Today’s Top Pick is a 1946 ERCO 415-C Ercoupe.

Fred Weick, an airmail pilot, aircraft designer, and engineer who also helped advance early airmail operations, left his fingerprints on a number of famously safe and reliable airplanes, including the Piper PA-28. Before that, though, he designed the Ercoupe, which used simplified controls and limited control-surface movement to help keep pilots from losing control of their aircraft.

The Ercoupe reflects many lessons learned from an experimental Weick design called the W-1. The W-1 and W-1A tested several safety features, ranging from reduced pitch control to tricycle landing gear. The Ercoupe followed and was marketed as a “safety airplane” with extremely forgiving flight characteristics.

The aircraft’s reluctance to depart controlled flight made it popular among flight students and casual aviators looking for a safe, easy-to-fly airplane. The endearing Ercoupe has a devoted following among owners who continue to fly and maintain them. Owning an aircraft like this opens a door into an interesting chapter of aviation history.  

This 1946 Ercoupe has 2,264 hours on the airframe and 785 hours on its Continental C-75 engine. The VFR panel includes the most basic instruments, such as a compass, altimeter, airspeed and engine rpm and oil pressure and temperature gauges. The aircraft also carries a trig comm radio and a non-ADS-B transponder. 

Pilots with solid pilotage navigation skills, or tablets in their laps, who seek a traditional 1940s-style general aviation experience should consider this 1946 ERCO 415-C Ercoupe, which is available for $28,750 on AircraftForSale.

If you’re interested in financing, you can do so with FLYING Finance. Use their airplane loan calculator to calculate your estimated monthly payments. Or, to speak with an aviation finance specialist, visit flyingfinance.com.

• FLYING Magazine: Approachable Aircraft: Ercoupe
• FLYING Magazine: Hawaii Lessons in an Ercoupe
• FLYING Magazine: The Process of Obtaining a Medical Certificate
• Plane & Pilot: Ercoupe, Aircoupe
• The Aviation Consumer: Used Aircraft Guide: Ercoupe and Cadet
• The Aviation Consumer: Legacy LSAs: Champ Is a Top Value

The post This 1946 ERCO 415-C Ercoupe Is an Easy-to-Fly ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

This medical adventure started with The Impossible Airplane project, a custom-controlled RV-10 that will be the first purpose-built airplane in history for a pilot flying with just their feet. I’ve been flying Ercoupes for a long time, but the RV-10 does not qualify for the current light sport rules. So if I’m ever going to solo The Impossible Airplane, I’ll need to get my private pilot certificate, which also means getting at least my third-class medical.

• READ MORE: The Impossible Airplane Showcases Aviation Innovation

Even without arms, my formal application started like any nondisabled student pilot. I spoke to several pilot friends about an aviation medical examiner (AME) they would recommend. Unlike most other applicants, though, I wanted to find an AME who had experience with nonstandard applications. Over the years, I’ve heard horror stories from prospective pilots about how one poorly written statement caused months of delays and paperwork headaches. I also know that there is no established precedent for a pilot to receive a medical who is only flying with their feet. So, if we didn’t get the application right the first time, there’s no telling what other issues we would have to resolve.

Luckily, I found Dr. Douglas Little. He is an AME in my hometown of Tucson, Arizona, and has handled several other nontypical medical applications. I also felt reassured when Little explained the medical deferral process and that he would help me through the back and forth with the FAA. He must have done a good job because two months later I received a letter from the FAA that said I needed to see an orthopedic doctor for an evaluation and further documentation. 

When I first read the letter, I wondered why the FAA wanted an evaluation. I was born without arms. I’ve made it this far in life and aviation. But it was easy enough to schedule an appointment and send the evaluation back to the agency. When I sat down with the orthopedic doctor, it took a few minutes to explain the situation and what we were asking for. He wasn’t a pilot, but he was professionally curious. (I get a lot of professional curiosity from doctors, especially podiatrists who want to see how my feet have adapted.) The next day I had triplicates of his evaluation and sent two of them to the FAA. It was a pretty straightforward letter attesting to the functionality of my legs and feet with the absence of arms.

