Zach Milton, land consultant for The Landings, provided FLYING with a look at the popular fly-in community in Granbury, Texas, which USA Today has named the No. 1 historic small city for three years in a row.

“I work for Patten Properties, which is a third-generation land developer,” Milton said. “We’ve done over 700 acreage communities across 36 states over the last 45 years or so but have never really done an airpark.

“The Anthony family owns Pecan Plantation. They have owned it since the 1940s, when it was the largest pecan orchard in the country. Then in the 1970s they started putting in amenities and a few hundred homesites on the land. They put in a marina on the lake, and they established a golf course. Then they put in the original runway, 0TX1.”

Pecan Plantation sports around 3,000 homes, which includes around 400 lots between its two runways (0TX1 and 66TE). 

“The newer airpark here is The Landings, which is the one that I’m selling now,” Milton said. “We’ve got another two or three phases to go, and right now on the market, we have 30 or so lots that are available. Then there are probably another 30 or 40 that are not released yet. We’re moving from north to south and in phases, and have sold about 108 lots in the last year and a half.  I’d say we sell about 10 to 20 lots a month, which from my understanding, is far and away the fastest-selling aviation property in the country. So, we’re extremely proud of what we have.”

Milton, who routinely markets these runway homes at annual aviation gatherings like the Sun ’n Fun Aerospace Expo (Lakeland, Florida) and EAA AirVenture (Oshkosh, Wisconsin), knows why aviators have been so receptive to The Landings. He explained that the community strikes the perfect balance between aviation and nonaviation amenities. 

“[One of the things that buyers find attractive] is that Pecan Plantation has more than just one airpark,” he said. “We’ve got the two airparks, so it’s a very active community. And we have EAA Chapter 983 here, which is one of the few gold-rated chapters in the world.

• READ MORE: New App Helps Pilots Connect, Find New Places to Explore

  The real appeal here is that it’s an amenity-rich community. It’s already well established with parks, pools, gated entrances, security, as well as fire and EMS services. We’ve even got a grocery store, gas station, pharmacy, bank, hardware store, equestrian centers, and two golf courses on site. There is also a marina with access to Lake Granbury, plus three riverfront parks with access to over 15 miles of the Brazos River.

“So, you can fly in the morning, golf 18 holes in the afternoon, go boating at sunset, and enjoy dinner at the clubhouse, all within a golf cart ride away. It’s basically a $199 a month HOA and then another $55 a month for the airpark. Everything is in that cost. We are only 35 miles from Fort Worth, so for most folks, it’s a pretty good deal and checks a lot of their boxes.”

Milton said that the relative proximity to the Dallas-Fort Worth metro area is a positive attraction for career pilots who fly from area airports. Some buyers have even planned well in advance for their retirement, snapping up lots years before building their dream hangar home.  

“I’d say most of our buyers are from outside the DFW area, including a lot of airline pilots who are relocating from all over the country and are looking to live in an airpark,” he said. “A big buying base for us is folks that are starting to plan their retirement, and they’re getting their lot picked out and locked down. They’ll take the next few years to meet with builders to dial in their plans and look forward to the future. We’ve had people move here as far as Washington state, Miami, New York, Canada, and Costa Rica. We’ve even had somebody from Thailand come.” 

He advised that all homesites have existing underground utilities.

“You can use any builder here,” he said. “There is a 2,000-square-foot minimum (living quarters), and there is no time frame to build. So, a lot of people are buying lots just to hold, getting their money out of the stock market, just to hold the land for the future. We have a handful of people who already live here and are buying property as an investment. They’ve seen when The Landings was first brought to market 10 years ago and 1-acre lots on the west side of the runway were between $75,000 to $100,000. Now, the taxiway lots start at $189,900 while direct runway lots are in the mid $300,000s (only four direct runways remain).”

Michael Mills,  one of The Landings’ newest residents, owns a Cessna 182, his dad’s former aircraft. Mills learned to fly in the aircraft and has completed a tip-to-tail restoration, sparing no expense since assuming its ownership several years ago. Living alongside his aircraft presents a novel way of life for the longtime pilot. 

