My friend and I were flying his Cessna Citation CJ3 to Hillsboro Airport in Oregon (KHIO) from Lincoln Nebraska (KLNK) on our way to Alaska to watch the Iditarod Race . I’ve been flying this particular CJ3 for six years, in fact it was my first flight in the plane that was the impetus to obtain my CE-525S type rating . The CJ3 had just back in the air after the Rockwell Collins Pro Line Fusion avionics upgrade was completed at Duncan Aviation in Lincoln . I’ve been flying and teaching the Pro Line Fusion system since the first installation. The multiple flight legs to Alaska would provide a great opportunity to train my friend on a variety of techniques.
Before departing Lincoln I loaded the flight plans, including the second leg (Alternate Flight Plan) from KHIO to Anchorage (KPANC) using the new ARINCDirect app through the wireless connectivity of the IMS-3500 module, which was recently certified for the CJ3. I’ll write another article on that capability soon!
On Fusion you can view the Secondary, or Alternate, flight plan on the map screens of the MFD or the PFDs. This makes for a great method of verifying your next flights, or just to check the weather along the route.
Just when we were enjoying the scenery
We departed Lincoln and were cleared quickly to FL430 and were discussing different aspects of the new avionics system.
We were cruising west at FL430 flying over Idaho and we noticed the oil pressure on the right engine was lower than the left.All values had been in the green range during our flights so we had not paid a lot of attention to specific values prior to recording the values in our flight log.Our engine parameters usually match within a very close range, so it was unusual to observe a significant gap between the two engines. All other engine parameters matched as expected.
We continued our flight evaluating what may be the cause of the discrepancy.Our diagnostic steps started with any recent work on the plane.The recent Fusion upgrade and additional work we had completed should not have involved the oil system.We had previously experience a split in the oil pressure and completed a Williams International Service Bulletin for an oil check valve replacement,We thought it might be related to that replacement, however everything had been stable after that repair for some time.Each engine is equipped with two oil pressure sensors, one is a pressure switch and the other a transducer.The pressure switch is set at a particular trigger value, 23 PSI for the CJ3.The transducer measures actual oil pressure when then displays as a digital value on the avionics.
I frequently fly with my Garmin Explorer Iridium satellite communicator.It is a great device, and I have been using it, and the previous version by DeLorme, for 5 years including on my previous trip to Europe this past Fall.It allows me to send messages, track our progress, and communicate in case of an emergency.This was a great opportunity to use it again.
Near the scenic Salmon River I sent a message using the Explorer to a good friend, Troy Lewis, who works at Williams International, the manufacturer of our engines.Troy is a colleague of ours on the NBAA Cessna Citation Technical Advisory Committee and also provides customer support for Williams.The pressure had now decreased to 47 PSI, which wasn’t an immediate concern to Troy but the trend is an issue. After HIO we would be heading up the British Columbia and Alaska coastlines to Anchorage (PANC) with very few options along the way.We can fly long distances with one engine, if necessary, however it isn’t good for the engine and our range decreases on one engine since we would have to fly at a lower altitude.Neither result was good.
As we approached Oregon and our descent profile into the Portland area, the oil pressure on the right engine then started to fluctuate, something we have never seen in this plane.It would decrease a few PSI, then rise again, however the values still didn’t match the left engine. The oil pressure then started decreasing into the 40-45 PSI range, which isn’t a good sign.The minimum oil pressure in flight for the CJ3 is 45 PSI with an N2 above 80%.In typical cruise, our N2 is well above that number.Below 80% N2 the minimum is 35 PSI.The oil levels were perfect before flight, and the oil temperatures were exactly the same on both engines.Usually, but not always, you will see an increase in oil temperature if the oil pressure drops.
We were at FL430 (43,000 ft) and started to discuss our options and agreed that if the pressure decreased any more we would shut down the right engine.Troy suggested retarding the right engine and see if the pressure increase, which it didn’t.This helped us eliminate the check valve as the cause.Our issue appeared to be caused by a defective oil pressure transducer, or something worse – an actual oil leak or pump failure.
I’ve had experience a low oil pressure indication earlier in a Piper Meridian (PT6-42A) at FL270 with my wife Jane on a flight to my 40th high school reunion in Denver, and at that time thought it might be a recurring oil transducer indicating issuewe had which was bothersome but not critical.We continued to happily cruise in the Flight Levels towards Denver and friends. A few minutes laterI saw oil streaming over the windshield and did an emergency descent into Cortez CO.I thought it wasn’t a good idea to assume this indication was benign this time 🙂
We were landing in the Portland area and I sent Troy a message to determine Williams’ nearest support team.They stated that Flightcraft at Portland International Airport (KPDX) was a support center.Troy called their staff and texted me, not only confirmation they could help, but also which hangar door to use and who would meet us upon landing!Obviously PDX was now in our new plans.I had flown into PDX many times, when I lived in Oregon and Flightcraft had always provided excellent service.We checked the limitations sections of the AFM and both agreed if the oil pressure dropped any further and approached the limitation minimum we would shutdown the engine.
Over eastern Oregon we were now heading to PDX and the pressure started to rise a little then stabilized.We made the decision that we would shut down the engine at 34 PSI.I practice engine shutdowns both in flight and in simulators on a recurring basis.Practicing these procedures can actually be a fun and challenging experience; learning the aircraft systems and how to react to abnormal conditions.Well at least, I enjoy the challenge!A few minutes later just east of Mt. Hood, the oil pressure indication dropped to 34 PSI.
Mike was the pilot flying on this leg and went through the process of securing the engine, using the Emergency/Abnormal Checklist.It is relatively simple process, confirm the affected engine (you don’t want to shut down the good one!), pull throttle to idle, then cutoff.Secure the generator on the affected engine.You apply additional rudder trim to counteract the asymmetric power since we are now flying on one engine. The CJ3 provides ‘rudder bias’ which senses a failed engine and augments our manual rudder adjustment to help maintain coordinated flight.As we descended we monitored the respective fuel levels and used the fuel transfer system to balance our fuel.The CJ3 has a 200 pound fuel imbalance limit, with 600 possible in emergency situations.
I advised Seattle Center Air Traffic Control we had completed a precautionary engine shutdown and requested a diversion to PDX with one engine inoperative.At this point, Mike and I didn’t consider this an emergency since everything else was operating well, so an emergency wasn’t declared, only expedited handling requested.If we had felt that any significant delay would have affected our safety, or we were in immediate need of a landing, then an emergency declaration would have been appropriate for us.I have declared an emergency in other situations and it can be the best course of action and pilots should never avoid that decision that when they are in immediate need of assistance.
Descend Via but then….
As we were descending via the HHOOD4 Arrival, we were instructed to change to Portland Approach Control.We were using COM2, controlled by the second CCP (Cursor Control Panel) for that radio, while the first CCP controlled COM1 where we monitored Emergency (121.5) which was our standard.I was managing the Flight Management System (FMS) as well as communications.I switched frequencies, or at least I thought I did, and the second CCP then failed!
