“The pilot shortage has caused many flight training providers to focus their operations primarily on recruiting and training professional pilot candidates,” said Charlie Gregoire, Redbird’s president and chief operations officer. “Consequently, pilots interested in pursuing recreational flying opportunities are left with little support beyond the typical $100 hamburger run. This new initiative with the RAF will broaden exposure to the many flying activities outside of training for a new certificate or rating, and arm pilots with information for how to approach them safely.”

• READ MORE: Recreational Aviation Foundation Remains the Sum of Its Hearts

Since 2006 Redbird has been building basic aviation training devices (BATDs) and advanced aviation training devices (AATDs) to supplement the educational process. The AATDs are used around the world by pilots, flight schools, colleges and universities, and K-12 programs.

The RAF was founded by a group of Montana pilots who realized that the threat of recreational airstrip closures was of national concern. The group is dedicated to preserving existing airstrips and creating new public-use recreational airstrips throughout the U.S.

The two entities are creating a catalog of resources covering topics such as practical flying skills and habits, planning and preparation, basic survival and first aid, and gear recommendations and usage.

Among the topics to be presented are: 

• What to pack and avoid packing for recreational flying adventures
• How to evaluate a potential landing zone
• How to read the wind without ATIS (or even a windsock)
• When to land (or not land) with a tailwind
• Nonstandard traffic patterns
• Basic first aid and triage
• Leave-no-trace and good-neighbor flying

How It Will Work

Over the next 18 months, Redbird will be releasing the material in written and video formats at no cost to pilots or training providers. In addition the organizations are collaborating on the creation of training scenarios for Redbird’s subscription-based personalized proficiency training app, Redbird Pro.

• READ MORE: We Fly: The RAF at 20 Years into Moose Creek

“This partnership with Redbird is exciting and yet one more piece in the aviation puzzle,” said John McKenna, RAF chairman. “We hope this excites a few more folks about aviation and perhaps the joy of recreational flying.”

For those lucky enough to be at this week’s Sun ‘n Fun Aerospace Expo in Lakeland, Florida, Redbird has a special edition of its MX2 aviation training device with a custom RAF livery on display to raise awareness of the initiative. The organizations are showcasing it in the Redbird booth (NE-51, NE-52).

In July, the device will be on display at EAA AirVenture in Oshkosh, Wisconsin. Pilots and prospective pilots are welcome to demo the device and try their hand at a series of recreational flying scenarios.

The post Redbird, Recreational Aviation Foundation Partner to Boost Backcountry Flight Training appeared first on FLYING Magazine.

• READ MORE: Hartzell Expands Composite Prop Series in Top Prop Program

JJ Frigge, President of Hartzell, said in a release, “This exclusive discount and our contribution to the RAF exemplify our commitment to the adventure of flight and the RAF’s mission to maintain aviation access to the backcountry.”

RAF chairman John McKenna echoed the sentiment, saying, “Hartzell’s continued support of the RAF is a genuine benefit to our supporters and serves as a powerful incentive for new RAF supporters.”

The RAF is a nonprofit dedicated to protecting and preserving backcountry airstrips across the U.S.

The backcountry propellers eligible for the discount include:

• The Voyager: A three-blade aluminum scimitar optimized for the Cessna 180, 182, 185, and 206 models powered by certain Continental 470 engines, and Continental 520 and 550 engines under a recent STC.
• The Pathfinder: A three-blade “Raptor” carbon fiber composite available for the Cubcrafters XCub and Carbon Cub FX, as well as the Glasair Sportsman, American Legend, and several other experimental aircraft.
• The Trailblazer: A two-blade or three-blade carbon fiber composite available for various aircraft from American Champion, American Legend, Aviat, Avipro, Cubcrafters, Glasair, Maule, and several other experimental aircraft.

These propellers are meticulously designed to enhance backcountry performance, fostering shorter takeoff rolls and improved climb rates.

The post Hartzell Extends Generous Prop Discounts to RAF Supporters appeared first on FLYING Magazine.

Today’s Top Pick is a 2005 Maule M-4-180V.

Maule aircraft have been flying STOL missions since long before the practice “became a thing,” as my kids would say. And while there are numerous aircraft that can take off and land in a reasonably short distance, many pilots consider Maules among the best for getting in and out of tight spots. When you roll up to the self-serve fuel pumps in a Maule taildragger, people will assume that you are serious. The kids call that a “flex.”

Company founder Bedford D. Maule performed perhaps the ultimate flex by taking off inside a hangar and flying out through the open door. We do not advise trying such stunts with this M-4, but you can be sure this machine was designed to transport you and your gear to interesting places that are not necessarily airports.

This 2005 Maule M-4 has 575 hours on the airframe and 180 hp Lycoming O-360-engine. The panel includes a Garmin 250XL nav/com, Garmin GTX 327 transponder, and uAvionics SkyBeacon ADS-B.