The FAA never asked for my medical history. I can see how that collection of documents would be difficult to assemble and then even harder to present to the agency in an organized manner. There are many services out there that specialize in assisting pilots with that process. Luckily for me, about two months after sending in my evaluation, the FAA approved a medical flight review. I can only guess that a combination of Little, the orthopedic doctor, and flying as a light sport pilot for several years helped the process.

The FAA gave me the option to choose the district office that would oversee the process. Naturally, I chose the Scottsdale, Arizona, FSDO. A couple of weeks after that, I got a call from an FAA representative. She informed me that I could select the examiner for my medical flight review and would have  a six-month window to complete it. That gave me pause for a moment. I know many student pilots were struggling to find examiners and take timely tests. On top of that, the Ercoupe I wanted to use was still undergoing a lot of maintenance. Plus, I needed a good refresher after a summer of not flying at all. However, the FAA official assured me that if I needed more time, then I just needed to call the office before the six-month window was up. 

And now I am waiting for the medical flight review. A CFI friend recommended an examiner who was properly qualified for these. I told him the situation, and he was happy to arrange a date toward the end of my six-month window. I’m both nervous and excited. If I fail my exam, then I will be disqualified from flying as a light sport pilot, and my days as a pilot are over. But if I pass—when I pass—many of the LSA restrictions will be lifted. There will be other restrictions, but I’ll overcome those too. 

Thanks to the light sport rules, the doors have been opened for more pilots like me to learn to fly. I’m so thankful that Able Flight is leading the charge for helping pilots with disabilities learn to fly. Able Flight gave me a scholarship for my light sport training. More and more of us are progressing on to the private pilot level and hopefully making it easier for the next pilot to follow after us. And who knows? Maybe after earning my private pilot certificate and instrument rating, I will start looking over the requirements for being a commercial pilot.

As I stand on the threshold of setting this next precedent, I’m reminded that every flight, every test, every hurdle overcome is not just for me, but for those who dream of taking to the skies regardless of the obstacles they face.

The post The Process of Obtaining a Medical Certificate appeared first on FLYING Magazine.

Today’s Top Pick is a 1946 ERCO 415-C Ercoupe.

The Ercoupe 415 two-seater came about in response to a design competition organized by the Bureau of Air Commerce during the 1930s in an effort to develop an airplane that was safer than others in the fleet. Fred Weick, the engineer and aircraft designer who later would co-design Piper’s PA-25 agricultural and PA-28 personal and business aircraft, came up with the Ercoupe.

The airplane used a two-control system that linked the rudders, aileron, and steerable nose wheel through the control wheel that also operated the elevator. This system eliminated rudder pedals. The control wheel operated a lot like a steering wheel in a car, and the control setup largely eliminated stalls, spins, and ground loops—three phenomena that often resulted in accidents. People often refer to the aircraft as being stall- and spin-proof.

While the Ercoupe’s flying characteristics made it safer than many other aircraft, pilots for a time still had to receive spin training—for which they would have to use a different airplane. Others missed the ability to slip the airplane into short fields by crossing the controls—something that could not be done in the Ercoupe. Today there are many Ercoupes still flying and they have a strong following that appreciates their gentle, forgiving handling in flight and on the ground.

This Ercoupe has 1,009 hours on the airframe and 54 hours on its Continental C85 engine since overhaul. The panel includes a Garmin GTR 225 com radio, GTX 327 transponder, and UAvionix SkyBeacon ADS-B.

Pilots looking for an easy-flying, safe, vintage aircraft that fits modern light-sport criteria and still makes a splash at fly-ins should consider this 1946 ERCO 415-C Ercoupe, which is available for $28,500 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

• FLYING Magazine: Approachable Aircraft: Ercoupe
• FLYING Magazine: Hawaii Lessons in an Ercoupe
• Plane & Pilot: Ercoupe, Aircoupe
• The Aviation Consumer: Used Aircraft Guide: Ercoupe and Cadet

The post This 1946 ERCO 415-C Ercoupe Is an Easy to Fly ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

When it comes to AirVenture, many often say “we come for the airplanes but stay for the people.” This rang true for me this year. I usually deliver two speeches at the annual event, and so there were people in the audience who have heard me speak every year. This is special because people came up to me and said they were at  AirVenture when we announced The Impossible Airplane Project and were so glad to see how much we have accomplished since then. One family showed me a picture taken of me with their 7-year-old a few years back. They then told me that the little boy in the photo was now the teenager towering over me.

