AircraftOwner Online

Flaps, one notch. Mixture, rich. Sky, clear. Throttle, full. Brakes, released. The plane clings to the ground for an instant, Newton and one of his pesky laws stunts your movement, but soon, another law trumps inertia and you inch forward, creeping at first, then picking up speed, faster and faster, the landscape a green blur down both sides of the peripheral vision. Feet work the rudder pedals, a slight sway from left to right then back again. The stick vibrates your palm as a narrow, white needle springs to life on the airspeed indicator, its silent warning screaming that 30 more knots are critical before you can even think of lifting off. Meanwhile you’ve eaten up half the runway, the trees at the opposite end, the ones that appeared so gentle and kind and docile before, now furious, their faces gnarled in determination as they yank themselves from the ground, shake the red clay from their twisted roots and begin to charge toward you. Against your instinct, you hold steady, fighting the urge to jerk the stick back before it’s time, knowing if you do, the plane will become a mangled mess because you lacked airspeed, that vital element of lift and flight.

The needle creeps, moving through mud, caught in a slow motion time warp as it arcs from 40 to 45. The magic number is 60. The trees blitz within their own time anomaly, but unlike the sluggish airspeed gauge, someone has pressed fast-forward on a true universal remote and the wooden creatures sprint faster toward you. 50…55… They close in, their crooked limbs stretching your way. 58… Too late to abort, not enough runway left to stop. 59… If only you had 30 more feet of runway…but wait…the plane rises, the wings on both sides physically lift, curving upward like a drawn bow pointed toward the ground. The trees strain skyward in final attempts to snag you in their tangled branches, but you sail over them by scant feet. You glance down, realizing now they outnumbered you. The front line hid an army of trees behind them, a whole nation of their wooden brethren, but now the menacing green creatures appear docile again, mere shrubs from your new vantage point.

For almost an hour, you soar over the countryside, scan the sky for oncoming aircraft, monitor the gauges, peek at your winged shadow as it glides across the ground, expanding when it darts up the side of a building and races across the roof before plunging down the other side where it shrinks once more. The setting sun draws your eyes as it brushes against the far clouds on the horizon, singeing their scalloped edges golden before morphing purple and red as the sphere sinks behind them.

It’s time to land. You point the airplane toward the faint lights of your home field, one of the shortest airstrips in your state, and you scan your gauges, paying special attention to the airspeed indicator once again to ensure you carry enough speed right up to the runway threshold, but not too much, lest you land long and ram the same trees you outwitted during takeoff.

Gentle touchdown in the grass field, an emerald sea sloshing against your wheels as you slow. A burst of power propels you to your tie-down where you throttle back, cut your avionics and lean your fuel mixture full back until the engine stutters and the blurred propeller slows until it’s visible once more.

You stretch three braided ropes, heave them taut to anchor your winged mare to earth until you return another day to do it again. Walking away, you wonder if you need ropes yourself, perhaps with sandbags tethered to their frayed ends for ballast because you float across the field instead of walk, the soft grass swaying beneath your feet in the tender night breeze because your mind is light, your body energized, and both are pulsing with life.

For a long time I thought I knew the reason I felt so alive, so energized after my initial fight training and beyond, but I was wrong. At first, when walking away from my plane after a flight, I mistook the intense energy that clung to my being as elation. And why not? I had finally pursued my dream, a long suppressed desire to fly.

I’m sure elation was embedded somewhere in the emotions I felt, but over time the true reason dawned. For that hour, from the moment I entered the aircraft until it was tied down, I thought of nothing other than piloting the plane. I didn’t conjure the past, futile attempts to relive and regret. I didn’t march through my monumental to-do list in my head. I forgot about bills. I forgot to fret over the future. In other words, I lived in the moment.

If I accomplished my goal in writing the beginning of this piece, you were living in the moment as well, forgetting the annoyances and distractions of life that vie for your attention. Yes, the piece may have taken your brain elsewhere, the reason so many of us like to read novels, but it’s still a “present” you experience real time, even though you may be in a fictional world.