Now we are descending at 260-270 KIAS, 2000FPM, with a ground speed in excess of 330 KTAS.Approach Control expected us on the new frequency, which we had not activated due to the failed CCP.Our standard procedure of monitoring 121.5 on COM1 was useful, since they contacted us on that radio and we used the Quik Tune feature of Fusion to change to the appropriate frequency.Of course, you don’t expect multiple failures at the same time however it does make it more interesting.
Portland Approach was very helpful, especially when I requested no delays if possible.The plane was flying well, however it doesn’t hurt to ask for a bit of assistance.The right engine was shut down and the less time you can have an engine spinning in the wind without oil pressure, the less likely you will encounter other issues. We reviewed the Single-Engine Approach Checklist to ensure we didn’t miss any items. While we knew the plane well, the use of checklists is a good standard protocol – especially when you have an abnormal event.
We were cleared for the ILS RWY 10L by vectors to final. We were now VFR below the clouds and had a great view of the Columbia River, something I always enjoyed when we lived in Oregon.
Our approach speed was a little high on final for the ILS 10L which we adjusted on the glide path.The touchdown by Mike was perfect and we then taxied to the west side of the Flightcraft maintenance hangar that was opening – just as Troy informed us!
The Welcoming Committee was there when we landed, not only the Flightcraft team but also the Portland Airport Fire Department – just in case.
Flightcraft – Help to the Rescue
It was now approaching 1530 and our goal of reaching Anchorage that evening was no longer attainable.The technical team at Flightcraft was truly amazing.Within 30 minutes of landing, the had the cowlings off our engines, had hooked up test equipment and isolated the problem – the oil pressure transducer. The corrosion didn’t appear to be severe, however in testing we believe it extended beyond what was visible to us. They even let me help, which probably delayed them a little bit 🙂
It was now 1615.We had isolated the problem and now needed a replacement – on Friday evening no less, and then required installation.Paul, one of the supervisors at Flightcraft worked quickly and found a part at the Textron Sacramento Service Center.With everybody working hard to help us, we were able to get an airline counter-to-counter replacement on the way to PDX.
We decided to enjoy Portland, or at least the airport area, and went to dinner at Salty’s on the same river we just flew over – the Columbia. If you find yourself in Portland, it is a great restaurant with an enjoyable jazz group on Friday evenings, and you can watch planes land at PDX! We also met up with friends who needed a ride to Alaska, so it worked out for everyone.
At 10 pm the new part arrived from Textron and Scot Fitch, the A&P mechanic who stayed late to help along with a colleague, called to let me know the part had arrived.Mike and I went to the hangar to help and test run the engines.After a little additional tweaking, we had proper oil pressure!Scot and his assistant did an amazing job getting our bird back in service.
The next morning we were off to Anchorage and the Iditarod, maybe 15 hours late, but that was inconsequential and we were grateful for the excellent support by Williams, ATC, Textron, and Flightcraft!Besides it allowed us to view the spectacular British Columbia and Alaska coasts in daylight! More details on the remaining trip and the Iditarod soon…..
ICON A5 Light Sport Amphibian Review – Quite a machine
On an earlier blog I wrote about obtaining my Commercial Seaplane Rating in Alaska, you may have read how much fun it is to fly a floatplane (seaplane rating per the FAA). I had a blast flying the Pacer and Super Cub on floats – splashing around on lakes in Alaska. Recently, again in Alaska, I had the opportunity to experience a ride in a 1942 Grumman Goose amphibian (only 17 left in the world) and Lake Renegade amphibian, as well as fly a Cessna 180 on floats.
ICON Aircraft offered me the opportunity to be one of the first pilots to participate in their new training program and fly their amazing Light Sport Seaplane amphibian – the ICON A5. I have a deposit on a future A5, however my particular aircraft probably won’t be available for a few years.
The ICON A5 is in a relatively new class of Light Sport aircraft, which opens an incredibly wide range of opportunities for pilots; Sport Pilots and Private/Commercial Pilots alike. Officially it is a Light Sport Aircraft-Single Engine Sea (LSA-ASES). While there have been other great LSA-ASES on the market, this one has probably garnered the most interest recently.
I won’t go into the full details of the FAA Sport Pilot license (SPL) in this blog (more details at AOPA or EAA), however basically it allows a faster method to obtain a pilot’s license. In as little at 20 hours (most people require more time) you can obtain a Sport Pilot License to fly an airplane, lighter-than-air (balloon), weight-shift, or gyroplane depending upon your training. Training for a floatplane rating, will take some additional flight and instruction time.
With a Sport Pilot license there are some limitations in comparison to Private Pilot license (PPL). You are limited in the size of the aircraft you can fly, where you can fly, when you can fly (no night and high altitude flying), and can only take one passenger. Even with these limitations, it is a great avenue to obtain a pilot’s license and have a lot of fun, and you can always progress to the less-limited Private Pilot’s License later! One of the nice aspects of a Light Sport aircraft, is you can also use it for training for a Private Pilot’s license, usually at a lower cost.
If you already have a Private Pilot’s license, you can fly any Light Sport Aircraft that matches your category and class (e.g. single engine airplane land). In order to add a Sport Pilot additional aircraft category and class (e.g. single engine seaplane) to your PPL you follow the Sport Pilot additional rating process. Upon completion of the SP training you take a Proficiency Check – rather than a Practical Test. The Proficiency Check is very similar to the Practical Test except it is administered by a CFI. You can also use a Light Sport aircraft, like the A5, to add a full rating to your Private or Commercial Pilot’s license which would then require a check ride with a Designated Pilot Examiner (DPE), similar to the SPL Proficiency Check. It may seem a bit confusing at first, especially since you have so many options, however the process is fairly easy.
The ICON A5’s primary structure is carbon-fiber for strength and light weight. Weighing in at a max gross weight of 1510 lbs., it has a maximum useful load of 500 lbs and fuel capacity of 20 gallons (100LL or Unleaded 91 Octane automobile fuel). Powered by a very smooth Rotax 912iSc, fuel injected engine, running a propeller at a maximum 5800 RPM (4800-5000 RPM in cruise), producing 100 HP. With a fully digital Engine Control Unit (ECU), it provides a modern way to power an aircraft, with automatic ignition and fuel/air management. This is definitely the way to power piston aircraft.
All light sport aircraft have a gross weight restriction; in the case of LSA-SES it is 1430. ICON was able to convince the FAA to allow them a higher gross weight due to some great aircraft design features, including a parachute system, the Complete Aircraft Parachute (CAP) provided by BRS – similar to the one in my Cirrus SR22. The ICON A5 CAP is very unique, when you deploy the parachute an interconnect also lowers the landing gear to further soften your emergency landing.
The Numbers – A5 Specs at a Glance
Gross Weight 1510
Useful Load 500
Baggage 60 lbs.
Fuel capacity 20 gal
Wingspan 34.8 ft – folded 7.8 ft.
Length 23.0 ft
Draft 14-23 inches (depending upon gear position – yes gear position !)
