Learning Experiences

As election day loomed, I realized I hadnt secured an absentee ballot. What to do? Fly home and vote, of course-any excuse for a cross-country. So I reserved the Skyhawk for the full day and invited a friend to join me. This was one of my first cross-country flights in a while. And it was the friends first-ever flight in a personal airplane, so he peppered me with questions as I pre-flighted the rental and got my act together.

Owning an airplane always was a dream of mine, one I recently was able to realize. Like so many others, I spent many years renting, and borrowing or participating in flying clubs, as I learned to fly and use an airplane both fun and travel. But theres no free lunch, and owning an airplane brings responsibilities and hassles. Theyre mostly worthwhile, of course.

If youve ever wanted to see something you wrote appear in an aviation magazine with your name, heres your chance. Each month, this space is devoted to giving readers the opportunity to share with other pilots something theyve learned about flying aircraft. Well always assure anonymity if you want it, but well be happy to put your name on it, also.

Two months after gaining my private ticket, my friend asked if I could take him and his son from Michigan to New Hampshire, where he would leave his son to visit his grandparents for two weeks. No problem, I said, looking forward to my first long cross-country.

With the engine still running and sputtering, we were getting closer to the airport. With about 10.5 hours of dual under my belt, I was not frightened for some reason, assuming we would disembark and swim if it came to ditching.

I hope it wont come as a shock to learn magazine editors dont always practice what they preach. Kind of like fat-cat politicians urging austerity for the proletariat, we arent always as prolific in our flying as we may seem, or as we encourage others. In fact, over the last couple of years, competing and conflicting priorities conspired to keep me and my airplane on the ground much more than was good for either of us.

At about 1950 Mountain time, the airplane was substantially damaged during a forced landing following a loss of engine power. The commercial pilot and his passenger were not injured. Night visual conditions prevailed. While en route, the pilot determined adequate fuel to complete the flight as planned was not aboard. The right fuel tank apparently failed to feed the engine. While preparing to land, the engine lost power. The pilot performed a forced landing to a field, during which the airplane nosed over and came to rest inverted.

A few years ago, as my need to travel on business to various locations ill-served by the airlines grew, using a GA airplane was a natural solution. After months of making, missing and rescheduling appointments, conducting business in FBO meeting rooms and up to four sales calls a day, I started to get the hang of it. What I learned about weather flying and fitting small airplanes into the ATC system would fill several magazines!

Anyone whos made it through primary training knows the importance of determining an airplanes weight and balance. From that training, we know there are real limitations on how much it can carry and where that weight-whether in fuel, cargo or passengers-can be. We also know a lighter airplane performs better than a heavy one, and that weight concentrated near the fore or aft limits can affect aircraft performance.

My wife and I planned a flight to the San Francisco area to attend our eldest granddaughters college graduation. On the morning of departure, I obtained a standard briefing indicating beautiful VFR for the entire flight. We headed to the airport, preflighted the aircraft and loaded our luggage. A smooth takeoff run was followed by a crisp climbout in the cool morning air to our cruising altitude of 9500 feet.