Three of the people on board the privately owned aircraft were members of the Atlanta-based gospel group The Nelons. 

• READ MORE: PC-12 Crash Claims Members of Prominent Gospel Singing Group

According to USA Today, those who died in the crash have been identified as singers Jason and Kelly Nelon Clark, Nathan and Amber Kistler, and group assistant Melody Hodges.

The aircraft, a 2010 PC-12/47E single-engine turboprop, was registered to Haynie Enterprises Inc. It was piloted by its owner, Larry Haynie, who along with his wife, Melissa, was also killed in the accident.

According to a statement from the Gaither Management Group, the family was en route to Seattle to join the Gaither Homecoming Cruise in Alaska. It was noted that Autumn, the youngest daughter of the Kellys, and her husband, Jamie Streetman, arrived in Seattle by other means and are safe.

Flight History 

The PC-12 departed from West Georgia Regional Airport (KCTJ) around 9:30 a.m. EST Friday, stopping at Nebraska City Municipal Airport (KAFK) to refuel. The aircraft lifted off around noon, heading for Billings Logan International Airport (KBIL) in Montana.

Approximately two hours into the flight while cruising at an altitude of 26,000 feet, Haynie notified controllers there was a problem with the autopilot and he was losing control of the aircraft. The ADS-B data as recorded by FlightAware.com shows multiple turns and pitch changes. The ground speed varied from 173 to 319 mph, and at one point the aircraft was descending at 5,545 feet per minute. 

The ADS-B readout shows a series of descending turns before data is lost.

According to the Gillette News Record, the aircraft crashed near the town of Recluse, Wyoming, near the Montana state line, causing a small wildfire that was contained to about 38 acres. There were no injuries on the ground, although witnesses reported seeing the airplane circling and flying low before the crash.

Debris from the aircraft was found away from the main impact. One of the theories that NTSB investigators will be looking at is the possibility of an in-flight breakup, as the aircraft was not designed for such rapid and extreme altitude and airspeed changes.

• READ MORE: Authorities ID 2 Killed in Lancair ES Crash Near EAA AirVenture

According to NTSB spokesperson Keith Holloway, the investigation begins with the identification of the so-called “four corners” of the aircraft: the nose, tail and wing tips

“Part of the investigation will be to locate those sections,” Holloway told FLYING. “NTSB investigators have the experience and expertise to locate aircraft parts even from aircraft that are not quite intact. They have the knowledge of being able to locate aircrafts parts that may be unidentifiable to the average person. Unfortunately, it is not rare that NTSB investigators have situations involving scattered wreckage from a plane crash.”

When the wreckage is scattered over a wide area in a remote location, gathering it up takes time and is a painstaking but necessary process as each piece is considered evidence and part of a puzzle.

“With the use of the NTSB metallurgical lab and review of navigational devices and equipment, NTSB investigators are still able to put together the scenario of what probably happened and determine a cause of the crash,” Holloway said.

According to Holloway, the NTSB investigations involve three basic review areas: the pilot—notably their actions in the 72 hours prior to flight, as well as ratings and recency of experience—aircraft maintenance records, and the operating environment.

The agency will also listen to recordings of any ATC communications and review radar data and weather reports. If there are any witnesses to the event, they will be interviewed as well, Holloway said, adding that the NTSB will “look for electronic devices that could contain information relevant to the investigation and any available surveillance video, including from doorbell cameras.”

The NTSB preliminary report is expected to be available in a few weeks. The final report with the probable cause of the accident is several months out from being released.

The post NTSB to Focus on ‘Four Corners’ of PC-12 in Fatal Crash Probe appeared first on FLYING Magazine.

The accident occurred shortly after the pilot, a family friend of the group members, reported an issue with the autopilot and a loss of control.

ADS-B data shows that the trip—which ultimately covered three time zones—originated at 9:24 a.m. EDT from Georgia Regional Airport (KCTJ), stopped at Nebraska City Municipal Airport (KAFK), where a local news outlet reported it took on 200 to 300 gallons of fuel, and departed for Billings Logan International Airport in Montana at noon CDT.

About two hours into the flight, while cruising at 26,000 feet, tracking data shows a series of altitude, speed, and heading fluctuations. The pilot reportedly told controllers he had an autopilot issue and was losing control.

At one point, the ADS-B data recorded on FlightAware showed a descent rate of 5,545 feet per minute. The airplane crashed near the town of Gillette, Wyoming, about 1 p.m. MDT, sparking a small fire that was reportedly quickly contained. No one on the ground was injured.

