And then there’s the mobility: Alaska, finally… wait… maybe Maine? Geez, or Quebec… but then why not Labrador? Why limit your potential. With this rig – you can go anywhere.
But never mind the day dreaming … those big tires will make you so cool on the FBO ramp. So hip, that the Gulfstream 550 captain stares at your bad ass rig with envy. That Gulfstream, incidentally, is going to the Cannes Film Festival with some *pretty* sophisticated catering to boot.
Ha! “Not moi monsieur”, you think. You have free will – and you don’t fawn over the Hollywood A-list…. because you’re going to Greenville, Maine … for the fly in. You, my friend… are crushing it.
Per advice from well meaning advisors, this entry is entirely fictitious. It involves flying the sheriff out to the island, and turning right around and flying a distraught victim off the island. It is an airplane story only on the basis of center of gravity and freedom of control movement issues.
The control and CG issues were due their only being two seats in the airplane – one for me and one for the passenger. (This was common on freight runs or in a medevac flight when the aircraft was configured into “no seats” mode with all of the seats, except the pilot and co-pilot’s, removed.) But the meat of this story is around all the events that led to the fastest island extraction I’ve ever done.
The drama took place on an island that had a funky upslope runway. You would “land up” from the sea (pointing south) and “take off down towards it” (to the north) typically. It sounds heroic, but is pretty easy and casual when you get used to it. If the wind was really blowing hard from the north, you could bravely land downhill (into the wind) since your actual ground speed could be as little as 10 or 20 mph if you had 40 or 30 mph on the nose.
We’ll call this island Crustaceanicus. There are many such runways off the coast of Maine, but most are unknown, unpublished or no longer used. This one, however, saw use at least three times per day, weather permitting.
As you read the accident report, try and accept the fact that a mere 22 years ago, pilots often did things that were questionable at best. To keep the job, to get your foot in the door, or to conform to norms in your company and culture you did silly stuff. Never mind the customized approach to that god forsaken airstrip that you’d been sent to, you’d succumb to things that, technically, may not have been on the up and up with the FARs.
What is even more striking is that all of this “off script” behavior was rarely the stuff that got you hurt. What killed my teachers, was a lack of simple risk mitigation, awareness, and plain old decision making that got the swiss cheese holes to line up. In aviation we recognize that it is a series of things that typically lead to an accident. Our job, to live and be safe, is to constantly be thinking the stacking of bad, vs. the stacking of good. (I wrote about this once upon a time for the turbine crowd here.)
This story is about the day I stopped flying, sometime in 2001, when enough of my mentors had died that I thought, at a minimum, I could take some time off to reflect. I should take a good luck at my own suspect judgement, sub-par skill set and poor choices in equipment, destinations and jobs to fly.
Mostly, it was time to give thanks for the large scoops of good luck that had fallen on me in years where I was doing the riskiest stuff.