After this realization, I searched for other activities that anchored me in the present. Good novels jumped near the top of the list. Exercise scored high as well. Just as reading locked me in the present, so did writing, an activity I started to immerse myself in with increased frequency. Nature was a biggie. Some claim a 20 minute walk once a day in nature does more for your well-being than any pharmaceutical wonder drug could ever accomplish. I agree with every fiber of my being. No matter what mood I’m in, a short walk outside will cure what ails me. It’s hard to stay down when you glide under green tree canopies while the sky pushes blue at you between the spaces in the leaves.

Want to know something else that tugs me into the present moment and never fails to spread a smile across my face? The sight of a dog’s head thrust out a car window, its eyebrows arched in sheer enthusiasm, tongue trailing in the wind. I guarantee all dogs live in the present. We could learn a lesson or two from them. Next time you're driving a car, ease down your window, erasing that curved glass between the you and the world. Feel the cold, or the heat. Shoot your arm out, palm down, and let your “wing” slice the air. Encourage your passenger to do the same. Who knows what will happen? Perhaps if you’re driving fast enough, you both may sail over that far horizon into the great wide now.

To read more posts please visit www.lessonsfromthecockpit.com

We want to here from you!

 

What is your favorite Aviation Destination and Why?

We want to know the place that is always top of mind, when the words, beautiful, gorgeous, and breathtaking are uttered. It’s the place you fly to every year, with great anticipation. It’s the place you don’t want to leave once you’re there, that offers a view from the controls that continually answers the question we are all asked at least once; “Why do you fly?”

 

 It’s a place that screams beauty from any angle you look at it, but is extraordinarily amplified to those lucky enough to see it with a birds eye view…

 

Share with us:

 

Upload Photos, Videos and tell us all about your great flying adventures!

Richard’s story emerged over lunch at a local restaurant. I don’t even know how it came up in the conversation.

Years ago, he and his stepfather had gone on a four-day hike in the desert, looking for lost treasure. They’d followed old mining roads and pack trails high up into the Weaver Mountains, following vague directions given to them by an old miner who had recently gone to that great mother lode in the sky. As days wore on, they found one landmark after another. On the third morning, they were searching for their last landmark, some cabins deep in a thickly treed canyon. Although they couldn’t see any sign of the cabins from a ridge overlooking miles of high desert terrain, later that day they stumbled upon them while following a spring-fed creek. By then, they were out of time and had to start on their way back home. They never went back.

Richard’s tale of a four-day hike in the desert, living off the land and finding old buildings hidden away in canyons, fascinated me. I’d done my share of exploring when I was in my teens and had some interesting tales to tell. But none could come close to his. I wanted to know more, to see the cabins with my own eyes. Perhaps I thought it was a way to recapture part of my youth, when the simple pleasure of discovery was all the reward I needed after a long hike on a hot day.

But although Richard wanted very much to find the site again, a work-related injury made a long hike or horseback ride impossible. And Richard was certain that there were no roads anywhere near the canyon, so a Jeep wouldn’t get us there. Besides, with thousands of acres of mountainous terrain and numerous canyons with spring-fed creeks, locating the site would be like finding a cactus spine in a patch of tumbleweed. After all, Richard’s initial visit had been long before the era of GPS and he wasn’t sure where the site was.

I can’t recall if it were Richard or me who suggested the helicopter as a means to find his hidden cabins. If Richard suggested it, I’d probably been thinking about it quietly already, so his suggestion seemed perfectly natural. If I suggested it, I don’t recall him being surprised, so he must have been thinking about it, too.

Back then, in September 2002, I owned a 1999 Robinson R22 Beta II I affectionately called simply "Three-Niner-Lima." I’d owned it since October 2000 and had done most of my flying at its controls. I learned to fly late in life, earning my private pilot helicopter rating shortly before my 39th birthday and my commercial rating a year and a half later. Three-Niner-Lima sat two, including the pilot. Although it didn’t have much power — a fact that became apparent at higher elevations, especially on warm days — it was fun and relatively inexpensive to fly.

