Flying - November 2016

FLYING AVIATION EXPO
AN UNFORGETTABLE FLIGHT TO BAJA / RISE OF THE DRONE PILOTS
EMBRAER FULFILLS ITS VISION TO BECOME A

M A J O R F O R C E I N B U S I N E S S AV I AT I O N
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Features
P H O TO BY R O O S E V E LT C S S I
NOVEMBER 2016
VOLUME 143 -- ISSUE 11
42
WE FLY: EMBRAER LEGACY 450
The Brazilian aircraft company set a high bar. Does this fly-by-wire
machine live up to expectations?
N O V E M B E R 2 0 1 6 | F LY I N G M A G . C O M |
By Rob Mark
By Sam Weigel
50
NEXTGEN NOW
Its the perfect time to upgrade for the ADS-B mandate. The
big question is: How do you choose?
By Stephen Pope and Pia Bergqvist
54
BACK TO BAJA
Two friends trace their greatest adventure by air across Mexicos
Baja Peninsula.
ON THE COVER
This dramatic shot of the
Embraer Legacy 450 twinjet
against a leaden sky graces our
cover for the accompanying flight
report by Senior Editor Rob Mark.
Photo by Erich Shibata
Attitude awareness you can bank on.

G5 electronic flight instrument for certificated aircraft.
Exceptional performance and reliability as a standalone primary attitude indicator
or turn coordinator. Plus airspeed and altitude for enhanced situational awareness.
Garmin.com/Aviation
2016 Garmin Ltd. or its subsidiaries
Departments
NOVEMBER 2016
VOLUME 143 -- ISSUE 11
16
18
10 On Course
Notams: a
broken system
16 Trending
Aviation news
and notes from the
editors desk
12 Flying Inbox
Feedback from
our readers
21 Chart Wise
In-depth explanation
of the nuances of
Jeppesen instrument charts
How It Works
Learn how engine bleed air
serves a variety of purposes, from
cabin pressurization to anti-icing
protection to water and hydraulic
system pressurization.
15 Tech
Our top product
picks for pilots
ILAFFT
30 Sky Kings
Mastering the third
dimension: our
fascination and fear
32 Atermath
Underestimating the
element of surprise
68 Destination
Flying Aviation
Expo in Palm
Springs, California
36 Taking Wing
Its not always a
straight line from
A to B
64 Unusual
Atitudes
Physical challenges
and flying
70 Gear Up
The man with
the badge
74 Jumpseat
A word no airline
pilot wants to say
80 Technicalities
The Bugatti 100P
82 Sign Of
First official flight
of Rimowas
Junkers F13
36
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On Course
Editors Letter
NOTAMS: A BROKEN SYSTEM
erent notams supposed to be getting better

by now? What Im talking about, of course,
is a provision in the Pilots Bill of Rights, legislation championed by Sen. James Inhofe
of Oklahoma in 2012 after he was put through the FAA
wringer for landing on a closed runway, that requires the
agency to simplify notices to airmen and ensure the most
relevant notam information reaches pilots.
The subsequent Pilots Bill of Rights 2, known best
for directing the FAA to eliminate third-class medical
exams for private pilots, also instructs the FAA to speed
up the notam improvement process.
Yet it remains a broken system.
I was reminded of this during a recent trip to Cape
May, New Jersey. On the drive to my home airport, I
called Flight Service for a check of notams. The briefer
began by running through the usual litany some taxiway lights out, nearby unlighted obstructions and so
on. Then he paused. Heres an important one, he said.
The Cape May airport is closed.
Closed? During the last week of summer? The reason
turned out to be a runway-repaving project. Bummer.
Since exibility is one of the keys to general aviation
ying, I decided to go instead to the airport in Ocean
City, New Jersey, about a half an hour drive from Cape
May. When I contacted Atlantic City Approach on the
ight down, I soon realized other pilots had neglected to check notams. Or maybe they did but missed the
important note, which was buried in the usual tangle of
gibberish that looks like something an old-timey telex
machine would spit out. In the short time I was on frequency, the controller informed the pilots of four other
airplanes that Cape May County Airport was closed.
When I arrived at the airport oice in Ocean City to
pay for parking, the manager asked for my local address.
I told him Cape May. He looked up and said, You realize
Cape May has an airport. He was as surprised as Id been
to hear the news.
Editor-in-Chief
P H O TO BY Z AC H A RY C AC I C I A US A F
10
Its my habit to always phone Flight Service for

notams. I can easily go online to gather all the other information I need, including graphical representations of
temporary ight restrictions, but if Im checking to see if
an airport is actually open or not, its as if Im searching
for state secrets. FAR 91.103 requires that pilots obtain
all available information including notams before
every ight. Maybe the FAA has made improvements
to the system, but it remains frustratingly mediocre.
Notam information should be disseminated with the important stuf listed prominently. If an airport is closed, it
should have a red X over it on digital sectional charts and
ight-planning apps. Thats common sense.
Until that happens, Ill call 1-800-WX-BRIEF and ask
a real live human to tell me what I need to know.
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Inbox
Long-Overdue Honor
Readers reacted to our story about World
War II pilot Elaine Harmon, 95, who
was laid to rest at Arlington National
Cemetery 15 months after she died in
April 2015, a first for the WASP group.
JOHN HENRICKS
A CHILDS WONDER
I love this photo of my wife and two children enjoying the shear wonder of the
airplane. Im a daddy, so I naturally feel proud of what Ive been entrusted. I
think this photo will get you smiling too.
ROBERTO G. ECHEVARRA
12
John Kings When TLAR

Beats Perfection [Sky Kings,
September 2016] is the best
article that I have ever read
in an aviation magazine. It
is not only enlightening for
a pilot, but for anyone and
not just for flying, but for life.
I loved the line: In all of life,
timeliness is often better than
perfection. Johns essay is succinct and beautifully written.
KRISTEN BECKER
LYNN RATLIFF
Finally. These brave women served their

country with pride and honor, and they
deserve to be able to be laid to rest with
our other heroes if they choose to.
RON PIPER
Its too bad they did not get the recognition they deserved while they were living.
Rest in peace, dear warrior.
WENDELL BERTHELSEN
About time!
SEND LETTERS TO:
Share your flying adventures

with #FlyingMagazine
DA1PaL1GUO@U'CFO
MARK ROTHSCHILD
KEEP TELLING
YOUR STORIES
I learn a great deal from the mistakes of other pilots

[ILAFFT: My Worst Flight, September 12, 2016]. The
continuous discussion of flight safety is paramount. For
me, they are among the best features of the magazine.
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TECH
TRENDING
THE BEST OF WHATS NEW
HOW IT WORKS
zoom in.
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map is oriented.
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The pop-up
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15
Trending
Aviation News and Notes
TECH
TRENDING
HOW IT WORKS
ICON BUILDS
MEXICO FACTORY
I
16
con Aircraft is opening a factory in Tijuana, Mexico, to

build composite airframes for the A5 light-sport amphibian
as a way of cutting costs and controlling all facets
of manufacturing.
The new Icon factory in Mexico, which could eventually employ
1,000 workers, is set to open in November and be completely up
and running by early next year, says Kirk Hawkins, Icons founder
and CEO.
Cirrus Aircraft had been tasked with producing the composite
airframe components for the A5 at its factory in Grand Forks, North
Dakota, until Icon decided in May to bring the work in house.
Icon will own or control all manufacturing operations related
to its composite fabrication in Mexico, Hawkins wrote in an
email to Flying. Parts will be made on Icon tooling, by Icon
processes, to Icon standards, in Icon facilities. Just as before,
composite parts will be shipped to Icons California facility for
painting, systems installation, final aircraft assembly, testing,
and final delivery. Icon has made this change in order to improve and control the manufacturing process while simultaneously
reducing costs. Facing early production teething problems at its
main Vacaville, California, factory, Icon has slowed A5 production
as the company works to correct those troubles, a move the company says will delay full-rate deliveries by about a year.
Icon is now focused on pilot training as it continues to slowly
build A5s.
GARMIN BEGINS
$200 MILLION
EXPANSION
MOONEY
APPOINTS
NEW LEADER
Garmin is embarking on a
$200 million expansion of
its headquarters in Olathe,
Kansas, creating room for up
to 2,600 new employees. Once
completed, the 96-acre Garmin
campus will offer amenities
such as a fitness center,
cafeteria, athletic fields and an
outdoor walking trail.
Our vision is to be an enduring company that is a leader
in all markets that it serves.
To accomplish this, we need
a world-class facility that can
attract and retain the highest
level of talent, says Cliff
Pemble, Garmin CEO.
The expansion will be
implemented in two phases.
First, Garmin will expand its
aviation business unit with a
720,000-square-foot manufacturing center, which will take
two years to complete. Next,
the company will renovate its
existing warehouse and manufacturing space into a research
and development facility and
office space. The construction is projected to take an
additional two years, with the
project nearing completion
in 2020.
Mooney International has

named a new president and
CEO. Vivek Saxena, who holds
a Ph.D. in aerospace engineering from the University of Cambridge, most recently worked
as an aviation consultant at
ICF International and served
in executive roles at Pratt &
Whitney Canada for 16 years.
Saxena replaces Jerry
Chen, who had served in the
leadership role since the companys restart announced in
early 2014. Since then, Mooney
International has restarted

production, announced new
products and modernized
the production line in
Kerrville, Texas.
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How It Works
TECH
TRENDING
HYDRAULIC SYSTEM
PRESSURIZATION
ENGINE
ANTI-ICE
WING ANTI-ICE
HOW IT WORKS
AIR CONDITIONING AND

CABIN PRESSURIZATION
or decades, aircraft
have used engine
bleed air for a variety of purposes, spanning
everything from engine
starting to cabin pressurization to anti-icing.
Heres how engine bleed
air works.
18
PRESSURE AIR
When air enters a turbine
engine, it goes through
a series of compressors, which significantly
increase the air temperature and pressure
before mixing that air
with fuel and igniting it.
A small portion of that
compressed air, however, does not enter the
combustion chamber and
instead is redirected from
the engine via valves,
ducting and manifolds
to various other areas of
the aircraft. This engine
bleed air is very hot,
between 200 to 250
degrees C, and very
high in pressure, around
40 psi.
Because the air at high

altitudes is too thin to
meet human oxygen
needs, engine bleed
air is used to provide
appropriate cabin
pressurization as well
as air conditioning. After
leaving the engine and
passing through the
air-conditioning pack,
where it is cooled, this
bleed air is combined with
recirculated cabin air
before it enters the cabin.
ANTI-ICING
High-temperature bleed
air is routed to the leading
edges of the wing and empennage, as well as to key
engine components such
as the inlet guide, where
it serves as a safeguard
against ice accumulation.
PRESSURIZATION
Engine bleed air is used to
provide the pressurization
needed for the water and
hydraulic system reservoirs. Such pressurization
propels drinking water
from the holding tank to
the cabin and ensures the
smooth flow of hydraulic
fluid to the pump inlet in
the absence of sufficient
atmospheric pressure at
high altitudes.
ENGINE START
High-pressure bleed air
from the auxiliary power
unit, a non-thrustproducing engine often
located in the rear
of the aircraft, provides
the pneumatic energy
required to start the blade
rotation in a main engine.
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NOVEMBER 2016
TRAINING
CHART WISE
&
CHART WISE: CHALLENGING APPROACHES

ILAFFT
AFTERMATH
FINAL DESCENT
Its not often youll run
across an approach
with a missed
approach point 5.2
miles from the airport
and a descent of just
60 feet once inbound
past the final approach
fix. No question,
this is a different
kind of approach.
CIRCLE-TO-LAND
Due to the airports
location in a mountain
valley, only circle-toland minimums are
offered, and youll want
to avoid flying northeast
of the airport where the
mountains rise sharply.
This approach requires
5 miles visibility.
Because the MDA
is 2,720 feet above
airport elevation, youll
want to plan your
descent accordingly.
SKY KINGS
RUGGED TERRAIN
Apart from the challenges associated with
flying NDB approaches,
this one is to a mountainous airport with
rising terrain. At least
the runway is long.
NDB DME
The good news about
this approach is that it
incorporates both NDB
and DME, meaning well
have a better idea of our
position throughout
the approach and
dont need to time
this procedure.
EVERYTHING EXPLAINED
DAY-USE ONLY
This approach is so
challenging that you
arent authorized to
attempt it at night.
According to the notes,
the control tower must
also be operating.
Youll also see a warning about occasional
ADF needle swings
away from the final
approach course upon
passing the MAP.
FOR THE INTERACTIVE

VERSION OF
CHART WISE, VISIT
FLYINGMAG.COM/
CHARTWISE.
Some instrument approach procedures just dont seem fair. Take this approach into Hailey, Idaho, for
example. Not only is it an NDB approach, its an NDB approach into a mountainous airport with circleto-land minimums only. Were seeing fewer NDB approaches as satellite-based RNAV procedures emerge,
but nondirectional beacons are simple in their operation, if more difficult to fly precisely. Study the chart
above and consider how you would prepare to fly the procedure.
CHALLENGING APPROACHES
21
I . L. A. F . F. T .
I LEARNED ABOUT
FLYING FROM THAT
CHART WISE
ILAFFT
NO. 909
SKY KINGS
TRUST BUT VERIFY
AFTERMATH
DEALING WITH ENGINE TROUBLE

OVER THE FOREBODING NORTH ATLANTIC
F
22
errying light single- and twin-engine airplanes around the world is

not a job for the inexperienced or the bold. I am reminded of this
fact several times a year on ights in sometimes-remote parts of
the globe.
We all have read stories of pilots who push their luck and lose.
Some dont bother with getting a thorough preight brieng and nd themselves in extreme weather conditions where Mother Nature often wins. The
pilot is sometimes taught the ultimate lesson. Many times, just a lack of attention to planning is the cause of an of-airport landing due to fuel starvation.
Other times, a thorough walk-around or run-up might have prevented something simple from causing a tragic outcome.
Unfortunately, even the most diligent pilot cannot uncover all the hidden
dangers that lurk, or prevent the random failure of a part while in ight. Extra diligence in all aspects of ying can help nd the small things that are not
right before they become something big and cause an inescapable problem.
Knowledge, whether learned from personal experience or from someone elses
experience during those all-important ight lessons or hangar ying, can
help improve ones chance of survival.
I have been ferrying airplanes

around the world since June 2008,
and one of my recent ferry contracts
was a Cessna 350 from Belgium to
Texas. The ve-year-old airplane was
always hangared and, upon my arrival, appeared in pristine condition.
I like to gather as much information as possible about any airplane
I am about to take across an ocean,
so I read through the maintenance
records and logbooks to make sure
there wasnt anything that needed to be corrected. I did a thorough
walk-around, familiarizing myself
with every inch of the airplane. It
was about to become my home for
at least 30 hours over the next several days in this case, weeks. I was
putting my life in her hands to safely
cross endless miles of often rough
I L LU S T R AT I O N B Y B A R R Y R O S S
( B A R R Y R O S S A R T. C O M )
BY JAMES P. CREAMER
T&T
TRAINING & TECHNIQUE
SOME DONT BOTHER WITH GETTING