The pilot was identified as Larry Haynie, board chairman of the Georgia Department of Corrections. The 2010 model, 11-seat PC-12/47E (N357HE) was registered to Haynie Enterprises of Henderson, Nevada, on August 31, 2020. Haynie’s wife, Melissa Haynie, was also on board.

Among the other passengers were three members of the Gospel Music Association Hall of Fame quartet, The Nelons, as reported to the Associated Press by the fourth member of the group. The victims included Kelly Nelon Clark, co-founder of the group, and her husband and band member, Jason Clark. Their daughter, Amber Nelon Kistler, also a member of the group, was killed, as was her husband, Nathan Kistler. Melodi Hodges, identified as a family friend, was the seventh victim. The fourth member of the quartet, daughter Autumn Nelon Streetman, confirmed the identities to AP.

“As many of you have heard by now, my father and mother, Jason and Kelly Nelon Clark, along with my sister, Amber and brother-in-law, Nathan, as well as our dear friends Melodi Hodges, Larry and Melissa Haynie were involved in a tragic plane crash on Friday,” Autumn Nelon Streetman said in a statement. “Thank you for the prayers that have been extended already to me, my husband, Jamie, and our soon-to-be-born baby boy, as well as Jason’s parents, Dan and Linda Clark. We appreciate your continued prayers, love, and support as we navigate the coming days.”

According to a statement from the Gaither Music Group, which features a number of gospel performers including the Nelons, the final destination was Seattle, where the group was to join the Gaither Homecoming Cruise to Alaska.

Editor’s Note: This article first appeared on AVweb.

The post PC-12 Crash Claims Members of Prominent Gospel Singing Group appeared first on FLYING Magazine.

The Reno Air Racing Association said it will commemorate its 60th anniversary with an airshow at Reno-Stead (KRTS) from October 4-6. The event will feature a rare combination of military aerobatic teams: the U.S. Navy Blue Angels and theRoyal Canadian Air Force Snowbirds.

• READ MORE: Reno Air Races Reveal Final List of Participating Pilots, Aircraft

Other performers scheduled to appear include the U.S. Air Force F-16 Viper Demo Team and a range of top civilian aerobatic acts. RARA said the Reno Air Show will include static displays, a racing heritage area and its STEM Discovery Zone. The organization also said it has planned “a few surprises” for the event.

“Even though we are not racing, we are planning an epic celebration of our history and certainly our future that promises to be yet another amazing event for Northern Nevada,” RARA said.

• READ MORE: 6 Cities Competing to Host Next National Championship Air Races

Regarding the future, RARA previously disclosed that it was reviewing proposals from six cities interested in hosting the National Championship Air Races in 2025, which had been held in Reno since 1964. The candidate cities are: Buckeye, Arizona; Casper, Wyoming; Pueblo, Colorado; Roswell, New Mexico; Thermal, California; and Wendover, Utah. RARA said it expects to decide on a new host city this year.

The post Navy Blue Angels and Canadian Snowbirds to Perform in October Reno Air Show appeared first on FLYING Magazine.

The event, sanctioned by the National STOL Series, experienced remarkable growth this year, with the number of spectators doubling and pilot participation tripling. It featured a full field of competitors across the various classes, including not only local participants but also those from Utah, Idaho, Nevada, Colorado, Kansas, Texas, Minnesota, and even Alaska. Angela Douglas, co-owner/founder of Rocky Mountain STOL, said “of the 850 people who attended, 268 visitors from 30 different states were in attendance, according to our gate survey.”

National STOL owning partner Tom Wolf also expressed his enthusiasm about the event’s reception.”Our second year in Pinedale was an overwhelming success,” Wolf said. “The town of Pinedale and both John and Angela Douglas could not have been more gracious hosts. We had a great event and look forward to returning next year.”

Rocky Mountain STOL founders the Douglases along with Micah Olson, did well in their inaugural year to establish the event as a favorite among pilots. 

The festivities kicked off Thursday evening for early arrivals, who were treated to a delightful dinner at Half Moon Lake Lodge. The attendees enjoyed a steak dinner with all the fixings and dessert.

STOL practice commenced early Friday to avoid the expected afternoon winds that the area is known for. Wind is not the only weather challenge faced by the small airport as it also boasts the highest elevation among events on the National STOL Series circuit at 7,084 feet msl. Following practice sessions, pilots scattered throughout the town to immerse themselves in the local culture. They filled restaurants, enjoyed the annual park concert, and embarked on a sunset horseback riding excursion on Half Moon Lake.

