issue of AOPA Pilot will have a feature story on the same trip, and give you a more expansive look at the experience. Thanks to those of you who followed along, thanks to all the great new acquaintances I made during this unforgettable time, and for those of you who want to continue following the group as they make their way through Russia and back to United States, remember to follow Air Journey’s blog.

The route from Jeju to Nagoya. The green shading indicates high-altitude turbulence, and indeed there was some. About 60 nm from Nagoya we had to deviate around a thunderstorm, but that was about it for the weather enroute.

The route from Jeju to Nagoya. The green shading indicates high-altitude turbulence, and indeed there was some. About 60 nm from Nagoya we had to deviate around a thunderstorm, but that was about it for the weather enroute.


Here’s a sample of just some of the material reviewed during the previous night’s pilot briefing. Good material for armchair flying!

Briefing Jeju – Nagoya


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True fact about ‘True Lies’

July 16, 2014 by Mike Collins

Remember the action comedy True Lies, in which Arnold Schwarzenegger famously hops into a Harrier, bounces off a couple of police cars, balances his daughter on the jump- jet’s nose, and dispatches a terrorist who was dangling from an attached Sidewinder missile? Nothing true about that scene.

But it is true that the movie turned 20 years old yesterday. And it’s also true that some of the flying scenes in that movie involved actual Harrier jets. Three Marine Corps AV-8Bs were rented for the filming; the producers reportedly paid an hourly rate of $2,410 for more than 40 flight hours. The article did not say whether that was a wet rate or a dry rate. Regardless, the $100,000 or so was no more than a drop in the $100 million production budget. At the time of its release in 1994, not only was True Lies the first film to have a production budget in excess of $100M, but it was the most expensive film ever made.

This and several other true facts about True Lies are circulating online this week, commemorating the film’s anniversary. They’re on the Internet, so they must be true–right?

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Tom Horne

The Women Pilots of Air Journey’s RTW

July 15, 2014 by Thomas A. Horne, Editor At Large

Of the nine pilots flying the current legs of Air Journey’s around the world (RTW) voyage, two are women. One, Laura Azara, plans to file for a record flight: the youngest female pilot to complete an around the world trip in an unmodified airplane–a Pilatus PC-12NG.

Yes, Amelia Earhart–no, not that Amelia Earhart–recently claimed an around-the-world record for being the youngest female pilot to reach that goal, and in a PC-12 NG to boot. But the latter Earhart made her flight using a PC-12NG fitted with ferry fuel tanks. And while she may have been the youngest to do the flight, Azara is even younger–by a mere three days. On the RTW trip Azara flies with Jimmy Hayes in his PC-12.

Laura Azara, copying  her clearance to depart Taiwan's Taoyuan Airport.

Laura Azara, copying her clearance to depart Taiwan’s
Taoyuan Airport.

Corinna Hettinger is the second female pilot. She has a private pilot certificate and logs time flying the Sierra-modified Cessna Citation ISP owned by her and husband Bill. She learned to fly in a Cessna 152 and in her 25 years of flying, she’s flown a series of Piper piston singles, then upped her game to serving as co-pilot in the Piper Navajo the couple have owned. These days, she’s riding shotgun and making contrails in the ISP at FL430.

Corinna and Bill Hettinger prepare to board their Citation.

Corinna and Bill Hettinger prepare to board their Citation.

Meanwhile, Betty Schlacter, while not a pilot, might as well be. She’s been flying with husband David for the past 65 hours in the TBM 850 the couple are using on the RTW trip. She’s attended a number of pinch-hitter courses, and learned a lot from right-seat experience. The skills she’s learned over the years make her very adept at working the GPS and other navigation equipment, as well as making radio calls. In the polyglot world of around the world flying that’s saying a lot.


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Tom Horne

Slots and Heat

July 13, 2014 by Thomas A. Horne, Editor At Large

For yesterday’s departure from Hong Kong each airplane in the group was assigned a slot. These ranged from 7:00 a.m. to 9:30 a.m. so it was important for us to all get to the airport well in advance. Hong Kong, with departures occurring at what must be one-minute intervals, is a very, very busy place.

In any event, our carefully allotted slot times didn’t work out as planned. Like many big airports overseas, at Hong Kong you have to call up clearance delivery, then ground control to get an engine start time. The first time I called up, I was told to expect a 10-minute wait for engine start. Ten minutes came and went, and the next callup said it would be 15 minutes. Then 20 minutes. Then 25 minutes.

This was bad not just because of the takeoff delay, but because of the weather. It was a soggy, rainy, 90-degree morning, so everyone ended up soaked in sweat waiting for permission to start. We didn’t dare start the engines so we could sit there indefinitely, even though that would have given us air conditioning. It would eat up fuel.

Finally, permission was granted. A half-hour taxi ensued, then our Mustang was finally cleared for takeoff. It was 10:30 a.m.

The intial takeoff and climb performance was OK, with climb rates of 2,000 fpm or so. But the much higher than standard temperature conditions (ISA +19 degrees) meant that to keep decent climb rates we’d have to use ever-slower airspeeds. Eventually we levelled off at FL330 (we gave up on cruising at the originally-filed FL370, feeling that it would take us too long to reach it). Coming up on the target altitude, the Mustang’s climb rate was down to 500 fpm owing to the heat’s adverse effects on engine power output.

Less power available also meant a slower cruise speed than typical–315 instead of 340 KTAS. All these factors turned what normally would have been a 1.5 hour trip into a 2 hour event. We landed at Taipei’s Tao Yuan International Airport at 12:30 p.m. Later in the day there was an outing to a huge electronics store, and today the group visited a Tao temple, Chiang Kai Shek’s memorial, the National Revolutionary Martyrs’ Shrine–for those who died fighting warlords, communists, and the Japanese in the period from the 1920s to the late 1940s.

But this trip is all about getting there, so there’s another briefing tonight for tomorrow’s trip to Jeju, South Korea.

Here’s a view of our route:

The route to Jeju may involve some rain showers and convection. That's tropical weather in the summer for you!

The route to Jeju may involve some rain showers and convection. That’s tropical weather in the summer for you!

Here’s some shots from yesterday’s flight:

Waiting for engine start on the ramp at Hong Kong's Business Aviation Center. There's a Signature FBO here!

Waiting for engine start on the ramp at Hong Kong’s Business Aviation Center, with a big downpour on the way.

Baking in the heat, waiting for engine-start permission so I can close the door and start up. Outside the western world, general aviation pilots will find that  wearing a pilot uniform will mean bring better influence and respect.

Baking in the heat, waiting for engine-start permission so I can close the door and start up. 

The Mustang's G1000 MFD shows us enroute to Taipei, and more than halfway there.

The Mustang’s G1000 MFD shows us enroute to Taipei, and more than halfway there.

Two of the group's airplanes tied down on the ramp at Taipei.

Three of the group’s airplanes tied down on the ramp at Taipei–a Twin Commander, A Citation ISP, and a PC-12NG


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