AirVenture is like a big family reunion—a place where people come to belong. What I realized this year is that we can make it such a place for those with disabilities as well. We saw several hundred fans come through our booth this year, but only four of them—all pilots— had disabilities. I talked to these four, and they expressed their hope of finding more community at AirVenture. They were happy to see our booth, but they were looking for more. We were set up to exhibit the technology behind The Impossible Airplane but not specifically focused on community-building. I wondered what such a booth would look like at AirVenture. Could there be a space that would highlight the stories of people with disabilities in aviation?

• READ MORE: Engineering Opportunities for Pilots with Disabilities

I was demonstrating the foot controls when a woman without hands asked what I do about tuning the radio and transponder knobs. I have no issues with those aspects, but I saw that she didn’t have fingers, so I understood why she needs support in that area. I showed her how I have a death grip, as well as fine motor skills, and she demonstrated how she grips between her two shortened forearms. She wants to start learning as a student pilot, but the lack of technology for the radio control is holding her back.

Then there are the pilots with hand controls. We attended the Able Flight barbecue after-party and saw at least 15 pilots in wheelchairs. My friend, Clayton, was flying in a Vision Jet with hand controls. As the first paraplegic with a jet rating, he had a lot of people going up to his jet because they were curious about his designs.

Similar to the vintage, homebuilder, and warbird areas, I would love to see a space dedicated to pilots with disabilities where we can share experiences and ideas. When I first attended an amputee support group, I felt like I found special people who understood what it was like to be different. There were the how-to questions, but deeper than that was the feeling of being seen and understood. They “got me” simply because they have been in my shoes.

I am excited about next year’s AirVenture and would love to work toward creating a more meaningful space that connects my two greatest passions—aviation and disability advocacy. I look forward to greater things ahead!

The post AirVenture Is Not Just About the Airplanes appeared first on FLYING Magazine.

Yes, the Ercoupe cruises about 90 mph, so it feels more like a convertible speeding down a freeway. I have to ensure my hair is secured, so it doesn’t blow around and block my vision. If the pilot feels like it, they can stick an arm out the window to steer in one direction. I choose not to put my leg out because that would mean putting half my body out the window. What a sight that would make!

One of the challenges we faced with upgrading to the Impossible Airplane (a Van’s Aircraft  RV-10) was opening the gull-wing doors. Reaching the door handle from the outside is tough for me while precariously balancing on one leg on the wing. 

This is an excellent metaphor for disability access. The airplane may be modified for a pilot without arms, but what is the point if I can’t get in? The same goes for a restaurant with a disabled-accessible table available but also has steps leading up to the front door. Or a website that sells products for low vision or blind people but can’t be accessed by a screen reader. It’s not the disability that’s the issue; it is the way we design things.

So, my favorite question is, “How can we make this work?”

Building the impossible airplane is proving yet again that this project is bigger than one pilot, one airplane, and one team of builders and engineers. Last week, students from the Oregon Institute of Technology showcased their innovative ideas for The Impossible Airplane.

Thanks to Amber Conord, Jake Baker, Race Ross, Chase Ahrens, and Ronald Collins (who also works at Van’s), they have found a way for me to easily open the airplane doors. The solution involves a safety switch and a button, very similar to how you would open a hatchback car by pressing a button. I am confident that I am the first of the many RV-10 owners who would enjoy this feature once it becomes available.

Thanks to the tremendous support from some great aviators and aviation companies, I’ll be bringing a demo automatic door to EAA AirVenture at Oshkosh, Wisconsin, in late July. I also plan to bring a simulator of my pitch, roll, and yaw controls that I will let you try out. By the way, if you think you can fly better than me, I’ll let you test your skills and even give you a commemorative T-shirt to prove it! You can find us in the Homebuilders Hangar.

One might think that The Impossible Airplane is just about building a special airplane. As the project unfolds, it is proving to be so much more than that. As a disability advocate, one of my biggest goals is to get people to think differently about the world around them and how they perceive people with disabilities.

