While essentially accurate, this description fails in my opinion because it makes the event sound regimented, predictable, and perhaps even a bit boring, which it is not.

An analogy that works better, especially for nonaviation folks, is an old-fashioned soap opera with a generous dash of the action adventure genre. A cast of characters including pilots, mechanics, officials, sponsors, and spouses mixes with an unbelievable collection of meticulously cultivated horsepower. The result is a unique chorus of engines, power tools, and raised voices.

• READ MORE: Reno Air Races Reveal Final List of Participating Pilots, Aircraft

Workers open hatches and crawl deep inside fuselages to work on hydraulic and pneumatic systems. Their voices echo as they shout for tools. Colleagues run back and forth between the airplane and support trailer, searching for this wrench or that screwdriver. A spool of safety wire occasionally gets loose and rolls across the ramp.  

One thing that makes the Reno races special is that the machines rarely manage to overshadow the people, though they try. Earlier this week, a Hawker Sea Fury named Dreadnought, a big, beautiful Unlimited racer that has competed here for decades, suffered an engine failure during a qualifying run at well over 400 mph (I have never heard “knots” mentioned in reference to Reno—a nod to its motorsports history).

• READ MORE: Regional Growth Forces Reno Air Races To Look for New Home

Talk about drama. Pilot Joel Swager raised the nose, quickly trading airspeed for altitude as Dreadnought’s huge Pratt & Whitney 4360 radial uttered awful, explosive sounds before going silent. Pilots who race at Reno train for this type of emergency, but a deadstick landing in any World War II-era fighter that has been modified for racing is a difficult endeavor. Swager was cool, making the landing look easy, or at least routine. A lot of video sharing went on after the incident.

It is unclear whether the Sea Fury can be made airworthy again in time to return to the competition. There have been cases of last-minute repairs and overnight engine overhauls performed on the tarmac at Reno/Stead Airport (KRTS), but the word in the pits Wednesday was that Dreadnought was out of the event.

• READ MORE: Pilot Killed During Reno Air Races Engine Test

A lot of people will miss that aircraft because they are accustomed to its presence as a reliable strong runner. This year many saw Dreadnought as perhaps the only serious challenger to the Bardahl Special, a P-51 Mustang owned and flown by late racing legend Chuck Lyford. Lyford and the Bardahl airplane were fixtures for many years after the Reno races got going in the mid-1960s, and the aircraft returned last year after a long absence. Following major upgrades during the past year, and with Reno whiz Steven Hinton at the controls, it is favored to win Sunday’s Gold Race.

Anything can happen in racing, though, and there are several Unlimited heats to come before the final. So much can happen between now and Sunday. And the Unlimiteds are but one theme in the broad Reno saga. The other classes, from Formula One to Jets, will also see aircraft tweaked, revised, and rebuilt, often by swarms of volunteer technicians who will put them back together and button up the access panels just in time to taxi for the next race.

As for the Unlimiteds, their heat races begin Thursday afternoon.

This article originally appeared on FLYINGmag.com. Ongoing coverage from FLYING Media Group sites during the Reno Air Races will continue this weekend.

The post Heats Level Up as Unlimiteds Begin at ‘Last Reno’ Air Races appeared first on Plane & Pilot Magazine.

1979 Beechcraft Skipper

The 1970s boomed in general aviation, and each of the major manufacturers—Cessna, Piper, and Beechcraft—jumped in with a two-seat training aircraft that echoed their house style. While Piper had the Tomahawk, and Cessna the 150, Beech made a stately entry with the BE-77 Skipper.

The Skipper was set up for both private and instrument instruction with a reasonable panel at the time. This California-based 1979 model hasn’t seen much additionally since those days, though it does have a SkyBeacon for ADS-B compliance. The Skipper has 2,370 hours on the airframe and 250 hours since its major overhaul in June 2023, when the annual was also completed.

We’ve rated it a fair deal in our PlanePrice beta test at $69,500.

