0B5, aka Turners Falls Municipal Airport in Turners Falls, Mass. This is the airport where my AvGeek obsession first took flight, and I finally got to land and take off there this month. – Photo: Katie Bailey
This is a continuation of my multi-part series on learning to fly. You can read the whole Fly With Francis series here.
My obsession with airplanes is directly attributable to a very loving grandmother’s attempts to settle down two very rambunctious young brothers. She’d drive us to nearby Turners Falls Municipal Airport to get ice cream and watch planes carrying parachutists from the local skydiving club while sitting on the hood of her beige 1969 VW Beetle. The high school I attended is located adjacent to the airport as well.
So, this spring, nearly 50 years later, with my relatively new pilot certificate in hand, I traveled back home and rented a Cessna 172SP from Monadnock Aviation in Keene, NH. Standard rental restrictions, such as a requirement for multiple checkout flights and having a dedicated rental insurance policy, made it easier to simply ask the folks at Monadnock to assign me a flight instructor to fly along on the trip to negate the need for the checkouts.
- The detail view of our official route, which was roughly 100 nautical miles and took about 90 minutes including stopping at KORE and 0B5. Foreflight screenshot
- KEEN airport in Keene, New Hampshire. Katie Bailey photo
- This is a zoomed-out view for context. Foreflight screenshot. Foreflight screenshot
I’d planned out the route in advance, so I was well prepared for the flight. We’d start and end at Keene airport (KEEN), fly south over the Quabbin Reservoir in central Massachusetts, land at Orange Municipal Airport (KORE), fly northwest to my collegiate alma mater (University of Massachusetts Amherst), land at Turners Falls Municipal (0B5), and fly back to KEEN.
It was a pleasant day, with a very high overcast, light winds, and smooth air. I’d never flown over this area in a small plane, although I’d seen it from 20,000+ feet out the windows of commercial jetliners plenty of times flying home for visits. Trust me when I tell you the views from 3,500 feet are much better.
The New England landscape is gorgeous, much lower in elevation than what I am used to in western Washington state and remarkably green this time of the year. The airspace is also much, much quieter – we didn’t encounter a single bit of air traffic the entire flight. Contrast that with flying out of Boeing Field, where there are dozens of aircraft aloft at any given time.
By way of a nerdy statistic, 0B5 had 17,100 aircraft operations in 2011 (the most recent year for which statistics are available), or an average of 47 a day, while my home airport, KBFI, had more than 180,000 in the same period, or an average of 493 a day. According to the FAA, Boeing Field has the third-busiest airspace in the United States (New York City and Teterboro, NJ are numbers one and two, respectively). Western Massachusetts was a much more chill environment in which to fly.
- Quabbin Reservoir, Massachusetts. Katie Bailey photo
- The University of Massachusetts, Amherst. Katie Bailey photo
- Northfield, Mass. and Vernon, Vt. Katie Bailey photo
It was my first pilot-in-command flight outside of metro Seattle, and I was pleased to discover that my flight planning matched up with the reality I saw outside the window. Seeing vistas that I’d previously only seen in postcards as a kid was an unforgettable experience. Having a very experienced local CFI beside me also made dealing with the unfamiliar airspace quite easy, although I only had to ask him for advice once, as it was all really pleasant and straightforward flying.
On final for KORE. Katie Bailey photo
The airports were all easy to find, and the sightseeing was fantastic. One thing I noticed was that, if there had been some sort of in-flight emergency and I had to do a forced landing, there were not a lot of fields available; the whole region is very heavily forested save for the Connecticut River Valley’s famously productive farmland.
Suffice it to say we had a great time. It was a bit surreal landing for the first time at the small airport I grew up next to, seeing my home area from a very new perspective, and I still managed to grease the landing. I’m planning to make this a regular part of hometown visits going forward.
What a view! Could you imagine just seeing an L1011 on the beach? – Photo: Jerome de Vries
I was recently in Cotonou for a 24-hour layover. Cotonou is the largest city of the small west African nation of Benin, and has become a secondary hub for emerging airline RwandAir. Taking advantage of its growing network, I booked a RwandAir ticket from Dakar, Senegal to Kigali, Rwanda via Cotonou. The transit stop included accommodation provided by the airline.
What is there to do in Cotonou? A quick Google search indicated that the closest attraction to the hotel was on the beach: an ‘amusement park’ called Air de Jeux Plage Erévan. This ‘park’ appeared to include a large-looking aircraft, so I decided to check it out. Little did I know the airframe was a historic Lockheed L1011 TriStar, full of amazing clues about its long and varied history around the world.
Mystery plane? – Image: Google Maps
On final for runway 14R at BFI in a Diamond DA-40 – this wasn’t from our mountain-flying day, but it’s too pretty of a photo to leave out of the article
This is a continuation of my multi-part series on learning to fly. You can read the whole Fly With Francis series here.
The lousy Pacific Northwest early spring weather notwithstanding, I’ve made good progress towards learning both the Garmin G1000 instrumentation and the Diamond DA-40 aircraft. We recently got a decent break in the weather that allowed a flight from Seattle across the Cascade Mountains to Ellensburg for some basic mountain flying training.
