So... there I was on my way home after another lesson towards my Instrument rating.... and on my way out of the airport, what do I see parked on the ramp for the parallel runway? Yep... my eyes didn't decieve me... it was a Ford Tri-Motor! In fact, it was the EAA's Ford Tri-Motor on a tour of different parts of the country! This was last summer, and it was pure luck for me! They had taken the plane to Creve Coeur Airport originally, but didn't get much of a crowd. So, they flew it over to Spirit of St. Louis (KSUS), where I fly out of, to try to get more traffic with people wanting a peek inside, or going up for a ride.
Well, I love aircraft new and old, so I was fascinated with this rare opportunity to see such a classic up close. I immediately pulled into the parking area near the rampway, and went up to see what was going on. I got the chance to speak to the pilot of the plane, a commercial pilot who normally flew Airbus A-330's, and in his off time volunteers to fly for EAA. I've been up to Oshkosh. Wisconsin before when I was with Civil Air Patrol, but never got the chance to get into their hangars or museums when I was up there since it was during the fly-in each time and we were way too busy. So this was even more exciting as a result.
The pilot informed me that they were taking people up for rides, and would I like to go along. One millisecond later my decision was made, and I think I answered just as fast as that too! I was surprised even more when I was told that because I was a pilot, and the pilot of the plane got to know me a little by then, he asked if I would like to fly right-seat with him for the ride! Ok... it was not quite as long as a full millisecond for THAT answer to come out of my mouth with a resounding, wide-smiled, emphatic YES!
The day was CAVU (clear and visibility unlimited), with light southerly winds. Here I was, boarding this plane built so long ago... long before I was born, yet it still had the majesty and strength about it as if it had just rolled off of the assembly line. The three huge radial engines, corrigated steel skin panels, and boxy taildragger design the signature of this bird that was the very first commercial passenger aircraft to be used widely in the early days of commercial aviation. As I enter the cabin from the rear entry door, you are struck by the fact that the appointments of the plane are rather nice inside, with real leather seats, and polished wood panel trim. Walking uphill to the front of the plane I am confronted with an instrument panel that I did not expect. This is a multi-engine plane, yet the panel has basic instrumentation for only the front engine. Mixture controls in the center of the front panel for each engine and throttles for each engine the only evidence that this plane is equipped with two more on the pylons from the wings. I sit down, and put on the headset, connected to a modern radio that is oddly out of place suddenly. I also see the handheld GPS unit on a mounting bracket velcroed to the area near the left seat. The control wheels are wheel shaped, not "W" yokes, nor bowties as on other aircraft.
I look over at the pilot as he takes his place in the left seat, giving him my "thumbs up" that signals I'm buckled in and headset prepped. I was too excited to say anything else at that point, but that soon faded as he strapped in and started each of the massive engines. A powerful throb and hum now enveloped the plane as I felt the rudder pedals and yoke move during his checkout. I remained silent, but observant... not wanting to miss a thing as he started us taxing out to take off at 8R. The preflight runup was brief, about the same as one might expect in a regular GA aircraft. Then the tower calls, letting us know we are cleared for takeoff. The pilot advances the throttles, and we start running down the runway. It seemed like only seconds, and the airspeed was up at 60 KIAS... the tail rose, bringing the horizon into full normal perspective again. By 70 KIAS we are up and airborne! Climbout at 75 KIAS and then leveling off to fly at the plane's top speed of around 94 KIAS! He looks over at me and says "Any questions?" I think... "any questions? about a million of them!", but I settle on just a few as I first point to the panel and ask him about the lack of other engine instruments. He smiles and says, "Look at the landing gear pylons". As I look out and see the pylon on my right, I note the RPM, temp, and oil pressure gauges mounted into the side of the skin there. The landing gear pylons also support the outboard engines. "It behooves you to have a flashlight at night so you can check them!", he says to me over the intercom. I'm astounded both at the elegance of the solution, and the impracticality at the same time, but knowing that I'm spoiled with today's technology, I find the charm of the unique solution, and nod... then shake my head in awe of the way the engineers solved that issue back then.
As we make our first turn to the south after takeoff, he looks at me and says, "Wanna fly her?" Ok... I was not expecting this treat at all, but I eagerly did so, taking the heavy control wheel yoke in hand, and feeling the power, and lumbering aspect of this bird. "Make some turns if you like.", he tells me. Well, not needing much prompting at this point, I try a turn to the right to keep us in the airport area. The plane takes a bit of input, heavy on the controls to make even a 45 degree turn, much less a 90 degree one, the plane "thinks" about compliance, but then does so with grace, easing into the turn on the downwind leg of the pattern. "What's the top speed?", I ask, seeing the airspeed guage reading about 92 KIAS after my turn. "You're at about it!", he says to me with a smile. "She's not fast, but she's reliable!", he says. It takes a while to make our way down the leg of the pattern, as the pattern was held wide, and a few more turns also ensued (with the tower's co-operation). Finally, he takes the controls to make the base leg and final approach. The plane lumbers into the turns, behaving herself gracefully, though requiring a heavy hand. As we land, the tail settles, and swings behind and to my right as we turn off. My first time in both a mult-engine cockpit AND a taildragger, and I was lucky enough to have it be in this bird! As we taxi off, and I reluctantly get out, I spend the next 20 minutes talking to the pilot again, this time getting more details about the plane, having more of a basis to ask better questions now. The pilot then asks me for my logbook. In it he makes a new column "SIC" (Second In Command), and enters the time I flew... .2 hours, multi-engine, taildragger, SEC, Ford Tri-Motor!
One of the best experiences and proudest log entries I have since getting my license.
Just thought I'd pass it along