Turbine Time!

Some might compare it to finishing a marathon that you've trained long and hard for, others might refer to it as a favorite book that you just finished. In either example I can see similarities to what happened to me yesterday as I finally got to fly the ultimate airplane so far in my humble career, a Twin Turbine Otter!

After some phonecalls and meetings I was introduced to some great pilots and business folks in southern Maine who are charged with piloting a Twin Otter up to 30 times a day for a busy skydiving dropzone. Understanding the desire for the coveted "twin turbine" time, a deal was struck wherein I was able to sit right seat and log some time in this venerable beast.

Understanding that in coming weeks I would meet with a Twin Otter expert and pour hours into the books on systems and such, I was first introduced to the plane by a through preflight/walkaround by the chief pilot. As many of you know, the Twin Otter is capable of VERY rough and short field operations. Walking up to it, the onlooker quickly realizes this bird is built for TOUGH conditions. It's fixed gear are bulky and there's plenty of ground clearance between the belly and the props and the rough ground these planes fly from. You'd better have had a good breakfast and wear clothes you don't mind getting dirty in this operation, as moving carts, stairways, fuel hoses and such is just part of the routine for these folks. As a jumplane pilot you also fill the role of mechanics, public relations officer, and meteorologists. These folks do more than just hitting the books and memorizing checklists; they're poets of the sky, and sensing winds aloft is their calling. Make a mistake about where to let the jumpers out, and they could end up in the "bushes" (at best!)

Leaving the "where to open the door" to the experts, I did my best to keep up with the flowpatterns of starting, takeoff, climbout, level off and the STEEP descent and landing. At 90 gallons an hour, every minute counts. One extra minute a trip adds up to twenty minutes a day, and that could mean one less load for that day (which adds up to thousands of dollars). Climbing into the copilot door (again make sure you've eaten and are stretched out) and adjusting the rudder pedals, one quickly realizes they're in a whole new world up here. Power levers and most switches are above the pilots' heads and with the 20 skydivers almost completely loaded in, we begin the quick starting process. External cart attached the volts read 28 and we begin the starter-generator, once at 16% Ng fuel is introduced and the PT6A-27 comes to life (what a cool sound!) Temps all looking good the procedure is repeated for that second engine and with generators coming online we start to inch forward.

I can hear the cheers and hollers from the back benches as we release the brakes. Quickly looking back I can tell our passengers are as excited as I am to launch. With small movements on the tiller wheel (the nosewheel is steered VERY carefully by hydraulic pressure) we roll forward onto the narrow strip of pavement and throttle up to takeoff power. In no time the Otter is nosehigh and climbing out at 80 Kts. Flaps up after we're over the trees and away we go!

We call Portland Appch to let them know where we are, and then it's a rapid spiral climb up to 14,000 feet. The props are set at 90% and the power inched up as we climb to maintain 48 lbs torque. In hot temps the climb is limited by temps rather than torque, but not today. It's a cool crisp fall day and the winds are light so we're able to pretty much spiral up right over the airport, avoiding a few puffy cumulus on the way up. I can feel myself shaking with excitement as I pop my ears and grow more accustomed to the hum of those powerful Pratt and Whitneys. I think my excitement is coming from a couple of sources. First, I've never flown a turbine before, and for the most part, it aint all that different from the pistons. The guages are different, and it climbs a lot faster, but in the end, the ailerons and rudders are all the same. It's my job to put the plane where I want it...period. Secondly, I'm tingling knowing that soon (another thousand feet to be exact) our passengers are going to depart on the ride of their lives! A few of them are first time jumpers as was I a month before, as I jumped out of this very airplane strapped to a tandem diver. Words can't begin to describe this experience, and if you're looking for a way to "revive" yourself (as I was, turning 40), DO IT! Assuming all goes well (they're VERY safety conscious) you won't regret it!