If your airborne travel plans include short-field and backcountry operations, camping, and other outdoor activities, you should take a look at this 2005 Maule M-4-180V, which is available for $114,500 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Choose Your Mount—The Maules Do it All
• FLYING Magazine: Maule Air Expands Its M-9 Series, Introduces M-4
• Plane & Pilot: Maule M-4 180V
• Plane & Pilot: Maule M-4 through M8
• The Aviation Consumer: Buying Backcountry: Focus on Your Needs

The post This 2005 Maule M-4-180V Is ‘AircraftForSale’ Top Pick for Short-Field Flyers appeared first on FLYING Magazine.

The couple’s development plans to turn the private airport into a residential fly-in community are unique for several reasons, starting with the fact it will be only the second of its kind in Utah, according to Pringle.

“We’ve had several people ask whether [fly-in communities] are common,” Alina Pringle said. “We tell them that it’s common across the United States, but in Utah there is only one other active airpark, and that’s down in the southern part of the state. So, in Utah we are basically going to be No. 2. It’s exciting! We are an hour’s drive from Salt Lake City, have a lot of ATV/UTV [all-terrain vehicle/utility terrain vehicle] trails right in our backyard and are about an hour away from the ski resorts.” 

The airport itself has been around for some time. Mark Pringle first broke ground at the facility in 2002. At first, there were six hangars and a gravel runway. Since then, 12 additional hangars have been built, along with a paved runway.

Not only will the airpark’s next phase include the residential component, but significant investment is also going into the aviation community’s central feature. 

“Our runway is currently pretty short—it’s 2,600-foot long,” said Alina. “Smaller aircraft and light sport aircraft that Mark has built for years [as the owner of Rocky Mountain Kitplanes], and some larger aircraft are open to come in as well. But it does limit it a bit. We have the plans done to lengthen and widen the runway, and it will be a 5,200-foot-long runway that’s about 60 feet wide.” 

For those who love to land on grass, like so many of the West Desert Aviators club do, the airpark will cater to that as well. They are working to have the only grass runway in the state, Alina noted. Additionally, West Desert is only an hour from backcountry flying, and the aviation ecosystem in Utah is quite conducive to that type of flying. 

“Here, you’re about an hour away from the remote strips,” she said. “Utah is a great supporter of backcountry flying. So, we have a flight school that is located here on the field already, West Desert Flight, that teaches primary training, as well taildragger endorsements and backcountry training.” 

When Mark Pringle asked the owner of West Desert Flight about some of the close Utah airstrips that he recommends, he jokingly responded, “Those are secrets you have to come and take my course [to learn].” But he followed up by noting that several of the best places to fly to in the area include Cedar Mountain, Mexican Mountain, Ibex, Mineral Canyon, and Happy Canyon.

With thoughts returning to West Desert Airpark, Alina outlined her and Mark’s current plans for the airport’s future, as well as the on-field residential subdivision. 

“We’ve worked hand in hand with Fairfield Town to show that we want the same thing as them,” she said. “And about three years ago we hit pay dirt, then went door-to-door to make sure everyone was on board with an airpark. We have had the land for the runway and the residential development, but it was just last June that the town approved the new rezone that allows for residential development here.

“We have about 30 acres, which we will develop into residential. We are looking at having 26 lots with a clubhouse. So far, we are still forming our [homeowners association] rules. But basically we don’t want there to be too many rules—just enough to keep everybody friends. We will have a certain required size for the home, but it won’t be huge. 

“We also currently have 28 hangar buildings here at the airport and are adding on rental hangars, as well as owned hangars now. We are full with a wait list, and so are all of the other airports in Utah. In fact, one of the closest airports to us is on a three- to seven-year wait list, depending on the airplane that you have.” 

With a longer runway, Alina anticipates there being an even larger group of potential residents from which to draw. 

“We anticipate there being a wide range of owners here at West Desert Airpark, which is what we prefer,” she said. “Our biggest focus is going to be, ‘Do you love aviation?’ Whether that’s flying a Mooney, an aerobatic aircraft, or whether it’s a STOL Rans or a Cub. I want the questions and conversations to be about where you went, what you flew, and how fun it is.” 

The hope is for the development’s clubhouse to be a natural place for neighbors to talk with one another, enjoying some hangar flying and good fun. 

“Our plans currently include a clubhouse,” Alina said. “There is no water out here. It’s the desert and it’s West Desert Airpark, right? And there are no recreation centers around. So, the idea is to have a gathering area at the approach end of the runway with a patio where you can watch the planes land. There will be a little pool. Itt won’t be huge but somewhere where we have a water feature. Having a pool, possibly a hot tub, and a patio at the clubhouse is what we are thinking.” 