• READ MORE: Development Underway for New 400-Acre Fort Smith Metro Area Airpark

“I lived in Colombia and wanted to move back to the United States,” Mills said. “But I was tired of paying hangar rent, so I knew I wanted to move to an aviation community. I was surfing the web one night looking for places in Miami, actually. Then a Pecan Plantation ad from Zach popped up in my Facebook feed. I called him at 11 p.m., and he answered.”  

Mills and his wife had the opportunity to check out the community in November 2022. Texas wasn’t on their initial list of places they considered moving to, but they were sold as soon as they visited Pecan Plantation for the first time.

“We closed on the lot in January of 2023 and just moved in a few months ago,” Mills said. “So, everything is finally coming to fruition. I’ve been busy working, but everybody here seems pretty friendly, and we really enjoy the amenities here. One thing I enjoy is the fact that I can walk out my back door and be in my airplane in the same amount of time that I could be in my car. I really like flying to new places around here for lunch. I haven’t yet done a lot of flying in Texas, so I am still learning the lay of the land and where good food is.”  

The post Fort Worth Area Aviation Community Expands with Second Airpark appeared first on FLYING Magazine.

“As a pilot and avgeek, trying to find high-quality T-shirts, hats, tumblers, golf shirts, and hoodies that feature my favorite aircraft in a single location has been challenging,” said Craig Fuller, CEO of Firecrown (parent of FLYING) and the owner of Aeroswag. “With Aeroswag’s new product line, I found hundreds of T-shirts that I would like to have in my closet. Unfortunately, my wife will only let me have around a dozen, so the hardest part will be narrowing down my selections.”

The aircraft featured in the online catalog include the Northrop Grumman B-2 Spirit stealth bomber, Lockheed Martin F-35 Lightning II, Wright Flyer, Douglas A-4 Skyhawk, Cessna 182 Skylane, Beechcraft Bonanza, Learjet 45, Bombardier Global, and hundreds more. The catalog also includes kitbuilt aircraft, various modifications, and even gyrocopters. 

“If you’re looking for a great T-shirt with an awesome illustration of virtually any aircraft produced in quantity, Aeroswag’s new product line is where you will find it,” Fuller said. 

The post New T-Shirt Line Launched By Aeroswag appeared first on FLYING Magazine.

Today’s Top Pick is a 1964 Cessna 205 Super Skywagon.

Cessna used its capable, all-around 182 Skylane as the basis for new models starting with the first 210s in 1960, which essentially were retractable 182s. The company also attached 182 wings and tail to a larger fuselage to make the 205, a fixed-gear model with six seats that performed well as a family transport, thanks in part to its 260 hp engine that gave it more muscle than the already-brawny 182.

The 205 lasted only a couple of years before Cessna replaced it with the 206, which had a new, more sophisticated wing design and even more power. The 206 became the go-to aircraft for pilots who wanted a flying utility vehicle and grew to be so popular that it remains in production. Aircraft shoppers often forget about the 205 but should not because it offers a lot of performance and utility in an economical package.

This 1964 Cessna 205 has 2,250 hours on the airframe, 332 hours on its 260 hp Continental IO-470S engine, and 290 hours on the McCauley C490 two-blade propeller since overhaul. This aircraft has front pilot and passenger doors,  rear cargo door, six seats, and BAS inertia-reel shoulder harnesses. It carries 84 gallons of fuel and comes with Monarch gas caps and an STC for unleaded fuel.

The basic VFR panel includes an Icom radio, Stratus Appareo ESG ADS-B Out transponder, Garmin GDL 49 ADS-B In, and Softcom six-place intercom.

Pilots interested in an economical six-seat traveling aircraft with a substantial useful load should consider this 1964 Cessna 205, which is available for $190,000 on AircraftForSale.

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

• FLYING Magazine: FLYING’s Air Compare: Cessna 206 vs. Cessna 210
• FLYING Magazine: Cessna 206 Stationair
• Plane & Pilot: Cessna 205/206 Stationaire

The post This 1964 Cessna 205 Super Skywagon Is a Heavy-Lifting, 6-Seat ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

When equipped with SkyView HDX and the autopilot, Baron aircraft also will benefit from a yaw damper and approach capability when the autopilot is coupled with a compatible third-party IFR navigation instrument.