READ MORE: Beechcraft Skipper

Interested in more deals like this? Check out AircraftForSale.com and our new PlanePrice feature that gives you a window into the opportunities that are out there.

Need help financing your dream? Visit our professional team at FLYING Finance for the best way to back your aircraft acquisition plan.

The post Bargain Buys on AircraftForSale: 1979 Beechcraft Skipper appeared first on Plane & Pilot Magazine.

Rethought from the inside out, the G7 series—including the SR20, SR22, and SR22T—takes cues from the Vision Jet to simplify operation while incorporating added safety and luxury features. All three 2024 models have completed the FAA type certification process and are ready for delivery.

We took an exclusive first series of flights with the striking new G7 in the SR22 version in early December for a We Fly pilot report that will debut in FLYING’s Issue 945/February 2024, reaching subscribers later this month. Till then, we can share a few key details. Further reporting will follow in an upcoming issue of Plane & Pilot.

Central to the updates is the reimagined Perspective Touch+ integrated flight deck with 12- or 14-inch high-resolution displays, and twin GTC touchscreen controllers, to mimic the functionality and redundancy available in the Vision Jet SF50–and the ease of using a smartphone. Engine start has transformed into a push-button interface, preserving the ability to check mags and set mixture while making the process feel similar to that of the SF50. The updated automated flight control system (AFCS) incorporates smart servos and includes an optional yaw damper. 

Updated synoptic pages and streamlined checklists aid the pilot in monitoring both systems and procedures throughout all phases of flight. And the Cirrus IQ app gives the pilot remote viewing and control of certain aircraft functions. Cirrus Global Connect delivers worldwide text messaging, telephone service, and global weather.

It’s telling that Cirrus Aircraft looked up the model line to its Vision Jet to drive out complexity from its core single-engine pistons, sending its engineers on a journey to find ways to make the SRs as straightforward to operate as the jet. While that sounds like a contradiction, perhaps, pilots have opined about the complexity involved in stepping down from a light jet back into the high-performance piston world.  

To this end, Cirrus has introduced a new shallower menu structure in the touchscreen controllers, along with a scroll wheel for turning through the CAS-linked, on-screen checklists smoothly. Still on the ground, Taxiway Routing and a contextualized 3D Safe Taxi guide the pilot around complex airport layouts, decluttering and slewing the PFD imagery to match the airplane’s speed and position on the airport. In the air, the automatic fuel selection system automatically switches between fuel tanks every 5 gallons.

Additional Safety Features

Pilots will also find an improved flight control, incorporating a stick shaker function to piggyback on the other envelope protection features in the Perspective+ series, for enhanced low-speed situational awareness. Both the left and right controls vibrate to warn of an approaching stall condition.


Another new addition to envelope protection is flap airspeed protection. The system monitors airspeed to protect the pilot from accidentally deploying or retracting flaps when the aircraft is traveling too fast or too slow for the given flap configuration change. 

A Stylish and Functional New Interior

In addition to the magic up front, Cirrus also rethought the interior, taking a page from current luxury vehicles to incorporate a host of new features, including redesigned interior panels, dimmable task lights, and ambient accent lighting. 

More rugged cup holders, more pockets, and two center console compartments efficiently store your smartphone and other key things for better cockpit organization and accessibility. Powered headset jacks and lighted high-power USB-C outlets come positioned within easy reach of each seat. 


First SR20 G7 Customer

While only one new TRAC20 (SR20) G7 has been built, it’s already wearing its school colors—those of Western Michigan University College of Aviation in Battle Creek. The Broncos are longtime Cirrus flight training operators and will incorporate the new models into their aviation degree programs. The school will take delivery in the first quarter for integration into the flightline.

Pilots across the board can opt into several training options for the new Cirrus line, including the OEM’s recently released Private Pilot Program—taking a prospective pilot from first flight to certification in their new airplane.

