Aircraft Information
> Aircraft Make: Avro Model: AEW Mk 2 Nickname: Shackleton (or “Shack”)
> Aircraft Mil Civ Description: Airplane ME Piston
> FAA Category and Class: Airplane multi-engine land
> Engine Description: 4 piston engines (and 8 propellers!)

Aircraft Experience
> As of: 11/4/2024
> Number of Hours Flown: 3
> Number of Times Flown: 2
> Other Aircraft Models Associated: Avro Lancaster (WWII)

First Flown Information
> Sequence First Flown: 63
> Date First Flown: 11/9/1989
> Location First Flown: RAF Lossiemouth, Scotland
> Who and/or What Organization First Flown With: No 8 Squadron, Royal Air Force. Pilot-in-command Chris Booth and his crew

Recollections: The “Shack” is a top 5 experience for me.  I flew the airplane while serving as the Safety Officer at USNTPS on a student DT-II exercise.  The Shackelton, named in honor of artic explorer Ernest Shackleton, is a very unusual airplane, especially in the 1980’s and 1990’s.  It has 4 Rolls-Royce Griffon V-12 piston engines (1960 HP each) driving a 13 ft 4 in diameter contra-rotating, fully feathering propeller.

One could almost write a book about flying this plane.  My memories:

–The acceptance, kindness and camaraderie shown by Chris Booth (our “on wing” or “main host”) and all the members of 8 Squadron.  They welcomed us with open arms, excited to show us the airplane and its mission.

–Tea Time.  On my flight, tea time came around (we were airborne, by the way) so…we had tea.  In paper cups, mind you, but graciously delivered by one of the gents in the back, stepping over the main spar that runs thru the cabin.

–As part of the profile, and of course after doing several all-engine landings, I asked if we could do a simulated engine out landing.  The answer was “No, but we can shut one down airborne and land.”  It wasn’t clear to me why this was the case (perhaps there was no way to suitably simulate an engine out, owing to the airplane’s counter rotating propellers) so–for the first and only time in my flying career–I did an actual engine-out landing PRACTICE by shutting down a good engine.  (I, of course, have done several REAL engine out landings in the wake of an actual engine failure.  I also did an actual engine out takeoff for PRACTICE in the P-3 during my RAG IP training.)  The 3 engine landing was a piece of cake.  In fact, while the airplane was predictably heavy, it flew nicely.

–We got to see a little bit of the mission equipment.  The airplane’s retired now so I doubt I’m revealing any secrets.  The airplane’s mission was “AEW” which was to act as a controller to vector fighters to intercept incoming enemy aircraft.  I don’t recall the model of the radar but IT WAS OLD (wiki says it was an APS-20….which entered service in 1945).  So old, that it couldn’t tell the altitude of targets shown on the radar.  During out flight, they found out the altitude by contacting Air Traffic Control.  The Nimrod (which I flew on a different trip to Lossiemouth, refer to that writeup) was supposed to replace the Shack but–at least in it’s AEW role–it ran into developmental challenges and was eventually cancelled.  So, the Shack “stood the watch” from the 1970’s until early 1990’s, when it was replaced by the Boeing E-3 Sentry.  I’m sure glad the Shack got this “3rd lease on life”. 

–Oh, and getting to fly a 4-Griffon-engined, 8 propellered Taildragger!  Thank you 8 squadron!

Aircraft Information
> Aircraft Make: Beechcraft Model: BE-76 Nickname: Duchess
> Aircraft Mil Civ Description: Airplane ME Piston
> FAA Category and Class: Airplane Multi-engine Land
> Engine Description: twin piston

Aircraft Experience
> As of: 11/3/2024
> Number of Hours Flown: 10
> Number of Times Flown: 10
> Other Aircraft Models Associated: none

First Flown Information
> Sequence First Flown: 116
> Date First Flown: 3/11/2002
> Location First Flown: Mojave, CA Airport (KMHV)
> Who and/or What Organization First Flown With: National Test Pilot School (NTPS), Rich Duprey (FTE: Mike Muratore)

Recollections: Have flown the Duchess 10 times, each time while attending either initial or recurrent training at the National Test Pilot School (NTPS), an excellent school about which I’ve written in other posts.

I don’t like the Duchess.  Sorry.  It kinda flies like a wet noodle.  Probably makes it a good test pilot school aircraft and I assume it’s pretty cheap to operate for multi-engine training.