On competition day, “wind” and “DA” (density altitude) became the buzzwords as the measured distances for this event were nearly doubled compared to others.

“Despite challenging high altitude conditions, we had a phenomenal experience in Pinedale,” said Eric Farewell, National STOL Series owning partner. “Our competitors brought fierce fights to the runway with exceptional performances narrowly taking their victories. As always, it was a pleasure to share our love for aviation with both the local audience and the millions who enjoy our videos around the world.”

Touring Class

Brandon Corn (No. 30), the current leader in the National STOL Series standings in the Touring Class, achieved a best combined distance of 629 feet flying his 1963 Cessna 205. Corn had recorded his previous best combined distance of 496 feet just three weeks earlier at the Sodbusters STOL competition in Hartford, Wisconsin, at an elevation of 1,037 feet msl.

Touring Class Winners:

1. Brandon Corn (No. 30), Team Corn Collision, 1965 Cessna 205, shortest combined distance: 629 feet

2. Matt Schantz (No. R52), 1958 Cessna 180B, shortest combined distance: 639 feet

3. Kurt Leaders (No. R58), 1965 Cessna 185, shortest combined distance: 661 feet

Backcountry Class

The Backcountry Class was undoubtedly the most anticipated to watch, given the hometown rivalry between Micah Lindstrom and Jeff Pohl as they have battled throughout the season for the first place in the points standings. Pohl currently sits second and both he and Austin Clemens (third) have established a longstanding friendly rivalry. Both Clemens and Lindstrom made surprise last-minute arrivals to the event.

Backcountry Class Winners:

1. Micah Lindstrom (No. 99), 1955 Cessna 170B, shortest combined distance: 364 feet

2. Jeff Pohl (No. 00), The Dirty Bird, a 1955 Cessna 170B, shortest combined distance: 382 feet

3. Austin Clemens (No. 62), Team Clemens Aviation, The Dog, a 2011 Aviat Husky A-1C, shortest combined distance: 474 feet

The score differential between Clemens and Lindstrom/Pohl was because of the way the class was stacked, leading to its division into two heats for safety. Unfortunately, Clemens was allocated to the first heat, which was subject to a slight tailwind. In the second heat, Lindstrom and Pohl gained the advantage of a headwind.

“Always respect your airplane, of course, but especially in this density altitude—the airplane just does not feel like it flies the same,” Clemens  said.

Adventure Class

The Adventure Class featured an exciting array of new faces and airplanes, reflecting the rapid growth of STOL competitions and purpose-built aircraft. Brian Shirley, a familiar figure in STOL events often seen setting up or judging the field, made his competitive debut with his brand new 2023 American Legend Cub MOAC with a 95-foot takeoff.

Well-known Alaskan bush pilot Keith Lange added to the excitement by making the journey from Wasilla in his Piper Cub to join the fun.

Adventure Class Winners:

1. Brian Shirley (No. 81), 2023 American Legend Cub MOAC, shortest combined distance: 226 feet

2. Jody Card (No. W92), 2011 Kitfox 7, shortest combined distance: 252 feet

3. Keith Lange (No. W12), 1953 Piper PA18-125, shortest combined distance: 262 feet’

Sport Class

Along with Collin “Evel” Caneva and Rick Boardman, well-known veterans of traditional STOL and STOL Drag events, the Sport Class also saw new faces joining the competition. Boardman faced a challenging start, scratching during his first round but managed to secure the class win with an impressive combined distance of just 139 feet, outpacing second-place Joel Milloway by 29 feet.

Despite finishing third, Caneva received the new “Fan Favorite” award as spectators were invited to vote for their favorite pilot. Caneva earned the honor with 19 percent of the vote, per the National STOL website.

“The people of Pinedale, Wyoming, really made the event even more special than it already was,” said Caneva. “Coupled with everyone that watched online and [is] connected to me through social media, I was nominated for the viewers choice award. How cool is that!? I am so grateful for the event, the event organizers, and everyone that cheers us pilots on.”

Sport Class Winners:

1. Rick Boardman (No. 94), 2015 CubCrafters Carbon Cub SS, shortest combined distance: 139 feet

2. Joel Milloway (No. R22), 1996 Rans S-7S, shortest combined distance: 168 feet

3. Collin Caneva (No. 43), Doc” a 2011 CubCrafters Carbon Cub SS, shortest combined distance: 172 feet

The Rookie Class

John Douglas decided to compete in the Rookie Class alongside three other newcomers to the STOL scene and clinched third place at his own event.

