Life with a Luscombe: To Atlanta!

My alarm rang loudly in my ear at 5:20 as usual. Waking up early was never my strong suit unless there was something exciting planned for the day. Grogginess and a touch of exhaustion overwhelmed my will to wake. Just as my finger began wandering for the snooze button, I remembered that today was the day to fly my brand-new-to-me airplane to Atlanta and attend my sister’s college graduation! Pulling myself out of bed was still a challenge but it was worth the few minutes of misery.

My airplane rested quietly, glistening in the morning dew at Ocean Springs. After I carefully packed my tools, supplies, and bags into the minimalist cabin and baggage compartment, I pre-flighted the airplane. Before I could point the spinner toward Atlanta, I was scheduled to fly with Aaron, my instrument student, over at Trent Lott, KPQL. I secured all three tie-downs for a solo engine-start, flipped open the fuel valve, then twisted the mags on. The A65 kicked to life after my third or fourth swing of the propeller and my little airplane and I were off.

The Simplicity of N77903's Cockpit

I closed the fuel valve just as I rolled onto the ramp at PQL, pulled alongside Aaron’s Cessna, hopped out to tie down, and moved headsets. Our lesson was productive and went smoothly so we had the time to fo up for a short hop in my airplane. Aaron was my first passenger. Back on the ground, I checked my fuel—it was plenty for a leg to Monroe, Alabama, which was right on my course to PDK. Saying farewell to Aaron, I fired up the still-warm A65.

I chose a course northeast around the Mobile Class Charlie airspace. I tuned in to Mobile Approach and requested flight following. The controller got rather testy when I explained I didn’t have a transponder.

“So, you took off knowing your transponder was inoperative?” came the snarky response.

“Negative, Luscombe 77903 is an antique, exempt, non-transponder equipped aircraft; you should be able to pick me up on primary.”

“Roger, advise of any altitude changes.” came the salty reply.

I guess my presence and request had been just enough to push this overworked and grumpy controller over the edge. His bad attitude wasn’t going to ruin my morning as I bumped along under a scattered to broken layer at 3,000 ft. As soon as Mobile either lost me on primary radar or got tired of dealing with me, the controller stated, 

“Luscombe 903 leaving my airspace to north frequency change approved, squawk VFR.”

I set my sights on the expected smooth air above the cloud layer and put full power to 903. The VSI spun to indicate over 1,200 ft/min performance and I was enormously pleased until I glanced at the altimeter. Its needle seemed to move rather sluggishly for what the VSI was suggesting. I whipped out my phone and timed the altimeter for a minute, then compared it to the VSI. The VSI turned out to be reading about twice as strong as the altimeter’s upward spin. Oh, well.

At 5,500 ft the air was perfectly smooth. The little A65 was purring right along, pulling the airplane along at its maximum cruise airspeed of 90 mph. The handheld GPS also indicated a 10 mph tailwind—not bad at all!

Smooth Air Upstairs

Cruising along my route, I stopped thinking about speed. Though a cruising Cessna 150 or even a climbing Cessna 172 would outrun me, I was immensely enjoying the flight! It didn’t feel any bit slower than any other airplane. This was especially true when viewing the earth from several thousand feet where perspective of speed is lost. I realized then and there that I was content with this airplane, my airplane, no matter how fast it went.

That I was flying an airplane was already enough of a sell for me. But there were several other advantages to flying that I could think of. For example, I was going faster than most people are willing to drive on the interstate. In addition, I didn’t have to share the road with those who are willing to drive that fast. My out-of-pocket flying expense was almost identical to fueling my truck for such a trip. I didn’t have to keep the airplane in a lane, the air was cool, and on and on the list went. I have tried on many occasions to explain this to pilots who have grown an insatiable desire to own and fly fast airplanes. Maybe they want a Bonanza, a 182, or a Mooney. But, however they pick their poison, many of these folks could not afford to fly every single day or travel almost anywhere they wish as the Luscombe enables me to—all while enjoying the ride. And for that, I am incredibly thankful. As an old Luscombe pilot once said, “It’s fast enough to get places, but slow enough to enjoy the view.”

The Mobile Bay tributaries quickly poked into view. I flew right by the Outokumpu Steel Plant, which resides on the Mobile River, and snapped a picture with my phone.