In closing, she pointed out there’s a question frequently asked by aviators: How soon can I move in?

“If everything goes according to plan, the new runway will be functional by summer of 2024,” Alina said. “And that’s about the same time that we are looking at residential construction, about a year out, although we will start selling subdivided lots sooner. The smallest that we have subdivided so far is a little over three quarters of an acre, and the rest are a little over an acre.”

The post Remote Desert Airfield Turns Its Focus to Residential Living appeared first on FLYING Magazine.

During a webinar hosted by the Experimental Aircraft Association (EAA), Van’s Vice President Greg Hughes was accompanied by the company’s test pilot and multiple engineers to provide an overview of the airplane’s design, flight characteristics, and progress toward production. Following the main presentation, the group fielded questions from webinar attendees.

The company emphasized that the design is not final and that various aspects are still being changed as opportunities for improvement are discovered. Nevertheless, Van’s provided a detailed overview to attendees, complete with photos, diagrams, and video footage.

Overall Design

Van’s confirmed that the RV-15 will be a two-place backcountry airplane with a large baggage compartment behind occupants. During the design phase, engineers built a wooden cabin mockup to evaluate interior dimensions and discovered that the limited height of the aft cabin would be insufficient for adults. Additionally, the company’s research found that the vast majority of backcountry pilots fly almost exclusively alone or with only one passenger. 

The team also discovered that target customers value the ability to transport a large amount of gear in their aircraft. Accordingly, Van’s presented the RV-15 as a solution to not only access the backcountry but to bring along the gear and equipment most often utilized by backcountry enthusiasts. The targets of a minimum 900-pound useful load and 200-pound baggage capacity remain unchanged from initial figures.

• READ MORE: Van’s Aircraft Celebrates 50th Anniversary With a High-Wing Design

While the airplane is being designed and optimized as a tailwheel, Van’s confirmed it will eventually be offered in tricycle-gear configuration. This will position the type as a potential solution for flight schools looking for a primary trainer. The airplane will also be compatible with floats and skis, with special attention paid to simplifying the transition between wheels and floats. 

Van’s opted not to introduce aerobatic capability to the RV-15, reasoning that doing so would compromise the mission of the airplane. A ballistic parachute is planned as an option.

Wing, Tail

The RV-15 utilizes a modified version of the NACA 23000-series airfoil utilized in most other Van’s aircraft. This, engineers explained, enables the airplane to retain much of the same feel and handling qualities of existing models while optimizing it for an altogether different flight envelope. Because the RV-15 is designed to be a backcountry airplane with good STOL performance, special attention has been given to the low-speed characteristics, and the airfoil modifications are primarily aimed at softening the relatively abrupt stall break inherent in the standard airfoil. 

Much of the low-speed performance comes from the large-span Fowler flaps. While the maximum flap setting is listed as 50 degrees, this is being evaluated and may change. At 50 degrees, no issues have thus far been noted with regard to the flaps affecting pitch control, even in slips. 

Part of the reason for this is the company’s choice to use a stabilator rather than an elevator. The all-moving horizontal surface provides greater pitch authority than an elevator-equipped horizontal stabilizer while also expanding the allowable center of gravity range. 

Van’s opted to use a strut-braced wing for the RV-15, explaining that a strutless cantilever wing would have been unacceptably heavy. Additionally, the wing struts provide a useful means of pushing and pulling the airplane around on the ground. This will be of particular value when moving the airplane over some of the more challenging surfaces a pilot might encounter off-airport, such as tall grass and mud.

Fuel capacity will increase from the current 50 gallons to 60 gallons for production kits, helping to maintain range with larger engines. To enable refueling without a ladder, fuel caps will move farther inboard, making them more easily accessible while standing on the wheel struts.

Engine

The RV-15 engineering prototype utilizes a 215 hp Lycoming IO-390-EXP119 and an 80-inch Hartzell Trailblazer propeller. The airplane was intentionally designed to be able to accept a variety of engines, from 180 to 220 hp. In addition to increasing the overall number of options for builders, Van’s pointed out that this flexibility enables a builder to install a used engine—such as the Lycoming O-360A1A—thus lowering the total aircraft price substantially.

Landing Gear

The RV-15’s clean-sheet landing gear design is perhaps the most revolutionary aspect of the airplane. Equipped with air-sprung, oil-damped suspension all around, the gear provides good control on uneven surfaces while softening firm landings.

With 7 inches of suspension travel at the main gear axles and 4.5 inches of travel at the tailwheel, the suspension should soak up even the most massive hits. Indeed, Van’s claims their design provides more cushion than 31-inch tundra tires with standard landing gear designs. Unlike big tires and spring-steel landing gear, the oil-damped shocks should provide a slow, controlled rebound with little tendency to bounce.