“Our mission is to increase participation in aviation, so more people can benefit from the freedom, productivity, and joy it provides,” said Zean Nielsen, CEO of Cirrus Aircraft. “We have also developed a comprehensive ecosystem, providing global sales, flight training, maintenance, and support to ensure our owners have a seamless ownership experience. Our aircraft are truly designed with people in mind, and the new SR Series G7 is a testament to that philosophy. Our team and our aircraft provide a clear path to enter and advance within the personal aviation community by learning to fly and eventually transition to the Vision Jet with ease.” 

The post Cirrus Unveils the G7 Editions of the SR20, SR22, and SR22T appeared first on Plane & Pilot Magazine.

Named ForeFlight Recap, the web-based feature pulls “aggregated data from a pilot’s 2023 entries in ForeFlight Logbook.” It then showcases information, including the number of flights, total distance flown, total time logged, and number of landings completed for the year. The tool also provides an interactive map thatwhich connects all airports visited by the pilot in 2023.

Pilots can choose to keep their rRecaps private or share an image and interactive preview of them on platforms such as Facebook and X (formerly Twitter). In addition, ForeFlight included a “Make Private” button, so access to previously shared rRecaps can be revoked. Recaps can also be downloaded.

According to the company, Recap is now available for any pilot who logged flights on ForeFlight in 2023. ForeFlight noted that Recap will also work for pilots who have not logged flights in ForeFlight Logbook, provided they “import data from other digital platforms or from their paper logbook using catch-up entries.” 

Recap is currently not supported by the ForeFlight Mobile app but can be viewed with both computer and mobile device on ForeFlight Web.

READ MORE: ForeFlight Merges with CloudAhoy

The post Relive Your 2023 Flights with ForeFlight appeared first on Plane & Pilot Magazine.

The final National Air Races at Reno, Nevada are on hold following a two-airplane accident.

Reno Air Racing Association released a statement (see below) saying the pilots of the two aircraft involved are both deceased.

Identification of pilots has been held while the race organization contacts the next of kin. However, witness reports say that the two aircraft came together while recovering following the race.

The aircraft met such that the tail of one aircraft was severed followed by both aircraft falling to the ground at steep angles. There are no reports of anyone on the ground being involved; one aircraft appears to have crashed on open airport property, the other off airport also in open land between two sets of housing.

Whether the Unlimited and Sport Gold races will be run or concluded on the basis of previous heat races remains to be determined.

Statement regarding incident during final day of National Championship Air Races

Reno, Nev. – It is with great sorrow that the Reno Air Racing Association (RARA) announces that around 2:15 p.m. this afternoon, at the conclusion of the T-6 Gold race, upon landing, two planes collided and it has been confirmed that both pilots are deceased. The RARA Board of Directors and the T-6 class president are working to notify next of kin and ensure families have all of our support. There were no civilian injuries and we’re in the process of confirming additional details around the incident. Additional information will be released as soon as it is available. All racing operations are currently suspended.

Safety is the foremost concern of RARA and we work year round to host the safest event possible. As we always do, we are cooperating with the National Transportation Safety Board, the FAA and all local authorities to identify the cause of the accident and ensure that all of our pilots, spectators and volunteers have the necessary support during this time.

Editor’s Note: This is a developing story. 

The post Reno Races Canceled Following T-6 Mid-Air appeared first on Plane & Pilot Magazine.

Flight Design general aviation, the European manufacturer of the F2 and CT series of aircraft, is increasing production at its new Sumperk factory in the Czech Republic. The LSA manufacturer noted that the first two production F2-LSA models are now heading to U.S. importer Airtime Aviation in Tulsa, Oklahoma.

According to Flight Design, the order list currently stands at more than 100 aircraft, and production is increasing to support four F2 aircraft per month by the end of 2023. The company said this was made possible in part by support from the Lindig Group, a majority shareholder.

“The kind and timely support from the Lindig Group, the staff in Sumperk and Kherson [Ukraine] has made this possible. It takes a lot of commitment to create and sustain an aviation business,” said Daniel Guenther, CEO of Flight Design. “We thank everyone involved, our staff, our dealers worldwide, and especially [Lindig Group CEO] Sven Lindig. He has stood beside us through the most difficult times.”