Richard, his wife, and I met again over breakfast the next day. I brought along some topographic maps. Richard pointed out where he and his stepfather had parked the car for their hike and where he thought they’d hiked. He pointed out a few canyons with springs that could be the canyon they’d visited. I saw a number of 4WD roads and pack trails on the map and pointed them out. Richard repeated with certainty that there were no roads leading into the canyon.

There was a lot of mountainous terrain to cover. When flying helicopters, mountains mean three things: high elevation, which limits available power; unusual winds, which can make landing difficult or hazardous; and uneven terrain, which makes it hard to find an emergency landing area in the unlikely event of an engine failure. With all this in mind, I suggested that we begin our search early in the morning, before the temperature rises and the winds kick up. We agreed to meet at 6:00 AM.

One thing led to another and I was unable to keep our appointment. So we put it off a few days. Thus, it was by chance that we made our flight thirty years to the day of Richard’s original hike — a fact Richard didn’t realize until much later.

The morning of our flight was clear, cool, and calm. We took off from Wickenburg, heading north, just after sunrise. Although Three-Niner-Lima was equipped with a panel-mounted GPS, I brought along my hand-held Garmin, which has mapping capabilities, and set it up to log our route. Later, I was able to overlay the route on some topographic maps, which gave us an interesting view of our flight.

We climbed over the Weaver Mountains in the early morning light. It was slightly hazy that September morning, as if the desert were trying to send its moisture up to the sky to start monsoonal rains as early as possible. But because the summer had been so dry, the desert was a parched beige color, with dusty green patches of vegetation. Up in the Weavers, however, it was obvious where springs flowed. Dozens of canyons were green with tall cottonwoods and other water-loving trees of the desert. It was under one of those canopies of trees that we’d find the hidden cabins.

We flew a relatively standard search-and-rescue pattern, weaving back and forth over one canyon after another. For safety’s sake, I needed to remain at least 500 feet up. Since we were operating in an area of rapidly changing elevations, I kept my eyes outside the cockpit, concentrating on keeping us clear of terrain. I did my best to place the best view on the left side of the cockpit, where Richard sat, scanning the ground.

After about 40 minutes of searching, we were getting discouraged. I felt bad for Richard, who had come prepared with hiking shoes, water pack, and camera, ready to relive a thirty-year-old experience. He clearly expected us to land somewhere and it had gotten to the point where he didn’t really care where. We talked about finding a landing zone near one of the more densely vegetated canyons and I saw a spot that might work. After doing a high reconnaissance, I told him I’d try an approach, but warned that if the site didn’t look smooth or level, I’d have to break it off.

I went in cautiously, my eyes on the proposed landing zone, an arm of the mountain that seemed flat and clear. I was about 100 feet from the ground when Richard called out suddenly, “There it is!” I tore my eyes from the landing zone for a quick look and saw the weathered roof of a cabin among the trees. A moment later, I touched down on level ground on a high point near the canyon, surrounded by prickly pear cacti, agaves, and scrubby creosote bushes.

Richard and I were both excited as I cooled off the engine and shut down. I marked my helicopter’s location as a waypoint on my handheld GPS and followed Richard toward the canyon. There were some cattle trails that wound back and forth along the slope and headed into the trees. One thing I’d learned about free range cattle is that they always know where the water is. Following their trail would lead us to the creek.

Three-Niner-Lima in the landing zone, only 1/10 mile from the cabins.

We began to see signs of long-gone occupation as soon as we got into the shade of the tall trees that filled the canyon. First a thick pipe, broken here and there, which must have carried water from the spring-fed creek. Then an almost intact wagon wheel lying among the broken remains of a cart, some old tools, and saw blades. We continued down toward the creek, our feet crunching over years of fallen leaves. We walked around a thick bed of what looked like irises and then came face to face with the first cabin.

A wagon wheel and some tools were the first signs of civilization we encountered under the canopy of trees.