• READ MORE: Dynon Continues Progress on SkyView Installations in Certified Aircraft

When added to a SkyView HDX system, the three-axis autopilot starts at a list price of $11,192 for Baron aircraft, including all required hardware and servo harnesses. Other options that pilots frequently choose include the SkyView autopilot control panel ($664), which provides autoflight controls for the pilot, and the knob control panel ($335), which gives pilots the ability to adjust the values modified the most when flying with the autopilot, such as altitude, heading, track, and altimeter setting.

“We’re excited to expand the SkyView HDX and Dynon’s autopilot approval into the Beechcraft Baron series,” said Michael Schofield, Dynon’s director of marketing.

Dynon Certified products, including this autopilot approval, can be purchased and installed by any Dynon-authorized center. Dynon said additional autopilot approvals are in progress for select Mooney M20 and Beechcraft Debonair 33 aircraft. Electric trim and autopilot auto-trim are also widely available for Dynon autopilot-equipped aircraft.

The company said trim motor control and autopilot auto-trim are now available for most Dynon Certified autopilot installations with electric trim motors installed. In the past this feature was restricted to a select few trim systems, Dynon said. Now the restriction has been removed, so auto-trim can be used in all Dynon autopilot-equipped Cessna 182, Beechcraft 35 and 36 series, Piper Seneca, and Beechcraft Baron 58 series aircraft.

The post Dynon Certified Announces New FAA Approvals for SkyView HDX Avionics System and Autopilot appeared first on FLYING Magazine.

Today’s Top Pick is a 1981 Piper PA-28-236 Dakota.

Piper rolled out the original PA-28s in part as a response to Cessna’s popular 172. Over the decades, a series of stretches, reshapings, and engine changes transformed that basic airframe into a fleet, including four-place and six-place singles and twins often designed to compete with specific rivals in the GA market. This PA-28-236 is one such example, having arisen from a need to compete with Cessna’s no-nonsense, heavy-lifting 182 Skylane. For pilots who trained in PA-28s or simply prefer low-wing aircraft, this big-engine version of the PA-28 could be an ideal vehicle. For those wondering, the Dakota is the follow-on to the Cherokee 235 Pathfinder, with the addition of the tapered wing.

I recall seeing a photograph of a pilot standing next to a PA-28-236 with a huge pile of luggage, apparently representing the aircraft’s cargo capacity. Indeed, the collection of stuff looked like the typical load for a student heading off to college. I am sorry that I do not recall whether the photo was part of a promotion or flight review article, but either way, the message was clear. This was one of those airplanes that supposedly could lift whatever you could fit through the door. That might be an exaggeration, but these Pipers are good haulers.

This Dakota has 2,860 hours on the airframe, 850 hours on its Lycoming O-540-J3A5D engine and 1,360 hours on its Hartzell propeller. The panel includes a Garmin GTN 650 GPS nav/com, GTX 345 transponder, King KMA 24 audio panel, KX 170B VHS nav/com, FR 86 ADF, KN 62A TSO DME, Century 21 autopilot, ACK 406 ELT with GPS interconnect, Sigtronics SPA-400 4-place TSO intercom, and Davtron M877 digital clock.

Pilots who need a flying utility vehicle to complete their typical mission should consider this brawny 1981 Piper PA-28-236 Dakota, which is available for $219,000 on AircraftForSale.

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

• FLYING Magazine: AeroGuard to Acquire 90 Archers from Piper Aircraft
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• Plane & Pilot: Piper Cherokee 235 Pathfinder/Dakota
• Plane & Pilot: Garmin Gets Green Light For Piper Autopilot STCs
• Plane & Pilot: Piper Cherokee 180 Archer
• Plane & Pilot: Plane Facts: Piper PA-28s

The post This 1981 Piper PA-28-236 Is a Strong-Shouldered ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Today’s Top Pick is a 1958 Cessna 182B Skylane

Cessna’s 182 Skylane is among the most popular models on the used market in part because they are plentiful and come in a wide range of vintages and equipment levels. While the basic design dates to the 1950s and has seen many upgrades in creature comfort features, the airplane’s mission and performance have changed little through the decades. The Skylane remains a solid step-up airplane for pilots who are ready to move on from trainers and begin carrying larger loads at higher speeds.