Anticipating regular trips to remote destinations, Van’s utilized two shocks for each main gear leg. If one should fail, the remaining shock will enable a return home for service.

The tailwheel is similarly advanced. Utilizing a four-bar linkage, the caster angle is adjustable and remains constant throughout the range of suspension travel. A video shown in the webinar shows the tailwheel resisting lateral flex during spirited ground maneuvering and extending in a slow, controlled manner after liftoff. 

The prototype’s gear design is being refined to be simpler, lighter, and less expensive to produce. Additionally, the main gear will be lengthened by one inch to provide additional propeller clearance. The additional clearance will enable floatplane pilots to leave 82-inch props in place when removing floats and installing wheels. 

Cabin

Van’s engineers focused on maximizing interior space for both occupants and cargo in the baggage area. Occupants are provided with side-by-side seating and floor-mounted control sticks that incorporate forward bends to ease ingress and egress. When paired with cutouts in production seats, these bends will also allow the seats to slide as far forward as possible, easing the loading and unloading of outsized cargo through the main doors.

A left-side aft baggage door will be standard. Again anticipating recreational trips to remote locations, engineers ensured the baggage door will swallow everything from generators to full-sized coolers to a pair of full-sized mountain bikes, provided their front wheels are removed. One engineer even confirmed the baggage door is dog compatible, reporting no issues with his dog while using it for boarding and deplaning. 

Although the RV-15 engineering prototype already boasts more cabin width than a Cessna 180, the fuselage is being modified to further increase knee and leg room. Van’s 5-foot, 11-inch tall test pilot reports sufficient space and comfort, as well as good outward visibility. For production airplanes, the engine will be moved slightly downward to further improve forward visibility.

Because the wing will be moved slightly aft on production RV-15s, production versions will utilize a floor-mounted flap lever as opposed to the prototype’s overhead lever. Concerned about having to lean down and forward to reach the lever as in Cessna 170s and 180s, Van’s ensured the RV-15’s seats were positioned close enough to the cabin floor to keep the flap lever within easy reach.

Performance

Van’s R&D engineer and test pilot Axel Alvarez provided a detailed account of the prototype’s performance thus far. Under no-wind conditions at a sea-level density altitude with 30 gallons of fuel and 110 pounds of ballast aboard, he reported a takeoff ground roll of 225 to 230 feet, taking approximately 5 seconds to lift off. The subsequent climb returned a climb rate of 2,000 to 2,200 fpm with an indicated deck angle of 20 to 21 degrees while maintaining 65 knots.

Van’s didn’t mention cruise speeds, but Alvarez reported a 150-foot landing roll on asphalt when utilizing a three-point landing technique and small six-inch tires. Perhaps most impressive, he reported that even when “smoking” the tires under heavy braking, there was “absolutely no nose-over tendency with the stick all the way aft.” 

Delivery and Pricing

At EAA Airventure 2022, Van’s reported that the RV-15 kit would be available in mid to late 2023. The company confirmed they are still on track to meet that timeline and said the order book would be opened when they have more confidence regarding kit delivery schedules. The company expects wing kits to be the first kits to become available, followed by tail, fuselage, and others. Van’s does not expect the RV-15 program to impact the manufacturing or delivery of current aircraft kits.

• READ MORE: Van’s RV-15 Attracts a Crowd at Oshkosh

Pricing for the RV-15 has not yet been determined. But when asked for an estimate, Van’s said the pricing will be below that of the RV-10, which ranges from $61,350 for a standard kit and $80,850 for a QuickBuild kit. Addressing the question of whether the RV-15 might cost as much as an RV-14 kit which ranges from $43,200 to $64,700, the company responded, “Possibly.”

The post Van’s RV-15 Prototype Progressing Through Development appeared first on FLYING Magazine.

1. A Large Blue Tarp

You can get these at hardware and building supply stores. They make excellent flys for tents, and can be used to rig a makeshift shelter by putting the tarp over the wing. They also make great ground covers to keep the cold from leaching from the ground into your tent or sleeping bag. The tarps come in multiple colors, but search and rescue pilots note that the blue is the one that stands out the best in nature. This will be very important if you find yourself in a situation where rescue is necessary and the rangers have to go looking for you.

2. Paracord

Sold in bundles, by the foot, or in emergency bracelet form, this stuff is worth its weight in gold. The paracord can be used to secure a tent, to make a tent by stringing the tarp you brought, or to hang your food bag from a tree to keep it away from bears. And, when unraveled, paracord makes a decent fishing line.