A THOROUGH PREFLIGHT BRIEFING
AND FIND THEMSELVES IN EXTREME
WEATHER CONDITIONS WHERE
MOTHER NATURE OFTEN WINS. THE
PILOT IS SOMETIMES TAUGHT
THE ULTIMATE LESSON.
was the morning to cross the North

Atlantic from Reykjavik to Greenland.
The plan was to end up in Iqaluit,
Canada, that night after a fuel stop
in Sondrestrom, Greenland. There
was some heavy frost on the exposed
surfaces that morning. I removed as
much as I could by hand, and then
called for the deice truck. The airplane was deiced and given a good
coating of anti-ice uid, and I taxied
out to the runway.
Everything was proceeding normally, and nothing gave me any
indication of anything amiss on that
cold fall morning. After departure, I
was given a climb toward Greenland
to 10,000 feet. With Keavik now behind me to the southeast, I leveled of
at my assigned altitude and broke out
the cruise checklist. After setting the
power, I began to lean the fuel mixture to the same ow rate I had on
the previous two legs from Belgium
to Iceland. Just before leaning to the
expected fuel ow, about 2 gph early,
the engine gave a loud backre. Not a
good sound to hear when over rough
seas beyond power-of glide distance
of land. I enriched the fuel ow and
started to carefully look at all the
engine gauges. Nothing seemed to
and unforgiving seas. How many

times as a student pilot or an inexperienced low-time pilot had I blindly
hopped into a rental airplane and
blasted of for that quick practice
ight or to a nearby airport for that
hundred-dollar hamburger without
even thinking twice about the condition of the airplane? Pilots who rent
airplanes put a lot of faith in that FBO
to ensure everything is in tip-top
condition and all the paperwork is
inorder.
One important item I have recently
started to require before taking an
airplane over the Atlantic or Pacic is
a compression check of all the cylinders. I have had a few incidents over
my nearly 35 years of ying, several
being in the last few years while ferrying aircraft, in which a cylinder
was weak and caused delays in my

delivery. Granted, you cant check
everything before every ight, but the
more you check and the more familiar you are with your craft, the safer
the journey can be.
I remember my early hours of
ying, hopping into an airplane and
taking of to visit friends or ying to
the Bahamas to get away from it all,
and hardly ever looking at the engine instruments other than to check
for an increase in oil pressure after
cranking the engine and glancing at
the oil temperature before taking the
runway for takeof. Now, however, I
am careful to keep an eye on the gauges and monitor them during the ight.
For ights that last over an hour or so,
I will usually break out my electronic ight bag and start an engine log,
for which I have several templates
to record the engine parameters depending on the type of conguration.
This task is denitely completed on
every leg of a ferry, and it was especially helpful on this particular ight
after departing from Reykjavik, Iceland, on a cold November morning.
After consulting all the weather
data available and phoning for an update of the forecasts, I decided this
23
I.L .A .F .F.T.
be wrong with the EGT and CHT

readings, but two gauges were acting diferently than on the previous
ights. The oil-pressure and fuel-ow
gauges were uctuating abnormally. Had I not been keeping careful
Trust But Verify
recordson the rst two ights, I might

not have noticed anything wrong and
would possibly have continued on
to Greenland. Without hesitation, I
initiated a turn back toward land and
advised Reykjavik of the problem.
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On short nal, the Reykjavik

tower controller didnt want me
to be surprised as I approached
touchdown and advised that he
had the equipment standing by
next to the runway. I wasnt too
concerned, but it was reassuring to know the rescue personnel
were nearby. After an uneventful
landing, I taxied back
to the parking area and
shut down. I called my
On short
client, and its A&P asked
me to do a magneto final, the
check to start trying to Reykjavik
diagnose the problem. tower conIt didnt take long after troller didnt
taxiing out to the run-up
want me to
area to discover a roughrunning engine while on be surprised
the left magneto. Due he had the
to the remoteness of equipment
Iceland, and thinking if standing by.
one magneto had gone
bad with more than 100
hours of operation, the
second could be ready to fail too,
they decided to ship two magnetos.
The magnetos took a total of four
days to arrive and clear customs.
Since it was too late for anyone
to work on it the afternoon the
magnetos arrived, I repositioned
the airplane to the maintenance
hangar the next morning. The
A&P was fairly busy with his own
airplanes but nally started work
that afternoon. He found the problem was not a bad magneto but a
plug wire that had become almost
entirely disconnected. In fact,
all the plug wires on the bottom
of one side of the engine had not
been securely torqued after the
compression test. He tightened
down all the wires, and the cowling was put back on so I could do
another run-up to check the engine. It was perfect. I thanked the
mechanic, paid my bill and parked
the airplane back by the FBO. Now
it was time to start looking at the
weather again for another opportunity to depart for my next stop
and check and recheck absolutely everything.
Everything Explained
AVIATION
REGS
IN
PLAIN
ENGLISH
By Richie Lengel
CHART WISE
ILAFFT
SKY KINGS
AFTERMATH
26
CROSSING
RESTRICTIONS
FACTORS TO CONSIDER WHEN ATC GIVES YOU ONE
RELEVANT DISCUSSION:
(AIM 4-4-10, 5-2-8, 5-4-1, 5-4-16, FAA-H-8083-15, 8083-16, 8083-25)
POINTS TO PONDER:
1. The guiding principle
of a crossing restriction is
that the last ATC clearance
has precedence over the
previous clearance.
2. When the route or
altitude is amended, the
controller will restate
altitude restriction.
3. If altitude to maintain
is changed or restated,
whether prior to departure
or while airborne, and
previously issued altitude
restrictions are omitted,
those altitude restrictions
are canceled.
HOW TO MEET A
CROSSING RESTRICTION:
1. Miles to descend to
meet crossing restriction
(3-degree descent) altitude to lose (in thousands)
times 3 plus 10 percent.
2. Three-degree rate of
descent halve the ground
speed and add a zero.
3. Rate of descent altitude to lose divided by time
to fix.
4. To simplify for most jets

determine minutes from
the fix (groundspeed divided
by 60, or just glance over
at the GPS or FMS); plan on
descending at 2,000 fpm.
Example: It will take five
minutes to lose 10,000 feet
at 2,000 fpm.
Groundspeed (kts)
Miles per
minute
120
180
240
300
360
420
480
540
5. Your groundspeed at
FL 310 is 420 knots, and
you are cleared to cross
30 miles from the VOR at
10,000 feet and 250 kias.
How far out would you need
to start the descent?
a. Its common for most
jets to descend at idle
power using the 3-to-1

rule (i.e., 3 miles for every
1,000 feet of altitude
to lose).
b. The altitude to lose is
21,000 feet. Descending
from FL 310 to 10,000
feet would probably
require a 3,000 fpm
descent in order to
maintain the advantage
of the higher altitude for
a longer period of time.
420 knots is 7 miles per
minute (420 60).
c. 21,000 feet 3,000
fpm = 7 minutes.
d. 7 minutes x 7 miles
per minute = 49 miles are
required to descend the
21,000 feet.
e. Add about 10 miles
to comfortably slow to
250 kias.
f. 49 + 10 + 30 (from
fix) = start down 89 miles
from the VOR.
6. Of course, by far the most
popular method is to simply
enter the VNAV information
into the FMS and let it and
the autopilot take care of all
that annoying thinking.
3-to-1 another WAG

Altitude needed to lose
equals 20,000 feet
20K x 3 = 60 nm
Assuming a 3,000 fpm
descent at idle power and
zero tailwind, 60 nm is the
ballpark distance at which
descent should begin.
Mach vs. knots
at or above FL 240
Speeds may be expressed in
terms of Mach numbers in
0.01 increments. The use of
Mach numbers is restricted
to turbojet aircraft with
Mach meters.
Knots vs. Mach
(AIM 4-4-12)
On a standard day, the Mach
numbers equivalent to
250 kcas are:
FL 240 0.60
FL 250 0.61
FL 260 0.62
FL 270 0.64
FL 280 0.65
FL 290 0.66
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Everything Explained
Crossing Restrictions
RESUME NORMAL SPEED Used

to terminate ATC-assigned speed
adjustments on segments where no
published speed restrictions apply. It
does not cancel published restrictions
on upcoming procedures.
SPEED ADJUSTMENT TERMINOLOGY:

(AIM 4-4-12f, 5-5-9, FAA-H-8083-16)
COMPLY WITH SPEED

RESTRICTIONS Used when the
aircraft is joining or resuming a charted
procedure or route with published
speed restrictions.
COMPLY WITH RESTRICTIONS
Requires compliance with all altitude
and/or speed restrictions depicted on
the procedure.
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DELETE SPEED RESTRICTIONS

Used when ATC-assigned or published
speed restrictions on a charted procedure are no longer required. This does
not relieve the pilot of speed restrictions applicable to 91.117.
RESUME PUBLISHED SPEED
Issued to terminate a speed adjustment where speed restrictions are
published on a charted procedure.
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IF YOURE FLYING A JET You can

often expect to be instructed to cross
40 nm from the destination airport at
either 11,000 or 12,000 feet with a possible speed restriction of 250 knots.
IF YOURE FLYING A PROP
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often expect to cross 40 nm from the
destination airport at 7,000 feet for
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When instructed to comply with speed

restrictions or to resume published
speed, ATC anticipates pilots will
begin adjusting speed the minimum
distance necessary prior to a published
speed restriction so as to cross the
waypoint/fix at the published speed.
W W W. D AV I D C L A R K . C O M
If youre headed for an airport not

served by Approach Control, you can
expect simple step descents with no
crossing restrictions. You can request
a descent from Center 60 miles out or
wait a bit longer.
FAA regulations could change at any time. Please

refer to current FARs to ensure you are legal.
Sky Kings
TRAINING & TECHNIQUE | FLYING Opinion
CHART WISE
ILAFFT
SKY KINGS
THE THIRD DIMENSION
I
30
t was a whole new world to us. From the air, John

and I saw the Great Plains, the Rocky Mountains,
the Pacic Ocean, and what was to become our
new hometown in California all on our rst
cross-country after we got our licenses. We were hooked.
From that time on, our lives were diferent. Our love
afair with ying only became more intense over time.
What makes ying so special? There are so many
things. It provides such spectacular views. It allows
personal travel at great speeds unimpeded by the limitations of roads. It is deeply rewarding, because it engages
you so completely and uses so many aptitudes. But at
the core, it is the mastery of the third dimension that
changes everything.
Humankind has forever yearned to y. Only in the
comparatively minuscule time since the Montgoler
brothers took to the air in their hot-air balloons has it
been possible. Since then, every landmark achievement
in aviation has taken on great importance and been exuberantly celebrated by the world.
Flying has amplied importance on a personal basis
too. Every pilot will forever remember his or her rst
solo ight and each new rating. Mention to acquaintances that you y, and theyll recall it every time they
see you.
The heightened importance that ying takes on has its
obvious good side, but it also has a bad side. For example, accidents that go unnoticed when they occur in land
vehicles make national news if they occur in aircraft.
Also, there is a generalized fear of anything that
inhabits the third dimension. There is a ban against
ying anything in the Capitol area, no matter how
small. When Doug Hughes landed on the west lawn
of the Capitol building in his gyrocopter, which could
barely carry him and maybe another 50 pounds, it made
national news and got him a prison sentence. In contrast, there is no ban on driving to the Capitol in a rental
truck with a 10,000-pound payload.
Sometimes I wonder if neighborhood noise complaints are actually expressing personal fears. Decades
ago when our local airport wanted to extend the main
runway by 1,200 feet, thousands of alarmed neighbors
showed up at town meetings to complain about the noise
from the airport. When noise monitors were sent to the
homes of the most vociferous complainers, they were
unable to measure any sound above the ambient noise
from a nearby freeway.
Yet these neighbors were clearly deeply concerned.
Maybe it just seemed more reasonable and acceptable to
say the noise bothered them than to say they were afraid
an airplane would crash into their houses.
In addition, the third dimension also creates concern
ILLUSTRATION BY SHUTTERSTOCK
AFTERMATH
OUR FASCINATION AND FEAR
By Martha King
about invasion of privacy. John and I felt this the other

day when a quadcopter hovered nearby while we were
in our hot tub. (Yes, we were wearing swimsuits.) The
drone had a vantage point from which it could also see
in our windows. It did us no harm, but we did feel that it
infringed on our privacy.
This helped us better understand the neighbor at one
of the town meetings who complained that word had
obviously gotten out to pilots that his daughter liked to
sunbathe in the backyard. He said airplanes were lining up
to overy his house. Even if he knew he lived underneath
the downwind leg of the airports traic pattern, I think he
would still feel his privacy was being infringed on.
Technology has now enabled a completely new way
of exploring the third dimension, albeit vicariously. The
result is the tidal wave of drone ying that is washing
over us. It is destined to take both the good sides and bad
sides of our exploitation of the third dimension to whole
new levels. After more than 100 years of ying, we have
only about 200,000 aircraft on the FAA registry, whereas in about six months, there were 500,000 registrations
retaking the questions until you get them right. Submit

your completion certicate to the FAA and you will have
Remote Pilot added to your pilot certicate. The bad
news for pilots is that any infraction while acting as pilot in command of an unmanned aircraft puts their pilot
certicates at risk.
This inevitable ood of drones will enable millions
of people to exploit the third dimension and likely have
profound efects on the aviation community. Most of
the millions of drones will be used by hobbyists. Many
pilots, including John and me, rst explored aviation
with model airplanes. Compared with the number of
modelers, the number of drone pilots is exponentially
greater. If even a tiny percentage of drone pilots move
on to manned aircraft, the benet to the aviation
community could be huge.
Drones can also exacerbate concerns about fear and
invasion of privacy. John and I witnessed a teenager ying a drone over a neighbors yard. It didnt take him more
than ve minutes to lose control of it, and it went down
on the other side of the neighbors fence. Of course, the
After more than 100 years of flying, we have only about 200,000
aircraft on the FAA registry, whereas in about six months,
there were 500,000 registrations for drones. And most drone owners
we know say they have no plans to register theirs.
teenager jumped the fence to retrieve it. Had the neighbor seen this, he most certainly would have considered it
an invasion of privacy. If drone pilots become thought of
as bad actors, the public reaction is likely to be damaging
to the aviation community as a whole.
It is in everyones best interest for us to embrace these
new drone pilots. We should invite them to the airport,
take them ying. Only by welcoming them to our community can we hope to help them fully understand the
combination of joy and responsibility that can be theirs
from experiencing the third dimension directly. Maybe
our aviation associations should do the same thing.
Should these new pilots be members of the Aircraft
Owners and Pilots Association, Experimental
Aircraft Association and National Business Aviation
Association?
for drones. And most drone owners we know say they

have no plans to register theirs. The FAA forecasts that
4.8 million drones will be sold in the United States in
2017, and 7 million per year by 2020.
In an efort to gain some measure of control, the FAA
issued Part 107, setting forth the rules for commercial
operation of drones that weigh less than 55 pounds.
What the FAA calls a Remote Pilot certicate is required
for anyone who wants to do anything that makes money
with drones. To get the certicate, a nonpilot applicant
just has to pass a knowledge test. You can fully expect to
see a lot of commercial drone operators soon.
The good news for pilots is that you dont even have to
pass a knowledge test to get a Remote Pilot certicate.
The FAA has a two-hour online course that includes a
slam-dunk, multiple-choice exam in which you keep
31
Atermath
ACCIDENT
ANALYSIS
By Peter Garrison
CHART WISE
ILAFFT
SKY KINGS
AFTERMATH
32
FOR WANT OF A NAIL