Vwr – 10 KIAS (my definition – max speed for Water Rudder extension)
Vwv – 1 ft (my definition – max wave height for operation)
The A5 uses the Rotax 912iS engine, coupled with a Sensenich 3-blade composite propeller. Since it is a pusher configuration, it avoids some of the damaging water spray while on the water and offers the pilot and passenger an unobstructed view. While the engine is mounted high on the fuselage, the pre-flight checks are easy (more on that later). Cooling is also optimized – as long as you don’t leave the canopy fully open after engine start ,which may impede the air flow. Checking oil is also very simple, just step on the seawing and check the quantity on top of the engine. Since it is both air and water cooled, you check the coolant level at the rear of the engine during preflight.
This is an electric airplane, utilizing a 12-volt battery charged by 2 alternators. The Engine Control Unit (ECU) utilizes two channels (Rotax calls them ‘lanes’). The primary alternator for the ECU is actually the smaller 16-amp unit. The 30-amp alternator powers the avionics, battery, and provides backup power to the ECU. Since the ignition system is fully electronic, similar to a car, the two alternators are needed for redundancy. The plane makes extensive use of LEDs for lighting, as expected, providing a good internal lighting environment and excellent position and taxi/landing lights.
The A5 uses a single, fuselage-mounted, fuel tank, with an amazingly accurate self-calibrating fuel indicating system. You only have to put the fuel selector in the ‘ON’ position in flight. The airplane incorporates 2 engine-driven fuel pumps, again for redundancy. The engine utilizes premium autogas (MOGAS) or 100 LL – the advantage of longer oil change intervals, etc. with the autogas. Another clever ICON design is solving the issue of checking for fuel contamination. Sampling fuel on a land plane can be a nuisance, on a float plane it is a major pain, trying to balance yourself on a float – hanging out over the water to reach a wing sump or balancing between the floats in the front for the engine sump. ICON’s design is downright simple. They incorporated a tube inside the fuel neck that reaches to the bottom of the fuel tank. The pilot inserts a syringe that connects with that tube and you draw a fuel sample up for examination – nothing could be easier!
In land retractable aircraft you utilize a squat switch to prevent gear retraction on the ground, not in an amphibian! Since you can extend and retract the gear in the water, without a weight-on-wheels sensor to prevent accidental retraction, you need to be careful at all times. A simple task if you use the checklist – every time.
The gear system is simple, which is great, featuring a fully castering nose wheel , with a two position switch – UP for Water, DOWN for LAND. As with all amphibians, you recite a full gear check item on your checklist – “Gear down for Runway – indicating down” and “Gear Up for Water – indicating Up”. Similar to the usual GUMP check, but even more important since your landing surface changes frequently. The A5 main gear will probably not retract if accidentally raised while on land, however the nose gear would. I don’t want to be the pilot to test this theory
As a Computer Science Professor and techie, I love technology in airplanes. There are a number of great LSAs and other aircraft with powerful glass panels featuring integrated MFD (Multi-Function Display) with EIS (Engine Indicating Systems) and PFD (Primary Flight Display) implementations. I enjoy flying and teaching in them, however the ICON A5’s design offers a very efficient implementation for its mission. At 6′ 3″ I found the 46″ wide cockpit quite comfortable, even after 2 hour flights. The cabin height is great, however our son is 6’7″ and for him it is a bit tighter especially the legroom. The ICON staff mentioned that they aimed for the 95 percentile in fit, which makes sense, however 97% would be even better for our son 🙂 On the other hand it fits me perfectly!
After flying over 80 aircraft makes/models, from taildraggers and gliders to helicopters and modern jets, it is wonderful to slip into the cockpit of the A5 and experience a well designed and ergonomic cockpit. The ICON folks designed a cockpit environment that is intuitive the minute you sit in the pilot’s seat. With the instrumentation conveniently arrayed in front of you with easy to read analog displays, it just seems right!
The Angle of Attack (AOA) indicator sits prominently at the top. ICON positioned the AOA at the top for a reason – you reference it during all phases of flight and it is an important instrument for landings.
The A5 utilizes a Garmin 796 GPS, which is removable, as the navigation system with XM capability and communicates with the single Trig COM. The A5s I flew have a Trig Mode-S Transponder and future production models will have an ES – extended squitter unit for ADS-B out and possibly ADS-B in.
After owning, and flying, a number of aircraft my only suggestion would be the addition of a volt/ammeter so you can see the actually battery voltage before start to check the health of the battery and charging rate and voltage during flight. I mentioned this to the ICON folks, as a suggestion for the future. Alternatively, you could use a 12v meter in the accessory receptacle in the center console, which is next to 2 USB power ports.
You can see some additions over land planes- the addition of a Purge Bilge annunciator – important when water gets into the airplane structure during normal water operations. Since the wings fold a warning light informs you if the wings or stabilizer tips are not secure. In addition they have a LAND AIRCRAFT light which indicates you may have an impending engine issue and it is in your best interest to get on the ground — or water as soon as possible! ICON is changing the altimeter design, so future aircraft will look slightly different.
You don’t need an Exhaust Gas Temperature (EGT) gauge since the ECU takes all of the work of setting the correct mixture, which optimizes the engine and makes flying that much easier.
Folding the Wings
One of the very cool features of the A5, are the folding wings. Utilizing this system you can change the width of the A5 from 35 ft to 7.8 ft, in a matter of seconds. We did it in 15 seconds. The wings fold, and unfold, easily by activating levers under each wing. In order to maintain integrity and greatly reduce pilot effort, the ailerons automatically align when the wings are unfolded back into flying position.
Then wings are then pulled slightly out and rotated back into the stowed position.
Next you need to remove the horizontal stabilizer tips to minimize the width for trailering. Simply turn the lever under the stabilizer and voila – the tips are removed! The bird is now ready for easy storage or transport to another lake, or airport, or both!
To say I was excited about learning another airplane, especially the A5, would be an understatement. To me, flying is always about learning and gaining knowledge since my first license in 1977. I couldn’t wait to get my hands on the A5 training materials.
ICON is offering several training programs including; Initial LSA-Land and Sea, Private Pilot Land transition to LSA-SES, and Private Pilot Sea A5 transition. Since I already had my Commercial Single Engine Sea I chose the later course. In some ways I was bummed, since I wanted to fly the airplane more hours!
Wendi Hauger of ICON scheduled my training and sent my training materials by email and FEDEX. The materials arrived shortly and I couldn’t wait to read them. Despite already having my ratings, and far amount of experience in 10,000 hours of flying, I read all of the materials to get an idea of their full program.
The materials are simply some of the best I’ve seen for initial and transitioning pilots. The course books includes: Sport Flying Academics, Sport Flying Operations, Flight Training Course Guide, and Sport Flying Supplement.
ICON is also developing an online course to supplement the information and help with pre-assessment before arriving at their training facilities.
The Sport Flying Academics manual does a great job of educating non-pilots on the various areas of flight. Their discussion, and course flow, on aerodynamics provides a very fluid progression from a simple discussion of why the study is important to encompass all of the information a Light Sport pilot would need, or for that matter at Private Pilot. Their approach, which initially appeared too simplistic to me, began to make more sense as I progressed through the book. As a CFI I would prefer a bit more information on flying into controlled airspace in this manual, however this is covered in a separate Controlled Airspace Endorsement (CAE) Course. In 193 pages, they cover a large amount of essential information.