I don’t know who built the cabin or how long it had been standing beneath those trees, but I know it’s old — perhaps a hundred years or more. Its sides were made of crudely shaped wooden planks, which had colored with age to warm browns and dark grays. The roof was corrugated tin sheets, laid almost haphazardly to provide the best coverage. A stove pipe came though a hole in the roof and another pipe led from the ground into the wall. Two windows faced out over the stream, which gurgled softly nearby.

Richard approaches the main cabin.

A small porch and open doorway faced us and we wasted no time stepping up for a peek inside. There were two rooms, a kitchen and a bedroom. Inside the kitchen, we found the remains of a wood-burning stove and a sink with a countertop. A firewood bin had been built into the wall between them. In the bedroom, a bed frame stood neatly against the window. Although the floor looked to be in remarkably good condition, especially in the bedroom, Richard and I thought it best to stay outside, where we were less likely to damage the fragile remains.

Beyond the main cabin stood a second, smaller cabin, which had probably been used for storage. That cabin was surrounded with a dense growth of vines. Had I been properly dressed in heavy jeans and hiking shoes, I would have made my way through the growth for a closer look. But my lightweight slacks had already been torn on the 1/10 mile hike from the helicopter to the cabins and my Keds did little to protect my otherwise bare feet.

The other cabin.

Despite our find, Richard was still disappointed. He told me that the cabins he and his stepfather had found had apple trees growing in front of them. There was no sign of the trees that day — just the thick vines that covered the ground with a narrow cattle trail running through them. Although I pointed out that the trees could have died and rotted away during the past thirty years, he wasn’t convinced. He was sure we had the wrong cabins, although he thought we might be close. So we set off on a short hike down and then up the creek. Other than the cabins and some old fencing, there was no other sign of occupation.

After an hour exploring the area, it was warming up. Three-Niner-Lima sat at 5,000 feet — an elevation that would have an impact on its performance, especially on a hot day. Thermal updrafts and winds would be starting up soon, too. I was anxious to head out before performance and turbulence became an issue. As Richard and I climbed up out of the canyon and made our way back to Three-Niner-Lima, we talked about returning another day, with a better camera and the proper footwear for me. I marked the landing zone with a row of white rocks and walked around my ship to make sure stray cattle hadn’t damaged it while we were out of sight. Moments later, we were airborne, heading out over the canyon to start a spiraling climb over the mountain peaks between us and Wickenburg.

Richard, who is retired, spent the next few weeks trying to dig up some information about the cabins. He found an old man who knew about them and told him that there had indeed been apple trees. But some city slickers out camping in the wilderness had decided to cut them down for firewood. That had been years ago and no trace of the trees remained.

No trace of the people who lived there remain either. Or of visitors like us, who come to look but take pictures instead of souvenirs. Although the coordinates of the hidden cabins are safely stored in my GPS, they’ll remain hidden, too. Too many places have been destroyed by heartless vandals who take pleasure in rubbing out the traces of our state’s history. I’d rather let nature reclaim the site at its own pace than share the secret location of the hidden cabins of the Weaver Mountains.

Would like to employ everyone to write about the problems or things that they would like to see happen in the Part 135 Air Charter Industry. 

Currently what I try to do is to give information and advice for people who are interested in the purchase of their own Part 135 company.

Check out my website: http://www.SellPart135.com

Or please feel free to talk about anything that is on your mind.


THANK YOU!

 

Water 2800 ft x 100    Now what more can you ask for. 

we have owned our 63 x 60 ft hangar two years and now we enjoy our new home sitting right on the main runway with a magnificent view of Hatcher Pass mountains.  A great room concept for lots of pilot get togethers ….just the right size to welcome a steady stream of visitors.

This airpark is located in one of the fastest growing areas of Alaska.  Properties are of varied shapes and sizes ranging in value from $150,000 to over $800,000….From beautiful customs to wonderful home/hangar combos perfect for those who want lots of time to fly and play… they don’t call this the last frontier for nothing…..just moments away from true wilderness experiences….Prince William Sound to Mt McKinley for your pleasure….fishing, hunting, and sightseeing indescribable ….come see it for yourself….





