It has been said that oil is the blood of an engine. If the oil is old and tired, contains foreign materials or flows at the wrong pressure, the engine’s optimum life span can be threatened. All pilots should know enough to check oil quality, as well as quantity, during preflight inspection. A quick peek at oil quantity marks on the dipstick isn’t enough. During preflight, you need to determine whether the oil seems suspiciously gritty, displays an unusual color or sheen, seems too thin or too thick for the ambient temperature, or has a “burnt” aroma. Inspect inside the cowling and on the ground under the engine for signs of oil leaks.
On May 25, 1961, President John F. Kennedy announced his plans for the United States to put the first man on the moon by 1970. The space race officially shifted into high gear. His announcement also triggered events that led to the manufacture of one of the oddest looking planes in aviation history—the Pregnant Guppy, an aircraft that would help make Kennedy’s goal a reality.
In the Siegfried family tree, there’s a Cub that flies from branch to branch, as each generation introduces the next to aviation. Whereas some parents pressure their kids to play piano or throw a football, the Siegfried’s child-rearing checklist revolves around taildraggers. “Old Bob” took his first flight in a J-3 in 1943; his five children each soloed gliders at age 14 and Cubs at 16. And while granddaughter McKinley’s classmates were cavorting on spring break this year, the high schooler devoted 50 hours per week to building a Texas Sport Cub, the kit version of an American Legend Cub, with her father. We joined them in Lakeland, Fla., where 16-year-old McKinley soloed the low-and-slow derivative, extending family tradition another generation.
As this column is being written, I’m sitting in an open-sided tent at Sun ’n Fun. The annual event is held in Lakeland, Fla., which is about 50 miles west of “Mickeyville.” It’s raining, it’s colder than an auditor’s heart, I got soaked looking for a sweatshirt, so I’m wearing a garbage bag in a vain attempt at limiting heat loss—I look like I’m homeless. Plus, I’m shivering so much that typing is becoming a chore, so excuse any typos. The ’08 air show season is off to a typical start.
If you were to drive across the country, you could point your car in the right direction and eventually you’d get to your destination, though perhaps not by a straight-line route. Before leaving, you’d need to consult a map to ensure that you’re heading in the right direction and don’t get lost. Likewise, to get your first airline job, it’s best to have a carefully thought-out plan so that you get where you want in the shortest amount of time. Increasingly, that means adding glass-cockpit experience to your checklist.
There was a time in each of our lives when we weren’t yet pilots. Born as aviators, perhaps, but not licensed pilots. We jumped at any opportunity to get closer to the sky, and more often than not, passion overruled reason. Countless childhood hours have been spent polishing aluminum in exchange for 10-minute rides around the patch. At age 15, Senior Editor Bill Cox even endured frostbite in minus-40 degree temperatures at Ladd Air Force Base in Alaska, but he got to fly in a Northrop F-89D Scorpion—so never mind that his fingertips nearly fell off.
Misfueling occurs when the wrong type of fuel is pumped into an aircraft’s tanks. It could be that jet fuel gets pumped instead of gasoline, gasoline instead of jet fuel, automotive gas instead of aviation gas, automotive gas containing ethanol instead of auto gas with no additives, or something else yet to be devised by a creative fueling person.
Dogs make wonderful copilots, even if they do sometimes complain about the landings
Yes, I’m guilty. The rumors are true. I am one of those silly, sentimental pet lovers who regard dogs as a couple of steps above most humans. I’ve owned and raised a succession of Siberian huskies, Alaskan malamutes, German shepherds and dobermans for the last 40 years, and as a group, they’re some of the most wondrous creatures on the planet. I’m ecstatic when they’re born, and I cry when they die.
There are few things as rewarding for new pilots as flying with their first passenger. I know that was true for me. Part of my whole motivation for completing my ticket was to share the excitement of flight that I’d discovered during my lessons and prelicense flight experiences. And once I passed my checkride, I wasted no time in filling whatever rental I was flying with as many friends as I could.
In the late ’50s, the Air Force began researching whether a pilot could survive bailing out of a high-altitude, supersonic fighter. There was only one way to find out: find a human who was willing to conduct such an experiment.
It’s Oshkosh, but with Gulfstreams, caviar, limos…and lots of beer
It was Super Bowl morning, and the airport was as dead as a Thanksgiving turkey. Where barely 12 hours earlier, the only way I could get into the air was by sitting at an intersection, engine running and whining to the tower, this day I practically owned the airport. The pattern, anyway. The airport itself was owned by the more than 208 jets and turboprops that had come into Scottsdale, Ariz., that morning and stayed—not to mention the dozens more that came, dropped off passengers, and then split. It had to be coincidental that across town, in the gleaming dome easily visible from the pattern, even though it was more than 20 miles away, the Giants and the Patriots were about to square off.
The other evening, I was flipping through the channels looking for something to watch on TV when I landed on a show about Concorde’s final flight, back in October 2003. Hard to believe it has been almost five years. Knowing that last flight would occur sooner rather than later, I flew Concorde New York to Paris return in the spring of 2000, just a couple months before its first and only crash, on July 25, 2000. It was something I just had to experience, and I’m glad I did, because it seems the days of supersonic airliners are behind us, at least for the foreseeable future. And because my flight was also before 9/11, I spent some time during our 11-mile high, Mach 2.02–cruise sitting in the jump seat at the pointy end, which, in Concorde, is really pointy. (Can’t imagine that happening now.)
The NTSB began 2008 by issuing a Safety Alert aimed at general aviation (GA) pilots. It deals with accidents involving controlled flight into terrain (CFIT) during nighttime VFR flight. The NTSB noted that some of the CFIT accidents it has investigated in recent years could have been avoided if the pilots had maintained better altitude and geographic position awareness. According to NTSB Chairman Mark V. Rosenker, “Some of the pilots involved in these accidents had many years of experience and were instrument rated, yet for some lapses in basic airmanship, they failed to maintain proper altitude.”
Woody was one of those pilots we all thought would live forever. He was something of a legend in the ferry-flying community: an aviator who had been everywhere in pretty much everything, had never wrecked an airplane and seemed to live a charmed life. A former African missionary, he was a friend for 20 years who knew more about flying the world than anyone else I had ever met, and we all assumed he was invulnerable to the dangers of ferry flying.
About a year ago, I was driving north on the 405, a freeway in Los Angeles that’s usually a huge, 10-lane parking lot unless it’s during the wee hours or a weekend. It was nighttime and I was probably scooting along at about 80 when I saw a flash of lights in my rearview mirror. My heart skipped a beat, though traffic often moves that fast on the freeway. I reflexively let up on the gas and looked back again. This time, there wasn’t just one police car, but many, in pursuit of a single vehicle, not a police car, closing on me fast. I darted rather urgently to the innermost lane as a white Honda or Toyota, followed by about seven police cars, passed me like I was standing still—and I was only down to about 70. I thought, “Welcome to Los Angeles, land of the car chase.”
Balanced aviation nutrition is like nutrition of all types in that it has to support and nurture the body, the soul and the mind, but not necessarily in that order. Without it, the entity that is the aviator will, if not wither and die, at least not realize his full potential. The aviator’s growth, thinking and spirit will be stunted, and he or she will probably not even realize it. To maintain an aviator’s body and mind in peak condition, it’s essential that it be fed the proper balance of nutrition from each of the four basic av-food groups.