PILOT TRAINING OFTEN UNDERESTIMATES THE
ELEMENT OF SURPRISE
The pilots loss of airplane control, said the

National Transportation Safety Board, was
due to his diverted attention to the canopy
opening in ight.
At what point the canopy opened completely
is not clear, but several witnesses described the
airplane rocking sharply from side to side and
oscillating sharply in pitch during the takeof roll, movements that suggest the pilot was
trying to close the canopy while continuing his
takeof. The airplane became airborne, made
a tight 180 to the right, and ew parallel to the
runway at a low altitude. I could clearly see
his head, a witness recalled, and there was no
glass cover above him anymore. The airplane
then turned tightly back toward the runway,
banking close to 90 degrees, and began to
descend. A wingtip caught the ground; the pilot
was killed on impact.
The runway was 10,000 feet long. He began
his roll at an intersection but still had 7,500 feet
ahead of him enough runway to be able to
stop, secure the canopy and resume the takeof
under the same clearance. Why did he not do
that? Evidently, he thought it would be easy to
close and lock the canopy with his left hand
the throttle hand while his right remained
onthe sidestick.
The airplane was a homebuilt Rutan VariEze
originally licensed in 1992. The pilot, a minister
who used his airplane to visit diferent congregations, had purchased it eight months before
the accident. He was at least its fth owner.
The VariEze, like other Rutan canard
designs, is naturally incapable of stalling. When
the stick is held full back, the nose rises and
falls gently as ow on the canard surface separates and reattaches. The main wing remains
unstalled, with full roll control. This is an important point. In a conventionally congured
airplane, dropping out of a tight turn to nal
would point to a stall-spin; in a VariEze, which
cannot stall, it only implies that the pilot failed
to control the ight path.
The VariEzes canopy is hinged along the
right upper edge of the fuselage tub. It rotates
upward to open; a cable behind the pilots
headrest keeps it from touching the right wing.
Nearly all VariEzes had one-piece bubble
canopies; the accident airplane, however, had a
two-piece variant, with separate sections covering the front and rear seats. In both versions,
the windshield is an integral part of the canopy.
The latching system consists of three linked
hooks that pull the canopy snugly downward.
The foremost hook, which the pilot operates,
engages a latch that keeps it from being accidentally released.
Around 1979, a fatal accident similar to this
one occured. The pilot forgot to latch the canopy,
it ew open, and he lost control of the airplane.
The problem was not aerodynamic; the VariEze
is quite controllable with the canopy open. In
fact, one early owner who used his airplane
for air-to-air photography would deliberately
open his canopy in ight and considered ying
that way a no-brainer. But he probably used
goggles, since, without a windshield, the pilot
has no protection against a very strong wind.
Even if he wears glasses, his eyes will ll with
tears, blurring his vision. This combined with
startle and disorientation is a major reason for
losing control.
Startle and disorientation, even without the
blast of wind, are sometimes enough. Certied
production airplanes have crashed after a door
I COULD
CLEARLY SEE
HIS HEAD,
AND THERE
WAS NO
GLASS COVER
ABOVE HIM
ANYMORE.
Atermath
ACCIDENT
ANALYSIS
For Want of a Nail
popped open, even though the change in their behavior

due to the open door is barely detectable.
The rst concern of a pilot confronting any unexpected inight event should be to y the airplane. Almost
nothing that can happen in ight requires such urgent,
immediate and complete attention from the pilot that he
cannot continue to y.
After the 1979 accident, RAF published in its Canard
Pusher newsletter a mandatory modication to the
canopy design. It required builders to install a backup
latch, similar in principle to the hood latch on a car. If
the canopy were unsecured, it would rise just an inch or
two before the backup latch caught it. The backup latch
came to be called the Rice catch after the unfortunate
pilot who lost his life.
It appears, from photographs taken minutes before
the ministers crash, that his VariEze did not have the
Rice catch.
If the VariEze had been a certied airplane, the FAA
would have published an airworthiness directive, and the
modication would likely have been made mandatory
before further ight. Any A&P inspecting the airplane
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ALMOST NOTHING THAT

CAN HAPPEN IN FLIGHT
REQUIRES SUCH URGENT AND
COMPLETE ATTENTION FROM
THE PILOT THAT HE CANNOT
CONTINUE TO FLY.
would have detected a failure to comply. But no such

mechanism exists in the world of homebuilt airplanes,
where each owner becomes an oicial inspector for his
airplane a one-trick airframe mechanic.
This particular VariEze had changed hands several
times. If it was originally accompanied by a pile of
ancient Canard Pushers, they had probably gone astray
at some point. Or perhaps the original builder had
bought the plans or a partially completed airplane from
someone else, long after the trail of the Rice catch had
grown cold.
The accident pilot, far down the chain of ownership,
had probably never heard of the backup catch. If he
even asked himself why there was not some system to
keep an unlatched canopy from ying open, he may
have inferred that the canopy had no tendency to open
in ight or, if it did, that it would be a simple matter to
close it again. As one RAF publication wrote: Builders
of Experimental aircraft are, in general, careful to do inspections and check all newsletter notices. Those who
operate but did not build their aircraft are generally at a
much greater risk, since they often ignore notices or are
not experienced at inspection and repair.
The steps leading to this fatal accident were four.
First, the canopy lacked a backup catch. Second, the pilot failed to lock the canopy before taking the runway.
Third, he did not abort his takeof but tried to correct the
problem on the y. Finally, once airborne, he did not focus on keeping the airplane under control and climbing
to a safe altitude.
Four steps four opportunities and none of
them taken.
www.EAGLEJET.com
T: 888-278-0012 F: 305-378-8925
E: info@eaglejet.com
13200 SW 128th Street, Unit A-1,
Miami, FL 33186
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This article is based on the NTSB's report of this accident and is intended to bring
the issues raised to our readers attention. It is not intended to judge nor to reach
any definitive conclusions about the ability or capacity of any person, living or dead,
or any aircraft or accessory.
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Taking Wing
FLYING Opinion
By Sam Weigel
2001
UND WARRIOR
2003
AMERIFLIGHT NAVAJO
2007
COMPASS E175
2015
BOEING 757
CHANGING COURSE
36
ll admit it: Im a fiend for change. I thoroughly agree

that variety is the spice of life, and when things get
too stagnant, I tend to shake them up whether they
really need it or not. Perhaps you sensed this in my
September column: My wife and I had a really nice, comfortable life in Minnesota, and then we sold everything
and bought a 42-foot Tayana sailboat named Windbird to
try on the sea-gypsy life for a few years. Its not that I necessarily dislike boredom; Ive just never really sat still long
enough to try it on for size. Considering this, its probably
no coincidence that I chose aviation as my profession, for
there are few career paths that are so variable from day to
day or as unpredictably circuitous over the long run.
I have long advised potential pilots that those who place
much value on stability should think twice about making
aviation their livelihoods. However, the reverse is also
true: Those with naturally flexible dispositions will find it
a major advantage when beginning a professional piloting
career. There have been a number of times in my own life
where a willingness to change things up has saved me a lot
of futility and frustration, and I have found the same to be
true of many of my pilot friends. I think this is a concept
An Arrow, a Navajo, an Embraer and a Boeing: some of the airplanes I flew over the course of my early career.
I L LUS T R AT I O N BY T I M B A R K E R
ITS NOT ALWAYS A STRAIGHT LINE FROM A TO B
5 seats + baggage compartment

Garmin G500H & HeliSAS options
Optional auxiliary fuel tank
Taking Wing
FLYING Opinion
worth exploring, because it runs counter to both the conservative pilot personality and conventional aviation
career wisdom. Remember, after all, that this industrys
most sacrosanct institution the seniority system incentivizes picking one path and sticking with it through
thick and thin, for better or worse.
Ive always found it interesting that so much in aviation
is determined by seniority. The system had its genesis in
a more stable era before airline deregulation, but it has
endured and even spread in the tumultuous 40 years
since. Originally established by unionized major airlines,
seniority has become the standard at every U.S. national
and regional carrier, unionized or not, as well as most Part
135 outts, fractional operations, and even some corporate
ight departments. The reason is twofold: First, aviation is
a 24/7/365 kind of industry, meaning someone has to y
that zero-dark-thirty departure on Christmas morning,
Floatplane
Fun
Changing Course
which are generally achieved by advancing through a

succession of underpaid jobs in the lower rungs of the industry: ight schools, on-demand operators and regional
airlines, for example. The problem is that the bottom half
of the aviation industry is currently going through a period of great instability (ironically enough, partially due to
the nally stable major airlines hiring many of its pilots).
Todays winner may well be tomorrows goat. Youll inevitably have limited information while picking your path.
And so, you may nd yourself stuck along the way, perhaps
with some seniority and a decent quality of life but your
career stagnating due to factors beyond your control.
Ive been there several times myself. In the fall of 2001,
I was ight instructing at the University of North Dakota
while completing my senior year of studies when the
airplanes hit the World Trade Center. Instantly, all theairlines were furloughing, and UND accepted numerous
Todays winner may well be tomorrows goat. Youll inevitably have

limited information while picking your path, so you may find yourself
stuck along the way, perhaps with some seniority and a decent quality
of life but your career stagnating due to factors beyond your control.
38
and pilots are much more willing to do so early in their

careers if they know that someday theyll be free of such
obligations. Second, if length of service is not the standard in determining the orders of the rosters, equipment
assignments and upgrades, then inevitably cronyism and
willingness to move iron become the determining factors. In aviation, however, this isnt a great measure of a
valuable employee. Good pilots refuse to y sick, wont
take an illegally broken airplane, and may require more
fuel in marginal weather. These are all unproductive
decisions but, nevertheless, contribute to the companys
bottom line in the long run through the maintenance of a
strong safety culture. The seniority system helps ensure
that pilots arent penalized for making safe decisions.
So seniority is here to stay, and it will inevitably be a
huge factor in a new pilots career trajectory. And yet, I argue that one cannot become a slave to it. Heres why: Most
pilots, when rst starting out, have an end goal in mind.
Maybe its a major airline, maybe its a cargo carrier, or
maybe its a fractional or Fortune 500 ight department.
The most lucrative jobs have pretty lofty requirements,
recent graduates back into its instructor ranks. Meanwhile, a number of students dropped out of the aviation
program and new starts plummeted. Suddenly, nobody
was getting much ight time or income. This turn of
events plus the prospect of another North Dakota winter
spurred me into action: The day I nished classes, I drove
straight to Southern California and took a job instructing
at a busy Part 61 school that didnt pay as well as UND but
aforded much more ight time.
A year later, I was ying Navajos for a mom-and-pop
Part 134-and-a-half cargo operation that was perpetually on the edge of bankruptcy, with a single client that
was likewise marginally solvent. More than once my boss
instructed me to stash the airplane somewhere inconspicuous and await his call to conrm that a particularly
critical check had cleared before taking of. Then they
started losing routes and decided to furlough the junior
pilot. It seemed like a good time to move along, so I asked
them to furlough me instead, releasing me from my
one-year training bond. I was hired almost immediately at
Ameriight, the reputable Part 135 behemoth just down
Taking Wing
FLYING Opinion
the road in Burbank.

Leaving those two jobs were easy decisions; however,
leaving Horizon Air after three and a half years was much
more diicult. Horizon Air was a well-run airline with
conservative management; it ew modern equipment,
maintained it well, invested a lot of money in modern technology, and treated its employees well. All these things
made it a great place to work, but they were disadvantages in a viciously competitive regional airline industry in
which low cost trumped all other considerations. This was
demonstrated when Horizon lost its Frontier JetExpress
contract three years into a supposed 12-year deal. The reason wasnt lack of performance it was because we kept
hitting all our operational targets, each of which triggered
expensive performance bonuses.
This was the beginning of a long decline that eventually saw Horizon sell its CRJ-700 jets and Dash-8-200
turboprops, replaced with a much smaller number of
Bombardier Q400s. By 2008, the airline was furloughing
pilots. Had I stayed, I would have (barely) survived the
By 2008, the airline was furloughing

pilots. Had I stayed, I would have (barely)
survived the furlough but stagnated as a
junior first officer for more than a decade.
furlough but stagnated as a junior rst oicer for more

than a decade. The writing was on the wall by the spring of
2007, and I decided I had to get out. But how? I didnt have
the turbine pilot-in-command time needed to move up to
a national or major airline.
Initially, I chose to take a one-year leave of absence
from Horizon to go y Fairchild Metroliners for Ameriight. Shortly before the leave took efect, though, I got a
fateful call from Compass Airlines. I had applied to Compass months earlier and then promptly forgot about it. It
Changing Course
was a brand-new airline, the bastard child of the Northwest Airlines bankruptcy. The pay wasnt nearly as good
as Horizons but with ultralow startup costs, it was destined to grow by leaps and bounds. Additionally, I would be
based in my hometown of Minneapolis. I went to the interview and was ofered the job; Dawn immediately hunted
down a math-teacher position in a good Minnesota school
district, and we put our Portland house up for sale. It was
a sudden and dramatic change to our lives, but it ended up
being the best decision of my career. I upgraded to captain
within six months and got qualied for a major airline job
many years earlier than if I had stayed at Horizon.
Ive been fortunate: Most of my moves have been by
choice, and Ive never been involuntarily furloughed.
Many of my colleagues at Compass were not so lucky;
the majority of the airlines growth and hiring took place
while the rest of the industry was handing out pink slips. I
once went down the seniority list and counted 28 former
airlines just among the pilots I knew. Many had been furloughed two or even three times. As a new captain, I ew
with a number of FOs who came from ATA Airlines when