Sport Flying Operations. In addition to expanding on a number of topics from the Sport Flying Academics manual, ICON starts the application of many of these topics to flying the A5. They expand the training emphasis to discuss land and sea operation of the A5. Water operations are inherently more difficult due to all of the different environmental factors (water condition, winds, floating debris, beaches, docks, etc.) which is reflected in the 40 pages on water ops and a much shorter section on landing on runways. The other topics include navigation, weather, hazards, and a great selection of references on items ranging from the FARs to abbreviations. I particularly liked the weather section (maybe since I once worked as an ABC Weathercaster in Oregon) since it takes a large amount of information and presents it in a very understandable format that is useful for Light Sport and Private pilots.
Sport Flying Supplement. If you were wondering how to tie knots, or always wanted to know the full mathematical formula for range as it relates to propeller efficiency and L/D, this is the book for you! It also offers a detailed look at Angle of Attack (AOA) and its relationship to many performance factors.
Flight Training Course Guide. This guide provides the outlines for several training options: Initial Sport Pilot Single Engine Land and Sea, Transition Seaplane Rating for Sport and Private Pilots with existing Landplane certification, and Transition-Seaplane for pilots that already have the Land and Seaplane ratings are want to learn to fly the A5. The guide discusses the pre-arrival academics as well as a syllabus for each lesson, clearly listed in each section.
Location, Location, Location
The first, and currently one, training center is at ICON’s headquarters at the Nut Tree Airport (KVCB) in Vacaville California, near Lake Berryessa which is used for the water training. ICON is planning additional training centers as their company, and the demand, grows. The next training center will be in the Tampa Florida area, with others to follow. KVCB is also where the ICON A5 is being assembled.
I flew up from Montgomery Field (KMYF) under VFR conditions in a friend’s Piper Mirage that I borrowed for the trip. The flight was only a bit over 2 hours in smooth skies at 16,500 ft. Of course, I had to bring one of my bikes along for local transportation.
Dawn Arrives at ICON
I arrived early in the morning on my bike before my instructor and had a chance to checkout the planes. The line staff were getting the planes ready for training. They did a great job of ensuring all of the aircraft were fueled and ready. They also were very helpful answering my constant questioning about the aircraft and the systems.
The ICON Flight Center has a very good training facility with classroom and briefing rooms. After registering with Ariel Andrus, I was paired up with Shane ‘Sully’ Sullivan, a former Navy F/A-18 and P-3 pilot. My classmate was a Private Pilot without a seaplane rating, so after an introductory session we split off for my transition training. ICON describes their ground sessions as ‘Ground Labs’ and the information was presented in a very interactive method. For me it was focused on the characteristics of an LSA and the A5 in particular. Since I had reviewed all of the material prior to class, the process went very quickly.
Since this is a Light Sport Aircraft, one thing to remember is the keyword ‘light’. It responds differently to high winds and the control forces are lighter than most General Aviation aircraft. I found that not to be an issue, but always reminded myself that crosswind landings might be slightly more challenging, however its maximum demonstrated crosswind (an FAA definition) is the same as a Cessna 172. In flight I found it to be an extremely responsive aircraft, you just need to adjust to its characteristics just as with any other aircraft.
My airplane for the day was the first production A5 which was generously donated to the EAA and temporarily is used on the ICON training fleet. The preflight inspection is straight forward for an amphibian! As with all aircraft you check the general condition. Since we have folding wings and removable stabilizer tips, you have some additional inspections as noted above by ensuring the wing release handles are secure and the stabilizer tips secured. The cockpit also has an annunciator in case these flying surfaces are not locked. The seawing (horizontal surface on the fuselage) makes it easy to step up and check the air intake and oil level.
Up, Up, and Splash – Time to Get Wet!
Starting couldn’t be easier. After doing our cockpit check (securing belts, brakes, CAP pin removed, etc.) you simply turn the master on and move the ignition to ‘Lane A’ wait 6 seconds while the ECU performs tests, then do the same on ‘Lane B’, turn to both and start. The Rotax starts easily – every time hot or cold. I increased the RPM to 2500 to excite the alternator and do a few checks, then off to the runup area. At the runup area you check the ignition system, similar to a mag check on legacy engines, verify everything is operational and proceed to the runway.
The A5 literally leaps off the runway in a short distance when I rotated at 50KIAS with flaps up. Gear retraction, and extension, is 75KIAS so relatively quickly the gear was up after clearing obstacles. I climbed at Vy (best rate of climb) – 60 KIAS, with initial rate of climb (ROC) of 500+ FPM. To be the most efficient you fly by AOA – white line for Vy. The plane is a dream to fly!
Stalls – or Not?
On the way to Lake Berryessa I flew in slow flight (minimum speed just above a stall) and performed the stall series. This plane is so docile in the aerodynamic stalls, maintaining aileron control throughout the maneuver, that is is hard to call these the typical stalls you might see in other airplanes. In most airplanes you have a relatively abrupt aerodynamic effect when stalling an airplane. The aileron control in the A5 is similar to the Cirrus, you can effectively use them safely through the stall. Through the series of stalls, I lost a maximum of 50 feet unless I purposely held onto the stall. The departure, power-on, stall had a buffet but I was still climbing almost 100FPM! The stalls are so gentle that if this is your first airplane flight you might think all airplanes stall like the A5! I enjoyed then so much I always did some on our way to the lake, but then as my students know I always love stalls 🙂
Time to Splash!
Just to the north of Vacaville is the lake, with the dam on the east side. On the first day, I flew over the dam and headed for the main portion of the lake. Since you have so much flexibility to land on lakes and the ‘runways’ are not marked obviously, and you share the water with other watercraft it is very important to stay vigilant. Descending to the lake, I take care to look for power lines, especially since this is a hydroelectric dam, that extend across the hill tops surrounding the lake.
Angle of Attack – The ICON A5 AOA Indicator
Since the best way to operate an aircraft is by flying the optimum Angle of Attack for a particular maneuver the only accurate way to determine it is to use an AOA indicator. ICON uses an intuitive approach – with basically three references – on green line, on white (dashed) line and yellow line. As your speed increases the indicator progresses towards the top of the green – which is high speed cruise. The red line represents the stall mentioned above. Since AOA for a particular maneuver should be always the same degree, however the Indicated Airspeed (IAS) will change depending upon weight, flap configuration and G-loading using the AOA indicator is preferred. This is the same reason turbine and military pilots rely on AOA.
I don’t know what can be more fun, flying at least, than landing on water and the A5 definitely seems like a duck in the water!
Approaching the water it is time to do the pre-landing checklist. 1) Gear UP for Water, indicating up 2) Flaps 30 degrees, 3) Water Rudder UP. I always like to repeat the Gear check, 3 times, on downwind, base leg, and final — just in case !
Using the AOA indicator for water landings is so cool! In the A5 you simply start your approach at an AOA on the ‘On-angle white line’ and keep that value until on short final.