Late September,  there is new white stuff on the mountain tops, it’s called “termination dust”….it’s time to terminate our Alaska stay and head off for another “high adventure”  Button up the house, load the hangar with friends airplanes for the winter, load the red and white 185 with survival gear, wing and cowl covers, a few snacks, put the dog in the back 



                                                                                                                                 and head south.  22 hours flight time, normally 3 days and two nights enroute over some of the most magnificent country you can possibly imagine.  Snow covered mountain tops, mammoth glaciers, winding rivers, endless forests.  Catch a glimpse of mountain sheep, moose, caribou, bear, and even an occasional other aircraft traveling south.

 

The desert looks pretty good about the third day….time to stretch and examine our Arizona home after the summers absence.  Perfect temperature in the 80’s…clear blue skies….they call us Snow Birds or Summer Chickens……finding the best of both worlds, avoiding the snow of winter and the heat of summer…..Eagle Roost Airpark ….25 miles west of Wickenburg.  Eagle Roost 27AZ  Aguila, Arizona, privately owned, runway 17/35 asphalt /3600x50  lights/  elevation 2200 ft all taxiways paved, Minimum parcel size 4 acres properties ranging is value from $125,000 to $1,350,000.  The home we enjoy here is Santa Fe architecture with wonderful verandas for this near perfect weather located on five acres, the 75x55  hangar is Gordon’s delight ….with lots of projects, a gun room, a guest room, private office and full bath…you can find a pilot session out there most days…. It’s a great life to be able to walk from your home to your hangar with a cup of coffee and it’s still hot when you get there…

 

How do we keep busy…..Gordon is a retired TWA captain, finally with time to play with his projects, rebuilding a 1957 Cessna 182, reloading shotgun shells for the fun quail and dove hunting  with in two miles of our house.  Rebuilding a few cars and keeping up with the “rolling stock”  there aren’t enough hours in the day…not to mention the hangar sessions with other airpark residents….  Cooper the dog demands a bit of that time too…

Don’t try to escape in the jeep without him….he loves the bird hunting and has the entire five acres with underground fence so he is a free spirit day in and day out….

 

Marti, a retired State Farm agent, with energy to spare and the love of client contact so why not reactivate a real estate license and specialize in Aviation Property….never expecting to have so much fun…and so much activity….as an airpark resident and an active pilot, what could be more natural…call about a property and the first question you will be asked is “what kind of airplane do you fly”….what a great way to meet fantastic people….

 

Two wonderful ways of life and many of our neighbors in Arizona are our neighbors in Alaska….also enjoying the AAA experience…..

 

 

 

 

 

 

 

 

 

In the early nineties I flew for a commuter airline called Great Lakes. Most of my flying was to destinations with no control tower. To name a few, we flew into MTO, DNV,OTM,SPW,FOD,MCW, CIU,IMT,BRL,UIN…the list goes on. While operating at these types of airports is taught in the most basic of aviation courses, they can pose a threat to even the most experienced pilots. Communications and proper procedure at uncontrolled fields is critical to operational safety. This month’s article will offer a basic review of uncontrolled field communications. For a review of uncontrolled field operational procedures, a list of resources is provided at the conclusion.

   

I can remember the day like it was yesterday. At the time I was a regional manager and Captain on a Beech 1900 for Great Lakes Airlines. It was early evening when I received a call from our chief pilot that there had been an accident. One of our 1900s had collided with a King Air at the intersection of runway 4/22 and 13/31 at Quincy Illinois, an uncontrolled field. The Quincy pilot base was one of six bases that were under my jurisdiction so I was immediately on my way to the scene.