it folded. Several were former captains with 20,000-plus
hours in 727s, 757s and DC-10s. Talk about humbling. Id
look over at those wizened old pros sitting in the right seat
of a regional jet for $19 an hour and see a potential versionof myself in 30 years. If youre not exible now, well,
this industry has a way of limbering you right up.
My point here isnt to say you should merrily it from
employer to employer with every little cough of the industry. If you choose well and are blessed with good luck,
you may only have to work for two employers before
landing that dream job. My experience was fairly typical
of the turbulent post-9/11 era, but Im happy to say those
days appear to be behind us. A greater degree of exibility
will help you choose the right path in the rst place, and
if things dont quite work out as planned, you should not
hesitate to make a course correction. Aviation is not for
passive people who just let things happen to them. Take
charge of your career, and you will be happier than those
who feel cheated by circumstance.
E M B R A E R S
NOVEMBER 2016 |
|
42
W I T H I T S R E C E N T LY LAU NC H E D
F LY - BY - W I R E L E GAC Y 4 5 0 , E M B R A E R
E X E C U T I V E J ET S H A S BEAT I T S OW N
DE S I G N TA RG ET S T O G ET A L E G U P ON
T H E C OM P E T I T I ON
/ / P H O T O S BY E R I C H S H I BATA
/ / BY RO B M A R K
44
decade ago, some people

scofed when Embraer announced its intention to create
a complete line of business airplanes, from entry-level jets
to behemoth bizliners, especially when the sum total of the
companys bizav experience to that point had been creating
the Legacy 600 from the ERJ-135 regional jet. But once the
Phenom series of light jets the 100 and the 300 models,
both capable of operation with a single pilot appeared, people began paying much closer attention to what the Brazilian
company was creating. By the end of 2014, the Phenom 300
had become the most delivered business jet in the world and
earned the same honor again in 2015. By then, nobody was
scoing anymore.
In April 2008, Embraer announced another series of jets
designed to neatly t between the Phenom 300 and the
Legacy 600/650. The company again surprised some observers when it revealed that the new airplanes, called the Legacy
450 and the 500, would be completely y-by-wire machines,
something unheard of in the midsize jet category. Also, the
two new aircraft are so similar that only the sharpest eyes
will notice the Legacy 500 is a slightly longer cabin version of
the 450. The Legacy 450s rst ight in December 2013 came
about a year after the 500 rst took to the sky. By mid-2016
the company had delivered 31 Legacy 500s and three 450s.
When the mid-light Legacy 450, as Embraer calls it, was
being engineered, the expected range stood at approximately
2,300 nm with four passengers on board. By the time the 450
was oicially announced at the 2013 NBAA Convention in
Las Vegas, the airplanes range had climbed to 2,500 nm after
a slight increase in engine thrust. When Flying evaluated the
450 at the companys Melbourne, Florida, production facility
recently, test pilots had already proven the machine capable of
ying nearly 2,600 nm with the same load. Then, just to keep
things interesting, Embraer recently announced another
range boost to just over 2,900 nm, with a 329 nm reserve and
no payload changes thanks to some minor wing alterations
that made room for more fuel. Not wanting early-delivery
T H E LE GACY 4 5 0
SEAT S A M A X I M U M
OF N I N E , W H I LE
THE 500 CARRIES AS
M A N Y A S 1 2 PE OPLE
I N T H E CA BI N.
450 owners to be left behind (since the

rst aircraft left the factory in December 2015), the mod was announced as
retrotable at no cost.
All range numbers were quoted at
long-range cruise power setting, of
course, although shoving the throttle full up doesnt slice much from
the total distance. The new longerdistance version of the 450 will also
operate with a 35,274-pound maximum takeof weight. The range
updates make trips from Shanghai
to Jakarta, San Francisco to Hawaii,
or Munich to Bahrain possible, with
the jets speed hovering around
463 knots or about Mach 0.83 at
max cruise.
August 2016 prices for a Legacy
450 stood at $16.57 million, with buyers waiting approximately 12 months
from order to delivery. Interestingly,
the 500 model sells for just $3.4million
more, but it ofers only 200 additional
miles of range, although capacity issues change when both airplanes are
fully fueled. The Legacy 450 seats a
maximum of nine, while the 500 carries as many as 12 people in the cabin.
Both the 450 and the 500 share a 9.6
psi max diferential pressure, creating
The 450s
customizable
cabin includes
four fully
reclining club
seats, which
convert into a
pair of sleeping
berths. Large
windows provide
plenty of natural
light in the
aft cabin.
a comfortable 6,000-foot maximum

cabin pressurization level at 45,000
feet. The two business jets also share
a common type rating, making operating a couple of each a snap from a
pilot-training perspective. The rst
Legacy 450 is expected to roll out of
Embraers new expanded Melbourne
manufacturing facility in December.
INSIDE THE JET

Embraer sees Textrons Citation
Latitude as the closest competitor to
the Legacy 450. It says the Legacy 450
bests the Latitude in speed, payload
and range, but not in cabin comfort,
where the two aircraft are pretty
evenly matched.
The 450s cabin, 6 feet high on a at
oor and 6 feet 10 inches wide, comes
standard with four fully reclining club
seats that easily convert into a pair of
sleeping berths. An optional wet galley
in the forward fuselage can be traded
for a two-seat belted divan. An optional belted potty seat on the 450 will
bring the seating capacity to nine. The
slightly longer cabin of the Legacy 500
ofers the option for two three-seat
divans in the rear to increase the passenger complement to an even dozen.
The 450s standard cabin includes

a small refreshment center near the
door, a rear private lavatory with a
vacuum toilet that includes a window
for natural light and an inight-accessible baggage area. Embraer said the
Legacy 450s 150-cubic-foot baggage
space 110 cubic feet in the main externally accessed compartment and
45 cubic feet accessible from the rear
of the cabin is the largest in the
450s category. Honeywells Ovation
Select cabin management system runs
the optional high-denition video and
surround-sound audio environment,
while the optional voice and Wi-Fienabled connectivity ofer Inmarsat,
Gogo or Iridium platforms with inight data speeds of up to 3.1 Mbps.
The Legacy 450 is the rst business
jet under $50 million to ofer full yby-wire technology featuring sidestick
ight controls and a Rockwell Collins
Pro Line Fusion avionics suite with
four 15.1-inch high-resolution LCD
displays. The cockpit ofers an optional enhanced-vision system with a
head-up display.
A pair of Honeywell HTF7500E
turbofans provides 6,540 pounds of
thrust per engine to rocket the Legacy
450 of the ground to 43,000 feet in

just 22 minutes. A climb to FL 450
will be possible later as the aircraft
becomes lighter. While the maximum
payload of the 450 2,921 pounds
is slightly more than that of the 500
2,800 pounds the larger model
can carry nearly twice the load of the
450 when also carrying maximum
fuel. At the 35,759-pound maximum
takeof weight, the Legacy 450 typically requires about 4,000 feet of
takeofrunway.
FLYING THE LEGACY 450
46
(Top to bottom)
Passengers and
pilots need not go
thirsty or hungry
in flight thanks to
the refreshment
center. There are cup
holders to hold the
drinks and storage
compartments for
electronics and other
items. Honeywells
Ovation Select
cabin management
system provides
entertainment for
the passengers.
I couldnt have asked for a better summer day as I approached N801EE at

Melbourne International Airport
(KMLB). The winds were light with
just a few clouds in the area. The aircraft door was already open and the
APU running as I was introduced to
my right-seat instructor, Embraer
senior demo pilot Rich Brimer.
As I entered the airplane and looked
back, I had the feeling I had just
climbed into an expensive automobile,
with a clean, comfortable cabin staring
back at me. As it turns out, Embraer
used the BMW folks early on to help
design the cockpit and the cabins, although that work is now carried out
inhouse.
But the moment I entered the cockpit, it was clear that something was
missing the control wheel, which
was replaced by the sidestick to operate the y-by-wire controls. Because
of the seat placement and exibility, getting settled required no special
gymnastics. The ight deck has a clean
look with no switches sticking out anywhere. The cockpit windows are large,
admitting plenty of light, which I assumed would make it easier to search
for other traic, something we oldtime pilots still do quite a bit.
Because the cockpit was already
powered up, the resolution on those
four big LCD displays that bring the
Rockwell Collins Pro Line Fusion
system to life was immediately clear.
Colors didnt just appear, they popped

from the screens. Our demo aircraft
was tted with light-beige leather
seats and side panels in both the cockpit and cabin that added to the feel of
a premium machine. Because todays
ight decks require regular software
updates to keep them operating at
peak performance, the Legacy 450 rid
operators of the need to download updates to a ash drive and carry them
out to the airplane. Rockwell Collins
servers can accomplish most of the
heavy lifting via Wi-Fi or even cell data
connections in as little as 15 minutes.
The system is so simple that it allows
the cockpit crew to handle the duties.
Once the engines were powered
up using the simple stop-run-start
switches, Brimer explained there
were only six items to consider for the
after-start checks before we moved
to the subtleties of taxiing using the
450s steer-by-wire function. All steering is handled through the rudders,
even when the pilot is getting into and
out of tight spots on the ground. At
10knots or less, the nosewheel swings
62 degrees either way. As the 450
picks up speed, the amount of available turndecreases.
The basic operating weight of
N801EE the day we ew it was 23,280
pounds. With an outside air temperature of 24 degrees C, 125pounds of stuf
and about 6,000 pounds of fuel, the
450s ramp weight was well below the
maximum of 35,274 pounds (35,759 in
the 2,900 nm versions). The combined
weight of the three of us on board added another 525 pounds. All fuel (10,851
pounds max) is carried in the wings.
We calculated a requirement for 3,574
feet of runway for takeof.
Initial and recurrent pilot training for the Legacy 450 is conducted
by FlightSafety International and
runs three weeks, with a week and a
half of that time devoted to ground
school, including the avionics. Thats
where the crew learns the 450 uses
three generators: two mains (one on
A S I EN T ER ED T H E
A I R PLA N E A N D
L OOK ED BACK, I
H A D T H E F EELI NG
I H A D J UST CLI M BED
I N T O A N EX PENSI V E
AU T OMOBI LE .
each engine) and a third mounted to the APU. In an emergency, theres also a deployable ram air turbine. Both of
the 24-volt DC NiCad batteries sit inside the pressure vessel, although there are also two lead-acid backup batteries,
one to power the flight controls and the other for the fuel
system. The 450 comes standard with a triple-redundant
hydraulic system powered by two engine-driven pumps
and a single electric backup. Fueling the 450 is handled by a
single-point system.
Brimer and I reviewed the intricacies of the FBW system
that uses no mechanical linkages to the ailerons, rudder or
elevator, saving weight and avoiding potential maintenance
problems. The FBW operates in one of two modes: normal,
in which everything is computer controlled, providing total
47
LEGACY 450
48
Price
$16,570,000
Engine
Honeywell HTF7500E
(two)
Power
6,540 pounds of thrust
TBO
On condition
Seats
7 to 9
Length
64 feet 7 inches
Height
21 feet 1 inch
Wingspan
66 feet 5 inches
Cabin Length
24 feet
Cabin Height
6 feet
Cabin Width
6 feet 10 inches
Max Ramp Weight
35,406 pounds
Max Takeoff Weight
35,274 pounds
Basic Operating Weight
22,928 pounds
Payload with Full Fuel
1,627 pounds
Max Usable Fuel
10,851 pounds
Max Landing Weight
32,518 pounds
Takeoff Runway
3,907 feet
Landing Runway
2,090 feet
MMO
Mach 0.83
VMO
320 kias
Range (long range)
2,904 nm
Range (high speed)
2,794 nm
Time to Climb to FL 370
14 minutes
Max Operating Altitude
45,000 feet
Initial Cruise Altitude
43,000 feet
flight envelope protection, or direct, when the 450 will behave more like a regular airplane.
As we lined up on Runway 9R at KMLB, I advanced the
throttles with the autothrottles, bringing them to maximum.
Steering was solid and the ground roll swift. With only a
slight move with my left wrist on the sidestick, the 450 was
climbing. At maximum power down low, the vertical speed
hovered between 3,000 and 3,500 fpm at an airspeed of 200
knots. I hand-flew the airplane into the midteens, occasionally noticing again that only minimal wrist movements on
the sidestick were needed to convince the 450 to follow my
turn commands. We made a few intermediate stops in the
climb to check handling and fuel flow.
At 18,000 feet I wanted to experience how the envelope
protections might handle a pilot who mismanaged the bird.
With the autopilot and autothrottles on, I commanded an
airspeed that pitched the nose of the 450 down. As the tape
along the left side of the primary flight display approached
the red overspeed region, the autothrottles came back and
the nose pitched up on its own to remain within engineered
safety parameters. When we tried a few stalls, the airplane
handled much the same and pitched down to reduce angle
of attack with no input from me. We also tried operating in
The Garmin
G3000 flight deck
in the Legacy
450 incorporates
envelopeprotection
technologies
designed to
prevent loss of
control. Three
high-resolution
displays are
positioned
above a pair of
touchscreen
controllers that
help reduce
the number
of buttons
and switches
on the panel.
The standby
instrument is
Aspen Avionics
Evolution PFD.
Sidestick controls
allow for more
legroom and
make it easier to
get in and out of
the cockpit seats.
back to long-range cruise, which slowed the

450 some, but I didnt notice any diference
in the cabin sound level at the slower speed.
We headed back to KMLB for a few approaches and landings. In the descent, the
450 easily descended at 3,200 fpm with no
noticeable rumble when the speedbrakes
were deployed at about 280 knots. I let the
autopilot conduct the 9R ILS down to 800
feet, at which I disconnected and handew the remainder of the approach. The
transition to manual ight in the landing
conguration was smooth. Because our
demo aircraft was equipped with autobrakes, I let the 450s brake-by-wire system
handle the stopping. We were slowed to taxi
speed in about 1,600 feet.
My landings? Id call them perfect, of
course, but it would be really tough to tell
for sure, because the trailing link gear on
the 450 will probably make all but the worst
pilots look pretty impressive to the folks
riding in the cabin.
direct mode and slowed the aircraft again

to near stall. Even holding the stick back all
the way, the airplane descended at 500 fpm
but remained pretty much wings level.
Continuing the climb again, the 450
held 2,000 fpm, and near FL 290 the speed
changed to Mach 0.76, with the Honeywell
turbofans burning about 1,400 pounds
per side. Trying a few manual turns, pilots
not used to FBW will be surprised to see
the aircraft simply maintain a 35-degree
angle of bank when they release the sidestick. About then, theyll also notice theres
no trim button on the Legacy 450 because
the FBW is way ahead of the pilot on that.
Through 37,000 feet, fuel ow dropped to
1,100 pounds per side with a vertical speed
of 1,500 fpm. Once we leveled of at FL 410,
I climbed out of the left seat to walk back to
the cabin to listen for a while. Besides the
cabin looking quite swank, the noise level at
Mach 0.82 was better than OK; it was truly
superb. I asked Brimer to pull the power
49
50
NEXTGEN
NOW
Its a perfect time to upgrade for the

