bwaldo

Depends on the incentive. If your using a chimp to land the airliner it takes bananas. If your using a teenage girl you need to be able to type 10 words a minute.

Over the Lake Elisnore skies in a DC-3. Hey Gary check the right engine it's shaking. Any leaks or smoke? No Bob it's still running. OK good enough. That was the last time I flew with Gary. Fitting it was in a DC-3.

Kevin was in the front right seat of my Beech 18 when it popped a engine coming off of Otay. Because of the mountains it was one way in and one way out. After limping back around over the lake on one engine I lined up on the short 1,800 foot runway that dead ended into mountains. On short final Kevin said something that until I die I will always remember. " I wouldn't do a go-around if I was you"

Flew Bob many times in 18's and 3's. I remember him well.

Spike and I use to talk about the cost of operating our Twin 18's. After comparing operating expenses we both agreed that it was a break even operation. Spike just loved flying that 18. Although I fly only turbine aircraft now I would give anything to fly 18's and 3's again. Spike had stopped by Yolo to say high just before. After the accident I examined the airplane. As with the Helio my opinion as to the crash was different than the NTSB's. My opinion was based on 3,000 hours in 18's and a A&P, IA. And I new Spike.

Jump pilot for over 40 years. Coast to coast. At one time or another I flew them all in every type of airplane that was ever used for skydiving. Scotty was a standout amongst them all.

I did.

Of all the Gooney birds I have flown none could compare with the Southern Cross in power and climb. It was the only light skinned 3 that was approved for 1820-76D's equipped with 2- speed super chargers for a combined 2,900 horse power. In high blower it could effortlessly climb to 27,200 feet. My logbook shows 262 loads at 100% reliability. I operated the airplane very conservatively, flying the engines at 55 to 65% for a 1,000 foot per minute climb. At a 17,000 foot exit, the power reductions started at about 14,000 slowing the rate of climb to about 600 fpm and 85 knots. The cut airspeed was about 70 knots and a bunch of left rudder. There is quite a bit of finesse to really get a 3 to perform and remain reliable, you fly the engines. The airframe is just along for the ride. I wish the latest owner good luck with her. Bob Metz