3. Duct Tape/Rescue Tape

You can never have too much of this stuff. Tape can be used to repair tears in aircraft fabric or to keep a fuel cap or oil access door closed; repair aircraft hoses, tents, sleeping bags, and gear bags; create a splint for broken bones; and in a pinch, serve as an adhesive bandage to cover a wound. Rescue tape works best for engine hose repair, but duct tape is usually less expensive and comes in larger sized rolls. Duct tape was developed during World War II for use by the military. It was also known as “repair tape” and “speed tape” by the military. The tape will stay on the wing of an aircraft at speeds of up to 140 knots. Remember that, if you need to use it to temporarily secure a fuel cap or repair torn fabric.

4. Swiss Army Knife or Multitool

There is a reason that the term “Swiss Army Knife” isa euphemism for a versatile and useful device. When you are going on an adventure of any sort, having that multitool or Swiss Army Knife will be appreciated. Younever know when you will need a screwdriver, saw, canopener, tweezers, corkscrew, wire stripper, or a knife. If you decide to go the Swiss Army Knife route, don’t skimp—get the one with the most tools—and learn how to use them before you need them. For example, using the can opener function (the sharp hook-shaped tool) takes a bit of practice. There are certain things that multitools, like aLeatherman, are better suited for. The Leatherman Has a set of pliers that are larger and, therefore, can provide more leverage than those on the Swiss ArmyKnife—useful if you need pliers to loosen an oil cap.

5. Fire-Starting Equipment

There are fancy fire starters that rely on a chemical re-action to make a flame, and the old backup, the Zippo lighter, is still popular. Pro tip: cotton, such as lint from pockets, and human hair work great as tinder to get fires started.

6. Flashlight(s) With Extra Batteries

There is a reason that many pilot gear bags are designed with a designated pocket for a flashlight—pilots should carry at least one. You may find it useful to have a flashlight with a headband or clip so you can use the flashlight and still have your hands free, or be able to point it at the instrument panel should the aircraft’s electrical system fail. A white flashlight is an excellent tool for looking into dark engine compartments, under instrument panels, or into fuel tanks. And pack fresh bat-teries—a piece of foil applied to the battery creates a short, resulting in a spark, resulting in fire. Remember this when you pack them—and if you lose your Zippo.

7. First-aid Kit

You may be miles from the nearest medical facility and if someone gets injured during the trip, it can definitely put a damper on the day. Make sure the kit is well stocked and that you rotate the supplies every few months because the adhesive on the bandages can dry out. Have a kit containing bandages, gauze, sunblock,safety pins, antiseptic wipes, pain reliever, and anti-diarrhea medication.

8. Spare Clothing

When heading into the backcountry, dress to survive not to arrive. Long pants, hiking-friendly shoes, a jacket, and a cap are required equipment. Have a spare jacket—even in the middle of summer—because those clear nights can be mighty cold. If your adventure includes flying to several places, you may want to consider shipping a change of clothes to one of your destinations to cut down on the baggage in the aircraft.

9. A Few 1-Quart Plastic Ziploc Bags

These can be used to hold food, and then suspended from trees to keep the bears at bay. They can also be crafted into solar stills to make drinking water.

10. Food & Water

Energy bars are available at camping supply stores.They are 1,000 calories-plus and the point is to have calories to work with, if you don’t have another food source.Water is easy to pack. Always carry a bottle or two in the aircraft. If you are someplace without a source of water, use the empty water bottle and a piece of plastic (like those Ziploc bags you brought) to make a solar still.

11. Emergency Blanket

This looks like a large sheet of aluminum foil. It reflects body heat and folds up to about the size of a pack of cards. It can also be used to attract the attention of searching aircraft; if needed, wave it around so the sunlight glints off of it. If you go with a cloth blanket, makeit wool because wool is warm even when wet.

12. Tactically Appropriate Watch

There are many timepieces on the market that are designed for outdoor adventure. Garmin makes several watches that have multiple features that appeal to back-country enthusiasts. These features may include altimeters, GPS, apps for tracking pilot physiology such as pulse oxygen saturation, and all-important weather tracking, so you can prepare for when Mother Nature says, “Hold my beer.”

The Garmin watch needs to be recharged every few days. The charge lasts five to seven days, and because the Garmin is basically a computer on your wrist, it can be more temperature sensitive than a basic, non-rechargeable battery-powered watch.

If you are looking for a less complicated tactical watch, the Abingdon Jane Watch is a multitool that can tell time, and with its bidirectional compass, help you find true north. This comes in very handy because oncenorth is found, the rest of the cardinal headings fall into place, and that’s something you will want to know when you build a camp. Face the shelter’s opening to the south for maximum solar heating.

To find north in the northern hemisphere:

• Hold your watch horizontally and point the hour hand directly toward the sun.
• Note where the 12 o’clock mark is on the watchface.
• The angle directly between the hour hand and the 12 is the north-south line.
• North will be the side farthest from the sun.

The Jane Watch has luminous hands and hour mark-ings for night vision, and a diver’s bezel for quick timing. And, if you look at the back, a full ruler in standard and metric is engraved across the case.