ADS-B mandate. The big question is:
Which system is right for you?
BY STEPHEN POPE AND PIA BERGQVIST
With the 2020 mandate for ADS-B Out equipment for aircraft flying in controlled airspace rapidly approaching
and the FAA offering a $500 equipment rebate to the first
20,000 aircraft owners to get in line now is a great time
to commit to a unit to avoid the mad rush before the
compliance deadline. But there is a long list of offerings
on the market and choosing one product over another can
be difficult.
If you know that you wont ever fly in Class A airspace
(FL 180 and above) or internationally, you can stick with
a simpler universal access transceiver (UAT).
If you dont have a WAAS GPS system to provide position information, the unit will have
When choosing
an ADS-B system to include it, which most systems sold today
do. There is a long list of ADS-B systems on the
for your needs
market, ranging in price from around $2,000 to
and budget, take
$6,000. For Class A and international flights, you
into consideration will need a Mode C transponder with extended
squitter (ES) capability.
where you are
Most of the more affordable systems also
going to fly and
include ADS-B In capabilities, allowing you to
what data you
display traffic and weather on a variety of panelmount and portable displays.
need to access.
If youre looking for a full ADS-B solution with
a dedicated display, you can have that too. The
cost will be higher, but considering how often youll be referencing ADS-B-supplied data, its a sound investment.
When trying to decide which system fits best into your
budget, you should also consider the additional cost of
antennas and installation. You may want to schedule time
to discuss your options with an installation shop to make
sure that youre not in for any nasty surprises when you get
the final bill.
51
NEXTGEN
NOW
Heres a look at some of the more

popular ADS-B equipment options:
52
ADS-B
PORTABLES
While portable ADS-B units such as the
GARMIN GTX 345
Garmin GDL 39, Appareo Stratus 2S and
The GTX 345 is the ADS-B unit many

pilots flying with Garmin cockpit
equipment have been waiting for.
It is a 1090ES Mode S transponder
that provides ADS-B Out compliance
while also receiving weather information on the 978 MHz UAT frequency,
plus traffic information over both
the ADS-B datalink frequencies. An
integral WAAS GPS receiver that
meets the ADS-B Out position-source
requirements is available as an option.
What makes the GTX 345 so
appealing is that it can display ADS-B
traffic and weather on a long list of
current and legacy Garmin displays,
including the G1000 avionics system.
This data can also be shared wirelessly
over Bluetooth with tablets running
the Garmin Pilot or ForeFlight Mobile
apps. The GTX 345 is also available as
a remote-mount unit, in which case it
can be controlled by the G1000 system
or a GTN 650/750 navigator.
The GTX 345 ADS-B In/Out transponder carries a list price of $5,795
with the optional WAAS GPS receiver
and $4,995 without it. An ADS-B Outonly version, called the GTX 335, is
priced at $3,795 with the WAAS GPS
receiver and $2,995 without. Both the
panel- and remote-mount versions
are priced the same.
Dual XGPS190 wont allow you to meet
L-3 NGT-9000 LYNX
GDL 39 can feed the ADS-B In data to
L-3 Avionics launched its NGT-9000

Lynx touchscreen transponder and
ADS-B solution in 2015. In addition
to offering ADS-B In and Out capabilities, the unit includes the required
WAAS GPS, serving as a complete
ADS-B solution. It also offers a slew of
additional features.
The touchscreen is easy to work
with. To enter a transponder code,
you simply touch the code itself and a
keyboard comes up. With a light touch
of the on-screen numbers, you can
enter your transponder code. If you
want to squawk VFR, there is a dedicated key for that so you dont have
a long list of Garmin products, such as
the 2020 ADS-B mandate, these units do

provide the weather and traffic features that
are so worth having access to in flight. You
can opt for an inexpensive ADS-B Out unit
installed in the airplane to meet the mandate, or perhaps you dont fly in the airspace
that requires the equipment to be installed
at all. But a low-cost portable unit allows
you to access the good stuff on your iPad.
The GDL 39 is a small, unobtrusive
to manually enter 1200. Using the

touchscreen in flight, even in moderate turbulence, is no problem thanks
to the largebuttons.
Scrolling between screens is done
with a simple swipe to the left or the
right. Scrolling requires a bit more
pressure than with an iPhone or iPad
a good thing. Along with your own
ship position, you can see winds aloft,
airspace and TFRs on the screen.
Metars are also accessible by entering an airport code. Commonly used
airports can be saved for quick access.
The Lynx talks to a long list of
panel-mount avionics systems, so
you can display traffic and TFRs on
your moving map as well. The unit
also communicates with several iPad
apps, including ForeFlight, WingX
and SkyRadar.
The level of information displayed
depends on the unit. There are four
different NGT-9000s to choose from,
with prices currently ranging from
$5,490 to $8,605 plus installation.
L-3 also offers more affordable,
remotely mounted ADS-B solutions
ranging from $2,300 to $3,795.
AVIDYNE AXP340
antenna that works even when hidden
underneath a seat. It can be used continuously with a power adapter, and there is also
an external battery available for $99.99.
In addition to Garmins Pilot app, the
the G3X, aera 500, 660 and 795/796, and

GPSMap 396, 495/496 and 695/696.
The price for the GDL 39 is $639. Garmin
also offers a 3-D version of the GDL 39,
which adds attitude and synthetic-vision
capabilities, for $849.
Other terrific portable ADS-B In units
include the Appareo Stratus 2S unit, which
works with ForeFlights Mobile EFB app
and sells for $899, and the Dual XGPS170
receiver, which costs $849 and talks to a
variety of mobile apps, including WingX
Pro7, FltPlan Go and AvNav EFB.
Avidynes AXP340 is a panel-mount

Mode S 1090 MHz datalink transponder with ES capability. Its a slide-in
replacement for BendixKing KT76A/
KT76C/KT78A transponders, offering
a relatively painless upgrade path from
an existing Mode A or C transponder
to Mode S, as well as additional functionalities, like a direct-entry numeric
keypad, pressure-altitude and GPS
latitude-and-longitude
readouts,
flight ID entry, one-touch VFR code
entry, a stopwatch timer, flight timer
and altitude alerter. Some additional
wiring and tray replacement are
required to add ADS-B functionality.
If you lack the room in your
panel to add an AXP340, Avidyne
also offers a remote-mount alternative,the AXP322, which is controlled
by an existing IFD540 or IFD440
navigator.
The AXP340 is $3,999, which
includes the tray and kit but not the
antenna. The AXP322, meanwhile, sells for a

list price of $5,449.
FREEFLIGHT RANGR
FreeFlight offers several ADS-B solutions for
everything from light-sport aircraft to commercial airliners. Rather than offering a product
that provides all ADS-B needs, FreeFlights
modular concept allows you to purchase only
the parts and pieces that you require within the
Rangr product line.
The Rangr units are remotely mounted and
compatible with a variety of panel-mount avionics systems. If you are looking for compliance
below FL 180 and inside the United States, you
can get a simple box with WAAS GPS and ADS-B
Out capabilities for $2,995. If you want the benefits of ADS-B In, the complete unit will cost
you $3,695.
Customers who wish to use Class A airspace
and fly internationally can purchase FreeFlights
Rangr 1090ES transponder. The Rangr 1090ES
also provides ADS-B Out capability but not the
required WAAS GPS, which many panels already
have installed. FreeFlight also offers stand-alone
WAAS GPS products, along with a separate,
remotely mounted ADS-B In-only box.
NAVWORX ADS600-B
Like most ADS-B units on the market, the
NavWorx ADS600-B is designed for certified
avionics and is a simple UAT; hence, it lacks
a dedicated display. The unit does, however,
also have an internal WAAS GPS and provides
a complete solution to comply with the ADS-B
mandate. It is a remotely mounted box that
connects to other avionics packages.
The unit talks to many commonly installed
avionics systems in general aviation airplanes,
such as Garmins G1000 and GNS 430/530,
and Aspens Evolution displays. It is also
d. FREEFLIGHT RANGR
a.
Garmins GTX 345
can display ADS-B
traffic and weather
on many displays.
b.
L-3s complete
ADS-B solution
offers a slew of
additional features.
c.
Avidynes AXP340
is a slide-in
replacement for
several BendixKing
transponders.
d.
FreeFlights modular
concept allows you
to purchase only the
parts you need.
e.
NavWorx offers a
remotely mounted
box that connects
to other avionics
packages.
f.
The Appareo
Stratus ESG is a
low-cost, all-in-one
ADS-B solution.
b. L-3 NGT-9000 LYNX
e. NAVWORX ADS600-B
compatible with some portable GPS systems as

well as Hilton Softwares WingX Pro7 and iFly
GPS apps for tablets. There are, however, systems that are still not compatible. If you have
upgraded your panel to Garmins GTN 650/750
or Avidynes IFD series, for example, or if you fly
with ForeFlights iPad app, you are out of luck.
But before you write off the unit as incompatible, check in with NavWorx. Additions may have
been made to the list of compatible units.
Priced at $1,999, the NavWorx ADS600-B is a
very economical ADS-B offering. It is certified
for installation in a long list of single-engine and
light-twin airplanes. NavWorx also has low-cost
ADS-B solutions for light-sport aircraft such as
the ADS600-EXP, which lists for $1,399.
Despite its low cost, the ADS600-B provides
ADS-B In and Out capabilities and connects
to virtually any existing Mode C transponder.
A separate Wi-Fi module allows for ADS-B In
to be displayed on a variety of platforms. The
ADS-B In unit receives ADS-B, ADS-R, TIS-B
traffic and FIS-B weather.
APPAREO STRATUS ESG

Like many other ADS-B equipment options
to hit the market in the last couple of years,
Appareos Stratus ESG is truly an all-in-one box
that will allow you to meet the ADS-B equipment mandate for a price thats in line with
other low-cost options.
The unit incorporates a 1090ES transponder and certified WAAS GPS receiver in a form
factor designed to slot right into the spot in the
panel where your old transponder lived.
All thats required for the installation is to
mount the unit in the panel and install the GPS
antenna. You can reuse the existing transponder antenna and altitude encoder.
Price for the Stratus ESG transponder is
$2,995, including the GPS antenna.
c. AVIDYNE AXP340
f. APPAREO STRATUS ESG
a. GARMIN GTX 345
TAKE
YOUR PICK
53
BAJA
BACK
TO
54
TWO FRIENDS RETRACE

THEIR GREATEST
ADVENTURE BY AIR
BY SAM WEIGEL
EPIC
ADVENTURES
The Baja Peninsula
offers ample
opportunity for
adventures, many
accessible only
by airplanes or
off-road vehicles.
On the Pacific
side from December
to April, visitors
can see migrating
gray whales up close
and even pet their
barnacled backs.
seldom experience dj vu in
my aerial life, though it lurks around every corner of
my ground-bound existence. Enough changes from
flight to flight to find something fresh in every airborne encounter, and the shift in perspective makes
even old haunts seem entirely foreign when seen
from above. But here and now, with the sun glinting
just so off the rippled surface of the Sea of Cortez
and the dark, jagged spine of the Sierra de San Pedro
Mrtir looming to the west, I am hit with a powerful sense of having been in this exact spot before.
Thats not exactly right, for this is my first time flying Mexicos Baja Peninsula but the impression is
rooted in reality. I peer under my Piper Pacers wing
and spy a familiar curve of beach curling around a
cerulean bay; two rough dirt airstrips lie just inland.
I key the mic. Hey Brad, you recognize that cove to
our right?
Sure do, buddy, comes the voice of Brad Phillips
from the red-and-white Cessna 182 following close
behind the Pacer. We spent a lot of time down there
in Gonzaga Bay. Actually, it was only two nights,
one at Alfonsinas Resort and another

camping under the beachfront palapas, but
it was here that our 2013 dirt-bike trip took
a dramatic, if not quite disastrous, turn
for the unexpected. Ever since that epic,
tumultuous journey, weve been promising to return and do Baja right; three years
later, were back with a pair of airplanes,
our wives Dawn and Amber, and mutual
friends Eric and Colleen. For the newcomers, the airborne tour is a spectacular introduction to one of the worlds most ruggedly
beautiful landscapes. For Brad and me,
though, every expansive vista brings back
vivid memories of the greatest misbegotten adventure of our long and eventful friendship.
Brad and I go back 15 years to our days as starving CFIs at a chaotic flight school in Southern
California. Brads a born outlaw who practically
grew up on two wheels, while Im a more recent convert to the hooligan cause; weve since done several
major motorcycle rides together. Our first planned
Baja trip in October 2012 was canceled when Brad
(rather typically) managed to cut off part of a finger in a street-bike maintenance mishap. A few
months later, I unexpectedly lost my FAA medical (Grounded, Taking Wing, July 2016), and a
Mexican moto-adventure seemed like the perfect
use of my newfound free time. I bought a nicely
equipped Suzuki DRZ-400 in Los Angeles, and
Brad picked up a Honda XR-650R, sight unseen,
in San Diego. Despite its Baja-tested reputation for
bulletproof reliability, Brads Big Red Pig proved
to be a rather fateful selection, one that changed the
course of our trip.
55
BACK T O
FAST
FRIENDS
The author and
his best friend,
Brad Phillips, at
Playa San Rafael.
Below and bottom
right, a stout
airplane is best
for exploring
Bajas remote
terrain and
rustic airstrips.
ON THE ROCKS
High above Gonzaga Bay on the coastal road

from San Felipe, the new pavement abruptly
gave way to deep, loose gravel, and Brad gleefully pinned it to win it, charging off in a fit
of ebullient abandon. Beinga novice off-road
rider and having suffered afrightening headfirst wipeout into a sandbank earlier that
day, I hung back and gingerly negotiated the
steep chicanes down an ochre-stained hillside. A few minutes later, I rounded a blind corner
to find Brad dismounted, helmetless, and intently
listening to the Hondas engine. As soon as I shut
down, I could hear it: a sickening metallic rap that
suggested impending internal destruction. Brad
hit the kill switch, and we stood around debating
various theories until I asked if hed checked the oil
lately. Brad shot me a look that quite rightly suggested the depths of my mechanical ignorance, but
nevertheless withdrew the dipstick. It was bone dry.
Somehow the Big Red Pig had gone through 2
quarts of oil in two days with neither of us noticing.
We took a room at Alfonsinas Resort Baja Hotel
on the north side of the bay. It was a beautiful
setting, but Brad was absolutely sick with worry

that he might have scuttled the trip almost before it
began. We ate fish tacos on the tiled terrace, talked
over our options, and drowned our sorrows in cold
Tecate. The next day, Brad hitched a ride back north,
he and the BRP sharing a pickup bed with a rather
surly mutt while I rode close behind. We eventually found a moto-mechanic, Jaime, in San Felipe
and, despite my poor Spanish, managed to convey
that the bike had run out of aceite. Jaime listened to
the knock and opined that it merely needed a valve
adjustment and, despite our skepticism, the BRP
ran perfectly after 20 minutes of top-end tweaking.
By the time we got back to Gonzaga Bay, though, the
knocking was back. While I set up the tents, Brad
readjusted the valves, and the Honda again ran fine.
Still, as the moon came up over the Sea of Cortez, we
worried that we hadnt seen the last of our troubles
with the Big Red Pig. We were right.
THE BAJA MYSTIQUE

