Flying Into Writing
By Eric McCarthy
Hello world! Welcome to my first column in In Flight USA magazine. I’m excited to share my experiences of the past, present, and future with you. I look forward to bringing you along as I explore my new home in the southwest, present “lessons learned,” and advance my aviation knowledge and skills. This should be fun!
Allow me to provide a little background: I earned my Private Pilot License in 1980, fresh out of college – I’m a long-time flyer, if not a high-timer. My father, an MIT-trained aeronautical engineer, had introduced me to flying at a young age. He earned his PPL and took me up in a rented Cessna 172 when I was in third or fourth grade. It was a short hop from Hanscom Field (KBED), just west of Boston, to Norwood Airport (KOWD), just south of Boston, but that was all it took. To see the world from a few thousand feet was just magical to a young boy! I was hooked! I couldn’t get enough of it! I loved the maps and figuring out the “secret” codes they contained about the airports, terrain, and obstacles. I’d read and cut out pictures of airplanes from his Aviation Week and Flying magazines, often before he’d had a chance to see them – drove him crazy!
At college, I became president of the UMass Flying Club, so I figured it would probably be best if I earned my license. The club had a new Cessna 152 that we kept at Turners Falls (0B5), a small, remote airport with a 3,000’ runway located in northern Massachusetts at a sharp bend in the Connecticut River. The airport was perched about 50’ above the river, with a wooded slope at the departure end of 34. In fact, someone had pan caked our old 150 into the trees, totaling the aircraft just before it was due to be sold; hence our new 152. (It happened just before my time, but as I understand it, there were only minor injuries…) The 152 rented out at $15 per hour – the instructor was another $10. Boy, was I in for a surprise when I had to finish up my license in the Boston suburbs after graduation – prices instantly doubled!
I soloed at about nine hours, not uncommon in those days but certainly a surprise to me at the time! I remember taxiing out in somewhat gusty conditions, watching as a Cherokee ran off the runway, tipped up on its nose in the grass and slammed back down! Not sure of what I should do and not wanting make the pilot feel bad (no, no, I didn’t see anything!), I just taxied on as if nothing had happened. The pilot hopped out of the plane unscathed, and my instructor/FBO owner rushed over to assist. By the time I had completed the pattern and was approaching on final, the aircraft had been moved to the parking area. Now it was my turn… did I mention that it was a little gusty? My first landing resulted in the airplane heading toward the weeds just as the Cherokee had done! At the last moment, just before hitting a runway light, I stomped on the right rudder, firewalled the throttle, and completed the “go” portion of the touch and go! Whew! Did you ever wonder during your training if it was really you, or perhaps the instructor, pushing the rudder pedals! I learned in about a nanosecond what kind of authority the rudders have – thankfully, a lot!
Fortunately, I had completed a lot of my flight time at Turners Falls before transferring my training to Norwood Airport and eventually passing my flight test. There I would be introduced to towered-field operations, a much busier traffic pattern, and the Boston TCA (now Class B) airspace.
One of my early flights after getting my ticket was to take one of my best friends to Logan (KBOS) for a business trip– “…sure, I’ll give you a ride to the airport!” Despite the fact that the whole flight only took only point eight hours, it was eye opening to say the least! The flight in to Logan was uneventful (Controller: “See that 727 at your 11:00? Follow him in.”), but getting out – oh boy! I had never been exposed to such a high-volume environment, nor one in which every flight begins with Clearance Delivery. I had heard of Clearance Delivery, of course, but never imagined I’d have to deal with it. After all, wasn’t that for IFR clearances?
After paying some outrageous landing fee ($75, I think – remember, this was in the early 1980s), I called ground and announced that I was ready to taxi.
Ground Controller: “November 7478 Whiskey, Boston Ground: they’re waiting for you over at Clearance Delivery.”
Me: “Oh… um, OK, what’s their frequency?”
Controller: “78 Whiskey, Boston Ground: contact Clearance Delivery on 121.65”
Me: “121.65, 78 Whiskey” Ha! That sounded pretty good! I wonder what they’re going to tell me at Clearance Delivery…
Me: “Clearance Delivery, November 7478 Whiskey, ready to taxi to the active with Bravo”
Clearance Delivery Controller: “November 7478 Whiskey, Clearance Delivery, say destination.”
Me: “Uh, departing back to Norwood.”
Controller: “November 7478 Whiskey, taxi runway four Left via Whiskey Inner, Xray, Whiskey Outer, Bravo, Kilo. Caution jet blast! Contact Ground on 121.9, Tower on 128.8. On takeoff, maintain runway heading until 1,500 feet, then left turn to 360. Contact Departure on 127.875.” What the…! She just gave me every number and letter I’ll ever need for the rest of my life! What am I supposed to do with that?
Me (switched back to Ground): “Boston Ground, Cherokee 78 Whiskey: ready to taxi to the active.”
Ground Controller: “78 Whiskey, Boston Ground: they’re waiting for you read back your clearance at Clearance Delivery…” Uh-oh…
Me: “Oh, OK…”
Me: “Clearance Delivery, November 7478 Whiskey: could you repeat my clearance?” I couldn’t see how this was ever going to go well, and my anxiety level shot through the roof! I didn’t even have a pencil…
Clearance Delivery Controller: “November 7478 Whiskey, taxi runway four Left via Whiskey Inner, Xray, Whiskey Outer, Bravo, Kilo. Caution jet blast! Contact Ground on 121.9, Tower on 128.8. On takeoff, maintain runway heading until 1,500 feet, then left turn to 360. Contact Departure on 127.875.” Are you kidding me?