Leveling off at 14,000 feet, we give Portland Approach a call notifying them "One minute til jumpers away". With the help of a Garmin and an amber light switch, the cargo door goes up, the cabin becomes a little windy and people start to prepare for their exit. Over the drop zone the power levers come back to 20 lbs torque and "ADIOS"- our passengers start their exit! Once the last ones depart, it's a further power reduction and dramatic nose down pitch attitude and steep turn to get back to the field. Pitch and trim down for 140 kts (couldn't do this in a piston powered plane without the risk of shock cooling) and away we go. In no time we're base to final and putting props into low pitch high rpms, reducing power and adding flaps. Touching down on the far end of the runway we barely even need beta props as the airplane slows down. We've actually even beat the last jumpers to the ground. That was a QUICK descent (this isn't a good idea if you've any sinus congestion!) After engines are shut down we add some fuel to the tanks (400 lbs each tank max) and it's back up again with another load.

I can't tell you how much I was smiling last night as I flew home in the single engine plane that had taken me down there for the day. I have long dreamed of flying a plane like that, and although I had a LOT of help today, and I've a LOT of studying and humbling situations to go through to gain the level of proficiency I saw today, I've no doubt I can do it. I am grateful to the folks at SNE who gave me the opportunity to fulfill one of my dreams, to myself for trying something new and scary-knowing that this is how life rewards us sometimes, and of course for all those folks who believed that we could fly and invented these awesome birds that allow us to touch the clouds!

Perspective Flying

I now understand writer's block. I've been meaning to get something in here for weeks, but have felt like "There's nothing worth writing about. I haven't flown anything exotic, no exciting long cross countries, no harrowing escapes from dramatic weather..." And so for weeks I've been waiting for something like this to occur. Last night I finally accepted the reality of the situation, I've been flying plenty and "excitement" is really a matter of perspective. In other words, simply begin writing (often as I do when going out on a flight) and see what happens.

Sure enough, I've already realized that in fact I've had plenty of experiences to recount and share, but they're the more subtle ones, that linger like a familiar song or the smell of a fresh baked apple pie. They don't make you laugh or shudder in fear, but rather leave you feeling at peace and grateful that you're simply here enjoying this moment.

I've been doing a lot of teaching lately, and nothing makes me more happy or humbled than getting into a plane with a student (which we all were and continue to be) and watch them grow. Like many of the complex tasks we learn in our lives, flying requires patience, practice, and of course a sense of humility and humor! Maine summers are the perfect opportunity to earn the seaplane rating, and so I've had my share of glassy water landings, step taxis and beaching lessons. Nothing is quite as peaceful as slowly putting by a loon and then shutting the engine off to practice some slow sailing on the water in the formidable Skyhawk hull. How about introducing my private pilot student to his first "on top" as we climbed over a broken layer, learning that not only beautiful, it's also relatively easy to get into those stronger winds aloft and take advantage of the tailwinds (just be careful not to get stuck up there without being IFR current!)

I've even purposely poked myself into some cumulus clouds to hone my own instrument skills as I work with students. Yes, teaching is a great way to share my love of flying and to realize how different we all learn. I recall once telling one of my instructors when I was having a real hard time mastering the power off 180 landings, "I can't get this, you're going to have to explain it a different way." ANd he did and I eventually mastered it. I love trying to figure out different ways of explaining a procedure or technique and remembering that sometimes the best thing to say is nothing, or "Good job. That's better than the last few, you're making progress!" One truth I've learned in teaching is that NOBODY learns without confidence, and one thing a CFI can do is work with students for them to feel confident and see their progress. I think back on those instructors of mine who gave it to me, and how lucky I am to share it with my students.

Speaking of learning, I too went and put a dent in my wallet to continue working on my aerobatic skills in a local Citabria...what fun! My aileron rolls and loops are actually even tolerable! If you're feeling bored with your own piloting routine, spend the money and go get some aerobatic training. It will really improve your skills and what could be more fun than seeing those familiar fields around your airport from a totally different perspective (ie upside down!)

No, I still haven't flown the turboprop or the biz jet and that charter twin still hasn't shown up in our hangar yet, but let's be honest here. ANY day that I get a chance to hangar talk and go up with a friend or student and share these amazing views and adventures is a good day. And like the view from the Citabria's upside down windshield, it's all just a matter of perspective!

Vette or Valis...They're Both Muscle Classics!