Aircraft Information
> Aircraft Make: Cessna Model: 335 Nickname: I’m not aware of one. Anyone know?
> Aircraft Mil Civ Description: Airplane ME Piston
> FAA Category and Class: Airplane multi-engine land
> Engine Description: twin piston

Aircraft Experience
> As of: 11/3/2024
> Number of Hours Flown: 26
> Number of Times Flown: 12
> Other Aircraft Models Associated: Cessna 310, 340

First Flown Information
> Sequence First Flown: 150
> Date First Flown: 8/6/2004
> Location First Flown: Mid-continent airport, Wichita, KS (KICT)
> Who and/or What Organization First Flown With: FAA Rental at Yingling Aviation, Ralph Rissmiller

Recollections: The Cessna 335 was an early UNPRESSURIZED version of the Cessna 340 airplane.  Like the Baron I’d flown as an FAA currency aircraft, I enjoyed checking out and flying the Cessna 335, an airplane that attempted to directly compete with the Baron.  Why the Baron survives and the 340 doesn’t are a mystery to me.  The 335 was probably a touch easier to fly (not as heavy) and, having an airstair entrance with a center aisle, was more comfortable than the Baron when loading passengers.  The Baron’s longevity may have more to do with other airplanes being manufactured on the line…while Cessna had a very successful line of jets, and the turbine-powered Caravan, cross-town rival Beechcraft struggled to consistently field commercially successful designs. 

My checkout in the 335 came from fellow FAA Test Pilot Ralph Rissmiller, who had a real gift of instruction, and who was the “go to guy” in the office for avionics-related projects.  His background as an avionics engineer helped him to be very knowledgeable as he became a tester, and ultimately a Test Pilot.

Aircraft Information
> Aircraft Make: Beecraft Model: BE-55 Nickname: Baron
> Aircraft Mil Civ Description: Airplane ME Piston
> FAA Category and Class: Airplane Multi-engine Land
> Engine Description: twin piston

Aircraft Experience
> As of: 11/3/2024
> Number of Hours Flown: 26
> Number of Times Flown: 9
> Other Aircraft Models Associated: BE-58 Baron, numerous models of BE-55

First Flown Information
> Sequence First Flown: 129
> Date First Flown: 9/10/2002
> Location First Flown: James Jabara Airport, Wichita, KS (KAAO)
> Who and/or What Organization First Flown With: FAA Rental, Kevin Campbell

Recollections: The BE-55 Baron, it could be argued, should be lumped in with my other entry for the BE-58.  I chose to separate it because the 55 has 4 seats instead of 6, has 40 less Horsepower per engine and, mostly, because my logbook shows my first flight was with fellow FAA Test Pilot Kevin Campbell.  Back to Kevin in a second.

The 55 was less complex (no pressurization, for example) than the 55 and it felt lighter and more maneuverable.  Apparently, my time in the 58 “counted” for 55, as I appear to have received no flight checkout in the 55.  

One thing I remember well, besides really liking the 55’s flying qualifies, is that it had a red warning light in the middle of the instrument panel. A single light.  Red.  When did the light come on?  When the gear was SAFELY UP.  That meant that, most of the time you were flying it, you had a giant red light in the middle of the panel.  Just like “low oil pressure” or “low fuel pressure” or “Unsafe gear” lights I’d seen in dozens of other airplanes.  I only flew the BE-55 9 times but I remember to this day the alarm I felt everytime I was scanning….”RED LIGHT, WHAT’S WRONG!?!!”   Oh, nothing….the gear is up.  This informed my opinion, a decade later, when the FAA published a new rule concerning alerting for transport category airplanes.  This new rule, 14CFR25.1322 (amendment 131 for those in the know), which includes:  “Visual alert indications must conform to the following color convention: Red for warning alert indications.” and “Warning: For conditions that require immediate flightcrew awareness and immediate flightcrew response.” (your gear being up doesn’t, unless you’re 10 feet from landing, but c’mon) and “Use of the colors red, amber, and yellow on the flight deck for functions other than flightcrew alerting must be limited and must not adversely affect flightcrew alerting.”

So, back to Kevin Campbell.  Kevin was my mentor for all things FAA.  Coming out of the Navy I knew a bit about flight testing, but not much about civilian flight testing, or the FAA processes.  Kevin–without anyone telling him to do it–kind of “adopted” me as I learned the FAA way.  He was extremely patient and thorough as he showed me the ropes.  I also learned a lot just by watching Kevin interact with the companies who were working to get their products certified.  Kevin was super steady, but dogged in his pursuit of facts.  His integrity was perfect.  And, while he described himself variously as a “Dirt Farmer” or “2nd Lieutenant Campbell”, he did NOT miss a beat or a fact…one of the smartest guys I know, capable of remembering facts/statements and synthesizing them into meaningful issues.  Any success I had in the FAA I owe to Kevin (and to our boss, Gerry Baker, who–while he wasn’t as much a day-to-day part of my FAA work, was the true expert on all things related to our jobs). When I was retiring from the Navy and decided that the FAA Test Pilot job was where I wanted to be, I originally wanted to go to the Seattle office. Unfortunately there weren’t any openings in Seattle…but there was in Wichita and I decided to go there. I worked there for 3 years, before moving to Seattle with the FAA. In retrospect, I feel lucky to  have stumbled into Wichita…for MANY reasons. Great programs, great companies but–mostly–great people, including Kevin, Gerry and the wonderful friends we made in the community. As the saying goes…”Even a blind squirrel finds a nut every now and then.” This one sure did.