Me: “Ok, that’s taxi via Whiskey Inner, Xray, Kilo [I know I heard that in there someplace…] Contact tower… could you say that again?” At this point, my mind was shutting down, drawing a complete blank! And it was only getting worse!
Controller: “November 7478 Whiskey, taxi runway four Left via Whiskey Inner, Xray, Whiskey Outer, Bravo, Kilo. Caution jet blast! Contact Ground on 121.9, Tower on 128.8. On takeoff, maintain runway heading until 1,500 feet, then left turn to 360. Contact Departure on 127.875.” You’re killing me here… how did she do that?
Me: “Uh, ok that’s taxi runway four, um, Xray, Whiskey, uh…” At this point, the mental block seems insurmountable, and I’m seriously considering parking the plane and taking a cab…
Controller: “Ok, let’s try this: November 7478 Whiskey, taxi runway four left…”
Me: “Taxi runway four Left” This woman is a saint!
Controller: “…via Whiskey Inner…”
Me: “via Whiskey Inner…”
And so it went until I had recited the entire clearance to her satisfaction. I’m sure they kept a close watch on me as I taxied, took off, and departed the area, as well they should have. The truth is, I shouldn’t have been there. I was unprepared, and that is not a good thing at a busy airport like Logan. But the professionals at Logan Airport handled me with undeserved grace and patience. I never had a chance to thank them for their patient assistance. I’m sure just clearing their airspace was thanks enough! But I’d like to thank them now.
If you’re new to flying, you’ll probably hear it many times: don’t be afraid to fly into the larger, Class Bravo airports; you have every right to go there. And they’re right: you do have every right to go there, and it certainly is a good, if somewhat expensive, experience––but be prepared! Even if you’re used to operating out of a busy GA airport, it’s not going to be like that. Controllers are juggling more, faster, and bigger aircraft, working on tight schedules. Most of the airline and other commercial operators at these major hubs already have a good idea of what their clearances are going to be before it’s given to them, and the radio traffic between pilots and controllers is, of necessity, short, crisp, and concise. When you decide to mix it up with the big guys, do yourself a favor: take someone with you who’s done it before.
I had a lot of fun flying with friends to Cape Cod, Nantucket and Martha’s Vineyard, Mauntauk, New York, Block Island, Rhode Island, or north to the White Mountains and Lake Winnipesaukee. Maine is particularly beautiful; the glaciers having ripped the coastline into long, rocky fingers as they receded. In the crisp, low light of a cool autumn afternoon, the small villages and beautiful fall foliage glow against the deep blue waters of the Atlantic. Stunning, really.
Fast-forward a few years, I had married my beautiful wife, Sandi, and we started a family. Spare time and money evaporated, so I took a few years off from flying––not so much by choice as from necessity. Like most pilots, I still had my eyes turned skyward every time an airplane flew over, pining to get back in the air.
In the early ’90s, we moved to Boston’s North Shore, and I attended a Saturday morning men’s group at our church. The meeting began with the new folks introducing themselves. Naturally, I mentioned my passion for aviation. After the meeting, one of the men approached me, explained that he too was a pilot, and asked if I’d like to join him on a flight to Martha’s Vineyard. Heck ya! When can we go? Wanna go now? I felt like a dog being asked if he wanted to go for a ride in the car! I’m sure my face lit up, and I may have started drooling too!
Later that week, it was a late summer, late afternoon flight in clear, smooth air. On our return flight, as we flew up Buzzard’s Bay to avoid the Restricted area around Otis Air Force Base, a full moon was rising over Nantucket Sound, the golden sunlight cast long shadows as sailboats below made their way back to harbors at Woods Hole, Mattapoisett and Megansett––postcard perfect scenery! It was one of those evenings where, if you had a pulse, you’d instantly fall in love with flying! I was hooked again!
Lawrence Municipal Airport (KLWM) was conveniently located across town, and I found an instructor, completed a BFR, and began working on my Instrument rating. I introduced my boys to aviation with local flights down the Merrimack River to the coast and around Cape Ann. I’d fly them to summer camps in northern New Hampshire or even just to go jump in a lake––literally! Lake Winnipesaukee had an airport in Wolfboro that was about 200 yards from the shore; sadly, it is now a housing development…
I am relatively new to the Southern California area, having relocated about two and a half years ago. When I moved here, to advance my skills, I decided to earn my Commercial Pilot Certificate. I joined Plus One Flyers and found a great instructor, Gary Wigdahl, through the club and got started. Gary’s a former U.S. Air Force T-38 instructor, a long-time SoCal resident, and a great guy. He’s got a relaxed teaching style that I found comforting, and he clearly knows his stuff. The training was challenging but invigorating and also proved to be an excellent way for me to get to know the area and learn the local airspace.
I love to explore new areas, and Southern California has not disappointed! The contrast between the various regions––the ruggedly beautiful mountains, the endless checkerboard of the Central Valley, the monotonous suede-beige/gray deserts, and the spectacular cliffs and beaches of the coastline are each fascinating in their own ways! I’ve now flown in some of the most complicated airspace in the country: throughout the Boston and New York City areas, and now the Los Angeles and San Diego areas, as well as some of the most vacant and desolate areas I could imagine. I’m not in Boston anymore!
I hope you’ll join me as I continue my aviation adventure. I’ll tell you a little more about me and what I’m doing aviation-wise, in future columns. In the meantime, fly safe!
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