A week ago I was doing what a lot of pilots dream of doing on a sunny Saturday afternoon, hangar flying with friends at an airport BBQ! I had been charged with grill duty (something an extrovert should try to avoid at all costs) and the meat was departing the grill well past the "medium rare" mark.

Granted, I've never been good at focusing on such a mundane task as grilling, but I was especially taxed when up rolled a new Cessna Corvalis 400. Wow! Even my partner, who's not much of an aviation enthusiast, leaned over and whispered "What is that?" "The Hot new Cessna", I replied. "What's it cost?" he asked. I shrugged, "Don't know, but I bet it's more than our mortgage."



Flame-broiling the last well-done burger to death, I finally escaped my spatula and sauntered over to the 400. Named after a town in Oregon close to where it's built, the Corvalis reminds me of the similar sounding Corvette muscle car- smart, well designed and FAST! It looks like it's moving even with the engine off and wheels chocked.

My friend asked me if I'd be available to fly it back to it's home base in Southern Maine with him once the day was over. "Uhhhh, OK!", I stuttered. Now granted, I've flown a lot of airplanes, but this one was a bit out of my league. I'd humbly ask for LOTS of help and plead the fifth should things get away from me. Sitting in it for a few minutes I felt like I was in the starship enterprise and god forbid Kirk ask me details. The only thing familiar was the throttle, prop and mixture levers.


As the day wound down, my heartbeat began to increase as I looked forward to our short flight to Portland. My friend walked me through the preflight, and then he chucked me the keys, "She's all yours!". "Thanks Dad!" I joked. If only that were true! Continuing the fantasy that in fact the magnificent machine was mine, I carefully lowered myself into the amazingly comfortable seats. You could sit comfortably for HOURS (perhaps DAYS!) in these plush seats and very quickly I realized why folks would be willing to part with a lot of cash for such a beast. This epitomized ergonomic comfort, period.

Going by the checklist, we started up the engine and avionics (Garmin 430 and 530 folks will have little trouble transitioning to the G1000) and soon we were taxiing our way to the active runway using differential braking and a castering nosewheel.

The runup was easy, and I was introduced to the "Rudder Hold" button which saves your right hamstrings on climbout once you've rotated to counteract all that P-factor and torque from the TSIO-550 up front. Once positioned we slowly advanced the throttle and AWAY we went. Liftoff was easy with the comfortable sidestick and with the flight director on and pointed to PWM it was as easy as flying a videogame (in fact my 7 year old son probably would have been much smoother than I was!) Visibility outside is amazing as well, and in 20 short minutes we were on final approach for Portland, over the numbers at 90 knots and landing was a non-event. Speed brakes were a welcome addition to this fast wing and needed to get to the first notch of flaps.


Taxiing the plane to the tiedowns, I can see why Cessna bought out Columbia who originally designed the 400 TT. Not only was it a quick way to eat the competition, but this airplane is going to make a LOT of future customers happy. I suspect Cessna's also banking on it being a stepping stone to another product of theirs that also shares a name with a popular car model. You guessed it, the venerable MUSTANG! Now I don't have a friend who owns one of those, but who knows? There are always more BBQ's and someone's got to fly it to talk it up to the folks whose mortgages and wallets are bigger than mine! I guess being an extrovert, even with a spatula, has it's perks.

It's 1pm. Do You Know Where You Are, and What You're Flying?

Yesterday I understood what it must be like to be a full time pilot...hectic! Let me back up a bit and say that I had a LOT of fun however, as I've carved my life into having a part-time job that pays the bills, so I can have more time to do other things I love, like parent, play, teach and fly!


The day started with getting my 7 year old son on his school bus. This involves a well orchestrated routine of snack preparation, homework in bag, scooter ride to the bus stop, chat with other parents, and good bye hugs. After swinging by the office, I met my friend and fellow CFII, Brendan,for our mutual Instrument Competency Checks at Augusta State airport.


My friend has a deal worked out with the owner of a well-equipped Bonanza 36, and I was going to finally learn about the elusive WAAS approaches! We filed and departed Augusta, headed to Bangor with a broken layer at 2000 feet, perfect weather to get some actual while learning power settings, autopilot functions, and the Garmin 430 approaches. After the GPS LPV approach to minimums, we went missed and held as published with the autopilot doing a great job and my brain sucking in as much as it could. This aircraft with all its gizmos is a far cry from the C172 (soon to be switched over to floats) I'm used to flying. I was having a hard time keeping up, but if pushing my mental envelope was what I'd signed up for, I was getting my money's worth!