The Outokumpu Steel Plant - Not much else out this way

I followed the Alabama River for a few minutes and then eventually turned back on course and paralleled Highway 21 into Monroe County Airport. I traded the runway for the ramp with a flight of two Navy Texan IIs. An Aeronca Chief was parked with its tailwheel nestled in the grass. I shut down by the fuel pumps and chocked the airplane before heading inside the FBO to visit the little boy’s room. As I pulled open the door, the scent of barbeque, all laid out on a long table in the corner of the main room, teased my nose. Was there a party or meeting going on? I didn’t have the courage to ask. I went back out, filled up the Luscombe, and then pushed it over toward the Chief, where there were tiedowns to hold the airplane as I started it.

My stomach grumbled so I consulted my watch—11:30. I didn’t want to wait another two hours to eat so I ducked back inside and asked the lineman if lunch was for sale.

“No, that food is free for our fuel customers.”

“Well, I bought nine gallons; do I count as a fuel customer?”

 “Sure, help yourself.”

Huzzah! A free lunch just for buying gas that I needed anyway! I fixed a heaping plate of pulled pork sandwiches, coleslaw, and chips. Lemonade and cookies finished off my over-indulgence and I stumbled out to the airplane almost in a food coma. The realities of solo hand propping and the roar of the little A65 woke me back up and I set course for Tuskegee, Alabama.

I normally don't take pictures of my food...

Visiting Tuskegee had been on my bucket list ever since I had passed the sign for the Tuskegee Airmen’s Museum in a slow crawl on I-85 a few months earlier. Passing over the interstate, I watched with delight as I passed the scores of backed up cars while I enjoyed my groundspeed and direct course. I passed southeast of Montgomery, admiring the city from a distance. More smooth air above the now scattered layer of clouds made the flight easy and comfortable. I began my shallow descent well in advance, just as the college town of Tuskegee slowly rolled into view. The airport was an easy find and I set up for a left base to Runway 31. A decent wheel landing brought that leg of the trip to a close and I parked next to a sporty white and green RV-8 that was getting ready to depart.

The folks at the Tuskegee FBO were very kind and accommodating with my need to charge the GPS/radio battery. Since 903 doesn’t have an engine driven electrical system, the electronics run off a small 12 volt battery that lives in the instrument panel glove box. I made the short walk over to the museum and enjoyed the aircraft, artifacts, and history on display. The museum owns a Piper Cub, Stearman, and replica P-51, all in pristine condition. With the battery and water bottles topped off, I made my way back out to the airplane and headed for Falcon Field in Peachtree City, Georgia.

Back above the scattered layer, I watched the Alabama countryside peacefully continue to float along beneath me. After reaching the top of climb I passed over the busy Auburn Airport. Heavy student traffic was about and I made sure to call position announcements every few minutes. I then passed between West Point Lake and the massive Kia Motors manufacturing plant near the Alabama border into Georgia. I had seen this plant from I-85 before but was astounded by the sheer number of new cars parked behind the plant.

KIA Motors - All those specks are cars.

Busy Falcon Field came into view a few minutes later under a clear sky. I squeezed into the occupied traffic pattern and made a full stop landing, taxiing clear just as a Diamond Twin Star crossed the fence. I parked between a Cessna 140 and Cessna 170, both fitting tailwheel neighbors. The line guys came out and took my request for a top off and the Aircraft Spruce Shuttle. This new airplane needed some new accessories. The folks at Spruce were very kind and helped gather what I needed as they neared closing time. A short shuttle ride back to the FBO and one gas bill later, I was off for PDK, my final stop. 

Having discussed with Dan, my Luscombe CFI, the regulations about non-transponder operations, I was confident I could fly under the Atlanta Class Bravo shelves without talking to ATC. It turns out the only real limitations of owning a nonelectric airplane is in actually entering Class Bravo and Charlie airspace, which requires calling ahead one hour in advance to coordinate with ATC. Since I don’t ever plan to visit a Class Bravo airport any time in the near future, my only real inconvenience is flying into Class Charlies. Anyway, I departed from Falcon Field and followed a northeast course to get underneath the eastern 2,500 ft approach shelf. Turning north under that shelf at 2,200 ft, I finally spied Stone Mountain, the nearest landmark to PDK.

Calling PDK tower, I reported my position and requested a full stop. PDK asked me to squawk a specific code and I explained as clearly as I could that I was an antique, exempt, non-transponder equipped aircraft. They cleared me to join the left downwind for runway 21L. A nice, tight power-off approach kept me close and I touched down on the numbers. I pulled up at Epps and the linemen who came out were intrigued by my not-so-common airplane. We talked airplanes for a bit as I put the airplane to bed. My dad picked me up a few minutes later and my first full day with Luscombe 903 came to an end.