Rookie Class Winners:

1. William Mechan (No. R49), 2022 Rans S-7S, shortest combined distance: 614 feet

2. Jamie Burgess (No. R99), 1969 Cessna 182, shortest combined distance: 985 feet

3. John Douglas (No. 307), 1964 Cessna 182, shortest combined distance: 1,132 feet

The Unlimited Class

The Unlimited Class, always a fan favorite, had only two registered pilots: Steve Henry and Hal Stockman. This class was the final one to compete, and the temperature and density altitude were at their peak, measuring over 9,500 feet. 

However, both STOL legends managed to overcome the challenging conditions and achieve impressive takeoff-and-landing distances. Henry achieved a best takeoff distance of just 12 feet in his famous Wild West Aircraft–Just Aircraft Highlander XL Yeehaw 8,” securing victory with a combined score of only 76 feet. Stockman, piloting his renowned Lawnmower III, a Rans S-7S, achieved a best takeoff distance of 43 feet.

Unlimited Class Winners:

1. Steve Henry (No. 44), Yeehaw 8, a 2022 Wild West Aircraft-Just Aircraft Highlander XL, shortest combined distance: 76 feet

2. Hal Stockman (No. 3), Lawnmower III, a 2018 Rans S-7S, shortest combined distance: 134 feet

Watch the Wild West Aircraft event recap

Detailed Rocky Mountain STOL scoring may be found here. Nationals STOL season standings may be accessed here.

The post Rocky Mountain STOL Reflects Growth appeared first on FLYING Magazine.

A. Turns From IAFS to Intercept

With official initial approach fixes (IAFs) at the DNW VOR and the MOSSS points, a pilot might choose to transition from these along feeder routes to the ZIBIV intermediate fix (IF) onto the approach. From here, there will be more turns after reaching ZOSUV and WOMRU to establish onto the final approach path of 187 degrees for the ILS or LOC. Be ready to make turns whether flying the approach by hand or making sure your autopilot properly transitions along the procedure.

B. DME from the LOC

DME notations along the descent on this approach are listed as from the source IJAC; this is the localizer. With a VOR that is closely situated to the runway, selecting the wrong source would get a pilot close, but not give them the correct distance when identifying waypoints along the localizer path.

• READ MORE: Destination Jackson Hole

C. Climb Rate in FPNM, Not FPM

Going missed requires a pilot to fly a path, but in this case it has vertical climb requirements. There are two notes here that depend on if the pilot is flying the ILS or just the LOC approach. They require that a pilot can maintain at least a 241 or 248 feet per nautical mile climb gradient to designated altitudes (9,600 and 9,800 feet, respectively) if a missed approach is needed. This climb gradient is not a “feet per minute” climb that we see on the VSI, but “feet per nautical mile,” which requires you to get into the performance charts for the aircraft to determine if you can meet or exceed this requirement at the local density altitude.

D. VOR for the Missed

Going missed on this approach has a pilot transition their navigation source from the inbound using the LOC to using the VOR 192 degree radial to the KICNE waypoint. Be ready to switch that nav source and turn from the 187 degree inbound to a 192 outbound course from the VOR if needed.

E. Check Those MSAS

Many airports will have minimum safe altitudes around them a couple of thousand feet above the airport elevation. These altitudes will typically give 1,000 feet of obstacle clearance within a 25 nm radius of the point depicted. These are to be used in the event of an emergency where a pilot needs to get clear of terrain if off of a published segment of the approach. On this chart, altitudes of 14,900 feet to the northwest and 12,700 to the south and east would be needed to get to a clear altitude. For an aircraft not turbocharged or turbine powered, these might be unreachable altitudes.

F. Terrain All Around

An approach with a lowest decision altitude of 6,651 feet, there is no doubt that the pilot is going to find themselves well below terrain in the surrounding area. Numerous pinnacles above 10,000 feet msl—and a famous one to the northwest at 13,770 feet msl—might give a pilot pause when thinking about doing this approach in all but the best of conditions. The proximity of high terrain and its significantly higher levels than the approach in the valley makes it critical that a pilot not stray off course. A conservative one might choose to significantly increase their personal minimums at such an airport.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post ILS Z or LOC Z Rwy 19 Jackson, Wyoming appeared first on FLYING Magazine.

I departed Fond du Lac, Wisconsin (KFLD), in the early morning, taking a quick break in Huron, South Dakota (KHON), for lunch. There were some scattered clouds over the Great Plains, so I chose to fly IFR and shoot the ILS to Runway 12. However, I was able to depart KHON VFR and stay clear of the localized thunderstorms to the west. The total flight time was nearly eight hours, so I was thankful for the extended daylight of summer.