The Skylane for sale here is an attractive vintage model that received new paint and interior trim in 2003. Its “straight” tail and classic paint scheme will turn heads on the ramp while the venerable airframe continues to provide solid utility and comfort. 

This 1958 Skylane has 3,090 hours on the airframe and 1,575 hours on its 230 hp Continental O-470 engine since overhaul. The aircraft is equipped with a heavy duty nose wheel, Horton STOL kit, EZ flap handle extension, and new engine mount bushings and bolts installed in 2022. Additional features include a vertical card compass, Rosen sun visors, and Aero Fabricators shoulder harnesses.

The panel includes a Garmin Aera 550 GPS, King KLX135A GPS Com, Garmin GTR225 Com, PS Engineering PMA450B audio panel, and Narco AT150 transponder.

Pilots looking for a 4-place traveling aircraft with vintage appeal and the advantages of STOL upgrades should consider this 1958 Cessna 182B Skylane, which is available for $99,000 on AircraftForSale.

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

• FLYING Magazine: Gas-Powered Cessna 182 Back in Production
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• FLYING Magazine: Turbo Skylane Returns to Cessna’s Lineup
• Plane & Pilot: Why The Cessna 182 Skylane Is A Top Used Plane
• Plane & Pilot: Flying A Cessna Skylane To Argentina
• Plane & Pilot: Used Cessna 182 Skylanes
• AVweb: Air Plains Services To Feature Cessna 182XP 300hp At Sun ‘N Fun Exhibit

The post This 1958 Cessna 182B Skylane Is a Handsome, Straight-Tail ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

The new additions, which were handed over at Textron Aviation’s location in Independence, Kansas, included four new Cessna Skyhawks, one Cessna Skylane, and one Cessna Turbo Stationair HD. The aircraft join a fleet of 540 Cessnas currently owned and operated by CAP.  The organization also has a contract for an additional 14 172S Skyhawks and one 182T Skylane, which it awarded to Textron in September.

“Civil Air Patrol is thrilled to welcome these new Cessna aircraft to the world’s largest fleet of single-engine piston aircraft,” said CAP national commander and CEO Major General Edward D. Phelka. “CAP is proud to continue to partner with Textron Aviation as we utilize their outstanding products in executing complex and varied missions for America.”

• READ MORE: Civil Air Patrol Responds to Wildfires on Maui

Founded on December 1, 1941, as the official civilian auxiliary of the U.S. Air Force, CAP now counts its membership at more than 60,000 volunteers organized into 1,414 squadrons across the U.S. According to its annual report, the organization flew more than 95,000 hours and is credited with saving 151 lives last year. CAP’s missions include joint training and other military operations, assisting federal, state, and local agencies, search and rescue, disaster response, and emergency services.

“From search and rescue to disaster relief and homeland security, the missions CAP undertakes daily are as broad as their footprint across the U.S.,” said Bob Gibbs, Textron Aviation’s vice president for special missions sales. “We are honored that Cessna aircraft continue to be the organization’s platform of choice for these crucial operations.”

The post Civil Air Patrol Expands Fleet appeared first on FLYING Magazine.

Today’s Top Pick is a 1982 Cessna 182R Skylane.

It seems like Cessna 182 Skylanes are always in demand on the used market. Shoppers often enjoy the advantage of having many 182s to choose from, in part because Cessna built a lot of them and they change hands regularly. Today’s market ranges from 1950s and ’60s models to brand-new and lightly used versions built in the last few years.

This 182R is special because a previous owner replaced the original 230 hp Continental O-470 engine with an IO-520 that puts out 280 hp. It also has a combination of Aspen and Garmin avionics that converts the panel almost completely to glass. While 182s are known for their short-field performance, this example will allow pilots to access tight strips with even greater confidence and an improved margin of performance.