Once back on the ground in Augusta, we both checked our cellphone messages (am I the only pilot who'd occasionally like to throw it out the window at 6000 feet?) Fortunately I had a message from a friend who deals Cessnas asking if I was available to go to New Bedford to pick up a new Skyhawk that he was demo-ing. After crucnching some quick time schedules in my head, I thought, "This might work." I asked Brendan if he'd like to alter plans. I still had to fly my legs to get my ICC done, but perhaps we could kill two birds with one stone (as opposed to one prop). He heartily agreed. We ran over to a local sandwich shop and grabbed a bite to eat before heading down to Portland in the Bonanza.

My leg from Augusta to Portland was uneventful and with the aid of Brendan's outstanding instruction (and patience) my arrival and landing were pretty smooth. I can see why these airplanes are so popular, and why they're deemed a "pilot's airplane". It was rock solid in the clouds and light bumps and very fun to fly (assuming you follow the numbers).


Once in Portland we met up with my friend and after quickly checking the weather, forecast to be scattered to broken at 4000, we were off VFR to New Bedford in a sturdy Cessna 172 RG. Unfortunately Boston airspace was busier than we thought and rather than being cleared into the Bravo airspace we either were going to have to go over at 7500 or head out over the water and remain 15nm DME outside of BOS. In vain we tried to climb over the crud at 7500. Seeing that that wasn't going to work out, we opted for the 3000' over the water and hoped that the engine ran as smooth as it had to this point (is it me or do all engines run rougher over the water? Or perhaps that's the sound of my gritting teeth.) The arrival into New Bedford was uneventful as we dropped off our friend to return the new Skyhawk while we took off in the RG back to Portland.

Weather in Portland was less than forecast as rain showers and low visibilities were scattered throughout the area. After trying to sneak in VFR, I finally admitted defeat and we ended up getting cleared for the ILS to Runway 11. Again, I was reassured by Brendan's presence and understood the adage of one of my former CFI's- "I'd always rather have a second pilot than a second engine!" (I'd actually like both, but we'll have to wait for Lotto to fulfill that dream!)

Once on the ground in PWM we headed inside to eat a cookie and check the actual weather, not just the optimistic forecast. I was actually beginning to see and feel what the life of a busy charter pilot might look and feel like. We'd seen a lot of airports, lots of approaches, lots of people, and the day still wasn't over! I was scheduled to teach our final ground school class that evening in Waterville and it was clear that getting back to Augusta and hopping in my car was going to leave me really late. But wait, we've a Bonanza sitting right here! You guessed it, Brendan kindly agreed to shuttle me to Waterville and I'd worry about how to get back to my car after class. Taking off from Portland, we stayed west of the "red stuff" (did I mention XM weather?) and had a smooth flight touching down in Waterville at 5:02 pm with private pilot students eager to learn.


I finished class on time and handed out the diplomas, ending with phrases that I'd stored in my own head over the years..."You're not a real pilot until you've taken the bus!" and "The superior pilot uses their superior knowledge to avoid having to use their superior skill!" I suspect we've all got our favorites, but the point was hopefully hit home...don't do anything dumb, this is really just a license to learn.

After class I asked one of the students who'd recently earned his private license to fly me back to Augusta, and he readily agreed. So at 730 pm I literally hobbled my way to my car and went home to pass out in bed.

Much of my life I've spent fantasizing about what it must be like to fly for a living. Sturdy equipment, exotic landing sites, technical avionics that keep us safe amidst mother nature's fury; but at the end of the day, I was probably like a lot of people who had put in a hard day's work...TIRED! But ask me tomorrow if I'd do it again. I bet you'd see a smirk come across my face and I'd think about all those people, airports, and picturesque landscapes and I'd nod, "You bet."

Why does “ITT” cause so much of a rush?