Approaching Jackson, Wyoming, I flew through a valley near Dubois, just east of Jackson. But I had to fly at 10,500 feet to clear the lower ridges of the Gros Ventre Range. As the sun started to descend behind the Teton Range, the scattered thunderstorms sent flashes of lightning both south and north of my route, providing a spectacular pathway toward the rugged ridges. I got a taste of the area’s beauty before landing on Runway 19.

I was guided to park at the local FBO at the time. From my parking spot, I had to walk along the full length of the building—on the runway side—to access its entrance. As I walked, a business jet taxied in. Revving the engines, the pilot swung the airplane around, blasting me hard enough to blow the sunglasses right off my head.

Fast forward 20 years, and the airport has undergone a massive construction project focused squarely on commercial and bizjet traffic. The thriving GA community was forced out a few years ago—and the last time I flew into KJAC was in an Embraer E175.

Things To Do

The town of Jackson, situated about 10 miles south of the airport, is a quaint place—the best of the Wild West—with a Main street straight out of a western movie. The Snow King Resort, located in Jackson properand within walking distance of several hotels, was the first ski resort to open in Wyoming in 1939. If you don’t want to ski or snowboard, you can blow by everyone on the Cowboy Coaster track, which operates year-round.

If you’re looking for more extreme skiing, Jackson Hole Mountain Resort is the place to be. It features a whopping 4,139 feet of vertical terrain with more than13 ski lifts—and more than 130 trails. This resort is located in Teton Village. While it’s just across the river from the airport, you have to drive through Jackson to get there—about a 35-minute drive. In addition to downhill skiing, there are plenty of other activities, such as cross-country skiing, ice skating, snowshoeing, paragliding, and much more.

Summer activities in the area include hiking, mountain biking, rafting, kayaking, golf, or whatever else your outdoorsy heart desires. The Snake River, which runs through the valley, provides excellent fly fishing. If you’d rather catch your fish up in the mountains, plenty of creeks offer beautiful trout in the backcountry.

The Airport

The Jackson Hole Airport was built in the 1930s. Located within Grand Teton National Park, it is the only commercial airport in the country found within a national park, according to the airport’s website.

Commercial air traffic started as early as 1941 with a log cabin-like terminal to make it blend with the mountain vistas. Through the years, the airport has grown significantly to support the increased number of people who want to visit or live near the northern Rocky Mountains. The airport has undergone a massive construction project over the past few years. There is now a large, modern terminal with a restaurant, a convenience store, a gift shop, and a long list of car rental options. An additional restaurant is in the works. There is even a kiosk where you can rent bear spray in the summer.

As far as operational services, the airport added deicing pads with a glycol recovery system in 2012. The same year, a runway centerline lighting system was added, providing additional situational awareness for pilots. A paved safety area was also added at the departure end of Runway 19. In the summer of 2022, the runway was closed for about two and a half months for a complete reconstruction.

The new airport terminal has kept some of the western charm, with mostly wood construction and a large archway entirely made from elk antlers. The elk shed their antlers each spring, so there are plenty to go around, and similar antler arches are found in Jackson’s Town Square. Although the area gets a significant amount of snow in the winter, the airport is open year-round from 7 a.m. to 9:30 p.m. While not mandatory, pilots are asked only to take off or land for emergency purposes during the voluntary curfew from 9:30 p.m. to 7 a.m.

Sadly, airport improvements have been focused on jet traffic. Light GA aircraft owners, some of whom had hangars at KJAC for years, were forced out. One of them was Greg Herrick, Jackson resident and avid aviator, who had a T-hangar there from 1995 until March 2017.

“They kicked all the GA people out basically,” Herrick said. The hangar he used was leased by the FBO but owned by the airport. The airport authority called him one day to say that the T-hangars were being torn down and replaced by jet hangars. “And they said, ‘We don’t care where you go, but you can’t stay here.’” They offered Herrick a space at the back of the new large hangar once it was built, but he didn’t want his Aviat Husky hidden behind a bunch of jets.