As you slow down for landing just a few feet above the water you slow down to an AOA in the middle of the yellow, which is approximately 1.3 times the stall speed with the flaps extended. You can also land a bit faster if you are landing on a glassy surface. In the video you will see how smoothly you can land on the water, in this case we were practicing on ‘glassy’ water which can be more challenging since you may not have adequate references for height above the water.
Okay you are flying into a lake and now you want to get on land. You can use a dock, drive up a boat ramp, or what is really fun is to park on a beach! On my first beaching, we chose Eagle Island – aptly named due to some eagles nearby.
From the air it is difficult to determine the true condition of any runway – land or water. With water landings it may be more difficult since there may be submerged sandbars, tree stumps, and rocks. Beaching can be an even bigger challenge. The first order of business is to evaluate the landing area, then taxi by the beach after landing for a closer look, followed by a slow taxi towards the beach.
On Day 2 of the Transition Training, my second CFI – Mike Turner, and I decided to practice a confined area landing on the way to the same beach. Approaching the landing area, I was a bit slower than usual flying the AOA at the top of the yellow on base leg, then half way in the yellow for landing. After landing, you can see a high speed, or step, taxi to the island, then a turn to surveythe area. As we approached the beach I shutdown the engine, removed headsets and seatbelts and prepared to get wet.
This time I beached on the point and made it easy for Mike to step out on dry land – for a change. The things I do for my flight instructor 🙂
As you probably noticed on the video, when you stop on the water – water comes over the bow into the air vent as you decelerate, on your feet, then into the bilge. The A5 has a water sensor, and when it illuminated, I simply turned on the bilge pump!
On the way out, I snapped a photo of one of my classmates, Burt, departing the island.
Since the A5 sits low in the water, you need to be careful when beaching on sloping surfaces or at docks. To explore steeper beaches, we tried another island to experiment. As you can see you have to be careful when using these beaches to avoid damage to the wing tip, or changing tides and water levels.
Lake Berryessa is a great place to cruise, especially over the water in the A5. One of the rivers that feed the lake is Putah Creek. We dropped down and followed the creek back to the lake for more fun!
Call me crazy, but I love practicing emergencies. In 40 years of flying, I’ve had a few real ones and the best way to prepare is to practice frequently
On the way to the lake on another flight from Vacaville, I did an emergency descent, reducing the power to idle and gliding at white line on the AOA all the way to the water. With a glide ratio of 9:1, the A5 glided effortlessly, and I kept my intended landing spot in the same sight picture. Close to the water, I extended my flaps to 30 degrees, continued to slow to an AOA of mid-yellow for a smooth landing on the water. After landing, I increased power to do a Step Taxi at 30 kts under the power lines suspended over the lake and then transitioned back to a take off.
As you can see in the video, the plane glides very well with the AOA stable on the white line, with a pitch of between 9 and 11 degrees from an elevation of 3300 MSL (feet above Mean Sea Level) to the water surface at 440 MSL. Again a great example of using the AOA.
Simulated engine failures after takeoff, etc. were equally as simple. As long as the pilot monitors the AOA, it is an easy process to consistently make a safe landing.
Landing on Runways
This will be brief, mainly since I had so much fun on the water I didn’t want to spend much time on the runways. The A5 is very simple to land, as long as you use the AOA and fly stabilized approaches you can consistently land the plane exactly where you want. Of course, you always want to follow the checklist – especially ‘Gear DOWN for Runway – Indicating down’. Whether you use flaps, or not, the A5 doesn’t use much runway and the pitch attitude is similar to my SR22 – just about 5 degrees nose up on touchdown.
Over Too Soon
It seemed my two day transition course was way too short, in fact we added an extra 2 hours just to have more fun before heading back to San Diego. Flying floatplanes is such a kick, and flying the amphibious ICON A5 has to rank up near the top of my flying experiences. It isn’t a fast cross county airplane, can’t carry a large load of people or baggage, and may have other limitations but that isn’t why you own or fly an ICON A5. You fly an ICON A5 to have fun flying, on land or water, and have experiences that are only available with a handful of airplanes. The design, quality, and shear pleasure of flying the aircraft left me with a big smile on my face, and a desire to fly it again!
If you’d like to learn how to perfect your flying skills, contact me to schedule an instruction flight. Don’t forget your sandals!
We’ve been flying to Quincy CA – Gansner Field (2O1) since the early 1980s and it never fails to be a magical place to visit.Located in Plumas County and the Sierras it is a small logging town that has a lot to offer. We first flew to Quincy from our home in Klamath Falls Oregon in our Grumman Cheetah.
This time we were visiting Quincy to attend the awesome High Sierra Music Festival (HMSF) for the second time from our home in San Diego CA (Montgomery KMYF) in our Cirrus SR22.Not to be content with just attended the festival we also brought our mountain bikes to explore the mountains and to get around the town and festival!
The flight was smooth under clear skies, with a few knots of tailwind, it was a nonstop flight of 2:50, over scenic terrain and vistas. Our flight followed the western slope of the Sierras, with only one deviation to stay clear of the restricted airspace near Edwards Air Force Base.
Since this is high fire season we did see a fire that had just started west of Auburn CA. In the 1980s I flew for Weyerhaeuser during the summer monitoring their forests for fires. I remember one particular flight in northern California after a lightning storm in 2008 that spawned more fires than I could count.
On the way up to Quincy we spotted a few airports for future visits,Blue Canyon (KBLU) and Columbia (O22) , both look like great hiking and biking spots.
We always like to survey the area before we land.It was great to fly over the valley, circling the festival venue at the Plumas County Fairgrounds, our favorite swimming hole on Spanish Creek (more on that later), the town and of course the airport.We were arriving on the first day, so it was pretty quiet in town and the airport.The airport is in a narrow valley, which makes some of the approaches, and departures, a challenge. To the west is a even narrower valley between the hills that requires a dogleg to the right during the climb, so proper planning is important. Immediately to the north of the runway is large hill. We circled north over Spanish Creek, then entered a right base and then final to Runway 25 (length 4100 feet).The runway is a bit rough, however it is quite usable and they have a great price on self-serve fuel! Bring tie-downs since the current ramp area doesn’t have them. Plumas County is also engaged in a program to upgrade the airport, so you may see improvements on your visits.
We were staying at Ada’s Place, a great collection of cottages in Quincy. Mike Nellor of Ada’s Place, greeted us at the airport to help with our luggage while we rode the bikes to the cottages. Mike is a veteran with some great stories, and his wife Valerie is also a very gracious host.We rode our bikes the mile to our cottage with Mike ahead in his truck. Ada’s Place is the perfect place to explore Quincy all year-round whether you are biking, hiking, or just exploring the area.
