G.U.M.P.

Enough politics. Let's talk flying.

Gas, undercarriage, mixture, prop. Basic verbal checklist pilots learn. Recently had a ride in a C 210, right seat, keep mouth shut kind of ride.  Did speak up about twenty seconds  from touchdown. Asked the question, "When do you put your gear down"?

"Oh Shit," as he executed a go around.

Back in the college days, our flying club was sponsoring a pancake breakfast fly in that included a spot landing contest. The winner was the owner of a pristine Navion who landed gear up. His prop strike was just  inches from the spot line. Strangely, he didn't want his trophy.

One volunteer (non pilot type) wheeled his pickup out to the Navion and proceeded to wrap a long chain around the tail.  Was rather offended when his help was rejected.

Only had one ride in a Navion,  Greeley, CO to Logan, UT.  Liked the plane.  A&Ps loved them even more. High maintenance.

Flying Story

Had a request for a flying story. This goes back many years but the lessons learned may still be applicable.

A friend had Cessna 185 he used to haul skydivers,  among other activities. He suffered a broken leg and couldn’t fly. While his income stopped, his plane payments didn’t. He asked me to take over for a few weekends until he could get into a walking cast.

While he was trying to teach me the finer points of hauling fools, who pay money to jump out of a perfectly fine airplane, he handed me a spare magneto key and told me to put it my shirt pocket.

The first group were fine. The second group were jokers. The last jumper out of the plane turned off my magnetos and took the key with him. I was focused on my attitude and didn’t see him reaching until it was too late.

For non pilots, this wasn’t a big problem; simply glide to the airport and land. A little tricky but no big deal. What was a problem was the stress on the engine. We had just climbed 5,000 feet at maximum power, maximum climb, and the air cooled engine was hot.  With no power, the engine will get “shock cooled” in places and stay hot (no oil circulation) in others. Not a good thing for long engine life.

Out with the spare key, magnetos on, cowl flaps shut, 900 r.p.m and the airplane in a nice nose down descent.  Below me the jumpers chutes were opening. The jumper with my key was the last to deploy.

Wanting to make maximum use of my air time, I started practicing landings, using the top of his chute as a target. Lots of fun - got in two nice approaches by using one minute turns.

Once all of us were on the ground, a spirited conversation occurred, but the key was returned. The few following weekends went by with no further incidents.

Another thing I did for my friend was towing sailplanes. What fun! All of his customers were experienced, many working on their Diamonds, and all wanting altitude pronto. I understand some student pilots can give you a thrill. All of these people were  great to work for.

My friend didn’t want landings with the tow rope attached. He  wasn’t real pleased with my accuracy dropping tow lines. Muttered about “worse than an Air Force pilot.”  About what you would expect from a Marine.

All too soon he was in a walking cast and my summer fun was over. Always have been grateful for the experience.

What's in My Bookshelves

Question started by Brigid at Home on the Range

http://mausersandmuffins.blogspot.com/2011/09/whats-on-your-book-shelf.html

Lots of books but this is a favorite. Published in 1999. Per the price tag, paid $28.88 plus tax. This book has given me many hours of enjoyment. Sits adjacent to Stick and Rudder by Wolfgang Langewiesche.

Dangerous Pilot - Maximum Scofflaw

A flying story was requested. The following is definitely in the "don't do as I did" category.

Becoming a pilot is expensive. To become commercial rated requires 200 hours of flight time before taking the test. To build time I delivered and repossessed airplanes for a dealer who was as loose an operator as I've known. He always kept keys to the planes he sold under "full recourse" (In effect he co-signed the loan). Miss a few payments and had the plane "recovered".

In June 1969 we were looking for a Tri-Pacer and found it in Baton Rouge. I was the junior guy. While the senior guy distracted people I untied, loaded my stuff, and started the Tri-Pacer. No preflight except checking the oil. I started taxing and called Ground Control for clearance to the active runway when three or four men started running towards me. A long taxiway was in front of me so I used it for a runway. Lots of yelling on the radio by the controllers. Airborne , I turned right and headed North for Mississippi. Weather was bad and fuel was low so I landed in Jackson, MS. The weather got worse and I was stuck for the night.

The next morning Jackson was socked in. I knew the weather was clear thirty miles West and the cloud layer was about 1500' thick and clear above the clouds.

I was not instrument rated. The people at the Jackson airport were becoming hinkey. Looking at my chart, I decided where I would be least likely to encounter legitimate IFR traffic and took off. All my instrument training was "under the hood" and I had never been in clouds. The plan worked and 20 minutes later I was above the clouds. Another 40 minutes and I could see the ground.


I loved the flying but not the genteel poverty of General Aviation. I have vast admiration for the men and women who have made careers in GA - better folks than me to be sure. My short lived aviation career did help my later endevors more than anything else including college and the Army.