Aircraft Information
> Aircraft Make: Beechcraft Model: BE-58 Nickname: Baron
> Aircraft Mil Civ Description: Airplane ME Piston
> FAA Category and Class: Airplane Multi-engine Land
> Engine Description: piston twin

Aircraft Experience
> As of: 11/3/2024
> Number of Hours Flown: 53
> Number of Times Flown: 22
> Other Aircraft Models Associated: BE-58P, other Baron models (including the BE-55)

First Flown Information
> Sequence First Flown: 126
> Date First Flown: 7/16/2002
> Location First Flown: New Century Airport, Olathe, KS (KIXD)
> Who and/or What Organization First Flown With: Bendix King Avionics, Lloyd Bingham

Recollections: My first flight in the Baron was with Lloyd Bingham, a long-time Designated Engineering Representative (DER) Test Pilot with whom–now 22 years later–I’m still working.  He’s a true gentleman and role model.  Our first flight together was to take a “quick look” at an electronic Horizontal Situation Indicator (HSI), the KMH-825.  I feel lucky to have been able to work with “Bendix King” (later bought by Honeywell) and Garmin. Both of these company’s General Aviation effort in the 1990’s and 2000’s was at the Olathe, KS airport. It made for some good competition and being able to work with each of them was interesting.

Not long after my first flight, I also got checked out in a rental Baron and flew it enough to appreciate this solid design that–unlike any other multi-engine piston airplane–is still being manufactuered in the US.  This longevity is a testament to the design. 

I got in trouble with the FAA while flying a Baron.  I flew a Baron from Wichita to Iowa for a project.  Before I tookoff from Wichita, I verified (in an informal “aircraft book” contained in the airplane) that the 100 hour inspection was current (less than 100 hrs).  When I arrived in Iowa, I got a call from the man who managed the airplane’s rental (he was not the owner, just an intermediary), who advised me that “the annual is out of date”.  The annual date was NOT in the “aircraft book” (though it certainly was in the aircraft’s maintenance logbook which was stored somewhere in somebody’s hangar or office.  I was pretty new to the pure civilian world and so  I asked him what my options were….he said “no problem, just call the FAA FSDO and get a ferry permit to bring it home, we’ll do the annual when you bring it back.”  Cool.  So, I called a guy I’d worked a bit with at the Wichita FSDO.  Let’s call him “Jack”.  I explained the situation to Jack.  His response:  “Bob, are you self-disclosing a possible violation of the FAR’s to me?”  I literally moved the phone receiver away from my face and stared at it in disbelief.  “Jack, what’s the right answer to that question?”  Jack said I should say Yes…so I did.  I finished my business in Iowa, got a rental car and drove to the nearest commercial airport and got on a United flight back to Wichita, leaving the Baron in Iowa.  I also filed an ASRS form (this NASA form is somewhat of a “get out of jail free” process that gives you some protection from FAA enforcement).  One thing led to another and my “punishment” was a 1 year “double secret probation” with the FAA and remedial training wherein I was to fully research the responsibilities of the Pilot in Command as it related to aircraft airworthiness and to report my research to my Safety Officer in the office where I worked.  Well, it turned out that this safety officer (and, in fact, every other Test Pilot in our office) had flown the airplane out of annual as well (it was about a month overdue)…but we never told Jack that.  I gladly took the fall.  I also learned (it was actually good learning) that, as the PIC, I was the one responsible for compliance to all maintenance standards, which was quite different from my Navy experience where the maintenance folks were responsible.  I guess I was supposed to read the logbooks, ensure all AD’s in compliance, annual current, etc.  Now, the reality is that MOST pilots of rental airplanes DON’T do this, they depend on the company or FBO renting the airplane to keep up with these requirements and to publish them in an accurate and COMPLETE “aircraft book”.  You basically have to trust them.  The guy who managed the Baron rental was not trustworthy and the FAA pilots in Wichita never rented from him again.

So, the Baron’s a nice plane and it inadvertently taught me some good lessons about the FAA airworthiness process!