 

The following are inserts from the NTSB summary:

“On November 19, 1996, at 1701 central standard time, United Express flight 5925, a Beechcraft 1900C, N87GL, collided with a Beechcraft King Air A90, N1127D, at Quincy Municipal Airport, near Quincy, Illinois. Flight 5925 was completing its landing roll on runway 13, and the King Air was in its takeoff roll on runway 04. The collision occurred at the intersection of the two runways…The probable cause of this accident was the failure of the pilots in the King Air A90 to effectively monitor the common traffic advisory frequency or to properly scan for traffic, resulting in their commencing a takeoff roll when the Beech 1900C (United Express flight 5925) was landing on an intersecting runway…Although he had been sitting on runway four for about one minute, the King Air pilot began the takeoff without making a takeoff announcement over the CTAF… Contributing to the cause of the accident was a Cherokee pilot’s interrupted radio transmission, which led to the Beech 1900C pilots’ misunderstanding of the transmission as an indication from the King Air that it would not take off until after flight 5925 had cleared the runway.”

   

For the entire NTSB report, go to: www.ntsb.gov/Publictn/1997/AAR9704.pdf

   

From the above accident report we can learn how proper communication is a must while operating in an uncontrolled field environment. The following is a compilation of both FAA recommendations and techniques drawn from professionals throughout the industry. It is important to note that there may be some operating without a radio or simply not adhering to proper procedures. You must remain constantly vigilant and avoid complacency even during the most benign conditions.

 

Approaching the uncontrolled field:

‣ When approaching an uncontrolled field, if possible, monitor the common traffic advisory frequency ten miles prior to the airport. You can locate this frequency in the Airport Facilities Directory, sectionals, and instrument approach charts just to name a few.

‣ Ten miles prior to the uncontrolled field report aircraft type, aircraft identification, location relative to the airport, state your intensions, and obtain an airport advisory (if applicable).

‣ If overflying the top of the airport, report over the top and your planned intentions. “Matoon traffic, King Air 13FC over the top, will be entering a right midfield downwind for one-one Matoon.” Remember that in the pattern most aircraft will be at 1000’AGL. Plan to overfly the airport at least 500’ above pattern altitude. Most turbine aircraft will be flying a pattern of at least 1500’agl so plan accordingly.

‣ Report turning downwind, base, final, and leaving the runway.

‣ Report the turn to final for a particular runway and then report again when on a short final (1/4 mile or so) for your landing runway. “Matoon traffic, King Air 13FC ¼ mile final for runway two-nine Matoon.”

Departing the uncontrolled field:

‣ When departing an uncontrolled field, monitor and communicate on the traffic advisory frequency from prior to taxi to ten miles from the airport (unless you need to switch frequencies to speak with ATC).

‣ Report taxiing to a particular runway.

‣ Report crossing a runway.

‣ Report departing a runway.

‣ With your departure call remember to state your intentions. “Matoon traffic, King Air 13FC departing runway two-nine, to the northwest, Matoon.” Or “remaining in the pattern, Matoon.”

 

Points to consider:

Remember to use the airport name at the beginning and end of each transmission: This is extremely important for two reasons. Airports within radio range may share the same frequency or another aircraft may have just tuned in midway through your transmission.

 

In your communications include the direction of traffic that you will be entering: “Matoon traffic, King Air 13FC entering right midfield downwind for runway 11, full stop, Matoon.” Although right traffic is the published direction, this simply adds clarity for others in the area.

 

Instrument approach to an uncontrolled field: It is important to remember that not all pilots have an instrument rating. Simply reporting the “outer marker” or “procedure turn inbound on the ILS 29,” may mean nothing to the VFR only pilot. While flying an instrument approach, your traffic advisory should include position relative to the field.

 

Preflight Preparation: We have all heard about the 7 Ps. Proper prior planning preventing a certain type of poor performance. A check of the notams and Airport Facilities Directory are

a valuable stop in your preflight preparation. The AFD is a wonderful resource that, in the FAA’s own words, “includes data that cannot be readily depicted in graphic form: e.g., airport hours of operation, types of fuel available, runway data, lighting codes, etc.” With a check of the AFD you can obtain runway specific traffic pattern information, CTAF/Unicom frequencies, approach and center frequencies, weather data sources, airport remarks, and much more.

 

Be especially vigilant during calm wind conditions: Another pilot may have chosen another runway.