Final Thoughts

Every six months or so, it’s a good idea to check the supplies in your gear bag—some may need to be rotated out—and remember to pack with the terrain in mind.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

The post 12 Things in Your Flight Bag for Adventure appeared first on FLYING Magazine.

• READ MORE: Huntsville aka ‘Rocket City’ Packs a Punch for Aerospace Fans

Modern: Diamond DA62

When Diamond debuted its first light twin—the DA42—it hit a niche that resonated with the training market and private owners alike. With the DA62, it takes those owners a step up in performance and capability to target their mission. And it does it in a way that evokes the lines of spacecraft, like those envisioned by the Star Trek series.

• READ MORE: We Fly: Diamond DA62

The move up in horsepower drives the change, going from the pair of 168 hp Austro Engine AE 300s to the 180 hp AE 330s, to elicit greater climb performance, slightly longer range, and more useful load. With a max gross weight of 5,071 pounds, the DA62 can carry a load of up to 1,565 pounds. To help achieve this, Diamond extended the fuselage by roughly 2 feet, and the wingspan by more than 3 feet.

Its modern looks go well with the DA62’s ability to operate on a wide range of fuels, owing to those AE 330s: jet-A and at least four variants, depending on where you are based in the world. This makes the DA62 a uniquely sustainable mount among light twins. At max cruise, you can power along at 191 ktas, but if you dial it back to economy cruise at 60 percent power, you’ll burn only 11.8 gph.

Up front, the DA62 features the Garmin G1000 NXi integrated flight deck, with the GFC700 autopilot and enhanced stability protection, among other types of safety features. A single power lever controls the powerplant for ease in engine management, and you can choose options such as weather radar, and synthetic vision.

• READ MORE: A Trio of Huntsville Airports for Your Visit to ‘Rocket City’

Grass: Maule for Moontown (3M5)

The Maule family has been building a wide range of light single-engine airplanes for more than 80 years—since it was founded by B.D. and June Maule in 1941. The facility in Moultrie still cranks out several nosewheel and conventional gear models for you to choose from, with a variety of engines and avionics. For your trip into Moontown’s grass strip, you might pick out a Maule MX-7.

• READ MORE: Choose Your Mount: The Maules Do It All

The MX-7-180 B and C versions boast a tailwheel—and they’re powered by the 180 hp Lycoming O-360-C1F, with a 2,000 hour TBO. The useful load ranges from 935 to 1,030 pounds, making it a reasonable hauler for your camping gear and other accoutrements. If a nosewheel is more your style, you can choose the straight MX-7-180. Maule is well known for offering just the right list of specs to suit a particular mission.

Regardless of which MX-7 you choose, with a takeoff ground roll of just 300 feet and a landing distance over an obstacle of roughly 900 feet, you’ll make short work of the 2,180-foot strip at 3M5.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

The post Flying to Huntsville? Your Airplane Should Match the Airport You Fly Into appeared first on FLYING Magazine.

My frustrated instructor directed me to a nearby grass strip. “This might help,” he said, noting that “grass is more forgiving.” He was right. Despite a slight crosswind, my first turf landing was straight and smooth. The natural surface seemed to embrace the airplane’s wheels rather than repel them like asphalt did.

• FAA Acknowledges Some Pilots Prefer Operating ‘On the Grass’

Grass strips have also worked wonders over the years for nervous passengers, including my wife, whose attitude toward flying took a positive turn after our first visit to a turf field in upstate New York. While some of the effect might be psychological, there is no doubt that grass runways have an appealing feel that makes them attractive destinations. Below are a few inviting grass fields that are ideal for backcountry beginners.  

Lee Bottom Airport (64I)

Hanover, Indiana

Few grass runways are more inviting than this field on the Ohio River, roughly halfway between Louisville, Kentucky, and Cincinnati, Ohio. For starters, the strip is just over 4,000 feet long and 100 feet wide, so pilots who are new to grass should feel comfortable there. The airport is also an example of what many pilots would like to see more often—an unpaved airport that has grown steadily and is open to the public. It hasn’t been easy, though. The airport was a gritty aircraft salvage yard and later the site of a lumber business before becoming a general aviation hub. A vintage video tells the story.

Smiley Creek Airport (U87)

Smiley Creek, Idaho

The generous size of this strip, 4,900 feet long and 150 feet wide, does not make it an easy destination. After all, the airport is nestled in mountains at an elevation of about 7,900 feet msl, so you should be up to date on mountain-flying skills and have a strong sense for how your aircraft will perform at high elevations and higher density altitude levels. Still, as mountain runways go, this one is not especially daunting, and the scenery seems well worth the extra flight-planning effort. The Idaho Division of Aeronautics publishes a guide to help pilots prepare for the trip.