Cruising westbound at 6,500′ over Snoqualmie Pass was an amazing experience – Photo: Katie Bailey
I’ve got about 10 hours in the DA-40 now, all but one of them with Carl, my ever-patient CFI. I finally felt comfortable enough with the plane to take it out on my own last week, even though Carl had deemed me ready to do that about five flight hours previously. I just wanted a bit more time with the plane, as it’s quite a bit different than the Cessna 172, especially in that it’s a lot faster and a bit fussier when it comes to controls, and it’s got a constant-speed propeller (also sometimes referred to as a variable-pitch propeller) that needs tending to via a dedicated control lever.
- Even though electronic tools like the G1000 and Foreflight on a tablet or phone make planning easy and safe, it never hurts to work it out on paper as a backup
- This was our route from BFI-ELN, over the mountains at 9,500′. Screenshot from Foreflight
- This was our low-level route through the mountains returning to BFI from ELN. Notice the less direct route. Screenshot from Foreflight
If you’ve been following this series, you’ll have read a bit about route-finding through mountainous terrain in my December, 2020 story about my certification checkride. There are, pardon the pun, mountains of information and classes available concerning mountain flying. Here in western Washington state we’ve got a large mountain range to both the east (the Cascades) and the west (the Olympics), so it’s pretty much required reading if you want to fly beyond the Puget Sound area. Flying over and through the mountains also requires different training than is needed for landing in mountainous areas, so I’ll be tackling the landings next as my post-certification training continues.
The lakes at the summit of Snoqualmie Pass are quite distinctive and make great visual navigation checkpoints – Photo: Katie Bailey
Route-finding through mountainous terrain is definitely about avoiding the granite, but it’s also about doing your best to make sure you have options if something goes wrong in the air. If you need to land in a hurry, for whatever reason – be it mechanical issues or being surprised by unexpected bad weather – you want options. So, both the outbound and return routes followed Interstate 90 over Snoqualmie Pass, which offered lower terrain, and a four-lane highway as an option for emergency landings, as well as a couple of mountain airstrips along the way. We flew the outbound leg at a higher altitude, and the return at a lower one to gain experience with both options.
Here we’re adjusting the autopilot to turn a a bit more to the left while passing over Snoqualmie Pass in Washington state – Photo: Katie Bailey
On a clear day with relatively smooth air, it was a glorious flight eastbound over the mountains at 9,500′, taking less than an hour to cover the 93 miles from Seattle to Ellensburg (which, for comparison, takes more than two hours by car via I-90).
On the downwind leg for landing at Ellensburg, Wash. – Photo: Katie Bailey
We practiced using the autopilot as much as possible, but it does require constant monitoring and adjustments to avoid clouds, while watching for other aircraft traffic, etc. Also, the DA-40 requires manually switching the two wing fuel tanks every 30 minutes to keep the load balanced, so watching for those alerts on the G1000 becomes part of your instrument scan.
Touching down on runway 29 at KELN – Photo: Katie Bailey
The outbound flight went by quickly. After stopping to stretch our legs a bit at Ellensburg, it was back in the plane to enter the new flight plan into the nav system and head back to Seattle, this time through the pass at 4,500′ to 6,500′ (south and westbound flights are at even altitudes plus 500′, north and eastbound at odd altitudes).
- The Fly Washington Passport program is super fun, encouraging the exploration of the 100+ airports in the state
- Finally got my first stamp in the north central region
While at ELN, we all visited the small mailbox outside the FBO containing the stamp for our Fly Washington passports. It’s a fun (and free) program to encourage pilots to visit airports in the state and log their adventures. If you’re a pilot (or have a pilot friend) in or near Washington state, I definitely recommend checking it out.
On short final for runway 32R back at KBFI – Photo: Katie Bailey
We had planned to fly at or below the tops of the mountain peaks traversing Snoqualmie Pass, but there was a fair bit of mountain-wave turbulence at 4,500′, so we climbed to 6,500′ into clear air – the DA-40 feels like it gets tossed around a bit more than the C172s in rough air. Mountain-wave turbulence happens on the downwind side of terrain, such as we experienced flying westbound into headwinds passing over the peaks. Mountain-wave turbulence and rotor waves are but two of the more uncomfortable/dangerous types of turbulence encountered in mountainous regions. Rapidly-forming clouds are another, especially when the temperature and dewpoint are within 3˚C of one another, so very thorough weather awareness, both pre-flight and updating in flight, are essentials.
More to come about mountain flying and, hopefully soon, the start of instrument training.
There are too many stories out there that promise new kinds of airplanes, amenities, and airports. We are not going to lie… when we see these stories, we get pumped.
“Radical…we can’t wait until we fly in an electric airliner that flies at three times the speed of sound and takes off and lands at an airport racetrack!”
We are told that these things are coming “very soon,” but we wait and wait and wait. Nothing. We have gotten sick and tired of getting emotionally AvGeek hurt (that is a thing) because these technologies never come through. Instead of just sitting around, we decided to do something about it!
INTRODUCING THE SlingPlane 5001-200NWN (No Wings Needed)
The SlingPlane 5001-200NWN… well an advance, high-tech drawing of it at least
We knew this endeavor of building our own plane was not going to be easy, but we have made such tremendous progress. We didn’t want to make the same mistakes of the others who had tried before us, so we quickly skimmed all their business plans (aka looked at the photos) and made solid assumptions on what went wrong. Here are the most common issues we found that led to failure: