Thursday, December 7, 2017


Do you use a checklist when you fly? I have been flying mostly the same plane for 20 years now and always use a checklist. I refined it down to what is necessary and have two pages, front and back, laminated. The front is start up, taxi, runup and cruise. Emergency information is on this page in red. The back is descent, prior to landing and after landing. I keep it simple but cover all the basis. Even though I fly the same airplane year after year I would never consider flying without using my checklist. I have flown with some phenomenal pilots over the years and was surprised they did not use a check list. They know their airplanes inside and out and do everything from memory. For me it would be too easy to forget an item on my checklist. How many times do you hear about a door popping open on takeoff, which is an inconvenience, a minor problem that could turn into a major problem if you try to close the door in the air. I would rather take a little extra time and do things right the first time. As I get older I tend to not rush things on the checklist. Even though I have it down pat, I always use a checklist on every flight. I fly with my wife 90% of the time, and she reads out the items to me and does not move on until I perform that task. I have also learned to think before I touch something instead of rushing. A couple of extra minutes could be a life saver. When in flight I think things out before I touch something. I do not want to put down the flaps when I meant to put down the gear. On the Bonanza I fly, the gear and flaps are backwards from most airplanes. When I was learning to fly the Citation Jet I always stopped and thought something out before I touched anything. I am also thinking and reviewing a few steps ahead so I recognize what is expected of me next. GUMPS check- gas, undercarriage, mixture, prop and speed; I perform this check 3 times before landing. I never want to be in the category of landing gear up. If things get really busy I put the gear down a little early. When IFR on approach I always put the gear down at the initial approach fix. This is one thing I never want to forget. Things can get really busy on an approach in IMC. I still go through my GUMPS check but want to get this item done early. This is just the way I operate. Speaking of operating, my daughter runs the PICU at a major hospital. She has made a checklist for doctors and nurses to eliminate mistakes. The checklist is taken from my flying one and refined for medicine. Hopefully this prevents nurses giving the wrong medicine to a patient or forgetting to give a patient drugs when they need it. Every nurse and doctor has an IPad so they are all looking at the same information. This is kind of like ForeFlight for medicine. Slow down and enjoy the world. This should start on your walk around, through flight and to completion. Do you know someone who forgot to turn off the master switch or battery and returned to find a dead battery. Slow down, take a deep breath and enjoy your flight!

Tuesday, November 28, 2017


For years I have been studying the preliminary accident reports put out by the FAA every work day. I say to myself how could anyone be stupid enough to do that, then I take a deep breathe and say wow I could have done that. It used to be that the major cause of accidents was fuel starvation, but that has greatly decreased over the years. Tail draggers seem to be on the reports almost every day, ground looping and flipping over on landing. A majority of these seem to occur in Alaska. Of course tail draggers are more prevalent in Alaska. I question whether more instruction is needed in tail draggers as they have to be flown to a full stop before leaving the runway. With the center of gravity behind you, one has to be on top of a tail dragger on take offs and landings. They are a much more demanding airplane to fly on takeoffs and landings, and you really have to stay on the rudder and brakes if necessary to remain straight. Gear up landing seem to be prevalent. I do not know if these accidents are due to the gear not coming down or forgetting to put the gear down. I go through my GUMPS check three times before landing and really cannot slow my Bonanza down without getting the gear down. Yet almost every day I read about a gear up landing(s). Taxing into a fence or taxing into another airplane or parked vehicle seems to make the list a lot. Reading these makes me give a parked plane a lot of room when taxing. If there is a fence involved when parking, I pull to a stop turning my plane when parking and push it back into the parking place. I have had a couple of close calls with fences that change direction at airports, and stay far away from fences and light poles. Better to have a lineman or someone else around to help push my plane into a parking place than to tangle with a fence or light pole. Landing off airport is another big number. Again I do not know if this is because of mechanical problems or bad judgment. It is always better to go around then to be lined up wrong for landing. Midairs around non controlled airports also seem to be a problem. It is so important to first study the pattern of an airport before you go. At Sedona, AZ (SEZ) the proper procedure coming from the south is to cross over midfield to join the downwind. If someone decides they are going to land straight in it messes up the whole pattern. The other thing to do is announce where you are and what your intentions are. A radio call 10 miles, 5 miles, downwind and base turns are very important. Sometimes you have planes announcing 25 miles out and every 5 miles thereafter tying up the radio. This is too much. Listen to where other planes are and look out the window. Try to draw a mental picture of where others are in the pattern. Midairs in flight are minimal but still occur. With glass cockpits and IPads in the plane too many are looking at the glass and not outside the window. Keep your eyes outside the window and scan your instruments as necessary. Airliners are not exempt either. There seem to be a number of planes striking each other on pushback or support vehicles running into airplanes. I look at each accident and say to myself how can I avoid doing these things. It has served me well over the years. I would hope that all pilots look at these reports and say what can I do to prevent having an accident or incident.

Tuesday, November 21, 2017


I joined the EAA recently and attended my first chapter meeting last Thursday. This was not a regular chapter meeting, as the chapter awarded not one, not two but three Wright Brothers Master Pilot Awards. To have three recipients in one night is almost unheard of. The Wright Brothers Mater Pilot Award is presented to a recipient who has flown safely for 50 years accident free and has obtained other aviation distinctions throughout their aviation careers. The first person of the evening to receive this award was Arv Shultz. Arv started his aviation career in 1966. He is a CFII, and he went through all his ratings from 1966 through 1967. He has flown aircraft from a Cessna 150 to MD 80. Arv retired from Northwest Airlines and is in the Arizona Aviation Hall of Fame.
The second award was to Bernie Gross. Bernie is retired from US Airways flying as a captain on a 737. He also flew for Braniff Airlines flying the 707,727 and DC8. Bernie is also a esteemed glider pilot. He also flew the B17, P51 and F4U. Bernie is also a CFII.
The last recipient of the evening was Robert Bloemer. Robert started flying in 1964 and is also a CFII. He started his Airline career with Airwest Airlines. From there he flew for Hughes and then Northwest Airlines flying the DC9 and MD80.
This was an esteemed honor for me to be present when these three men received their Wright Brothers Master Pilot Award. After seeing their accomplishments in aviation, I doubt that I would ever apply for this award. In closing I must compliment the Scottsdale FSDO for their professional presentation. It was a first class evening.

Tuesday, November 14, 2017


Last Friday and Saturday the Arizona Aircraft Expo was held at Scottsdale Airport (SDL). The weather was beyond perfect with sunny skies and temperatures reaching the high 80's. Attendance was the largest turnout I have seen for this event, could not be the because of the weather as it is usually a beautiful weekend when the Expo is held. Maybe there is an upswing in buying as the economy has been good this year with the Bull Stock Market. The static display was set up excellent this year giving attendees plenty of room to walk by and get inside of the latest and greatest airplanes. This was one noticeable factor that this years show was dominated by turboprops. My only disappointment is that Cessna and Beech had no piston airplanes represented. Three airplanes not there that I always enjoy seeing were the Bonanza, Baron and Cessna TTx. These three planes have always had a presence at the Expo, and I have no idea why they were not there. Tail draggers were well represented from the Aviat Husky
to the Carbon Cubs
The only piston planes represented were the Cirrus
and the new Mooney 2 door which I apologize as my picture did not come out well enough to publish. Next came the turbo props from EPIC, TBM, Piper, Beech, Cessna Caravan and Palitus
Fan Jets were represented by Cessna, Honda and Cirrus
It was great seeing old friends and making new ones. There was a great diversity of airplanes and pricing. Hoping all that attended found their dream airplane.

Monday, October 30, 2017


You get what you pay for! Yavapai County has two Airports. Prescott is one of the busiest GA Airports in the nation, only because Embry Riddle Flight School is located there. The other is Sedona Airport in Sedona, AZ. Both airports seem to go through airport managers faster than I change the oil in my airplane. They do not pay these managers a lot of money. Right now the airport managers job in Prescott is vacant....again. Those of you who follow my blog on a regular basis know that my wife has had a tough three years medically. She is getting stronger now and we decided to go to Sedona for her birthday. I have lived in the Valley for 38 years and have never spent the night in Sedona, just doing breakfast trips. I made hotel reservations at Sky Ranch which is located next to the airport and has tremendous views of the red rocks located 500 feet above the Sedona. Lisa Dahl, former James Beard winner, has four restaurants in Sedona, all with great reputations. We had dinner and lunch plans at her restaurants. We also made rental car reservations with the only service located in the terminal. s Upon arriving in Sedona, we unloaded the plane and gave a fuel order. We really did not need any fuel, but I like to support local FBO’s and Sedona has a good one. Then we went to check into the rental car counter. The rental car company on the field is a mom and pop service renting older cars. They took my credit card and blocked out money on my account. I am used to this as all hotel and rental car companies do this. Then the proverbial crap hit the fan. The owner at the counter gave me a credit card slip to sign for a lot of money. I refused to sign this as I would be liable for this amount for any reason. I have never signed a charge card receipt for a hotel or rental car company until leaving. I showed the guy where he already blocked out the funds on my credit card receipt, but he refused to rent us the car unless we signed the rental charge card receipt. We were at an impasse. There was no way that I was going to sign the credit card receipt. I tried to get a car from Enterprise and Avis with no avail since I did not make a reservation with them. My wife and I talked it over and decided to cancel our hotel and all our food reservations and flew back to Scottsdale. You have a Mickey Mouse airport manager that puts a Mickey Mouse rental car company on the field and you get what you pay for. We canceled our fuel order, hotel and dinner reservations. I figure that this cost the City over $2000.00 in money we would have spent there. In addition I have told all my aviation friends if you need a rental car in Sedona to use Enterprise. We had such a bad taste in our mouth upon leaving that I doubt we will ever go back. There are too many alternatives, and we planned a trip to the Grand Canyon for a belated birthday. You get what you pay for which is not much at Sedona Airport.