This airplane has 4,441 hours on the airframe, 1,118 hours on its IO-520 engine since overhaul and 570 hours on its Hartzell three-blade Scimitar propeller. The panel includes an Aspen 1000 Pro Max MFD and PFD, S-Tec 3100 autopilot, Guardian Avionics Aero 553 CO detector, Garmin GTX 330ES transponder, Garmin GMA 340 audio panel, GNS 530W, GNS 430W, and JPI EDM930 engine monitor. The aircraft received new paint and interior in 2010.

Pilots who want a Cessna 182 but would prefer a dash of extra power should consider this 1982 example with the Continental IO-520 engine. This aircraft is available for $305,000 on AircraftForSale.

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

• FLYING Magazine: Gas-Powered Cessna 182 Back in Production
• FLYING Magazine: BRS Offers Useful Load Increase for Cessna 182
• Plane & Pilot: Used Cessna 182 Skylanes 
• Plane & Pilot: Why The Cessna 182 Skylane Is A Top Used Plane

The post This 1982 Cessna 182R Is a Heavily Upgraded ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

Conversely, when searching for a four-place airplane with a decent cruise speed, good useful load, capable of getting into and out of a wide variety of strips, and straightforward ownership and maintenance, one must get in line and prepare for painful asking prices. This was the conundrum faced by my friend Matt recently. His mission was all too common— take one or two friends on one- to three-hour trips, occasionally to grass strips, without having to deal with overly burdensome searching for parts or qualified maintenance.

Such airplanes exist, but as Matt soon learned, the popularity of this recipe makes it a particularly valuable one. He naturally zeroed in on the Cessna 182, as it does just about everything pretty well, and came away stunned at the asking prices. Indeed, a quick survey of the many examples listed on Trade-A-Plane reveals a median asking price of $160,000—and that’s excluding the second-generation 182s produced from 1997 onward.

• READ MORE: Traveling on the Cheap: Older, Odd, and Unloved Aircraft Can Be Bargains

To help Matt with his conundrum, I turned to a recommendation I commonly make—the oft-forgotten Cessna 175 Skylark. With a short, five-year production run from 1958-62, just more than 2,100 examples were built. This compares to more than 44,000 172s and more than 23,000 182s. 

Essentially a 172 with a different engine, the 175 came in two varieties—the early version with a straight, vertical stabilizer and a later version with a swept one. All have the “fastback,” lacking rear windows, and all were built with fixed landing gear. On the ramp, the only visual difference between a 172 and 175 is a slightly different cowl or a visible gearbox nested inside the main air intake. 

The 175 hp Continental GO-300 engine is the key differentiator. At its core, it’s the same 300-cubic-inch, 6-cylinder as the basic 145 hp C-145 or O-300. But as the “G” suggests, it’s a geared version of those engines and makes the additional horsepower by turning at a higher rpm.

The general consensus is that the GO-300 is a decent engine but that it comes with some concerns. For example, those who don’t operate it by the book tend to experience maintenance issues. But even if you treat it properly, parts are increasingly difficult to source, and an ever-shrinking number of shops are even willing to overhaul it. The relatively low, 1,200-hour time before overhaul (TBO) is also a concern.

So what makes the Cessna 175 an airplane I recommend to my friends? Do I take joy in setting up my buddies with problematic engines that drain their bank accounts before my eyes? Is this the kind of friend I am?

Certainly not. While I have indeed been known to orchestrate some truly legendary pranks in my college days, I’d never knowingly set up anyone for failure. Here, then, are three reasons I commonly recommend the 175 to prospective, first-time airplane owners:

1) An upgraded engine transforms the 175 into a budget 182.

I once belonged to a flying club that had a 172M with a 180 hp Lycoming O-360, and it was an absolute beast. The additional horsepower resulted in shockingly short takeoff rolls, and the climb rates that followed transformed many departure-end obstacles into laughable curiosities. One summer, two friends and I loaded a week’s worth of camping gear into the back and set off for Oshkosh, filled to the brim and just below maximum takeoff weight. The Super 172 performed brilliantly, demonstrating that 180 hp is what the 172 airframe should have come with from the beginning.