The Impossible Airplane project shows us that we don’t always have to settle for “just the way things are.” We must always leave room for the question, “How can we make things better, not just for us, but for all abilities?” I have been so humbled by the talent, creativity, and dedication of our student contributors. I have so much faith in the future, knowing that our younger generation has such a strong drive to improve the way things work. One button can change lives, indeed!

The Impossible Airplane is on track to be finished by 2025. While it started out as my dream, it has become our dream. It has become an example of how we can turn barriers into gateways when we work together. 

The post The Impossible Airplane Showcases Aviation Innovation appeared first on FLYING Magazine.

The response from Van’s Air Force was most inspiring, filled with incredible ideas and enthusiasm. We were ecstatic when an Experimental Aviation Association (EAA) chapter out of Toms River, New Jersey, led by Robert Newman, volunteered to take on the build. By June 2022, we received the first shipment of the Van’s Aircraft RV-10 tail, followed by the wings in October. Meeting the EAA Chapter 898 building team was a moment of profound gratitude.

Over the past 10 months, we have also worked with a team of engineering students from the University of Arizona who have designed modifications. These brilliant minds have crafted modifications for the airplane with diligence and ingenuity. Supporting them through their journey, attending their presentations and witnessing their dedication, I’ve come to appreciate their sleepless nights. Compared to these students, my college years looked more focused on socialization opportunities. The culmination of their efforts was proudly displayed at the university’s Engineering Design Day, showcasing their hard work to the public. Family members who came also talked about how hard they worked. I was proud of them.

• READ MORE: Why Representation Matters

The moment I tried the foot controls was a little overwhelming. Imagine slipping into a custom-made suit or dress for the first time, tailored to your exact measurements. The modifications on the RV-10 were my perfect fit. Living in a world designed for individuals with hands and arms, I often adapt and adjust. But with these modifications, I felt as if the airplane was built for me. It seemed special, and I perceived a unique sense of unity with the aircraft.

At first, I couldn’t keep the simulated airplane from crashing. I have never had to actuate the rudder(s) via a separare cockpit control.  Unlike my Ercoupe, where the rudder surfaces are interconnected with the ailerons, the RV-10 required learning a new axis of control. It was like relearning to fly. There were frustrations, and I made mistakes, like forgetting to lower the flaps before landing. Again, the Ercoupe doesn’t have flaps. So, that landing turned more into a bounce followed by a stall and a crash. But the most important part is I kept it airborne for a good, long while, and that is something to celebrate.

My thanks go out, as always, to everyone who supports the Impossible Airplane. But today, I offer a special thank you to students Simon Quang Minh Ly, Alejandro Lopez, Renatto Miguel Ramos, Zachary Thach, Sheehab Zaman, their college mentor, professor Doug May, and their adviser Dr. David Margolis.

As we proceed, our focus will be on refining these designs and crafting stronger replicas for display at EAA AirVenture Oshkosh. We eagerly invite anyone interested to try the controls with their feet or hands. Your feedback will be invaluable as we continue to refine our designs and incorporate modifications into the build happening in New Jersey. We are not just building an airplane— we are reimagining the possibilities of flight.

The post Simulated Testing Underway for World’s first Foot-Controlled Airplane appeared first on FLYING Magazine.

I got into aviation as a hobby and became a pilot before becoming a multinational motivational speaker. When I started seeing more of the world because of speaking invitations, I realized that general aviation is regarded as a novelty in most countries. People don’t just wake up one day and set out to become a pilot.

For some cultures, it would be almost like waking up one day and deciding to go to the moon. Aviation is considered an elite field. Opportunities in this space are rare in other countries compared to the U.S. Particularly when women still represent only a single-digit percentage of certificated pilots. And the opportunities in aviation for people with disabilities? Almost zero.

Pair the rarity of women in aviation with the assumptions about disability present worldwide, and the combination becomes infinitesimal. I understood why my story is so profoundly received—an armless woman achieving the almost impossible by being a pilot.

December 3 was International Disability Day, and I thought about the intersection between disability and my international outreach. Aviation provided such a unique platform for advocating for disability awareness.

I’ve flown an Ercoupe in Athens, Greece; a Cessna over Manila, Philippines; and a Diamond twin over Addis Ababa, Ethiopia. Each experience has been a unique opportunity to shed light on what is possible for someone with a disability.