This time, our choice of mounts is much better
considered. Dawn and I are flying our 1953 Piper
Pacer, a tail-dragging natural for Bajas dirt strips
that was conveniently located in Phoenix following
a round-robin tour of the eastern United States (A
Grand Tour, Taking Wing, April 2016). Brads airplane was a bit harder to procure. When I told him
about our Baja plans, there was absolutely no question that he and Amber would somehow join us; the
only problem was that Brad doesnt own a small
airplane and, in fact, hadnt so much as touched one
since our flight-instructing days. Rental airplanes
BAJA
PARADISE FOUND, PARADISE LOST

There are areas of Baja that are too remote and too
rugged to reach even by dirt bike, like the roadless
section beyond the aptly named Punta Final. Flying
over this area is really interesting because, where I
assumed there would be utter desolation, there are
still shepherds huts, beach camps, and even occasional fishing villages tucked into protected coves.
A half-hour later, the coastline flattens out, and
the hardscrabble outpost of Baha de Los Angeles

appears along its namesake bay. Southeast of town,
a faint dirt track meanders southeast into the desert; this was where I finally figured out how to ride
Baja silt. Near the roads end is Playa San Rafael, a
beautiful wide bay that is home to one wiry, sunweathered man who has lived there in isolation
for nearly 40 years. When Brad and I rode up to his
tin-and-plywood beach shack, Francisco promptly
emerged to offer us miraculously ice-cold Pacifico
beers. We spent the next hour deep in conversation,
never mind that neither of us speaks much of the
others language. I am rich because I have so many
friends from all around the world, Francisco said
as he affectionately showed us well-worn Polaroids
of intrepid well-wishers from across the decades.
Theres no airstrip at Playa San Rafael, so a return
visit to Franciscos ramshackle paradise is sadly not
in the cards. The Mexican governments uneven
clampdown on the traficantes makes off-airport
beach landings a bad idea in Baja these days. Worse,
neglect and red tape has decimated the number of

legitimate airstrips in Baja that are open and legal
for GA pilots to use. One of the theoretically closed
airports, Punta San Francisquito, appears a couple
of miles south of Playa San Rafael. PSF used to be
a long-cherished fly-in destination until an earthquake destroyed the little beachfront resort in 2011.
More recently, the airstrips license lapsed without
renewal. We can see the strip is in good condition
and appears to have been used quite recently. There
doesnt appear to be military around, or anyone else
for that matter. We decide to go for it, land on the
packed dirt runway, and taxi to a silty parking area.
that can be taken into Mexico are rare, but then we

found First Flight Corp. at San Diegos Brown Field.
First Flights Cessna 182 is a tough old Baja veteran
with enough load-carrying capacity that Brad was
able to invite Eric and Colleen. Brad flew down to
San Diego and got checked out; apparently, a couple
hundred hours spent flying skydivers in ratty old
182s had stuck with him.
The six of us met up this morning in San Felipe,
where we cleared Mexican customs and immigration. After takeoff, we joined up in loose formation
so Dawn could nab some spectacular air-to-air shots
against the serrated coastline. Now past Gonzaga
Bay, the rough dirt road southward has turned
inland. Hey, theres Calamajue Wash, Brad radios,
and I spy a green furrow in the hills 15 miles to the
west. Man, you must have fallen a dozen times getting out of there. At least. The previous crash near
San Felipe was my first experience with the difficult
conditions that make the Baja 1000 Race the stuff
of off-road legends. Calamajue Wash began as a fun
ride splashing through a little stream at the bottom
of a gorgeous valley, but then it degenerated into
miles of deep, loose, disheartening silt. I fell time
after time, growing ever more exhausted, dejected
and slow. But I had to keep going; there was no other
choice. We were literally in the middle of nowhere.
The defining characteristic of Baja isnt necessarily the rough terrain or harsh desert climate; its
the lack of people. Most of the 700 miles between
Ensenada and La Paz are sparsely populated, with
few towns of any size, and those mostly lie along
the Transpeninsular Highways asphalt ribbon of
civilization. Venture a few miles in any direction,
and youre pretty well on your own. This is indeed a
great deal of Bajas appeal to pilots, yachtsmen and
off-road adventurers. Most of Bajas gems are reachable to only those with specialized equipment and
knowledge, advance preparation, and an adventurous spirit. All these requirements guarantee that
youll never find yourself in a crowd. Even more so,
they mean that the hardy souls you do meet along
the way, locals and gringos alike, are some of the
kindest, friendliest and most generous people youll
ever encounter anywhere.
57
BACK T O
typical Baja hospitality. After dinner we take a taxi

into town. Muleg has a larger gringo component
than most Baja towns, but it is still unmistakably
Mexican; even on Saturday night, most of the
people on the darkened streets are local families
strolling around the quiet plaza. We duck into an
atmospheric, mostly empty wooden bar for a few
quiet drinks; the total tab for the six of us is $12.
Cabo this is not, and thank God for that.
LOS RESIDENTES DE SAN IGNACIO
Once our engines are shut down, the wind and the
crashing waves are the only sounds for miles. We
walk down the deserted beach; theres no sign of
activity at the half-repaired resort. This is a really
lovely spot, and the loss of its use for pilots feels like
a storied bit of Old Baja slipping away with the shifting sand.
AN OLD-SCHOOL OASIS
58
The good news is theres still plenty of Old Baja left

to be had. Take Muleg (moo-leh-hay), for example. A quiet fishing village spread along a swampy
river outlet and wedged against the coastal range,
Muleg offers tired travelers a friendly welcome
just as it did when Highway 1 was little more than
a dusty path through the wilderness. South of town,
we land at the 3,000-foot El Gallito Airstrip, avoiding a few rocky potholes halfway down the scrubfringed runway. At the far end of the strip lies Don
Johnsons Hotel Serenidad, a Baja institution for
60 years running (and one of John Waynes favorite
hangouts). Nose up to the whitewashed stone wall,
shut down the engine, and youre there.
An arch with an open gate welcomes us to Hotel
Serenidads peaceful, landscaped grounds, where
cool stone buildings in the mission style surround
a swimming pool shaded by shaggy palm trees. We
procure clean, basic rooms for $45 apiece, and then
gather around a poolside table to enjoy cold $2
Pacificos as the sun sinks behind the mountains.
Its Saturday night, meaning weve arrived just in
time for Serenidads legendary pig roast, but there
are only a few other guests, all fly-in, so the hotel
isnt going whole hog tonight. No matter, pork ribs
are on offer, and its a wonderful feast served with
I wasnt happy when the Big Red Pig finally died,

but I wasnt surprised either. Brad was readjusting the valves daily, and clearly something was off
internally. I was mostly glad that the top end blew
where it did, on Highway 1 just a couple of miles
outside San Ignacio. Wed just been riding the sandy
trail between Playa San Rafael and El Arco, and
while it wasnt exactly unpopulated there were a
few small ranchos along the way, including the one
at which we spent the night getting a bike out of
there would have been a major pain. Instead I simply looped a rope around the BRPs handlebars and
towed Brad down a winding side road through a
date-palm oasis, across a reedy stream, and into the
quaint historical mission town of San Ignacio. We
stopped at the leafy square dominated by an impressive stone church built by Spanish Dominicans in
1786. It was almost siesta time, but a number of men
immediately came over to help. Within hours, all
700 of the towns inhabitants seemed to know who
we were: the guys with the broken moto.
We ended up being stuck in San Ignacio for six
days while we located a shade-tree mechanic and
scrounged up used parts to put the Big Red Pig
back in working order. It was incredibly frustrating
to lose more than half of our two-week ride due to
breakdowns. To make matters worse, I came down
with a case of Montezumas revenge, my first in
many trips to Mexico. But in reality, those long lazy
days in San Ignacio were some of the best of the trip.
TO THE LAGUNA
We got to know quite a few locals, our Spanish got
dramatically better, we got invited to several parties, and there was even a hazy midnight burroriding incident that may have involved tequila. One
particularly kind soul, Javier Lopez, took us under
his wing and introduced us to his entire extended
family. None of this wouldve happened if the Big
Red Pig hadnt left us stranded in a little Mexican
village in the middle of the desert, and neither
wouldve the real highlight of our stay an unexpectedly amazing experience and the real reason
BAJA
PEACEFUL
RETREATS
for our subsequent aerial return to Baja.

I wake to roosters crowing out back, and as my
eyes adjust to the still darkness, I swear that Im
back in our white-tiled room at the Motel La Posada
in San Ignacio. But then the unmistakable scream of
a long-propped Cessna 185 splits the chilly morning air and immediately reorients me to my true
time and place: Hotel Serenidad in Muleg. My
Piper Pacer is parked expectantly in the rising sun
a two-minute amble down the shady path. Perhaps
my half-awake episode of misplaced dj vu was
a propitious one: Today we are flying to Laguna
San Ignacio.
Three years ago, on our fifth morning in San
Ignacio, Brad and I were awakened early by our
friend, the shade-tree mechanic, who had finally
obtained a serviceable camshaft, camchain and
rocker arms from a friend of a friend up in Guerrero
Negro. The Big Red Pig, it seemed, would ride
again by days end. In the meantime, the prospect
of another afternoon spent drinking beers in the
shady square beckoned. As we lay in our beds talking it over, Brad suddenly sat up and looked at me.
Sam, why havent we gone to see the whales yet?
Lets do that today.
Why not, indeed? Laguna San Ignacio is one of
only three lagoons along Bajas Pacific coast that
serve as winter quarters to the entire population
of California gray whales. Their annual roundtrip
between the Gulf of Alaska and the laguna of their
births is the longest known migration of any mammal. The whales at Laguna San Ignacio are known
to be unusually friendly, attracting cetacean enthusiasts from around the world. There wasnt really
time for such diversions in our original itinerary but now we had nothing but time. So we got
on my little Suzuki and rode to the laguna, two up,
across 30 bumpy miles of crumbling pavement and
another 10 miles of deep, shifty silt. It was the most
time Brads ever spent on the backseat of a motorcycle. He didnt complain, but Im pretty sure he
wasterrified.
Three years later, its a much smoother trip. We
take off from Muleg after a leisurely breakfast,
enjoy a short flight over the mirror-smooth Baha
Concepcin, land in Loreto for avgas, and then
depart to the northwest. We follow a cliff-hugging,
gut-twisting roller-coaster road as we climb over
the Sierra de la Gigante; this was the route of a final,
spectacular ride the day after the Big Red Pig was
finally brought back to life. In a wide river valley, I
spy the massive stone church we visited at Misin
San Javier. Farther west, the mountains give way
to gently rolling hills broken by stream-carved
canyons and dotted with green oases; it looks The Hotel

Serenidad is one
like dirt-bike heaven. As we approach the coast,
of Bajas oldest
the vegetation becomes increasingly sparse and most beloved
amid stark mesas and wavelike dunes. And then fly-in destinaa shimmering village materializes out of noth- tions. Its scenic
ingness, and behind it, a protected ocean inlet. entrance is just a
We fly low over town to summon our ride and few steps from the
well-maintained
land at Laguna San Ignacios private dirt strip.
A van is already waiting to whisk us to dirt strip.
Kuyima Eco-Lodge where were greeted by
English-speaking guides, shown to our cozy
private cabins at the lagunas edge, and given
a tour of the camps ultragreen facilities before
joining the other guests in the central lodge for an
excellent gourmet lunch. Left to our own devices,
Brad and I would probably be roughing it in flapping
tents out in the blowing sand, but its Valentines
Day and our better halves have rightly insisted on
more comfortable accommodations. Fortunately,
Kuyima has the space for us for one night; they usually offer four-day, three-night packages, and all the
other guests have been here for several days with a
number of successful whale-watching expeditions
under their belts. The excitement is palpable as we
gather outside the lodge and don life jackets for the
afternoon session. Dawn smiles and holds my hand
as we splash out to the panga. Shes ready to pet
a whale.
A BAJA WHALE TALE

Three years ago, our welcome to Laguna San
Ignacio wasnt quite so warm: An aggressive dog
chased Brad and me and then bit me on my booted
BACK T O BAJA
SUBLIME
REWARDS
The author pets
a friendly gray
whale, one of
roughly 300 that
migrate to Laguna
San Ignacio
every winter.
60
heel as we rode past the airstrip. We stopped

at thefirst whale-tour operator we saw, where
the boatman, Valentn, turned out to be one
of the guys who had helped us that first day
in the square. We shared his 22-foot open
fiberglass panga with an elderly couple from
eastern Washington who told us their lives
goal was to travel to Baja and see the California gray
whales. Its now or never, the frail man said with
shaking hands. His wife tenderly draped a blanket over him as we ventured out into the lagoon. A
quarter mile off the bow, an immense silvery form
leaped from the water and crashed back down with
an enormous splash. We began spotting telltale
wispy spouts, first at a distance and then increasingly closer. Whales of all sizes and ages surfaced all
around us, the slender curve of their backs barely
breaking the waves as their blowholes bellowed
before they dived with a graceful sweep of their
broad tails. The more curious giants spy-hopped,
poking their heads straight into the air to better to
size up their human visitors.
It was already a much better experience than I
had envisioned, but then Valentn got a radio call
to go farther out into the lagoon. There we encountered two extraordinarily friendly adult whales, one
about 40 feet long and the other slightly smaller.
They surfaced and swam nearby, dived underneath
the boat, scratched their backs on the keel and
rocked our little open panga. And then the larger
of the two came right up to the gunwales, lifting her
immense head out of the water until her deep black,
dinner-plate-size eye met ours. The elderly couple
almost fell overboard as they scrambled to plant wet
kisses on her blubbery, barnacle-encrusted hide.
Brad petted her back and, uncharacteristically, bent
down to give her a sloppy kiss of his own. The gentle
giant then rolled over, the better for me to scratch
under her chin like some shaggy gray dog of the sea.
We all oohed and aahed and pattered like children;
the old man openly wept as his wife grasped his
quivering hand.
This went on for over an hour; these two whales
would not leave us alone. They turned us all into,
well, blubbering idiots. Its hard to explain the reaction these majestic creatures seem to incite in all
who encounter them. Its impossible to look into
that massive, unblinking eye and not feel a powerful connection. And like most of my favorite Baja
memories, I owe it all to my best friend idiotically

running his dirt bike out of oil.
SECOND-CHANCE REDEMPTION
Not everyone who comes to Laguna San Ignacio
gets to touch a whale; anecdotal evidence suggests
it happens on perhaps one trip out of four. And its
probably foolish to expect a repeat of the experience that Brad and I had. But Dawn and Amber
have been hearing our Baja whale tale for a good
three years, and expectations are impossibly high.
The sun is shining, its a beautiful day on the lagoon,
and everyone in the panga is laughing, singing and
whistling as they splash the water, the better to
attract whales.
Naturally, we get skunked. Mind you, we see
plenty of whales, possibly more than three years
ago, and many venture quite close to the boat. We
see a lot of breaching and spy-hopping. We see
people in other pangas scratching whales under the
chin and kissing their barnacle-encrusted hides,
and oohing and aahing. At one point, Dawn, Amber
and Colleen are all halfway out of the heeled panga,
arms outstretched, literally within inches of touching a whale. But it slides past, dives deep with a flip
of its great tail, and doesnt come back. The mood
is subdued on the ride back to Kuyima, though
everyone claims they had a wonderful day. Maybe
well get to touch one tomorrow, Dawn says.
The next morning breaks cold and gray, with a
biting north wind that heaps the lagoon into angry
leaden whitecaps. It does not look like whalewatching weather at all, but Kuyima is still running
trips, so after breakfast we agree to take another
shot. At the last minute, Brad backs out, fearing he may be coming down with his own case of
BACK T O BAJA
HASTA
LA VISTA
With descent
into the port city
of Ensenada,
another Baja
adventure comes
to an end.
Montezumas revenge (thankfully, he is not).