Getting There

Flying into KJAC directly from the west is futile because of the towering Tetons, the peaks of which reach nearly 14,000 feet. Essentially, the granite faces climb up to 7,000 feet straight up from the valley floor less than 10 nm from the airport. You’re best off approaching from the north or south through “the hole”—the valley that inspired the name Jackson Hole, along with a trapper named David “Davey” Jackson who explored the area in the late 1820s. You can enter “The Hole” by scooting through scenic State Highway 22, where the Teton pass sits at nearly 8,500 feet. North of the highest peaks of the Teton Range, the terrain lies between 8,000 and 10,000 feet, and there are some lakes you can follow including Jackson Lake, which is about 12 miles north of the airport and is a good landmark for lining up with Runway 19, which the winds and terrain generally favor.

There are several noise abatement procedures on the KJAC website that pilots should review. Pilots flying VFR are requested not to overfly Grand Teton National Park and flight is prohibited below 3,000 feet agl above the park. Pilots are also encouraged to fly east of the Snake River and Highway 89. Hence, you would fly a left downwind for Runway 19 and a right downwind for Runway 1. For VFR departures on 19, a 45-degree left turn is recommended and for 1, a right turn as soon as practical to avoid the national park and residential areas.

For airplanes coming in IFR, the preferred arrival is via the Dunoir (DNW) VOR, from which a pilot can initiate several approaches over a lower-elevation valley. Because of the airport’s special conditions, the regional airline I fly for publishes a complete briefing guide that needs to be reviewed before flying in there.

At 6,300 feet, the runway is quite short for some jets flying in. Slippery runway conditions in the winter and density altitude in the summer can significantly extend takeoff and landing distances and affect climb performance. Thorough preflight planning and performance calculations are crucial, and it’s worth triple-checking weight and balance, winds, pressure, and runway conditions.

With winds coming predominantly from the west, the Grand Tetons can produce dramatic rotors that lead to challenges on the approach. Crosswinds, moderate to severe turbulence, and wind shear are not unusual. When flying in the mountains, always plan to bring enough fuel for a suitable diversion.

While many of the GA residents have been forced out, you can fly in and park at the Jackson Hole Aviation FBO as a visitor. There is a handling fee of $20 and a $15 overnight fee for light GA aircraft. Check with the FBO for additional fees depending on your type. There are limited parking spaces at Jackson Hole Aviation, so it’s recommended to call early to book a spot. Because of the lack of space, the website recommends dropping passengers off and departing the airport, which for me conjures up the jet blowing my glasses off in 2004. So, unless you choose to fly in on a commercial airline, you might want to find other options—and, whether you’re flying a bizjet or a piston airplane, there are some good ones nearby—and we give you a few of them below.

Alternate Grand Teton National Park Airports

There are some terrific alternate airports to Jackson Hole, should you need one, and you might want to choose one of them as your gateway to the Tetons.

For Herrick and his friends who left KJAC, “The GA airport of choice is Driggs and that’s turning into a great place.” The Driggs-Reed Memorial Airport (KDIJ) in Idaho is located only 18 nm west of KJAC. Driggs is a GA heaven with a campground next to the 7,300-foot runway, courtesy of the Recreational Aviation Foundation (RAF). The airport elevation is 6,300 feet msl and is nontowered; it offers full services and is open year-round, however. “Usually after big storms we have the runway and taxiway open in a few hours,” said Don Moseley, chairman of the Driggs-Reed Airport Board. “We do have flights usually every day in the winter.”

From Driggs, you can access the town of Jackson, about a 50-minute drive on Highway 22. But if your goal is to get out in the wilderness, there are lots of spectacular places to explore nearby. 

If you’re flying a jet airplane and need a longer runway at lower elevation, your best bet is Idaho Falls, Idaho (KIDA). At a straight-line distance of 58 nm from KJAC, KIDA sits at 4,744 feet msl. It’s located west of the mountain range, and serves as a terrific alternate to Jackson when the weather gets intense. There are two runways,with the longest one being just over 9,000 feet.

Alpine, Wyoming, located a straight distance of 29 nm from Jackson Hole Airport, is another great option, particularly if you’re looking for a more permanent place for yourself and your airplane. The airport is a fly-in community with a 5,637-foot runway and beautiful hangar homes.

If you want to add a visit to the Aviat Aircraft factory in Afton,Wyoming, to your adventure, this airport is only 55 nm south of KJAC and a one-hour, 25-minute drive from Jackson. The airport offers a 7,025-foot runway and full services. Call ahead to arrange any visit with Aviat directly.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Destination: Jackson Hole appeared first on FLYING Magazine.

This isn’t just stunt flying gone bad—it can be a pilot who bows to external pressures such as get-there-itis or makes decisions when compromised by fatigue. Saying no to a flight, especially when you have passengers on board, can be very difficult—but sometimes it is necessary. When you read accident reports, you see the red flags—the mistakes or questionable decisions made by the pilots. This makes accident reports a valuable teaching tool.