Not the least of these challenges was retrieving four CTLS airframes from the factory in Kherson and getting them to customers in Europe. The company noted that the completion of airframes will continue through 2023 and then move to production of new airframes by a manufacturing partner.

Flight Design is anticipating an increase in business as a result of the FAA MOSAIC (Modernization of Special Airworthiness Certification) project, in particular regarding its F2 series.

The Flight Design F2 entered the American market in 2021 and its design continues to evolve.

The F2-CS23 is approved as a European Union Aviation Safety Agency type-certified GA aircraft in Europe, and the validation process has progressed with the FAA. It is expected that the F2-CS23 will be popular with flight schools and in rental fleets.

“The F2 in its current S-LSA form can carry a much larger payload,” said Tom Gutmann, owner of Airtime Aviation. “We expect to increase the payload of the new F2-LSA aircraft that are now being delivered under MOSAIC and think there’s even more that can be done within MOSAIC.”

The company is also continuing the development of the Flight Design F4, the four-seat version of the F series. The F4, described as a larger version of the F2, is equipped with a Rotax 916 turbocharged powerplant and designed to carry four adults.

The F4 passed a design review earlier this summer and is moving toward the prototype stage. The company noted the F4’s systems and tooling are identical to the F2, which should make the process go quicker.

The post Flight Design Ramps Up Production of F2, CT Series Planes appeared first on Plane & Pilot Magazine.

“We (some manufacturer) offer two 100-horsepower choices: a Rotax 912ULS (carbureted) and 912iS (fuel injected), plus the new 141-horsepower 915iS (fuel injected, intercooled). Yet everyone is ordering the 915.” More power always draws interest.

BRP-Rotax has bumped up the juice on the 912iS. Paul Mather of M-Square reported, “Rotax’s latest 912iS now offers 105 horsepower.”

This increase is not particularly unusual. BRP-Rotax has long been quite conservative with their initial numbers. Before the 915iS was ready for market, the Austrian manufacturer said to expect 135 horsepower. It turned out to test at 141 continuous horsepower, a 4-percent increase.

And Now…Rotax’s newest 916iS

At their Sun ‘n Fun Aerospace Expo 2023 press conference, Rotax said, “We are proud to achieve a new level of performance with the launch of our Rotax 916iS/c aircraft propulsion system, which makes it perfectly suitable for four seater planes and for high performance two seaters.” Float-equipped airplanes may embrace the more potent engine as an aid to break water faster.

How about 160 horsepower!? That’s a 19-horse or 13-percent gain in power, all essentially from the same engine core? With Mosaic set to allow four seaters, heavier airplanes, greater speed, and probably retractable gear, the newest 916iS seems perfectly situated for Mosaic.

However, since the new rule won’t allow deliveries before early 2025, does that mean a long wait for a 916iS? No, as it is not made expressly for Mosaic. Indeed, BRP-Rotax already has a launch customer: CubCrafters.

The popular Cub maker has never used Rotax. They used their own engine (one they had manufactured to their specifications). Understandably, the European engine maker is pleased to win CubCrafters as a new customer.

Rotax observed, “Our Rotax 916iS/c showcased its power for the first time in the new CubCrafters Carbon Cub UL, a new engineering prototype equipped with the 916iS.”

“Working with Rotax on the 916iS/c has been a great collaboration. We are excited to launch our latest products together and make them available worldwide,” said Patrick Horgan, president and CEO of CubCrafters. “The powerful and smooth single lever operation Rotax 916iS/c is outstanding, bringing the latest engine technology to the Carbon Cub family.” Patrick added that 916iS/c is compatible with fuels available worldwide.