Shortly after becoming a pilot, a local pilot and businessman invited me to speak in El Salvador. After having me speak for his company and a local charity for disadvantaged youth, we flew to the neighboring country of Guatemala. While there, he arranged for a private tour of the city.

As I walked the cobbled streets of the historic district, I saw a blend of shops and not a few locals asking for handouts. I was not far behind some other tourists when I walked past a young girl asking for money.

I did a double take when I noticed that she did not have hands but stubs at her wrists. Upon realizing this, I grabbed a five-dollar bill and gave it to her with my foot. I saw her face light up with a smile. I thought about how I could have been in her place if I had been born in a country with fewer opportunities. Instead, I was there in her country, being welcomed as a celebrity for my accomplishments in aviation. What a jarring contrast in our fates. After more than a decade, I remember that moment as if it was yesterday.

That was one of my first trips where I witnessed the disparity in opportunities for people with disabilities between the U.S. and other countries. I have since seen many different manifestations of this gap. Through aviation, I have also had many opportunities to highlight that gap and invite people to work towards eliminating those disparities.

In Athens, Greece, I flew over the coast with an Ercoupe owner to be part of the introduction to a disability film festival to promote awareness. With the help of Handicap International, I flew over the capital city of Ethiopia, Addis Ababa, hoping to encourage inclusion for children with disabilities in school.

When word got out, press people met us at the airport, and a memorable young boy named Tarikou came to meet me. He was only 8 years old but also did not have arms. He and his family lived in such a rural area that he had never even ridden in a car. When he came to the airport, it was the first time he rode in a car and definitely the first time he saw an airplane. He told his mom he wanted to become a pilot just before we parted ways.

When we were lobbying for the International Disability Treaty in the U.S., Senators were willing to meet with me because of the aviation connection. In the Philippines, we made waves showing the importance of supporting people with disabilities after natural disasters. Not long ago, I met the president of Egypt when I spoke to 8,000 young people from around the world in the opening ceremonies of the World Youth Forum.

It makes me wonder what more I can do and what possibilities are just around the corner. The Impossible Airplane is on track for completion in 2025. I hope more doors open when it’s finished. If not, at least I’ll be able to buzz those closed doors on my way to the next.

I have aviation to thank for opening up these international opportunities. I will continue to use the power of being a pilot to show the world that disability does not mean inability. 

The post Changing the World One Flight at a Time appeared first on FLYING Magazine.

When I returned, a small crowd of four had formed around my airplane. This is not uncommon. The Ercoupe is an eye-catching airplane that always gets a second look. 

As the strangers marveled at the H-tail and bubble canopy, they turned to the first guy standing there and asked him the usual curious questions about the Ercoupe. They assumed that it couldn’t possibly be the woman without arms who owned this airplane. 

The first guy shrugged his shoulders and said, “It’s not my airplane….” This was not the first time strangers admired the Ercoupe, and they overlooked me for the questions as the owner. 

This type of situation is a modern reality for people with disabilities. There is an unspoken societal misconception that people with disabilities struggle, and therefore, should achieve less. Even the ones who own airplanes, the ones who run their own businesses, serve in the top management positions of a company, or the ones who succeed in other areas. 

This unfortunate reality holds people with disabilities back. It feeds into a perpetual cycle of under-expectation for people with disabilities, which in turn creates barriers in society, which leads to more under-expectation, and on and on. 

I love that this column is allowing me to have an opportunity to bring light to some of the misperceptions about aviation for people with disabilities.

Here are the misperceptions that I run into all the time.

Where Are the Modifications?

The easiest way most people notice someone with a disability is their adaptive equipment, like a wheelchair. But, the Ercoupe has been an ideal airplane for people with disabilities because of how it was initially manufactured. The Ercoupe is the only type-certificated airplane built without rudder pedals. The rudder cables are interconnected with the ailerons. 

It has served as a very accessible airplane for disabled pilots. I’ve personally heard of pilots who benefit from the design who are paralyzed, who survived polio, or other injuries to their lower extremities.

Can’t Get a Medical

Every time disability comes up in aviation, people wonder about the medical. If all you’re going to fly is daytime VFR, then you don’t need one. Under the light sport aircraft rules, my driver’s license acts as my medical.