Shelburne Airport (VT8)

Shelburne, Vermont

You could make a case for Shelburne as an ideal place for a student to learn to fly because it has the feel of a sleepy, old-fashioned country airport. However, it is just a few nautical miles from Burlington Airport (KBTV) and is tucked under the 1,500-foot floor of the big field’s Class C airspace. That gives learners plenty of opportunities to hone their radio skills by talking with ATC. For travelers to the Burlington area, Shelburne is a great alternative to the airlines.

Sunbury Airport (71N)

Sunbury, Pennsylvania

On approach to Sunbury, you might wonder why there is a public airstrip on an island in the middle of the Susquehanna River. The answer: Because the mail must go through. According to the Northumberland County Historical Society, the U.S. Department of Commerce established an emergency landing field there in 1920 after poor visibility repeatedly forced airmail pilots to land on a farmer’s field on the island. The field’s 250-foot width makes it especially attractive today, but pilots should beware of groundhog holes on the runway’s southeast edge.

Columbia Airport (O22)

Columbia, California

Pilots who are new to landing on grass and might be a bit tentative about trying this airport’s 2,607-foot turf strip can opt for the 4,673-foot asphalt runway. Columbia is known for its fly-in camping facilities that lead to many aviation groups organizing events there. Visiting pilots can pitch tents at one of 20 campsites that include picnic tables and barbecues. You are also free to camp under your airplane’s wing. Airport officials say the $10-per-night camping fee includes the overnight aircraft tiedown charge.

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• READ MORE: How To Get to the Sequatchie Valley by Airplane

Modern: ICON A5

In the air, the ICON A5 shows off a carbon-fiber design with truly docile low-speed handling characteristics, and serious stall and spin resistance. The A5 cruises at 85 knots indicated airspeed—and you can fly with the windows removed at 75 kias. It’s powered by a fuel-injected, 100 hp Rotax 912.

When it’s time to land, the 1,510-pound light sport aircraft gives the pilot two options: pavement or water. On dry land, the A5 uses a tricycle-gear configuration with a castering nosewheel. For a water landing, the A5’s gear tucks up into the hull—there are no struts or sponsons to mar its clean lines.

In front of the pilot and passenger lies the brains of the A5, with a couple of options. The A5 transitioned from a Garmin aera 796 multifunction display and GPS to a Garmin 3X Touch in 2021. The 3X Touch gives owners the chance to add a two-axis autopilot. It also comes standard with ICON’s ballistic airframe parachute system (IPS) and an angle-of-attack indicator. The A5 makes an ideal modern amphib platform.

Classic: Lake LA-250 Renegade

Because Lake Aircraft (under various owners) has delivered more than 1,300 aircraft over its 70-year history, pilots conjure up its silhouette when they think of the word “seaplane.” With a center-mounted Lycoming IO-540 engine (in 250 hp or a turbocharged 270 hp version) and twin sponsons, the Renegade, introduced in 1982, follows in the footsteps of the 1950s-era Buccaneer.

• READ MORE: The Sequatchie Valley Offers a Wonderland for Flying Adventures

The Renegade weighs 3,050 pounds at max gross, with a useful load of more than 1,000 pounds, depending on the engine. With seats for up to six people, you can take more friends or family along on the adventure with you. It’s a capable amphib all around, with the ability to fly IFR and a range of up to 1,036 nm, running at around 132 kias.

The company’s assets are up for sale, including the type certificate, but the classic amphib—available on the used market—offers flexibility for pilots who want to go further and faster before they splash down.

Utility: Cessna 180 Series on Floats

If your adventure in the Sequatchie Valley involves outdoor pursuits, such as rock climbing, camping, or fishing, you might consider the workhorse of the outback: the Cessna 180 series of airframes on floats.

Fitted with Wipaire’s Wipline Model 3000 floats, the Cessna 180 series can haul quite a bit of people and gear, and it retains the easy in-flight handling characteristics of those Cessna models, the 180, 182, and 185, depending on which model you find in this varying marketplace.

You can also adapt your airframe to floats, though not all models can make the transition. In the process, you may be able to upgrade with a Kenmore supplemental type certificate (STC) offering a gross weight increase to 3,190 pounds, augmenting useful load by about 240 pounds.

This article was first published in the 2022 Southeast Adventure Guide edition of FLYING Magazine.

The post Choose the Right Airplane for Your Sequatchie Sojourn appeared first on FLYING Magazine.

“Sure.” So I flew commercial into Richmond where the seller picked me up, then introduced me to the prewar Piper J3L-65 Cub. She was original and in remarkably good shape, so I prepped her for the trip and slept on the FBO’s couch that night.

We departed at dawn intending to complete the 600-mile jaunt back to Wisconsin in one day, provided we could pass the bottom of Lake Michigan before a storm system blowing up from St. Louis, Missouri, arrived.