 

If executing a straight in approach: It must be executed so as not to disrupt the flow of arriving and departing traffic. Pilots in the pattern should be alert at all times to aircraft executing a straight in approach.

 

FAR 91.113: “Aircraft while on final approach to land or while landing, have the right-of-way over other aircraft in flight or operating on the surface…”

 

By following the FAA’s recommended procedures for uncontrolled field operations, we can significantly reduce the potential hazards. The problem exists when a small minority blatantly disregards those procedures thus raising the threat level for all of those involved. If your operation takes you to an uncontrolled field and it has been awhile, further operational and communication review can be found at:

- Advisory Circular 90-42F

- Advisory Circular 90-66A

- Aeronautical Information Manual: Chapter 4 sections 1 and 3

- Airport Facilities Directory

- FAR 91.113: Right of way rules

- FAR 91.126 (b): Direction of turns

- FAR 91.127 (b): Comply with established traffic pattern

By Jeff Miller

Have you ever heard of a Beech AT-10 a/k/a a Beech Model 26?

 From what I can find, these ships apparently were  designed as an advanced, multi-engine trainer that could be easily manufactured on a large scale.  To conserve scarce metals needed for combat aircraft, Beech built the airframe out of plywood with only the engine cowlings and cockpit enclosure constructed of aluminum.

 Beech’s use of wood permitted them to subcontract the production of many components to furniture makers and other firms.  Over half of the U.S. Army Air Force's pilots received transitional training from single- to multi-engine aircraft in them – yet none are flying today.

 A good friend of mine is involved in the restoration of an AT-10. When they are finished it will be the only one flying.  My question is, do you know of anyone who has any parts for the AT-10?   Between 1941 and 1943, Beech built 1,771 AT-10s and Globe Aircraft  built 600 in Dallas, Texas.  So, there must be some of parts and pieces still around.

 If you know of materials related to the AT-10 let us know!

In a surprise announcement, the FAA announced April  2nd, that for the first time, it will allow pilots to fly on anti- depressant medications. There are multiple caveats and “gotchas” but it is a remarkable forward step for the normally conservative bureaucracy in understanding this disease.

 

I am one physician and AME that is glad to see this change. I have always said that I would rather be flying with a pilot with depression controlled on medication than a pilot who is depressed and needs medication.

 

Mild to moderate endogenous depression is very responsive to antidepressant medications mainly because it is a medical disease with psychological symptoms. Endogenous depression is due to an inadequate level of serotonin in the brain. When this chemical is below normal levels, a person will be depressed regardless of the life events around him. Unfortunately, serotonin does not cross the “blood-brain” barrier so it is not measurable in the blood. If it were, the diagnosis and treatment of depression would be immeasurably easier.

 

The FAA’s policy allows for the use of four medications for depression. They are
fluoxetine (Prozac), sertraline (Zoloft), citalopram (Celexa), and escitalopram (Lexapro). These are very common, non-sedating medications, which have a long history of use with minimal side effects. In order to gain approval, the pilot must be stable on one (and only one) of these medications for 12 months. That means if a pilot was on non-accepted medication, he would have to change and then be stable for 12 additional months before he could apply for the certificate.

 

The initial consideration of a special issuance for depression also requires a consultation with a psychiatrist that describes the patient’s condition and full details of the treatment. As I interpret the written criteria, this evaluation could not be a primary care physician (PCP) who has been treating the patient but must be a psychiatrist. Since 90% of patients with depression are treated by PCPs, this is going to be a hurtle. I can assure you that a psychiatrist is not going to be excited about doing a consult on a well control, mild to moderately depressed pilot, in order to write a letter.

 

In addition to the consultation, the pilot will be required to take several psychological tests including COGSCREEN AE, Trails A/B, Stroop Test, CCPT, PASSAT, and Wisconsin Card Sorting Test. A psychologist usually administers these tests so a second consult will be required and the cost is attention getting.

 

The pilot will also be required to write a statement describing his history of medication use and mental health status.