Friday, October 13, 2017


National Business Aviation Association (NBAA) held their convention in Las Vegas this week. It has been 9 days from the horrible shooting incident occurred. I have been traveling to Las Vegas since 1970 and have never seen the town so subdued. There was a quiet aurora around the City and in the hotel casinos. Fewer people were in Vegas than I have ever encountered. When I checked in to my hotel my room was not ready, and they asked me if I would like a penthouse room at the same price. That has never happened to me before in Vegas. I arrived early on Tuesday the first day of the convention at Henderson Airport (HND). I needed a reservation number to be allowed to enter Class D Airspace. When I told the tower my number I could hear all ATC laughing, the number was 007. Flying weather up and back was fantastic. Pure VFR weather both ways with a 25 Kt. crosswind going home. HND airport is the host for the event. It is located about a thirty minute ride from the Strip in Las Vegas. NBAA, as always, provided buses from HND to the convention center, and then provided buses from the convention center to all the hotels on the Strip. HND is home to the static display of which their were 85 aircraft on display. In addition the night before several planes were towed down the strip from HND to the convention center for an indoor static display. My only disappointment was not being approached at the static display as the vendors were too busy talking among themselves, so i did my own tours. All the big boys of jets were there. Global 7000, Gulfstream 650, Falcon 8X and several Cessna Jets were the big hitters on display. My favorite plane was a polished aluminum DC 3. It was gorgeous. I spent most of the morning going through the static display and then bused over to the convention center. NBAA does not overlap much with piston general aviation (GA). However this year it did. The biggest issue facing GA this year is HR 2997 which is a bill supporting privatization of Air Traffic Control (ATC). I can not recollect when I have seen Mark Baker, CEO of AOPA, Jack Pelton, President of EAA and Ed Bolen, President of NBAA on the same stage. I wish that GA be referred to as smaller piston airplanes and Jets be referred to as Business Aviation. As of now they are all grouped together under the GA category. This year all three groups have this one issue in common to defeat HR 2997. Everyone involved in GA realizes how serious this is and could be very detrimental in the future of limiting airspace to GA for the Airlines and user fees. We have the best ATC system in the world. It does not need fixing, it just needs to be funded on a consistent level to update programs such as NxtGen. HR 2997 is the biggest threat to the future of GA. There are three exhibit halls are NBAA and they are big. I am usually worn out after trying to visit each booth. Of course I could not stop at every booth to chat or I would never get through all the exhibitors. I found it interesting that the crossover booths that apply to GA and Jets were very busy. ForeFlight, Bose and MYGOFLIGHT had excellent attendance. When I go to NBAA I try to catch up with old aviation friends. It was difficult having much of a conversation with Ryan McBride, Mark Baker, Tom Haines and two people I missed completely were Heidi Williams, in charge of airspace for NBAA, and Rob Mark editor of Flying Magazine. They were all very busy. This gives me a reason to go back in two years. The other aspect I truly enjoy is chatting up the people around me on the bus rides. I met people from all over the world and always find this fascinating. I do not know how the attendance was this year. It looked down to me but it is such a large venue it is truly hard to tell. I would also like to thank Scottsdale Airport (SDL) for keeping my bag in their booth until I left the show to check in at my hotel.

Wednesday, October 4, 2017


When I was a kid growing up we had four channels on TV, and they were all in black and white. I used to watch Mighty Mouse cartoons with my sister, and he was one of the super heroes of our day. The show’s theme song stated: here I come to save the day...Mighty Mouse is on the way. Two meetings have been held in reference to engines and propellers; and in attendance were engine manufactures, propeller manufactures, FAA, EAA, AOPA, Cirrus Pilots Association, Beech Pilots Association and Cessna Pilots Association along with Mike Busch. For some reason Beech and Cessna did not think it was important enough to attend the second meeting. The reason this all came about is that Continental Engines sent out a mandatory service bulletin that could have led owners of these engines to payout anywhere from $20,000 to $35,000 to perform this mandatory service bulletin. Mandatory service bulletins are not mandatory in the United States but are mandatory in other countries. Usually when a company issues a mandatory service bulletin they ask the FAA to issue an Airworthy Directive (AD). I really disdain manufactures asking for an AD because it absolves the manufacture of any liability. When there is a recall on a car, the manufacture is responsible for ten years. Unless your plane is in the warranty period you are out of luck for an AD. I have argued against this for years. If a manufacture makes a mistake in production they should be responsible for it. Their answer is that they have a lot smaller productions than cars and would go out of business if they had to do this. With our lenient bankruptcy laws a company could close down today and start up as a new business tomorrow. This all leads me to our super hero, Mike Busch. Mike fly’s a Cessna 310 which means he would have an expense of approximately $50,000 if Continental was issued the AD. He took it upon himself to fight this service bulletin before an AD was issued. He involved all of the above listed. I was not in attendance for this meeting but the report back from those who were there is that he presented a case of how this could be handled without an AD being issued. I understand his presentation was eloquent, presented with facts and no emotions. The FAA reconsidered and did not issue an AD. Mike is truly a super hero to all those that own Continental engines. He saved people a small fortune. Without his advocacy, along with AOPA and EAA, the FAA would have certainly issued and AD. I am very thankful for his service to and knowledge of general aviation.