We had a fantastic annual meeting in Mystic Connecticut this past May. The three-day event was filled with enthusiasm from natural resources pilots across the country. If you are not a member of the International Association of Natural Resource Pilots, I encourage you to join. We are a group of pilots doing special work and we have special talents and needs. When you become a member, you are not just a member; you are part of an organization of natural resource pilots with many years of experience. If you have a question or a problem, someone can help you. That is why we exist, to encourage one another, share our knowledge and promote safe flying. The annual meeting for 2002 will be held in Wisconsin. Details for the meeting will be published in the Con-Aero Newsletter and also mailed to all current members.

Life is full of changes and flying is certainly one of those areas that has its share of changes too.

Recently I had the pleasure of getting a performance boost from a Cessna 172-M that I fly. It was time to overhaul the engine and we decided to hang a 360 cu 180 hp on it. Well, after looking at the STC information and reading the new supplemental flight manual, performance charts and weight and balance, it was time to take to the air. 

What a difference that extra horsepower made. On any given day it will provide an honest 1000 fpm climb and not grumble, well, at least in Indiana. As I flew around admiring the new power, I wondered how the new weight would affect the landing. So, to find out, I headed back to the airport to set up a landing. I had hoped for some cross wind, but not today. Not only was there no cross wind, I think the only wind moving was coming from the propeller. Ok, here we go, left down wind, carburetor heat on, flaps, airspeed is looking good at 80 mph, turn left base, still looking good, turn to final was a little tight, whoa, who made the airport small, 2700 X 50 today seems narrow and short. I had been flying out of a 4500 X 100 airport. I felt like I had turned on final with a tailwind. I glanced at the windsock to confirm that I was landing the right direction; sure enough the windsock confirmed I do not have a tailwind. I rechecked my flap setting, 30 degrees is max. Ok, pull the power back a little more, chirp it on the runway about 500 feet past the threshold. Lets do a go around, you know the drill, carb heat off, flaps at 10 degrees, throttle full forward.  Seconds later I’m back flying again, I like this extra power. Well, after a couple more landings, I learned to use a little less power on landing, because this airplane wants to fly. Ten landings later I feel better about the changes. Now I’m ready to go fly for a couple of hours. So, after some flying, I returned to the airport ,put the plane in the hanger and tucked it in bed. As I walked across the tarmac, I stopped and glanced back toward the airplane. A smile came upon my face, I was on a natural high, man that was fun and I got paid to do it! I had this little grin on my face the entire 40 minute drive home.

A couple of weeks later the airplane was in the shop for panel rework and a total upgrade of the radios. I want you to know I can program my VCR, I have installed satellite receivers and I rebuild computers for a hobby. So, what’s the big deal with new radios? Well, there is the normal stuff like NAV/COM, GPS and all the other gadgets, but who designed the knobs on this stuff anyway. Turn it left for one thing, turn it right for the other, push it in once or was that twice to change frequencies. Not to bad on the ground, but bouncing along in the air takes a little more practice. That was just the aircraft radio stuff, now more switches for enforcement radios, tiny buttons and knobs for that too. I’m flying along looking for bad guys on the ground and my co-pilot is punching me and signaling to the headset. He can talk to the ground units, but I can’t hear a word he is saying. Ok, who has been messing with the ISO switches?  After trying every front panel switch we could find, we decided the problem must be with the passenger switches. After some stretching and twisting to get to the back seat switches, we get the problem resolved. Now I can hear what the co-pilot is saying to the ground units and listen to the air frequencies too.

The new 180 hp engine on the airplane is great, but I can’t say I like the new radio system yet, but I’m working on it.

Remember, a smile is contagious, spread it everywhere and enjoy time with your family.

George Peachee