Our cottage was amazing, and cute! Nestled among beautiful landscaping, and beautiful inside, it provided all of the comforts away from home. The last time we attended HSMF we camped in our tent with our son and his girlfriend in the livestock pens at the Fairgrounds.We had to push the cow patties out of the way and navigate the livestock chute to the bathrooms!!While a great experience, it is one of those things we didn’t need to do again 🙂
The town of Quincy is one of the friendliest places to visit. Located approximately 80 miles Northwest from Reno it is in a very scenic area with year-round activities. The Plumas County Museum, adjacent to the courthouse, displays an interesting history of the area including it’s rich mining history. The Natural Food Store (Co-op) is on the main street, as well as a Safeway and other places to stock up on supplies. On Thursdays during the summer there is a nice Farmer’s Market just by Ada’s, at the Dame Shirley Plaza by the courthouse, that features local produce from the region, crafts, and music.
One of the unique aspects of the area, are ‘barn quilts’. There is actually a Barn Quilt Trail in Plumas County with many of the art pieces displayed in Quincy, on you guessed it – barns! We had fun riding out bikes around the area and discovering this unique public display of art.
The town is quiet at night, so just make sure you scope out the restaurants, etc. if you plan to eat late since their hours may vary. We had great food, at very reasonable prices, throughout the town. We had wonderful salads and sandwiches at Pangea and the West End Theatre, which is also home ot many performing arts events. The local residents were also very helpful in guiding us to great places to eat, bike, and visit.
High Sierra at Last!!
There is something magical about music festivals, and the High Sierra Music Festival matches our vibe, funkiness, and eclectic music tastes !Smaller at 8-10,000 attendees, than some of the other multi-day festivals, it offers a great chance to see a wide variety of artists (music, art, performance), see old friends and meet a lot of new ones!
With music all day and night, available from morning until 3 or 4 a.m. we had ample opportunity to watch some great artists.HSMF has a number of official venues:Vaudeville Tent, Big Meadows, Grandstand, Music Hall and others, as well as a number of ad-hoc music areas that offer spontaneous jams.With music continuously playing, if a certain genre doesn’t interest you, simply find another!With such groups as Ben Harper,Tauk, Turquaz, The California Honeydrops, Liz Vice and 20+ others, the difficult decision is where to go 🙂 Most of the time, we would listen to artists for a while, then venture to another venue to catch another great performance at the same time.
It was just wonderful to dance to music, some familiar and most not, with so many very happy people.The energy was so positive, that it still puts a smile on my face!Seeing families attend, and young parents hauling their kids in wagons around the grounds and camp areas was great. While we didn’t camp this time, the energy and community in the campgrounds was palpable- with everyone helping others.It almost enticed us to try camping again !
For those inclined to listen to music until 4 a.m., High Sierra also offers late performances starting at Midnight.We listened to The Main Squeeze on Friday night. Many of the musicians play at other times, however these performances are usually in a smaller venue which is nice as long as you can stay up very late, which can be helped by copious consumption of Red Bull!
Performers and Parade
The HSMF abounds with various performances to watch, whether you want to watch or participate!From art classes, to tie-dye instruction, to how to Jam, or yoga.One of our favorites is the Parade.While there are ‘official’ (if there is such as word at HSMF) performers, it is open to anyone who would like to hold a puppet, flag, or whatever.One of the favorite groups are the men and women of Samba Stilt Circus!!I don’t like ladders so I am always amazed with their performance.It is just one of the high-energy aspects of High Sierra!
Plumas County is a great place to bike, and now is one of our favorites !Okay, I love just about any place I visit but this is really is great :). On Friday morning after a late night of music, we thought we would warm up with a 20 mile ride up the mountains to Snake Lake and back.
The road to Bucks Lake follows a beautiful canyon up to, you guessed it – Bucks Lake!Mike at Ada’s Place recommended visiting Snake Lake on the way, a place he likes to hike in the early morning. After our first late night of music, it seemed like a good warm up ride, only 10 miles away up the canyon.
Even the ride up the road towards the lakes was beautiful, with us stopping along the way to enjoy the scenery.
Plumas County was one of the first locations of the California Gold Rush. Some of the towns are no longer present, however you can still find some old mines and active mining claims in the area. This sign, along the road, describes a 20 mile ditch that was manually dug to bring water for the mining.
We were riding our Haibike e-assist mountain bikes from the Bicycle Warehouse in San Diego.While the bikes still require a lot of pedaling, it is amazing how just some assistance from the 400W motor helps with the climbs! While we have always loved to bike, these pedal-assisted mountain bikes have increased our riding range by many factors. In the first two months, I’ve biked nearly 400 miles on trails and roads.
Six miles up the Bucks Lake Road from Quincy you turn right at the bridge.It is important to know where to turn because there are no signs! Thanks to Mike Neller we knew where to turn. Three miles up on pavement and gravel you arrive at the first campground at Snake Lake. We use various apps for navigation, and still haven’t found the perfect one for biking. One that comes in handy for offline maps (important when you don’t have cell service) is Offmaps which utilizes open source maps. I’ve used these maps in Haiti when helping after their earthquake in 2010 and nothing else was available. It isn’t perfect, but it can help you from getting too lost! I’ll write about other options in a separate blog.
The lake is being overcome by non-native plants, which is regrettable since depletes the nutrients for other life, but it is still a nice place to visit, ride your horse, and hang out in cooler temperatures.The bike ride is a moderate climb, especially if you venture around the lake or go up to Smith Lake, a smaller lake nearby that has water seasonally. We ran into people camping that were extremely helpful, pointing out other places to ride and hike.
Spanish Creek Trailhead
On Saturday after a great day and night of music from TAUK, Turkuaz, Main Squeeze and others, we headed to the many trails along Spanish Creek, also near a fun swimming hole!Riding just east of the airport along Quincy Junction Rd. it is an easy ride up to the trailhead. This is one of the trailheads for the South Park Non-Motorized Trail System, basically where you want to ride!
The map is clearly labeled, if you actually read it 🙂 I led the way to the right, thinking it was the way to the easier route. Quickly we found that not to be the case.
We decided to continue, because you don’t know what is around the corner until you try it. When you have to navigate over large obstacles, you realize that the e-bikes can be a bit ponderous to pick up and move. I would have helped Jane, except someone had to take the photograph!
Of course, around the corner were some beautiful sites of Spanish Creek, small waterfalls, and vegetation.
The trail faded more and more, until we couldn’t find it any more and it was time to turn around, of course we had to go through a few obstacles the other way.
Just to the right of the Trailhead is a road that leads up to the Oakland Recreation Camp, and a very nice access road that progresses up the canyon on the east side of the creek. A helpful ranger pointed out some swimming spots along the creek that offered a quiet, and private, access to the creek about a mile from the camp.
Just before reaching the Trailhead is a more accessible, and public, swimming spot that is great when it is hot. Sometimes the water can be quite chilly, but this day it was probably in the upper 70s. I decided to take my shoes off and just wade in a few feet. Why should I change into a swim suit when all I was going to do was cool off a bit. The water was great, so I went a bit deeper, taking out my iPhone to take photos. Before I could say ‘High Sierra’ I was totally submerged, clothes, wallet, and backpack. I handed my phone to someone standing on the edge and emerged a bit wet but a lot cooler from the ride!
We ventured back to the Festival for the evening and more music, and thought about another ride before we would leave for home on Sunday. On Saturday night we listened to Anders Osborne, Lettuce, Ben Harper and the Innocent Criminals. What a great way to listen, and dance, to a variety of music with great weather and friends.