Single lever control is a simplified means of offering an in-flight adjustable pitch propeller. SLC does not increase the pilot’s workload, eliminating the need for flight training required to use a constant-speed propeller. The concept, also used in every Cirrus airplane, was promoted by LAMA and is likely to be accepted by the FAA in Mosaic.

Progressive Aerodyne’s Searey offered a long-time test bed for single lever control installation. This particularly handsome Searey is operated by FlytheBeach.com, an active northern Florida flight operation that “has more Seareys than Searey.” FlytheBeach is operated by partners Ryan and Rose who have 4,500 Searey hours between them. This beautifully painted Searey was parked at Sun ‘n Fun 2023.

“The launch of the 916 ISC is yet another testament to our commitment to developing groundbreaking technologies and creating the most advanced propulsion system for our customers,” stated Rotax General Manager Peter Ölsinger of Rotax Propulsion Systems. He continued, “For us, it was crystal clear that we had to build on the success of the 915 engine. We can now seize new opportunities in the four-seat market segment with a perfectly mature product.”

How “mature” is this brand-new engine? Most new powerplants, especially from careful producers such as Rotax, begin life with a 1,000- or 1,200-, or perhaps a 1,500-hour time between overhaul (TBO). However, right out of the gate, 916iS/c offers a 2,000-hour TBO, matching the best from any engine maker in the industry. That shows confidence.

The latest 916iS/c has a maximum operating altitude of 23,000 feet; maximum continuous power is available to 15,000 feet.

Little Things That Matter a Lot

Notice that “c” on the end? It’s a little letter with a big meaning — “certified.” Rotax noted, “In addition, the 916iS/c is an alternative for IFR flights as well as for commercial flying, for example, flight schools. Of course, that little letter “c” its going to increase the price because it is “certified.”

However, Rotax literature specified other variations, such as the 916iS (no “c”), which they describe as the ASTM compliant engine, making them suitable for LSA today and Mosaic LSA or mLSA in 2025. The 916iS/c is certified by EASA (Europe’s rough equivalent to FAA). Commonly, reciprocal agreements between CAAs in western European nations and FAA in America allows the U.S. agency to accept EASA’s approval and vice versa.

Helicopters (and, finally, fully-built gyroplanes) are also expected to be permitted under Mosaic. As rotary aircraft often prefer higher power, 916iS appears to offer a good fit.

Since 915iS has been winning converts steadily, I predict a wonderful response to the latest and greatest from the largest supplier of light aircraft engines in the world.

Strap your seat belt securely, clear the sky ahead and push that SLC throttle to the max. Hoo-yah!

The post Rotax Surprises with a Mosaic-Ready Powerplant appeared first on Plane & Pilot Magazine.

Yet Carbon Cub UL is also the first aircraft in the world to be fitted with the Austrian engine maker’s newest 916iS powerplant. Why did the Washington state company do this?

One main reason given by Brad Damm, the company’s vice president of sales and marketing, is because customers asked for it. However, Brad has several other good reasons, which he shared in the video below.

916iS Launch Customer

At Sun ‘n Fun 2023, CubCrafters introduced a new variant of its Carbon Cub aircraft line. Being developed with a special eye for international markets, the west coast company named it “Carbon Cub UL.”

“We invested in several new technologies to make the Carbon Cub UL even lighter and better performing than its predecessor, the Carbon Cub SS,” stated CubCrafters. “The goal is a new airplane that features multi-fuel technology (mogas and/or avgas), fully meets ASTM standards, and carries two adult people with a full fuel load and a reasonable amount of baggage at a takeoff weight of 600 kilograms or 1,320 pounds.”

Key to the development of the new aircraft is CubCrafters’ collaboration with BRP-Rotax, said CubCrafters, because the engine maker chose top launch their new 160 horsepower turbocharged engine on the Carbon Cub UL. The new 916iS engine is lighter, more fuel efficient, and thanks to turbocharging, can produce more power than the normally aspirated CC340 engine on the Carbon Cub SS (especially) in higher density altitude scenarios.