Fortunately, multiple engine STCs exist for the 175, and the 180 hp Lycoming O-360 is one of them. Find one with this engine, and you’ll have a wonderfully capable airplane, simultaneously a high-performance 172 and budget 182. It will do everything reasonably well with none of the downsides of a 175 with the original GO-300 engine.

Alternatively, one can purchase a 175 with the stock engine, fly it for several years while putting money aside for a future engine upgrade, and then do that in lieu of an overhaul. The existing GO-300 and propeller won’t command much when sold second hand, but they will take a chunk out of the total upgrade cost. For those of us with modest cash flow, this option might be the best way to get into a decent airplane that has the option to be upgraded to a truly great one.

2) A 180 hp 175 is well-balanced in multiple ways.

Generally, bigger engines provide more power and higher performance. But beyond a certain point, any vehicle will be hindered by the larger engine in terms of overall balance. Like a Mazda Miata with a V-8 shoehorned into the engine compartment, an airplane with an overly large powerplant might lose some of its best handling qualities. 

Such is the case with the 175’s Continental O-470 STC. Sure, it provides 230 hp, but owners report a terribly nose-heavy aircraft with a CG right at the forward edge of the envelope and correspondingly heavy and difficult flare, particularly at higher flap settings. Additionally, the big engine has six cylinders to care for and comes with notably increased fuel burn. Like the tale of Goldilocks and the Three Bears, the middle, 180 hp mama bear provides an ideal balance of qualities beyond horsepower.

3) Nobody remembers to search for 175s.

With apologies for any added exposure this article might provide to the aircraft shopping community, one of the best things about the 175 is its obscurity and anonymity. When performing their daily (or hourly) sweep of listings at Aircraft For Sale, most shoppers navigate directly to the 172 or 182 listings without even thinking to search for 175s. To be fair, pickings are slim (though there are some to be found). As mentioned, only 2,100 were built, and 896 remain active on the FAA registry.

But an occasional browse through the listings sometimes reveals hidden treasures. Over the past year, I’ve spotted 180 hp 175s listed for well below the asking prices of 180 hp 172s and certainly 182s. Even if the Skylarks in hiding are presented with the same pricing, there’s a good chance you can find some outstanding, undiscovered examples. This can be your ticket to scoring a great airplane for a fair price in the cutthroat shopping environment.

The post The Advantages of Shopping for Unusual Aircraft appeared first on FLYING Magazine.

National Weather Service Area Forecast

On December 3, 2021, two pilots—call them Jack and Ken—left Clarksville, Arkansas, in a Piper Cherokee 235. They flew south to Louisiana, where Jack, who operated an airframe repair shop in Clarksville, picked up a Cessna 182 that had suffered some sheet metal damage in a hurricane. They then flew the two airplanes to Minden, Louisiana, where they stopped for food and fuel before continuing to Clarksville, 175 miles to the north.

Ken, the Cherokee pilot, had checked the weather and considered it “very sketchy.” Neither pilot had an instrument rating. But Jack said they would climb to 1,500 feet to stay below the clouds, and they could land at Magnolia, 40 miles north of Minden, if the clouds turned out to be too low.

It was already dark when they took off. Jack was leading in the 182, and they were communicating on 123.45. The clouds were broken or scattered and the ground was visible, but the forward visibility was poor. Ken could see the icon of the 182 ahead of him on his ForeFlight traffic display. By the time they reached Magnolia, Ken thought they were in IMC, but Jack was confident that the weather would clear ahead and decided to continue.

They were at 1,600 feet msl—about 1,350 agl—and cruising at 140 knots, heading more or less due north. All Ken could see ahead of him now was the 182’s rotating beacon. He knew that he was in over his head and said so to his friend; but Jack, who seemed more concerned about Ken than about the weather, continuously coached him to keep his wings level. After some time, Ken tore his eyes from the attitude indicator to glance at his ForeFlight screen. He saw, to his surprise, that the 182 had turned toward the southeast and was backtracking toward him. He asked Jack what he was doing but got no response. Moments later, the 182 vanished from the screen.