Of course it is always fun to ride a night, and we took a short cut along a fun trail back to the cottage at midnight.
Bucks Lake Road – Detour to Silver Lake
We were now psyched to bike to a higher elevation before leaving for San Diego. We decided to try Bucks Lake, approximately 17 miles from Quincy up the same road that led us to Snake Lake. With a full charge on our Haibikes we were off. The road past the Snake Lake turnoff is windy and fun, with a number of narrow sections and all of the motorists were courteous. One of the nice features of the e-bikes is the speed you can maintain along the roads. While the top speed for the assist on our bikes was 20mph, it was enough to help us go faster.
Along the way to Bucks Lake you enter Meadow Valley, a small town with a great country store, and beautiful views. We had gained about 1,000 feet in elevation.
Just past Meadow Valley, we came across a turnoff with a sign to Silver Lake. Jane thought it sounded like a nice place, and since my navigation has led us down a difficult path on the last ride, we decided to take her suggestion.
The initial approach to Silver Lake looked very nice. The roadway was smooth and there was no traffic.
As we rode around one of the corners, and the grade increased on the road, we saw Spanish Peak in the distance and thought we were glad we weren’t going up that far.
With the climb becoming steeper it was great to stop and take some photographs of the views.
We kept out checking our odometer, and battery charge on the bikes. While we knew we could always rely only on pedaling back to Quincy, there were some steep climbs still ahead of us. With each turn around a corner we were getting either closer, or more lost, and each view of Spanish Peak was getting closer. We finally deduced that Silver Lake was probably high up on the peak.
Jane and I traded bikes on the way up so she could try my dropper seatpost and my bike had a higher charge level. The last segment was probably the steepest, later we learned that our steeped grade was 16% with many grades above 8% on the way up.
We finally made it to Silver Lake and it was worth the effort! It was 16 miles from our cottage, 1 hour and 35 minutes, and an elevation gain of 2400 feet.
We only stayed a few minutes up at the lake, however we found some great hiking trails for another time. We met some local folks from Quincy who were extremely helpful, and amazed we rode all the way up from Quincy. They typically don’t see older bikers this far up the mountain!
The way back was obviously faster! At Silver Lake our e-bikes registered 16 miles range on High, 19 on Standard, and a bit higher on the 2 lower settings. We knew that we wouldn’t need much help on the way back to Quincy, however there were some steep climbs on the return. The range is approximate and is determined by how much you use the assist. We stopped at Meadow Valley for some water for the hydration packs. Note to self: you can never have enough water 🙂 By the time we arrived back at Quincy we had 6 miles left on High and 9 on Standard. Second note to self: Bring a charger when biking in the mountains!
Heading Back to San Diego
After a great lunch at the West End Theatre, and saying good bye to our friends, we headed back to the airport. We also wanted to take some aerial photographs of where we had biked on the weekend.
It was a great way to spend several days, flying to Northern California, mountain biking, spending time with friends, and enjoying music.
Four weeks after breaking my ribs while mountain biking in Sedona , I was back on the bike in the Grand Canyon National Park in Arizona. Biking the South Rim of the Grand Canyon is quite different than Sedona. While Sedona prides itself on a wide variety of amazing technical trails – very few if any are at the novice level, the riding at the Grand Canyon NP is restricted to the fire roads, trails, and paved roads. The North Rim offers more challenging trails in a fairly remote area in the Kaibab National Forest, in particular the Rainbow Ridge Trail. Each one different, with their own amazing qualities.
I flew to Grand Canyon (KGCN) airport from my home base in San Diego (KMYF – Montgomery) in our Cirrus SR22.
The enroute weather was perfect VFR, virtually clear skies with unlimited visibility of at least 100 miles. Only an occasional bump, interrupted the beautiful flight at 9500 Ft MSL.
Using Air Traffic Control (ATC) Flight Following, it was a direct flight taking only 2 hours to arrive at KGCN. The Grand Canyon airport is just outside of the Grand Canyon Special Flight Rules area, which restricts flights over the canyon itself.
We were greeted by a very helpful control tower staff as well as Dominique the lineman with Grand Canyon Airlines, the fuel concession as well as the charter operation at the airport. Ten minutes after landing, it was time to ride!
From the Airport to the Rim
While the Sedona airport is on a Mesa, GCN is on a small hill just south of Tusayan, about 3 miles from the entrance of Grand Canyon National Park, and another 5 miles to the Visitor Center on the South Rim. The airport is at 6677 ft MSL, while the Visitor Center is at an elevation of 6860 ft which makes for a great climb!
Just north of the airport is a small shopping and services area, with some great places to eat and shop. The shortest route to the South Rim is riding the highway, US-180 S, sharing the road with the busy traffic. Some local folks suggested using the Greenway Trail. While slightly longer, it is a great alternative and a very scenic route.
The trail is in great shape with gradual rise towards the rim. It has both gravel (60%) and paved sections and meanders through pine forest just west of the highway.
After about 7 miles of trails, we ended up at the Visitor Center complex, of course as we were riding we had furry friends to see. At first I thought they were horses, due to their size, then realized they were some of the largest deer I’ve ever encountered.
We stopped by and visited the hospitable folks at Bright Angel Bikes, a great place to rent bikes on the South Rim. They helped with some minor adjustments and I offered them the chance to ride my E-mountain bike. I think they were spoiled.
With limited time, this trip, we decided to head west towards Hopi Point and Hermits Rest. It was a path with initial downhill ride , i.e. tough coming back, then moderately challenging 6 percent climbs. You share the road with shuttle buses, and it is somewhat narrow with no shoulder to speak of. You get very friendly with the shuttles since they can’t move into the opposing lane!
The climb is well worth it. There are a number of scenic stops along the way, offering majestic views of the rim and canyon.
We were riding with the setting sun, so the sun rays on the canyon wall were spectacular.
On the South Rim, this is also the top terminus for the walking trail to the canyon bottom. This photo shows one of the trails down into the canyon from the rim.
Continuing up to the far viewpoint, we were the only bicyclists climbing the scenic route. Every stop offered another incredible view,
Race to the Airport
Just before reaching the last view point, we decided to call the FBO in case we didn’t make it back before they closed. It was an excellent idea, since we learned the entire airport was closing that night at 7pm due to all airports lights being inoperative. Our choices were to either change plans and stay the night somewhere, or speed back to the airport. We only had an hour to get back, load the bikes, and takeoff.
Our calculations indicated we would barely make it in time. We raced down the rim, climbing up some of the great downhills runs. While I hadn’t used the electric assist much on the ride up, it came in handy also enabling me to push my biking colleague up some of the steepest hills.
This time we returned along the highway, 64, which has only a one foot shoulder on a large portion of the road. Most of the motorists were gracious and tried to give us some room, and the truckers were professional. Only a few drivers were clueless how to share the roadway with cyclists.