Deconstructing the Dubroff Crash

April 11 is the anniversary of a Cessna 177B crash in Cheyenne, Wyoming, in 1996. The flight had captured national attention as its purpose was for 7-year-old Jessica Dubroff to set a record as the youngest pilot (I’m compelled to use finger quotes here) to fly across the United States. She was accompanied by 52-year-old Joe Reid, a full-time stock broker and part-time flight instructor, and her father, 57-year-old Lloyd Dubroff. 

The flight, which began on the west coast and was supposed to terminate on the east coast was billed as the “Sea to Shining Sea” flight. Lloyd Dubroff was acting as the publicist, and created an ambitious itinerary for the 6,900-mile trip, which was supposed to take eight days.

I remember this story vividly. I was both a pilot and a television news producer at the time, and the whole concept of a 7-year-old pilot smacked of a publicity stunt. I was then and still am doubtful that most 7-year-olds have the strength, size, focus, and maturity to take flying lessons; however, the media accounts of her skills in the cockpit indicate that the little girl, who learned by doing, could fly the airplane. The videos of her flight lessons—a few were shown on television—show a little girl on a booster seat using rudder extensions. She has both hands on the yoke as Reid cautions her to use more right rudder.

I was still years away from being an instructor, but it didn’t look like she was really doing the flying. From the angle you couldn’t see the rudder pedals, so I couldn’t be sure. When I became an instructor I sometimes flew with children and gave them instruction with their parent’s permission. As long as they listened and followed directions they could fly, but I found that many of the younger ones were more interested in looking out the side window than flying the airplane.

The Dubroffs told media outlets that it was their daughter’s idea to try to set a new record for the youngest pilot to fly across the U.S., although at the time of the crash, the Guinness Book of Records had already eliminated its “youngest pilot” category, citing concerns it might encourage unsafe flying in the pursuit of record setting. The FAA also takes a dim view of this. Even before the Dubroff crash, the FAA stressed that the youngest age a person can pilot a powered aircraft is 16. In the accident report, both Dubroffs are listed as passengers.

Television Cameras Make People Foolish

You may notice that when television cameras appear, people get silly. They interrupt live interviews or run in front of the camera and wave. It’s all about getting attention. Lloyd Dubroff knew this, and was working with media, both national and local, to promote the flight.

ABC News supplied Dubroff with a video camera and blank cassette tapes to record the flight. At various stops, Dubroff was to exchange the used video tapes for fresh ones. There was ostensibly no financial compensation for the videos, but they would be used in a story in the future. The aircraft also carried boxes of baseball caps with the slogan “Sea to Shining Sea ” that were supposed to be handed out along the way. To pilots who saw the video of the packed aircraft, it looked overloaded —and it was.

The gross weight of the C177B is listed as 2,500 pounds. The National Transportation Safety Board (NTSB) estimated the actual weight of the aircraft at the time of the accident to be 2,596 pounds.

Reid was somewhat skeptical at first about the idea of teaching a 7-year-old to fly, and viewed the Sea to Shining Sea event as getting paid to fly across the country with a little girl and her father on board, his wife told NTSB investigators. To his wife, he described the flight as a “non-event for aviation.”

At the time of the accident, he had logged 1,484 hours. It was noted that most of his experience was along the California coast, although his logbook reflected he had conducted eight flights out of airports that had field elevations of roughly 4,500 feet msl prior to the accident flight. Reid had several students in addition to Dubroff, who had logged approximately 33 hours with Reid.

The route was planned in effect by Lloyd Dubroff, who did not have a pilot certificate. According to a hand-written itinerary found on the body of Lloyd Dubroff, each day consisted of several hours of flight and several media stops. It was not determined if he understood how flight time desired and actual flight time acquired are often different things. One wonders if he had ever heard the phrase ‘time to spare, go by air’.

The days preceding the launch of the transcontinental flight included multiple media interviews, some of them before 7 a.m. to accommodate east coast live television morning news shows. On April 10 there was an early morning live television interview at the airport, and at 0700 the aircraft took off from Half Moon Bay, California (KHAF), and headed east to Elko, Nevada (KEKO). The aircraft refueled then headed to Rock Springs, Wyoming (KRKS), for a brief stop. The airport manager noted how worn out the pilot looked. The flight made it to Cheyenne at 1756. Reid called his wife that evening, saying he was elated by the reception they had been getting along the way, but added he was very tired.