Not having arms wouldn’t automatically disqualify me. But it does mean I would have to complete a medical flight review as part of the deferral process with the medical certificate.

Bonus tip: Ask your designated pilot examiner (DPE) if you can complete your medical flight review and check ride on the same flight if you’re “graduating” to a new certificate.

They Must Have Taken it Easy on You

I wish. I didn’t solo until I was 30 hours in. My check ride was accomplished after I had logged somewhere in the 80-hour range of flight time. Even then, my oral exam alone took three hours. 

My instructors would never sign me off if they didn’t feel I was ready. And no one should be training under a CFI who would. The DPE who did my check ride had an open mind, but he wasn’t about to let me slide either.

What Did You Say to the Doubters?

Honestly, there weren’t many. This is one of the things I love about the aviation community. When I asked for help, someone almost always offered it.

Right now, a volunteer group is helping me build The Impossible Airplane. Their help will turn a 10-year project into (hopefully) less than three.

I am occasionally overlooked, and it sucks when it happens. Society likes to put people in a box, especially people with disabilities. I don’t have anything against boxes, per se. But next time the opportunity strikes, ensure you’re putting us in the correct box!

I look forward to sharing more stories with you. If you have suggestions for article topics or questions you’d like me to answer, send me an email at thearmlesspilot@gmail.com or visit www.JessicaCox.com.

The post Being Overlooked appeared first on FLYING Magazine.

When I started my journey in aviation almost 16 years ago, I did not realize it was going to turn into a whole lifestyle. I caught the bug after a single flight. Was there a little bit of drive to prove the doubters wrong? Possibly. But those who caught the bug know the drive comes from you and not those around you.

Last year, my husband, Patrick, drove two hours to a flight school for each lesson. In flying, you have to want it bad enough to put in the effort. I was so proud of him when he passed his check ride. 

The phrase “a family that flies together, stays together” couldn’t be more accurate. I got to cheer my husband on as he earned his wings. Then we flew together for the first time with him as PIC, appropriately, on December 17, the anniversary of the Wright brothers’ first flight. We have traveled to Kill Devil Hill, in North Carolina, and many other aviation landmarks as a couple.

Soon, our newest furry family member will take to the skies too. My black goldendoodle service dog, Chewie, (the best copilot in the galaxy) hasn’t flown in a small airplane yet. It isn’t very practical or safe with just the two seats in the Ercoupe. 

Family, though, isn’t just about relatives. I also refer to the aviation family. I didn’t know that going to EAA AirVenture every year would become a family reunion. Aviation brings people together in profound ways. I am always amazed when the immense aviation family comes together.

I remember my first international trip as a newly certificated pilot. Suddenly, I was a low-time Ercoupe pilot jumping through government hoops to allow me to fly over Athens, Greece. Luckily, I didn’t have to find a way to fly an Ercoupe across the Atlantic. We found a pilot and an Ercoupe already in Greece. 

We realized the short planning time wasn’t enough to get an exemption to fly solo as a U.S. light sport airplane pilot in Greece. We could have just thrown our hands up and given up on the flight. After all, I was there for a speech; the flying was just icing on the cake.

The Ercoupe owner and I decided to fly together. He would be PIC. This was one of the first times that I witnessed aviators coming out of the woodwork at an event or gathering to help share their love of the skies.

There are a few ways I try to give back. This summer, I look forward to cheering on the new Able Flight graduates when they get their wings. I hope to meet the Wright Flight students here in Tucson when they finish their course. And assuming another business jet doesn’t try to flip my Ercoupe over, my foundation and I will plan airport days for children with disabilities in the fall. 

• MORE STORIES: Previous editions of “Flying Over Adversity”

The homebuilt community is also part of the aviation family—and I’m looking forward to meeting more of them. The empennage of “The Impossible Airplane” arrives at the end of this month. The Impossible Airplane will be a Van’s Aircraft RV-10 modified to be flown with just feet in the left seat. The whole goal is to add another way to inspire more people. 

If all goes according to plan, many will be inspired to take up aviation. But I’m not a CFI. I’m not a DME either. And I don’t work for ATC. I’ll be relying on you, dear reader, to help.