  The UL concept of a lighter and even better performing version of the Carbon Cub for international markets was first seen for a stunt in Dubai, UAE. A technology demonstrator version of the aircraft was able to successfully land and take off again from a 27-meter (about 90 foot) diameter heliport that is suspended 56 stories above the ground on top of Dubai’s iconic skyscraper, Burj Al Arab hotel as part of a recent Red Bull project that inspired audiences worldwide.Much more information about the Carbon Cub UL, including a product launch Q&A, engine technical specifications from Rotax, and video and still images of the aircraft and engine for editorial use can be found on this dedicated webpage.

ARTICLE LINKS:

• CubCrafters, contact info and content on this website
• CubCrafters, special launch page for the Carbon Cub UL
• CubCrafters, main factory website
• Rotax 916iS, launch website

The post CubCrafters Votes for New Rotax Powerplant appeared first on Plane & Pilot Magazine.

The Vintage Aircraft Replacement and Modification Article, or VARMA program, allows maintenance personnel to validate that “low-risk,” off-the-shelf replacement parts are suitable for use in type-certificated aircraft without requiring a complicated, time-consuming FAA approval process. Previously there was no legal basis for installing the parts even though they were “perfectly safe and functional alternatives,” EAA said. 

READ MORE: FAA Acknowledges Some Pilots Prefer Operating ‘On the Grass’

FAA officials have not responded to requests for comment.

Under VARMA a number of existing FAA rules come together to form the parts program without the need for new regulations, EAA said. The program applies to type-certificated aircraft weighing less than 12,500 pounds and built before 1980.

“This is great news for those of us who own and fly vintage aircraft,” said Jack Pelton, EAA’s CEO and chairman of the board. “There could easily come a time when a classic airplane that would otherwise be grounded for want of a part that’s no longer available will fly again thanks to the parts substitution enabled by VARMA.”

EAA said that while the program does not include safety-critical components, it does cover parts whose failure would not “prevent continued safe flight and landing.”

For the trial, EAA tested an off-the-shelf starter solenoid as a substitute part in a Cessna 150, noting that a starter failure is not considered a critical safety item. There is an increasing number of parts included under the program, EAA said.

“EAA has had a longstanding commitment to maintainability and modernization in the legacy aircraft community,” said Tom Charpentier, EAA’s government relations director. “Our EFIS and autopilot STCs broke new ground in affordable avionics, and it is our hope that VARMA opens many new doors for easily found replacement parts. As with the STC programs, we blazed the trail with the first application. Now we’re excited to see the program grow in the GA community.”

Previously published on flyingmag.com

The post Need Parts for Your Vintage Aircraft? appeared first on Plane & Pilot Magazine.

This isn’t just stunt flying gone bad—it can be a pilot who bows to external pressures such as get-there-itis or makes decisions when compromised by fatigue. Saying no to a flight, especially when you have passengers on board, can be very difficult—but sometimes it is necessary. When you read accident reports, you see the red flags—the mistakes or questionable decisions made by the pilots. This makes accident reports a valuable teaching tool.

Deconstructing the Dubroff Crash

April 11 is the anniversary of a Cessna 177B crash in Cheyenne, Wyoming, in 1996. The flight had captured national attention as its purpose was for 7-year-old Jessica Dubroff to set a record as the youngest pilot (I’m compelled to use finger quotes here) to fly across the United States. She was accompanied by 52-year-old Joe Reid, a full-time stock broker and part-time flight instructor, and her father, 57-year-old Lloyd Dubroff. 

The flight, which began on the west coast and was supposed to terminate on the east coast was billed as the “Sea to Shining Sea” flight. Lloyd Dubroff was acting as the publicist, and created an ambitious itinerary for the 6,900-mile trip, which was supposed to take eight days.