From a TV producer standpoint, I found it hard to get behind the story, which was the same every place they stopped, be it on television, newspaper, or radio. People were always excited to meet the little girl. She was asked if she wanted to be a pilot when she grew up. She was asked if she liked to fly. I maintain that if they had delayed a departure to get more rest or to wait out the weather it would have made for a much better story—at least it would be different than the previous ones—what does a 7-year-old pilot do when she is waiting for the weather to clear? Does she play with the airport dog? Does she read magazines in the FBO? Drink the FBO coffee and raid the popcorn and candy machines? She certainly wasn’t doing the flight planning.

Accident Details

Per the witness statements in the NTSB report, Reid obtained a weather briefing on the morning of April 11 and performed the preflight inspection. The weather was deteriorating as a thunderstorm approached the airport, and they were in a hurry to leave because they had media interviews with the local television stations to get to. 

Think about that for a moment: taking off and trying to outrun a thunderstorm in a Cessna 177B to get three minutes of facetime on a small-market television station.

When you are in a hurry, you make mistakes. The NTSB report depicts several slips, including forgetting to pull the wheel chocks prior to engine start and stumbling on a few radio transmissions, including asking for “special IFR” rather than “special VFR.” The aircraft took off in strong, gusting winds and heavy rain. There was hail, reduced visibility, and lightning in the vicinity. At the time of the accident, the Cheyenne Regional Airport (KCYS) density altitude determined from the ASOS was approximately 6,670 feet.

There were other pilots at the airport as the storm approached. A few were interviewed by the NTSB after the accident and described the heavy rain and strong and gusting winds that created issues even while taxiing.

It began to rain before the Cardinal departed. In her last telephone call with her mother, just moments before takeoff, Jessica Dubroff commented on the weather, asking her mother if she could hear how loud the rain was.

Witnesses say the aircraft took off from Runway 30 and appeared to struggle to gain altitude as it never got higher than 400 feet. The aircraft appeared to be turning to the right when it plunged nose down, coming down on a street and the end of a driveway some 9,600 feet off the end of the runway. The aircraft had 10 degrees of flaps in at the time of impact. There were no injuries other than to the persons on board, and only the aircraft was damaged. The NTSB noted the nose section and forward cabin area were crushed and displaced rearward along the airplane’s longitudinal axis. Fuel poured out of the wings, but there was no fire.

The photographs of the wreckage are jarring. What is left of the cockpit is a mess of fragmented instruments and the ear cup from a David Clark headset. There are photos of the front seats. They are bent, misshapen, and bloodstained.

Witnesses told investigators that the aircraft hit so hard they knew no one could have survived. The cause of death for all three was listed as traumatic injury. Lloyd Dubroff, who was sitting in the rear left seat, had his arms wrapped around his daughter at the time of impact. Jessica had a fractured right foot. Based on the multiple fractures in Reid’s arms and legs it was determined that he had been on the controls at the time of impact.

The Fallout

Any time there is a high-profile accident, there will be blowback in the form of people trying to legislate ways to prevent poor decision-making. This was no exception. Almost immediately, there were cries to pass laws to prohibit children from taking flying lessons. Thankfully, the furor died down after people realized this horrible accident wasn’t so much caused by a child flying but rather the choices the adults made for the child.

However, as part of the Federal Aviation Reauthorization Act of 1996, President Clinton approved the Child Pilot Safety Act, amending Federal aviation law to prohibit a pilot in command of an aircraft from allowing an individual who does not hold a valid private pilot’s certificate, and an appropriate medical certificate, to manipulate the controls of an aircraft if the pilot knows or should have known that the individual is attempting to set a record or engage in an aeronautical competition or aeronautical feat.

A pilot who allowed this to happen could face revocation of their airman certificate.

Fortunately, most pilots who fly with children—either their own, friends of the family, or as EAA Young Eagles ambassadors, are more careful about the choices they make. For children under 16, the purpose of the flight is, more often than not, to generate interest or as a reward. I have flown with these children at the request of their parents, with the understanding that when they were old enough, if they wanted them, flight lessons would become much more serious business. But only if the child wanted it.

Parents are supposed to protect their children. My instructor at the time of the Dubroff crash had a little girl of his own, and he was dismayed by the behavior of both the CFI and the father. He remarked we will never be able to remove all the poor decisions from aviation—I believe the technical term is ‘you can’t fix stupid’, but you need to learn to recognize when you’re heading down that path—and know when to divert.

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