Half a minute passed, and then ForeFlight issued a low-altitude alert. Alarmed, Ken pushed the throttle forward, hauled back on the yoke and climbed to 3,500 feet. Still in IMC, he turned eastward toward Hot Springs, but on learning that the weather there was 300 overcast he turned back northward toward Clarksville.

It turned out that Jack had been right about the weather farther north. The clouds cleared, and Ken was able to land at Danville, 25 miles south of Clarksville. Once on the ground, he tried again and again to call Jack’s cell phone, but there was no answer. He was sure there had been an accident. Perhaps, he thought, Jack had become so preoccupied with trying to keep him, Ken, safe that he had lost track of his own heading and altitude.

ADS-B data showed the 182 cruising northward at 1,600 feet until a mile and a half south of Trap Mountain, where it began a gradual descent and then a shallow right turn. Searchers found the wreckage of the 182 on the north slope of the mountain at an elevation of 1,070 feet. Trap Mountain is a narrow, steep wedge rising 500 feet above the surrounding terrain. Its charted height is 1,095 feet; the 182’s initial point of impact was the top of a 30-foot tree, just below the ridge.

The original plan had been to fly at 1,500 feet, as this would keep them in uncontrolled airspace, below the floors of airways and a couple of military operations areas, but clear of all terrain between Minden and Clarksville. (The terrain was a few hundred feet higher north of Trap Mountain than south of it, but since Jack expected the weather to improve to the north, he probably thought they would be able to climb a little higher there if they needed to.) We can’t know why the 182 strayed from its intended path, but the NTSB blamed “the non-instrument-rated pilot’s improper decision to continue visual flight rules flight into instrument meteorological conditions, which resulted in spatial disorientation and a subsequent impact with terrain.” Spatially disoriented pilots, however, typically make rapid, random changes of heading and altitude. The gradual descent and turn are more suggestive of distraction or instrument failure than spatial disorientation.

What is noteworthy about this accident is that we have a narrative of the events leading up to it—not, admittedly, from the point of view of the accident pilot himself, but at least from that of a bystander. Conditions in the air can look different to different pilots, however, especially to ones with varying amounts and kinds of experience. Jack had 2,500 hours and came from a family that had long been immersed in aviation. In his work he probably flew many types of airplanes, and in a variety of weather conditions. (Considering his relatively high time and the fact that he was an aviation professional, his lack of an instrument rating is puzzling, but, as I have learned in 60 years of flying, not everyone follows the beaten path.) 

I suspect—this is just a guess—that Ken was the less experienced pilot of the two; at least, he seems to have been less at ease than Jack was in, as he repeatedly put it, “sketchy” conditions. It may be significant that while Ken’s narrative repeatedly uses the phrase “in IMC,” it does not use the words “in clouds”; to Jack, that distinction may have made all the difference.

The condition of forward visibility, or lack of it, that Ken perceived as IMC could have appeared to Jack as night VFR minimums. In the dark, how are you to know whether a cloud is 2,000 feet away or whether the dim light you discern through the haze ahead is one or three miles away? The weather outlook was ambiguous, as it often has to be. Reduced visibility and ceilings—as opposed to straight-up IMC—would be common in the area, but not general. Better weather to the north was likely, but not certain. To a pilot used to scud running, words like “common” and “likely” are open doors. One of the oddities of the FARs is that they classify as VFR certain nighttime conditions that absolutely require reliance on the gauges. It’s possible that the same conditions that were IMC to Ken looked like unpleasant-but-legal VMC to Jack.

One could question the wisdom of Jack’s pressuring Ken to make a flight with which he clearly felt uneasy. Ironically—or perhaps not—it was the confident Jack who came a cropper and the hesitant Ken who got home safely.

This article is based on the National Transportation Safety Board’s report of the accident and is intended to bring the issues raised to our readers’ attention. It is not intended to judge or to reach any definitive conclusions about the ability or capacity of any person, living or dead, or any aircraft or accessory.

This article was originally published in the March 2023 Issue 935 of  FLYING.

The post The Road Not Taken appeared first on FLYING Magazine.