I remember this story vividly. I was both a pilot and a television news producer at the time, and the whole concept of a 7-year-old pilot smacked of a publicity stunt. I was then and still am doubtful that most 7-year-olds have the strength, size, focus, and maturity to take flying lessons; however, the media accounts of her skills in the cockpit indicate that the little girl, who learned by doing, could fly the airplane. The videos of her flight lessons—a few were shown on television—show a little girl on a booster seat using rudder extensions. She has both hands on the yoke as Reid cautions her to use more right rudder.

I was still years away from being an instructor, but it didn’t look like she was really doing the flying. From the angle you couldn’t see the rudder pedals, so I couldn’t be sure. When I became an instructor I sometimes flew with children and gave them instruction with their parent’s permission. As long as they listened and followed directions they could fly, but I found that many of the younger ones were more interested in looking out the side window than flying the airplane.

The Dubroffs told media outlets that it was their daughter’s idea to try to set a new record for the youngest pilot to fly across the U.S., although at the time of the crash, the Guinness Book of Records had already eliminated its “youngest pilot” category, citing concerns it might encourage unsafe flying in the pursuit of record setting. The FAA also takes a dim view of this. Even before the Dubroff crash, the FAA stressed that the youngest age a person can pilot a powered aircraft is 16. In the accident report, both Dubroffs are listed as passengers.

Television Cameras Make People Foolish

You may notice that when television cameras appear, people get silly. They interrupt live interviews or run in front of the camera and wave. It’s all about getting attention. Lloyd Dubroff knew this, and was working with media, both national and local, to promote the flight.

ABC News supplied Dubroff with a video camera and blank cassette tapes to record the flight. At various stops, Dubroff was to exchange the used video tapes for fresh ones. There was ostensibly no financial compensation for the videos, but they would be used in a story in the future. The aircraft also carried boxes of baseball caps with the slogan “Sea to Shining Sea ” that were supposed to be handed out along the way. To pilots who saw the video of the packed aircraft, it looked overloaded —and it was.

The gross weight of the C177B is listed as 2,500 pounds. The National Transportation Safety Board (NTSB) estimated the actual weight of the aircraft at the time of the accident to be 2,596 pounds.

Reid was somewhat skeptical at first about the idea of teaching a 7-year-old to fly, and viewed the Sea to Shining Sea event as getting paid to fly across the country with a little girl and her father on board, his wife told NTSB investigators. To his wife, he described the flight as a “non-event for aviation.”

At the time of the accident, he had logged 1,484 hours. It was noted that most of his experience was along the California coast, although his logbook reflected he had conducted eight flights out of airports that had field elevations of roughly 4,500 feet msl prior to the accident flight. Reid had several students in addition to Dubroff, who had logged approximately 33 hours with Reid.

The route was planned in effect by Lloyd Dubroff, who did not have a pilot certificate. According to a hand-written itinerary found on the body of Lloyd Dubroff, each day consisted of several hours of flight and several media stops. It was not determined if he understood how flight time desired and actual flight time acquired are often different things. One wonders if he had ever heard the phrase ‘time to spare, go by air’.

The days preceding the launch of the transcontinental flight included multiple media interviews, some of them before 7 a.m. to accommodate east coast live television morning news shows. On April 10 there was an early morning live television interview at the airport, and at 0700 the aircraft took off from Half Moon Bay, California (KHAF), and headed east to Elko, Nevada (KEKO). The aircraft refueled then headed to Rock Springs, Wyoming (KRKS), for a brief stop. The airport manager noted how worn out the pilot looked. The flight made it to Cheyenne at 1756. Reid called his wife that evening, saying he was elated by the reception they had been getting along the way, but added he was very tired.

From a TV producer standpoint, I found it hard to get behind the story, which was the same every place they stopped, be it on television, newspaper, or radio. People were always excited to meet the little girl. She was asked if she wanted to be a pilot when she grew up. She was asked if she liked to fly. I maintain that if they had delayed a departure to get more rest or to wait out the weather it would have made for a much better story—at least it would be different than the previous ones—what does a 7-year-old pilot do when she is waiting for the weather to clear? Does she play with the airport dog? Does she read magazines in the FBO? Drink the FBO coffee and raid the popcorn and candy machines? She certainly wasn’t doing the flight planning.