The Lycoming 65-hp engine smoothly pucketa-pucketa’d along, and the skylight made the cockpit a bright and cheery space. We were warmly greeted at both fuel stops. During the second stop, I checked on the weather: The front was west of Indianapolis, moving northeast. My goal transitioned to something similar to Rinker and Kern Buck’s Flight of Passage: A True Story: If we could just get into Indiana…

Passing Grand Lake in western Ohio, dark anvils dominated the western horizon. Since there were several small airports south of Fort Wayne, Indiana, I decided to race the front to one of them, or divert east to Van Wert County. The O-145-B2’s stack was roaring at 2,500 rpm and the head gaskets held, but that pudgy USA 35B airfoil was no match for the winds aloft.

With an anvil looming above, I noticed an orange blob below: a windsock, limp on its pole beside a small hangar. The adjacent narrow strip of green beckoned us. We peeled off into a descending turn, slipped down to the eastern threshold, and settled into—not onto—grass that was well over two feet tall, through which the old wooden Sensenich prop was now flailing.

We were committed to waiting out the storm here—I had to throttle up to keep us moving. Using the hangar as a reference, we snaked through the grass to where there would likely be tiedowns. Facing the hangar, I shut down, leapt out, and managed to find three old tires—with nylon ropes still inside through the fescue forest. I lifted the tail and repositioned the old girl between the tiedowns. With the front roiling above, I tied down the wings and was just pulling the lock knot tight on the tail rope when the frontal gust hit hard. The old ropes, green from disuse, managed to hold fast as heavy raindrops began drumming the fabric.

I slid into the back seat and closed up the cockpit. It was like being in a car wash. The winds rocked us against the ropes. I fastened the seat belt, lest a tiedown fail and we get flipped. Then I discovered the skylight leaked, just above me. The wind eventually died down and the downpour subsided to a gentle rain with lots of virga drifting by. The visibility wasn’t improving: we were down for the night.

Mosquitoes—protected from the rain by the wings and having discovered every opening in the cockpit—harassed me for blood with their unwelcome whine. As dusk closed in, I rinsed down some snacks I’d brought along with water from a canteen. I stepped outside under the wing and was promptly ambushed by mosquitoes. I retreated to the cockpit, closing the door and window with their poorly kept promises of protection.

I hung my legs over the front seatback, trying to get comfortable—I tried straddling the seatback, I tried positions that a yogi wouldn’t attempt, and I crawled over the seatback to try various contortions up front, all to no avail. The front seat seemed more exposed to the whining marauders, so I returned to the back seat and hunkered down.

The temperature dropped, and my A-2 flight jacket was no match for the damp cold. I needed to layer up, so I stuffed the few articles of clothing I had inside the jacket and zipped it all the way up, tucked my hands into my armpits, and shivered myself to sleep. The cycle of drifting off to sleep, hearing a whine close by, swatting the air until quiet was restored, and drifting back to sleep continued until dawn. Fortunately, I could see clear skies to the west.

I ventured out on feet too frozen to feel, stretched my legs, and performed a walk around, removing torn grass from the lower tail wires, wing struts, and main gear, and untied and coiled the ropes back into their tires. I stomped the grass down under the prop and examined both it and the air filter. The filter was clean, but the prop had a definite green hue to the brass leading edges. I completed the preflight and prepared the cockpit.

The eager Lycoming started on the first blade and pucketa’d away as her oil warmed. I performed a quick run-up and began a high rpm taxi through the rough to the far end of the runway. To turn around at the end, I had to get out and pick up the tail as if she had a tail skid.

At the other end of the runway was a typical paved country road with a set of power lines and a barbed wire fence running alongside, with a soybean field beyond. I could see up and down the road. There was no traffic for this humble runway, so I fed in the power, and flailed grass about three quarters of the way down the runway. That Lilliputian Lycoming gave us all she had—not much—but it was enough to get above the grass and into ground effect. Keeping the nose down to build speed, the Cub and I departed between power lines and fence, climbing out over the soybeans, headed for home.

It’s easy to romanticize flying cross country in an antique: It’s just you and an aging airframe with an anemic engine spinning a wooden prop on some grand adventure, but we still need to exercise good judgment. Racing a cumulonimbus to achieve an impulsive goal is foolhardy, and not diverting to your planned alternate is stupid.

Being in a hurry to land, then landing at a strange airport without first verifying its condition, is poor practice. Compounding that error, I put myself in a hurry to leave. I ignored my fatigue and the runway conditions, and performed a risky stunt. I could have napped while a local farmer mowed the grass. Then I would have cleared the power lines by 50 feet.

All the poor decisions that should have led to our demise were in perfect alignment. I got away with it, yes, but not because of skill, nor luck: it just wasn’t our time…then.

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