The aviation family is one of those things that makes flying so unique. Let’s keep it going! When you hear that someone wants to learn to fly, don’t shoot them down with the price tag—offer to help them find a scholarship. Don’t let another year go by without flying a Young Eagle. Who needs help with the fly-in a few airports away?

A family that flies together, stays together. Let’s make sure we never stop flying together as a community, as people with a common interest, and as a family.

I thank you for being that family for me.

The post The Aviation Family Keeps Getting Stronger appeared first on FLYING Magazine.

First, I did not have permission to fly into a Class Bravo primary airport as a sport pilot. Plus, the Ercoupe’s home base is Tucson, where I live, so it would be at least a five-day journey to KJFK. 

Then, there was figuring out the logistics. On top of KJFK being a major U.S. hub, it sits under some of the busiest airspace in the country. I knew there would be an overwhelming number of radio calls in such an active sector.

The Ercoupe lands at about 60 mph, while the jets at the airport land at much more than twice that speed. That made me remember my flight training and the lessons I learned about wake turbulence, and the terrifying possibilities of not waiting long enough to take off or land behind a jet. 

My first flight instructor, Glen Davis, is based in New Jersey and a CFII, and he reassured me by offering to fly with me. This was an ambitious thing to ask him, but how many pilots get an excuse to fly into KJFK? With the encouragement from Glen and SITA Aero, we began the process of making it happen. 

We did a month and a half of phone calls and emails coordinating with the KJFK FBO, the tower, the Port Authority, and TRACON. They all agreed on how important it is to plant seeds in the next generation of pilots and gave us their full support. They decided to reroute the jets on a different runway so we would be allowed to land at that slow speed. 

That, for me, was unbelievable. 

We also knew we needed someone local to organize the group on the ground. After posting to the 99s, emphasizing that March (the month we were arriving) is Women’s History Month, the governor of the local 99s chapter, Suzanne, volunteered to help and even got other volunteer 99s to help out on the day itself. 

My fellow Ercoupe pilot, Syd Cohen, volunteered to get the Ercoupe to Morristown Airport in New Jersey (KMMU) for us. After a month of preparation, we approached the big day. 

We knew this would be an unforgettable flight, so we rigged up three cameras in the cockpit and two audio recording devices, one for each pilot. All was set, and at about 1 p.m., we took off. 

It was a short flight, but I took a moment to soak it in despite the overwhelming radio chatter. I will forever remember seeing the Manhattan skyline off in the distance and then glancing over at my instructor. Glen had this excited face and clapped his hands as we were getting ready to land. 

We landed beautifully on 22R and began the longest taxi of my life. The only FBO, Modern Aviation, was ready to receive us. Glen helped turn the three cameras off as we climbed out, but we forgot to stop the audio recording. This turned out to be a blessing because that is the only reason you can hear anything soundwise on the security footage that captured what happened next.

To our surprise, there were no tiedowns at the FBO. While waiting for my husband Patrick to catch up to us in the rental car, I stepped into the restroom. After coming out, there was a scene at the Ercoupe. Jet blast had hit my tiny airplane. A business jet did a normal 180-degree turn to leave the ramp. The resulting jet blast hit the Ercoupe enough to lift one wing, causing the other wing to slam into the ground. It almost flipped over. 

The Ercoupe still looked intact. So, the FBO brought out snowplows and tied the Ercoupe down on both sides. We filed a police report and started the report with the FAA. A mechanic came out and thoroughly inspected the wings and spars. He determined the Ercoupe was (mostly) undamaged. 

With a little bit of speed tape on the wing, we could ferry it out of KJFK and back to Tucson. My insurance approved the flight and the $9,000 estimate to repair the sheet metal on the wings. 

As much as I regret what happened to the “Jessi-cab,” I still feel fortunate. We pulled off a fantastic flight and hosted an unforgettable airport day for the young people who came out to be inspired by aviation. I am sure the children didn’t even notice the road rash on the wing of the Ercoupe. Instead, they will remember that if I can fly an airplane with my feet, they can do anything! 

I am so glad that our Rightfooted Foundation could spark confidence in those kids. I couldn’t have done it without the help of everyone who made the day possible. Thank you!

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