The rest of us pile into the panga and hold
on tight as it speeds into the lagoon, slamming over the waves. The weather improves
out on the water, but for the first hour the
whales continue to be elusive. Suddenly, a
mother with a calf surfaces only 50 feet away,
and the curious youngster swims directly for Dawn.
She reaches down, and the calf lifts his head out
of the water to nuzzle her hand. Oh, hes so soft!
Dawn exclaims. She has tears in her eyes as the calf
slides into the water and circles back toward his
watchfulmama.
A few minutes later, another juvenile approaches
the panga, and this time it is Amber, Colleen and
Erics turn. The mood is ebullient on our way back
to camp, though someone suggests we not tell Brad.
Of course, we do within moments of our return.
When I ask if hes really bummed that he missed it,
Brad just shrugs and smiles. Its cool, Im happy for
them. You and me, man we had our whale.
HOMEWARD BOUND
What else can you do after an experience like that?
We have another two days to fly north along Bajas
windswept Pacific coast, but it already feels like
were homeward bound. We stop for the night in San
Quintn, landing at the Campo de Lorenzo airstrip
and staying at another Baja landmark, the Old Mill
Hotel. Even this, only a couple hours drive from San
Diego, is a wonderfully laid-back slice of Old Baja.
Over dinner we all agree that were not quite ready
to leave Mexico just yet and decide to spend one last
night in Ensenada. Its a short, beautiful flight up
the coast the next morning.
62
Our aerial tour has proven more successful than

the abortive dirt-bike trip; weve covered twice the
distance in only four days and nearly completed
the circuit that Brad and I were forced to cut short.
From Loreto, Brad flew north on the airlines, selling the Big Red Pig at the last minute for more than
he had into it even after repairs. Thats Brad for
you. Meanwhile, I continued southward for another
week of breakdown-free riding that included several
truly epic, way off-road legs to some truly spectacular places. I enjoyed myself but missed having a
friend to share it with. Then I came to lands end in
Cabo San Lucas, and I sold my faithful Suzuki to a
gringo planning to do the same ride the other way.
Now another Baja adventure is ending, this time
in Ensenada where the dirt-bike trip began. Brad
and I had good memories from our last visit, but I
dont think a cruise ship was in town at the time.
This time several are, and the place is a zoo. I steer
us toward Hussongs Cantina where at least I know
theres cheap beer, good music, and a decent proportion of local drunks and steely-eyed off-road
types to balance out us slack-jawed tourists, but
every step of our progress is curtailed by aggressive
touts, desperate trinket vendors, and shifty pimps
with bored-looking hookers. The fourth or fifth
time that a feral-looking kid jumps in my path and
mumbles an entreaty to let him get whatever I need,
Ive completely had it and pull up short in a pique.
Hey Brad! He turns around with a little grin
and a cocked eyebrow. Dont you wanna get out
of here? Like, just get back in the airplane and fly
backsouth?
Brad throws his head back and laughs, stamping
his foot. Oh God, man, yes! Lets go back to Baja!
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Unusual Atitudes
FLYING Opinion
By Martha Lunken
This design added to the

cockpit a rudder control lever
thats operated by hand.
PHYSICAL CHALLENGES
AND FLYING
THERES LITTLE THAT CAN KEEP A DETERMINED PILOT GROUNDED
J
64
ohn Mugavin is made of rare stuf. This stocky,

hugely talented, successful and gutsy guy is also
as friendly and old shoe as they come. Mugavin
is a familiar name around here for both the primo
auto-body shop he owns and operates, and his fame as a
dirt-track driver. Twenty-ve years after building his rst
racer in 1963 (a 57 six-cylinder Ford), John got hisprivate license and bought a Cessna 175. But last week at a
local y-in, he told me he was selling the airplane hes
owned for nearly 50 years, and while I know it wasnt a
quick or easy decision, I cant help feeling sad about it.
I met him about ve years after he learned to y at
Sportys school of all things aeronautical at Clermont
County Airport (I68) not far from his body shop. I was
there as an FAA inspector to give him a medical ight
test in the 175. Hed been helping a friend with an Earthmoving project and, in a grisly accident, one of his legs
was crushed under a backhoe. It had to be amputated at
the thigh, and hed pretty much decided his ying days
were over. But in the end, his friends and his own dogged
iron will wouldnt let that happen.
John has an enviable knack more like genius
with tools and all things mechanical, so he designed and
installed modied hand controls, got a eld approval from
the FSDO, and Don Fairbanks taught him to y again.
This took a huge commitment and work, but it wasnt
all that unusual; Id taught and given a number of medical
check rides to amputees. Then I discovered that Johns

Cessna had been converted into a taildragger, and it suddenly became very unusual. I was skeptical.
Think of it one usable foot on one rudder pedal and
two hands for the other rudder, the ailerons, wing aps,
to adjust the throttle, carburetor heat and mixture, and
set the instruments and radios. But John is nothing if not
determined, and Don Fairbanks is a legendary instructor.
So we did it all, including crosswind takeofs and landings
from both directions, and he did a better job of staying in
the middle of the runway than most pilots with two functioning legs. I was so proud of him and so pleased to issue
the Statement of Demonstrated Ability (SODA).
I would learn there are few physical inrmities that can
keep a determined pilot on the ground.
It was only after years of giving Dick Zerbe Part 135
DC-3 ight checks that I learned this friend and big
iron freight dog with lots of type ratings was missing the
lower part of a leg from an early parachute accident. Yeah,
he had a slight limp, but I chalked that up to having sat too
long in a cramped cockpit.
And I remember an enthusiastic group of iers at
Middletown, Ohio, in the 60s who would hoist themselves up onto the wings and then into the cockpits of their
rudder-pedal-less Ercoupes. This was a local chapter of
the International Wheelchair Aviators, a group founded
by four monthly y to lunch paraplegic aviators.
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Unusual Atitudes
FLYING Opinion
I was a brand-new ight instructor at Lanes Lebanon

Airport when I took on a student named Lou who had
lost vision in one eye in an early childhood accident.
Everybody told me depth perception was going to be a
big problem but, hey, didnt Wiley Post do it with only
one eye? I did a little research and found what Wolfgang
wrote in Stick and Rudder. He explains that depth perception isnt much of a factor at the distances we deal with in
airplanes. I taught Lou to shift his focus in and back out
on approaches and landings to see the whole picture, and
he soloed in the normal for those days 10 to 12 hours.
FAA inspectors commonly give medical ight tests to
applicants with color-blindness issues. Check the Aircraft
Owners and Pilots Association site for specics because
there are some changes, but these are for pilots seeking
second- or rst-class medicals; for a third class, a ight
test isnt required. Pilots with otherwise disqualifying
conditions, like defective hearing or loss of a limb, can also
get a SODA by requesting a medical ight test through
their aviation medical examiners (tip: pick a good pilot
advocate doc).
Physical Challenges and Flying
I guess the most incredible medical ight check I gave

was in a Cessna 172 with a wheelchair-bound paraplegic
who had been profoundly deaf from birth. He needed help
with the preight inspection, getting into the airplane
and, of course, he couldnt use the radio. But I was allowed to list these limitations on his certicate if the test
was successful. So I printed cards with the maneuvers I
wanted him to demonstrate, i.e., departure stall, slow
ight, pattern entry, landing at XYZ airport and so on.
At one point, I distracted his attention after takeof and
slowly slid the throttle to idle to be sure he noted the
power failure.
He did an amazingly good job, I issued the SODA and, a
week later, an examiner passed him with ying colors on
the private practical test. Six months later, he crashed the
Cessna and survived uninjured, but he quit ying.
We all tried, but sometimes *^%@ happens!
TIP: PICK A GOOD PILOT ADVOCATE DOC.
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NOVEMBER 1-3, 2016
ORLANDO, FL
Flying Destination
PILOT PA R A DISE
FLYING AVIATION EXPO IN PALM SPRINGS, CALIFORNIA
BY MEGAN ELLIOTT
68
eneral aviation lovers and industry

leaders from around the world will
gather in beautiful Palm Springs for
a weekend of high-profile speakers, educational seminars, social
events and showcases of the latest in
products in aviation October 20-22.
Familiar names including John and
Martha King, Rod Machado, Sammy
Mason, George Bye, Mark Hoot
Gibson and Dr. Earl Weener line the
weekend shows schedule, offering
hands-on workshops, Q&As, meetand-greets and more.
For the first time, the Expo will
take place at the Palm Springs
International Airport, allowing for

demo flights and numerous aircraft
displays. Whether you fly for business or pleasure, theres something
at Flying Aviation Expo to pique
your interest.
HIGHLIGHTS
The show schedule is loaded with special events, including a keynote debate
between John King and Rob Machado
two of aviations most prominent
teachers and influencers. Both advocates for their positions on the value
of the new Airman Certification
Standards (ACS), King and Machado
S H A R E YO U R A DVE NT U R E : e d it @ fly ing ma g .com
GETTING AROUND
Fly In
Arrive at the Signature FBO where
theyll pick you up and drive you
the short distance to the show
complimentary!
Drive In
Parking is free for attendees.
Hitch a Ride
Atlantic Aviation and several hotels
in the area provide complimentary
transportation to the show.
will hash out their opinions in a firstever live debate on Saturday, October
22, moderated by Flying Editor-inChief Stephen Pope.
Other special guests include Marke
Hoot Gibson, FAA senior advisor
for UAS integration, who kicks off
the show on Thursday, October 20,
with a keynote presentation on a
challenging issue sharing the skies
withdrones.
On Friday, the NTSBs honorable
Earl Weener, Ph.D., will discuss safety
issues appearing on the NTSBs Top 10
Most Wanted List of safety improvements that impact general aviation.
That afternoon, George Bye, CEO
and founder of Aero Electric Aircraft
Corp., will discuss the progress of his
all-electric Sun Flyer aircraft and
plans for FAA certification. A poolside party with food and cocktails
concludes the day.
A pancake breakfast with renowned
airshow pilot Sammy Mason highlights Saturdays morning lineup.
After a final full day of presentations,

the show concludes with a James
Bond-themed costume party at the
Palm Springs Air Museum.
WINGS CREDIT
The shows numerous presentations feature speakers from the FAA,
NATCA, PilotSafety.org, NORAD,
NTSB, SAFE and EAA. Novice and
advanced pilots alike will benefit from
the seminars covering a wide range of
topics including risk management,
accident prevention, weather, flying
with iPads, runway incursions, mountain flying and handling emergencies.
Pilots attending many of the safety
seminars will be eligible for Wings
credit. Every attendee who participates in a minimum of three safety
seminars over the course of the show
will receive a certificate to complete
the requirements for the knowledge
portion of a flight review. For a detailed
schedule of safety seminars, visit
aviation-xpo.com/schedule.
FLYING AVIATION EXPO

October 20-22
Palm Springs International Airport
Tickets
VIP Pass $299
Three-Day All-Inclusive Pass $199
Three-Day Pass $70
Two-Day Pass $59
One-Day Pass $39
Saturday Exhibits, Seminars and
Party Pass $99
Students $19
Visit aviation-xpo.com/register
P H O T O S BY A L A M Y
Shuttle
Take the shuttle or the Buzz around
town to access VillageFest and other
Palm Springs attractions.
69
Gear Up
FLYING Opinion
By Dick Karl
THE MAN WITH THE BADGE

TWO REPRESENTATIVES OF THE UNITED STATES GOVERNMENT
WITH DIFFERENT APPROACHES TO THEIR MISSIONS
70
he TSA screening area at the

Lebanon, New Hampshire,
airport is modest in size.
This is probably because its
only function is to serve Cape Airs
Cessna 402s, which each can haul a
maximum of nine passengers. Cape
Air ies to Boston and White Plains,
New York, from Lebanon, but only
the Boston ights are screened. The
White Plains ights end up at a Cape
Air facility separate from other commercial carriers, so no screening.
The Boston ights, however, arrive
at Terminal C, where connections to
JetBlue, among others, are easy.
My ight to Boston at 4:50 p.m.
is on time, and there should be no
problem connecting to JetBlues 7:20
ight to Orlando. This is a good thing,
as I am scheduled the next morning
for a 299 check ride, which will be
administered by a new check airman at our company. Since the check
airman is new, an FAA inspector is
checking him. Getting checked by a
new checker who is getting checked
by the FAA seems like a bad idea to
me. The neophyte check airman will
naturally want to show of his chops
to the FAA, and I fear I will be subjected to arcane questions in a tense
environment. Why me?
Getting checked by a new

checker who is getting
checked by the FAA seems
like a bad idea to me.
Our chief pilot told me: I could

give you the usual BS and tell you
youre the best pilot in the eet, but
it turns out, this just makes logistical
sense. Im sure youll be ne. I think
of this as I say hello to the TSA folks,
whom I know by sight from many
previous ights on Cape Air. Im a
big fan of the airlines safety record
and amazing productivity, since their
pilots y ancient but well-maintained
airplanes over rugged terrain in all

kinds of weather.
Today there is a new TSA oicer at
Lebanon. He appears to be in his 30s
and comes equipped with a shaved
head in a pre-emptive strike against
male pattern baldness, along with
an erect posture, a closely trimmed
beard and a prodigious scowl. My
ashlight has caught his eagle eye.
The ange here could be used to
cut somebody, he tells me in all seriousness. Im incredulous. Ive gone
through this screening area many
times, always with my trusty rechargeable ashlight thats so useful
for checking oil levels on the CJ3.
And, hey, Im bald myself.
I need the ashlight for work, I
explain. I am in uniform, a known
crew member with my badge hanging
around my neck. All this stifens the
TSA agents resolve. I agree to check
my suitcase with its dangerous cargo.
Suice it to say, the evening goes
further awry: JetBlue is three hours
late, and I arrive for the check ride
in somewhat less than perfect shape.
Oh, boy, Im thinking, here comes
another government oicial with
a badge.
My checker is an aviation safety
inspector in the ight standards
Gear Up
FLYING Opinion
The Man with the Badge
district oice in Orlando. Though the power he wields