 

Once everything above is all completed, a specially trained AME (HIMS trained) must review all the material and make a recommendation for a SI certificate to Oklahoma City. HIMS trained AMEs are part of a program to get pilots who have had drug or alcohol problems back in the cockpit. Unfortunately, there are not many of these specially trained AMEs. (I guess another FAA course is in my future.)

 

In an unusual twist to all this, pilots who have been taking antidepressants have six months of amnesty to admit their transgressions. Of course, they will be immediately grounded but will not be prosecuted. If pilot are on one of the accepted medications for a year or more, been stable and controlled, then they can apply for an SI by following the above criteria. In that situation and all goes well, the pilot would only be grounded for one to three months. However, if on a non-approved medication, the pilot would have to be switched to an approve one and the twelve month clock would start ticking.

 

What is the bottom line? Although there are many pilots out there who are taking antidepressant medication, my bet is there will not be many who are forthcoming since no one wants to be grounded for a minimum of three months and possibly permanently if they do not meet all the specifications.

 

The people who it will help most are pilots to be who have not started the training process because there has been a heretofore locked door prior. With time and experience with pilots flying under this new directive, the FAA may relax some of these requirements especially with regards to renewal of medical certificates.

 

As one AME wrote to the Federal Air Surgeon six weeks prior to this ruling, maybe the guy who flew into the IRS in Austin might not have if he had been on an antidepressant!

 

    If you’re like me, you love flying – sometimes to get somewhere and other times just for the fun of it – and there is no time like vacation time to fly. The weather tends to be good and because you’re on vacation, you can plan a more leisurely trip that avoids the chance for “get homeitus”.

    First, take a look at all of your options for travel. Last year I ran the numbers for a trip to and from OSH, assuming a departure from Amarillo, Texas. That article caused quite a stir because it proved that the General Aviation option was clearly better than either the Airlines or driving a car.

    So, why not plan a cross country vacation yourself and see how it works out. First by figuring your total cost for a trip in your car. Be sure to include hotels, food and fuel along the way. If you want to factor in “travel time” you could add something for the days you will spend sitting behind the wheel vs. enjoying your destination.

    Then then take a look at the airline travel time and cost. Don’t forget to include luggage charges, parking if you need it, time to and from the big airport, etc. Unless you elect to travel from one big hub to the other, and purchase your tickets well in advance, the airline option will not be all that great.

    Now pull out your Pilot’s Operating Handbook and plan a trip to someplace fun. Be sure to use one of the free fuel stop planning aids on the Internet to help keep your fuel cost at rock bottom. Don’t forget: when you are flying yourself it’s easy to take side trips you would simply not take in your own car. Plus, side trips are impossible when you are on airlines.

    How about car rentals? I have found that many times you can get a free loaner car at an FBO if you just buy fuel (and sometimes even if you don’t). This helps make lunch stops a lot more fun than some McDonald’s along the freeway. You can stop at small towns and small airports that add an extra spice and slice of life to your travels. Even on overnight stops you can often borrow the car for free.

    Then there is simply the fun of flying yourself. It’s easy to vagabond around the country when you are on vacation. Pick some destinations that you have always wanted to visit. For example, have you ever flown Out West? It’s a lot of fun and not nearly as difficult as some people seem to believe, particularly when you choose your routes carefully.

    Sure, if you are going to fly some mountain passes you should brush up on your higher altitude/terrain flying skills. Thinking about it is often more imposing that actually doing it. Take Jackson Hole for example.

    I can’t tell you how many people say they would never fly into Jackson Hole. Heck, you would think it’s at the bottom of a crater somewhere. Fact is, it is not really that difficult if you plan for it. And if you don’t like the idea of flying into Jackson, you can elect to visit nearby Driggs, Idaho or West Yellowstone, Montana both of which have even easier approaches.

            It really does not matter where you elect to visit. The point is, you own an airplane – why not use it for your vacation? Plan it out and you will discover General Aviation offers your vacation many more options, more than likely at a lower price than driving or flying commercially.