Accident Details

Per the witness statements in the NTSB report, Reid obtained a weather briefing on the morning of April 11 and performed the preflight inspection. The weather was deteriorating as a thunderstorm approached the airport, and they were in a hurry to leave because they had media interviews with the local television stations to get to. 

Think about that for a moment: taking off and trying to outrun a thunderstorm in a Cessna 177B to get three minutes of facetime on a small-market television station.

When you are in a hurry, you make mistakes. The NTSB report depicts several slips, including forgetting to pull the wheel chocks prior to engine start and stumbling on a few radio transmissions, including asking for “special IFR” rather than “special VFR.” The aircraft took off in strong, gusting winds and heavy rain. There was hail, reduced visibility, and lightning in the vicinity. At the time of the accident, the Cheyenne Regional Airport (KCYS) density altitude determined from the ASOS was approximately 6,670 feet.

There were other pilots at the airport as the storm approached. A few were interviewed by the NTSB after the accident and described the heavy rain and strong and gusting winds that created issues even while taxiing.

It began to rain before the Cardinal departed. In her last telephone call with her mother, just moments before takeoff, Jessica Dubroff commented on the weather, asking her mother if she could hear how loud the rain was.

Witnesses say the aircraft took off from Runway 30 and appeared to struggle to gain altitude as it never got higher than 400 feet. The aircraft appeared to be turning to the right when it plunged nose down, coming down on a street and the end of a driveway some 9,600 feet off the end of the runway. The aircraft had 10 degrees of flaps in at the time of impact. There were no injuries other than to the persons on board, and only the aircraft was damaged. The NTSB noted the nose section and forward cabin area were crushed and displaced rearward along the airplane’s longitudinal axis. Fuel poured out of the wings, but there was no fire.

The photographs of the wreckage are jarring. What is left of the cockpit is a mess of fragmented instruments and the ear cup from a David Clark headset. There are photos of the front seats. They are bent, misshapen, and bloodstained.

Witnesses told investigators that the aircraft hit so hard they knew no one could have survived. The cause of death for all three was listed as traumatic injury. Lloyd Dubroff, who was sitting in the rear left seat, had his arms wrapped around his daughter at the time of impact. Jessica had a fractured right foot. Based on the multiple fractures in Reid’s arms and legs it was determined that he had been on the controls at the time of impact.

The Fallout

Any time there is a high-profile accident, there will be blowback in the form of people trying to legislate ways to prevent poor decision-making. This was no exception. Almost immediately, there were cries to pass laws to prohibit children from taking flying lessons. Thankfully, the furor died down after people realized this horrible accident wasn’t so much caused by a child flying but rather the choices the adults made for the child.

However, as part of the Federal Aviation Reauthorization Act of 1996, President Clinton approved the Child Pilot Safety Act, amending Federal aviation law to prohibit a pilot in command of an aircraft from allowing an individual who does not hold a valid private pilot’s certificate, and an appropriate medical certificate, to manipulate the controls of an aircraft if the pilot knows or should have known that the individual is attempting to set a record or engage in an aeronautical competition or aeronautical feat.

A pilot who allowed this to happen could face revocation of their airman certificate.

Fortunately, most pilots who fly with children—either their own, friends of the family, or as EAA Young Eagles ambassadors, are more careful about the choices they make. For children under 16, the purpose of the flight is, more often than not, to generate interest or as a reward. I have flown with these children at the request of their parents, with the understanding that when they were old enough, if they wanted them, flight lessons would become much more serious business. But only if the child wanted it.

Parents are supposed to protect their children. My instructor at the time of the Dubroff crash had a little girl of his own, and he was dismayed by the behavior of both the CFI and the father. He remarked we will never be able to remove all the poor decisions from aviation—I believe the technical term is ‘you can’t fix stupid’, but you need to learn to recognize when you’re heading down that path—and know when to divert.

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