over me this morning (loss of certicate, violation, humiliation) seems far greater than that possessed by the TSA
oicer, his demeanor is exactly the opposite. He reassures
me and the check airman, Dan Bachtel, with a warm welcome and a ready smile.
Given the crazy dictates of the seniority system in most
aviation companies, I know check airman Bachtel only
slightly. Though we were hired on the same day, he went
to school before me and is senior to me. Weve never own
together, because we were both FOs and then captains
at about the same time. He had drinks at my house in
Tampa one night a couple of years ago. Thats about it for
our interactions.
We start with a ight from KMCO in Orlando to
Melbourne, Florida. The oral exam will take place if we
The approach to Melbourne is aborted at 500 feet, and

we y back to Orlando. On approach, we are told to maintain 2,600 feet until past the ORL VOR, which is not on the
ILS. I ask Dan to enter the VOR as a x. Realizing that we
will be high on the approach, I slow the airplane and congure early. Nobody seems to object.
The landing aint half bad.
We taxi in. I am already exhausted, but here comes the
oral. Or will it be a rectal?
He starts with some general comments and is, for the
most part, complimentary. He does say that my mention
of a friends retirement violated the sterile cockpit rule. I
am abashed. Keep it zipped, big guy.
How long is a temporary certicate good for? Dan
asks. I know this one because of personal experience.
But whether we can use AWOS2 for weather reporting
I decide to brief as much as possible in the cool

confines of the FBO. The FAA inspector makes it clear that he
wants us to act as if he wasnt there. Easy for him to say.
72
survive the ight. FAR Part 135.299 says: (No) person

may serve as pilot in command of a ight unless, since the
beginning of the 12th calendar month before that service
that pilot has passed a ight check.
Given the very short ight, I decide to brief as much as
possible in the cool connes of the FBO. The FAA inspector makes it clear that he wants us to act as if he wasnt
there. Easy for him to say. I pull up the KMLB weather,
anticipate an approach to the east, brief both the ILS and
RNAV approaches, and ask if Dan has any questions or
comments. So far, so good.
We head to the airplane. A headset is made available to
the FAA inspector but no mic. As we taxi out to KMCOs
Runway 18R, I check aps, rudder bias and speedbrakes.
I give a standard company brief. I mention that a friend of
mine had landed on the same runway just last month on
his retirement ight. We are then assigned to a diferent
runway than we had planned. We re-enter the performance in the FMS, and of we go.
requires me to fumble through the books (on an iPad) to

nd the answer: no. We cover alternate airport weather
requirements (they vary based on the number and type of
approaches available at the alternate).
Now comes the sweet spot. Questions about SIDs and
STARs are geared to actual ying and are obvious to me.
Cold-weather ops seem far-fetched in Orlando with the
ambient temps in the 90s, but we review deicing and holdover times. Things are getting easier, though my adrenals
are completely degranulated.
The FAA inspector concludes with compliments all
around. The whole experience was positive. I came out a
better aviator.
Within 24 hours, I had come up against two oicers of
our government, each of whom had the right to exercise
power over me. One strutted and preened, one taught and
encouraged. My taxes pay just an innitesimal fraction of
their salaries. I am dependent on both to keep me safe. I
thank them for that.
Jumpseat
FLYING Opinion
EVACUATE!
I
74
f you ask a veteran airline pilot how many occasions

he or she has given the command to evacuate an airplane during the course of their careers, most likely
the answer will come silently with thumb and index
nger forming a goose egg. The answer is a testament to
the overall safety of our business. But that doesnt mean
an evacuation is an unlikely event.
Im not exactly sure what prompted me to consider
the evacuation subject for this months column. Perhaps
it was the extraordinary Emirates runway accident in
Dubai in August. Or perhaps it was a momentary thought,
contemplating a rejected takeof as our 777-300 blurred
toward our V1 speed of 152 knots. Or perhaps it was my
observations of passenger attention (or lack thereof )
during the standard pre-departure safety brieng over the
years. Most likely, it was all of the above.
Dont deny it. When the ight attendant begins with
insert the at, metal tting into the buckle, most of you
resume progress on the USA Today crossword puzzle. Im
as guilty as the next passenger for the same inattention.
The excuse: been there, done that, seen that.
OK, so forget the pre-departure brieng. How many of
you have actually grabbed the safety card from the seatback pocket and read it? More important, how many of
you have noted the nearest emergency exit to your seat
and visualized how you would open it? Most of my nonpilot friends cant even tell me the type of airplane they
were ying on.
Have you ever had the airplane disaster movie fantasy
about an inight PA announcement requesting the
assistance of someone capable of ying the airplane,
who would be you? Its OK, you can admit it. Ive had the
fantasy myself. But honestly, your help as a knowledgeable
pilot would be most valuable in your ability to assist during
an evacuation.
Consider some background information. To operate
a particular type of airplane for the rst time, the FAA
requires the airline to demonstrate an evacuation in
90seconds, using only half the available emergency exits
while simulating the ambient light equivalent of night
darkness. To prevent injuries to volunteers during the
demonstration, the FAA considers computer analysis in
some circumstances. And sometimes within a family of
similar aircraft, i.e., in the Airbus A320, 319 and 318, a partial evacuation is allowed that involves just the cabin crew
and no passengers. The partial demonstration must be
completed in 15seconds and must include the operation
of the emergency exits and slides. These evacuation drills
are completed in mostly ideal conditions: an intact and
level airplane, an intact and handpicked cabin crew, operative emergency equipment, relatively knowledgeable
passenger volunteers, and a scenario already anticipated.
Time for a reality check. Evacuations dont occur in
perfect environments. Recognizing a situation that requires immediate egress from the airplane is not always a
black-and-white scenario. For instance, an engine re that
can be expeditiously extinguished by aircraft rescue and
re ghting (ARFF) personnel with no smoke permeating
the cabin may not necessarily dictate slide deployment.
The rule of thumb many of us consider before commanding an evacuation is to ask the question, Is it safer
outside the airplane than inside? We must weigh the
decision against the probability that the evacuation itself
will incur injuries. Regardless, its a question that has to be
P H O TO S BY A L A M Y
A WORD NO AIRLINE PILOT WANTS TO UTTER
By Les Abend
answered decisively in short order.

The NTSB completed a study in June 2000 that
involved 46 evacuation events, 2,651 passengers,
and 18 aircraft types between the years 1997 and
1999. Most of the evacuations were classied as incidents rather than accidents, the most notable being
the American Airlines MD-80 overrun crash in Little
Rock, Arkansas.
Assuming the study was a good representation of evacuation events, a common denominator emerged. With few
exceptions, it was a rst-time experience for both passengers and crew. Thats a signicant element to consider,
in that a crew members training will be one of the most
important facets in dictating the successful escape from a
potential life-or-death situation.
Pilots are task-saturated with the mechanical variables
of an emergency involving an evacuation from within the
connes of the cockpit, while ight attendants must incorporate their tasks with the variables of human behavior
from within a long, metal tube a daunting challenge.
From the NTSB study, it was discovered that the
majority of evacuees had paid minimal attention to
the pre-departure safety brieng. Most hadnt read the
safety-brieng card or determined the nearest exit to their
seat, let alone considered how to open the exit. Even the
majority of passengers seated in an emergency-exit row
who had agreed to assist in an evacuation through the typical semiprivate compliance brieng hadnt read the safety
card, which ofers graphical instruction on exit opening.
Another discovery of the study was the technique to
use an evacuation slide. Airlines that trained cabin crew
to command sit and slide actually slowed the process.
In contrast, airlines that trained ight attendants to command jump and slide increased the rapidity of egress.
One of the signicant egress considerations from the
NTSB study was conveyed to pilots through each airlines
POI (principal operations inspector). The consideration
involved the captains decision to block an exit through a
verbal evacuation command over the PA. For example, if a
right-engine re dictated an evacuation, it was acceptable
during our simulator training to instruct passengers use
left-side exits only or dont use right-side exits.
But, unless an exit exposed evacuees to an immediate
and obvious hazard, the study found that blocking an exit
put all passengers at risk by slowing the evacuation ow.
Besides, ight attendants are intensely trained to assess
all exits. In most circumstances, eyes on the situation are
better than an indication in the cockpit.
Another point to consider is that even though the
Airlines that trained cabin crew to command sit and slide actually slowed the
process. In contrast, airlines that trained
flight attendants to command jump and
slide increased the rapidity of egress.
ARFF folks are amazing professionals, not all of them

have been trained on the specic airplane involved with
an evacuation. Although most airlines are receptive, the
carriers schedule makes it diicult to ofer the emergency
responders an opportunity to touch and feel a particular
airplane model. Most times, ARFF training is done on
fuselage mock-ups with the supplemental aid of actual
aircraft conguration diagrams.
And last, no requirement exists for pilots and ight
attendants to conduct a joint evacuation exercise. Pilots
are trained in the operation of opening emergency exits
(primarily, oor-level doors) during every recurrent
training session, but thats the extent of our evacuation exposure other than conducting the appropriate checklist.
Whats my point to this whole diatribe? I hope to never
command, Evacuate! But if youre unfortunate enough
to be a passenger on that ight, Id like to know that youve
read this column. Ill be counting on you.

And please, tell your fellow passengers not to drag their
carry-on bags out the exit. My ight attendants give you
full authority to slap the hand of anyone attempting to
open an overhead bin. Such passengers risk the lives of
everyone else by impeding the process. Oh, and you might
want to reconsider wearing ip-ops and shorts.
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Technicalities
FLYING Opinion
REQUIEM FOR A DREAM

THE BUGATTI 100P WAS A BEAUTIFUL BLEND OF ART AND ENGINEERING
80
he legendary Bugatti 100P

racer, begun in the late 1930s,
was a collaboration between
Italian-French car builder
Ettore Bugatti and French freelance
engineer Louis de Monge de Freneau.
The airplane, its development interrupted by the outbreak of World
War II, never ew. It now resides in
the EAA museum at Oshkosh.
Widely regarded as one of the most
beautiful airplanes ever designed, the
Bugatti had a peculiarly artistic form,
with a slender, perfectly streamlined
spindle for a fuselage, and dramatically tapered, nearly triangular wing
and tail surfaces. The empennage was
in the form of a Y; the short ventral
n housed the tailwheel. Two eightcylinder, 450 hp Type 50B automotive
racing engines, one set behind the
other within the central fuselage,
drove coaxial, contra-rotating props
on the nose through long shafts passing to the left and right of the pilot.
The coolant radiator, located in the
aft fuselage, took in air through
the leading edges of the horizontal
stabilizers and exhausted it through
louvers in the wing root fairing.
Over the past several years, a team
of volunteers, led by retired Air Force
pilot Scotty Wilson and funded in part
by a Kickstarter campaign, lovingly
replicated the original, installing in
place of the 4.7-liter Bugatti engines
a pair of 1.3-liter Suzuki Hayabusa
straight-fours of 200 hp each. They
called the project and the airplane
The Blue Dream.
Although the 100P is commonly described as an engineering marvel far

ahead of its time, it had a number of
eyebrow-raising features. I always intended to make contact with Wilson
and discuss some of them with him.
But, a chronic procrastinator, I never
acted on the resolution.
The drive shafts, for example, were
slender and seemed likely to invite
torsional resonance, which occurs
when the natural frequency of a drive
shaft matches that of the engine driving it. Unlike turbines, reciprocating
engines deliver power in a series of
pulses, each of which imparts a twist
to the shaft. If the wind up and spring
back of the shaft get in tune with the
engine, forces build up that can break
the shaft or damage the prop reduction gearbox. Torsional vibration
can be damped with various kinds of
clutches and uid drives, and also by
having a suiciently light propeller. I
was curious to know how the problem

had been solved in the 100P.
The tail volume a rough gure of
merit (the product of the tail area and
its distance from the center of gravity)
that is related to longitudinal stability
seemed to me to be on the small
side, particularly given the proximity
of the stabilizers to the wing. If a stabilizer is too close to a wing, the ow
around it is dominated by the wing,
and it responds weakly to changes
in angle of attack. I wondered, too,
what sort of aerodynamic characteristics the horizontal stabilizers
would have, since their airfoils lacked
well-formed leading edges but had,
instead, the large open slot of an air
inlet. The inlets themselves, furthermore, seemed to me rather small for
such powerfulengines.
I was curious, too, about the efect
of the extremely long nose on longitudinal stability. The propellers were
P H O TO S BY A L D E RT VA N N I E U W KO O P
By Peter Garrison
The Bugatti 100P was said to

be one of the most beautiful
airplanes ever designed. But the
original version never flew.
stall at the tip, but prole pictures

of the 100P did not seem to show
much twist.
With a wingspan of 27 feet, the
100P was small, but, with a gross
weight of nearly 3,000 pounds, it was
heavy. Nevertheless, its power loading was so low that it should have
been quite a performer.
The Blue Dream made its rst
ight on August 19, 2015, with Scotty
Wilson at the controls. The takeof
roll was long. It appeared, from online video, that Wilson was handling
the airplane quite gingerly, but its
inight stability was satisfactory.
Unfortunately, it sufered a mishap
on landing, swerving of the runway,
reportedly because of a brake failure
and digging into soft, rain-soaked
ground. Repairs were made, and it
ew for the second time two months
later. Again, video showed what
looked like a cautious ight, probably
at much reduced power, but with

good stability and control.
A long, ightless interlude followed. I was puzzled. Once I began
test-ying each of the airplanes I have
built, I could not wait to y again the
next day. Why was The Blue Dream
not constantly ying and being reported upon?
On August 6, 2016, Wilson took
of for what was said, to my surprise,
to be the airplanes third and nal
ight before its retirement to a
museum in England. Video shows
it rotating rather abruptly, then
establishing a shallow climb with a
somewhat nose-high attitude. A man
steps in front of the camera, eclipsing the airplane. A groan goes up
The Blue Dream has suddenly rolled
left, dived into the ground, and burst
into ame.
The dream was over and had taken
the dreamer with it.
quite far from the center of gravity,

and tractor propellers are destabilizing that is, when the nose swings
up, down or to one side, they tend to
pull it farther in that direction rather
than nudge it back. The efect is proportional to power, and even 400 hp,
let alone 800, is a lot for such a small,
short-coupled airplane.
Finally, one had to wonder about
the stalling behavior of a wing with
so much taper. Tapered wings tend
to stall rst at the tip. This is an undesirable trait, because it means that,
since one tip is almost certain to stall
before the other, the airplane may
abruptly roll toward the stalled wing.
Even moderately tapered wings are
twisted several degrees to delay the
81
82
PHOTO BY THOMAS LTHI / RIMOWA 2016
Sign Of
Return of the Junkers F13

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atmosphere of aviations Golden Age as luxury German suitcase maker Rimowa
showed of its replica Junkers F13 for the rst time in public. The company is seeking European and FAA certications for the airplane, which it hopes to ofer for sale
to wealthy collectors and aviation heritage groups. For the complete story and our
video and photo gallery of the maiden ight, visit yingmag.com/RimowaF13.
Why I fly.
Jessica Ambats, Pilot // Aviation Photographer
Why Jessica flies with the Bose A20 headset.
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