Today I got to participate in one of those aviation “firsts” that you dream about. You’ll have to read on to find out what “ITT” was…

One of my first recollections of the wonder of aviation was when I took an Air New England flight from Lebanon NH to LaGuardia NY. I was probably just in my double digits age wise (gosh that seems a long time ago) when my mom waved good-bye to me and I climbed into the back of the long silver tube with the high wing and oil stained turboprop nacelles. My seat was under the wing near one of those looming engines, and I can recall how I stared at the landing gear coming out of the bottom of it. I was struck by the size and power of such a structure. There were huge blades emanating from the front of it and as the flight attendant closed the door, the high pitched whine started and soon the blades gathered speed and the whole plane started to shake with energy. Such sounds and energy were new to me, as I’d been dropped off at the airport in an old Subaru. I’d watched these beasts depart from behind the chain linked fence, wondering if perhaps I’d ever get to fly something so massive, and here I was now sitting just feet from those spinning blades as a passenger to “N Y C”. What could be cooler? The plane taxied and soon the engines really came to life, pulling us down the runway with the gear somehow magically disappearing inside the engines and within an hour we were on final approach into LaGuardia over the water and in one of the coolest cities on earth. If this was aviation…I wanted more!

Well today after practicing some spins in a Cessna 150 with another flight instructor, I was given the opportunity to start up a set of Pratt and Whitney’s myself. Uhh, OKAY! I grabbed a pen and paper hoping to glean some facts from the briefing, as I’ve read countless articles on “hot starts”, “ITT”, “torque”, and “low idle”. Now I could experience them up close, as terms like these escape us mere pistons folks!

Walking up to the large nacelles (also streaked with exhaust gas oils by the way), I learned from my friend that these were PT6-27’s which use a starter that then turns into a generator (cool). The air flows into the bottom of the nacelles and does a 180 degree turn up into the compressor where it’s mixed with fuel from 14 nozzles and “fire” from 2 igniters to create…you got it… LOTS OF THRUST! This is a “free turbine” which means that the power plant and propeller are connected by some sort of “clutch-like” mechanism that builds pressure as the turbine spins, eventually moving the propeller unit with it (at much fewer rpms of course). Having checked the oil and making sure everything else looked in place, we closed the nacelles and climbed into the cockpit.

My friend explained the checklist procedures that are used before starting. The dials (of which there are many) that I needed to keep an eye on included the “ITT” gauge and the "% rpm". "ITT" stands for Inter-turbine temperature, and you don’t let it go over 1090 degrees C. In summary the battery is turned on, then the primary boost pump comes on, quickly followed by the right ignition/starter switch. The large feathered prop begins to spin while I hear the familiar high pitched whine coming from the engine compartment (this was going to be neat). I could already feel my pulse increase, thinking “I’m actually going to do this!” Fairly soon thereafter (about 3 revolutions of the now slowly turning propeller) the “% rpm” went over 12 % and we moved the condition lever forward from cutoff to “low idle”. The sound reminded me of the low “woof” heard when you light your gas grill a bit after the propane’s been on, and suddenly the % dial and ITT began to climb. My friend said in all his years he’d never had a “hot start” but this is where your eyes stay glued to the ITT and if it climbs over redline headed to the 1090 C number you’d immediately pull the fuel off. Our temps stabilized near the 500 degree mark with 50% rpms indicated and “Voila!” -I’d done my first turbine start successfully!



The procedure is similar with the second engine and soon both props were whirring with the familiar hum I’d heard from that old Air New England bird. After bringing the props out of feather we checked the gauges and all looked fine. After an easy and uneventful shut down we spent a few more minutes reviewing checklists and other safety features, including dual elevator trim systems, autopilot disconnect, crossfeeds and secondary boost pumps and emergency gear extension systems. Someday soon I’ll probably get to fly one of these turboprop beasts. I’m told to hang onto my hat as climb out is a little different from the Cessna Skyhawks I’m used to commanding. But all planes respond to lift, weight, thrust and drag so I’ll not be too surprised…just aware that some have more thrust from “ITT” than others!


Here's a youtube link to a start up...(more fun when you're in the cockpit!)...
http://www.youtube.com/watch?v=JenaHHKcbZ0&feature=related