We arrived at the airport with 15 minutes to spare – now to preflight the plane, load the bikes and take off. The tower was scheduled to close at 7, but for some reason they shutdown 10 minutes early. Quickly taxing we were able to take off 3 minutes before closing — taking a photo in case the FAA challenged our departure time later !
We only biked 25 miles, a very small portion of the area on this trip. The flight back was a great way to finish the day – flying at night, through the clouds into Montgomery.
The next time, I’ll plan a longer sojourn with a trip to explore the North Rim as well. Bicycling offers such a wonderful way to explore our national treasures, combining it with my other love – flying, only makes it that much better!
For those of you who have visited Sedona AZ, you’ve seen the spectacular scenery and riding. For those who have not, it should be on your list.
I flew our Cirrus SR22 to Sedona AZ with a friend, and client, Sarah who is taking her Private Pilot check ride this week. It has been great experience teaching her and we were off to try some mountain biking in Sedona. It takes some time to properly load mountain bikes in our SR22, especially since my new one is a Haibike with electric assist we purchased from our favorite local bike shop – Bicycle Warehouse! If you don’t want the hassle of carrying the bikes – there are easy alternatives for renting quality bikes and equipment in Sedona.
On the flight to Sedona, I elected to fly relatively low under VFR flight rules to see the terrain. Flying approximately 3-5,000 AGL (above ground level) at 175 KTAS (200 MPH) it was spectacular, no matter that I’ve flown over that area at least 150 times. The route is relatively simple, just watching for Restricted Areas, TFRs (Temporary Flight Restrictions) and using the wonderful Flight Following services of ATC.
After clearing the mountain ridge east of Prescott AZ (KPRC on Airnav), you drop down into the valley that holds Sedona. The initial view is breathtaking.
Approach and Landing Sedona
The airport – KSEZ – is on a mesa, approximately 500 feet above the town. As with any airport on a mesa, you have to be cognizant of up and down drafts on approach – and departure. The runway (03/21) slopes towards 03, in calm or light tail winds most pilots will land on 03 and depart on 21. The tailwinds can be deceiving, so it is best to evaluate our own aircraft’s performance and your comfort level before deciding to land if you have a tailwind. We had a slight tailwind and selected 03, however our landing roll was greater due to the higher ground speed. With the SR22 it wasn’t an issue, but nonetheless evaluate every landing! Sedona also has a GPS approach, if needed.
The ramp area is very convenient to the FBO – Red Rock Aviation. The FBO staff were very helpful, and filled my airplane quickly so we could leave later in the day. DJ, as we can our bird, just had a new engine installed and is sporting the white base paint before graphics are added in the near future.
There is a cafe at the airport, which came highly recommended, however we wanted to ride! As you leave the airport you are exposed to an amazing view from the top of the mesa. There are also trails around the mesa if you are inclined to explore. The ride down the mesa is 2 miles of nice road, and the thought that you have to come back up after riding! It is definitely worth the stop at the top to take a glance at the area.
At the bottom of the mesa, you meet up with the main road. If you are hungry, or need supplies, there are a number of good restaurants and bike shops within a mile of this intersection. You can rent bikes, jeeps, or do a tour with a guide.
One of the best maps for recreation in the Sedona area is the “Sedona Singletrack” by Beartooth Publishing which is available in many local bike shops such as Over The Edge . There is also a free option from the U.S. Forest Service – Red Rock Country Recreation Map that is very useful, but not quite as detailed. Many of the trails are joint use: jeeps, bike, hikers – however when it gets really narrow and more technical you are often on your own biking or hiking.
We started at Apache Junction, which is just north of Airport Road on State Road 89A. There is a small parking lot on the left as you leave town, as well as more parking farther along 89A. From Apache Jct, the trails start in and take the trail to the right. We mistakenly went straight and ended up in a wash with a large number of boulders to navigate. After sometime, we realized our mistake and backtracked.
Once we found the right trail – Crustys, it only got better. The trails we rode – Crusty, Coyote, Power Line, Plunge, Jordan, Soldier Pass, Adobe Jack, and others range from intermediate to expert along Soldier Pass north of Devil’s Kitchen.
As we biked up Adobe Jack then turned the corner along Coyote and climbed we were met by one of many spectacular views. It was hard not to stop every few feet to enjoy the view!
As we progressed, I took a panorama to try and capture just a bit of the spirit of the area.
Riding along the trail toward Grand Central varied from fast weaving tracks to some fairly steep climbs and descents – sometimes requiring dismounting to get over rocks. Once you reach the intersection of Jordan and Soldier Pass, you come up to Devil’s Kitchen – a huge sinkhole that seems to go down forever! Biking left along Soldier Pass Trail is a blast – sometimes very technical, slick rock, tree roots, etc. Something for everyone! Up on one of the largest rock ledges you will find the Seven Sacred Pools. While not exactly large pools, they are nonetheless beautiful – especially with the towering mountain in the background.
Continuing up Soldier Pass the trails gets a bit tricky, more steep switchbacks, rock climbs, etc. but fun and you are rewarded by more amazing views. I used my power assist very sparingly, only using it to ride of the higher roots and rocks – in case I needed it later (a premonition I should have thought about).
From Cruising to Bruising
I was feeling on top of the world; beautiful weather, amazing views, biking a challenging route (for me), going fast. As I navigated a number of steep descents, slick rock traverses, narrow trails with drop-offs, I came down a quick short descent and hid some slick mud. Once I hit it – I knew I was in trouble!
As I slammed into the beautiful, however unforgiving, red rock I heard my ribs break. My first thought was I had a long ways to go to get out of these trails then the bike ride up the mesa to the airport – another 7 miles. My second thought was of pretty intense pain.
Realizing that my shock reflex would protect me from noticing much of the pain for a while, allowing me to get back to the plane. I walked and rode my bike along the trails, this time feeling the underlying surface with much more clarity — i.e. pain! Sarah and I opted to locate a paved road as soon as possible. It was much better, then Sarah found an easement that would shorten our route. Now it was just the 4 mile climb along 89A then up the mesa. I was grateful that I had the power assist for this segment. I had only used 5% of my battery power, so with one hand on my ribcage and the other on the handle, we mad it to the top. Sarah had to power up herself, which is tough.
After planning the IFR (Instrument Flight Regulations) trip back to KMYF, I convinced myself that I was just bruised and the cracking I heard was probably my bike hitting the rock. I could breathe fully, but with some discomfort, no external bruising or ribs poking out. I could walk, didn’t have any concussion since I had not hit my head, and knew that they don’t do much for broken ribs except for pain management. Sarah loaded our bikes and packed the plane. We filled a Camelback with ice to hold against my side and winged our way home! The two hour flight went very fast – beautiful sights, some nice IMC (Instrument Meteorological Conditions – clouds) made it interesting and fun!
Of course, a later visit to the Kaiser Emergency Room confirmed two broken ribs later that night. The Kaiser medical staff were not only friendly, but efficient and within 40 minutes of entering had confirmed the broken bones. The nursing staff, Ashley and Diane were attentive and helped at every turn to process me through fast. The physicians were able to see me quickly, and Doctor Garcia and I traded bike riding accidents! It takes me longer sometimes to pre-flight my aircraft!