A post here referring to Max’s preference to low altitude for his record setting endurance flights caused me to get his biography from the library, “INTO THE WIND, THE STORY OF MAX CONRAD”. It was written by Sally Buegeleisen, pilot, multi engine, commercial and instrument, who had flown for many years. Her last upgrade to her certificate was in 1965, and her last 2nd class medical expired in 1989, the book published in 1973. It is very clear that the book was written by an experienced pilot, who also had a great deal of understanding of the issues he faced in life as well as a pilot. At least in my state library system, this is the only book she wrote.
Max’s last record attempt failed in spring of 1970, shortly after I received my PPL, and 11 years after my first lesson. I read of his exploits in the newspaper, when they were taking place, and he was one of my hero’s. I have read some of the articles that he wrote for AOPA, way back then. I heartily recommend the book to all here, there is a wealth of flying to learn from him, and it is an extremely readable book, hard to set down after starting.
I am just one generation younger than Max, which explains posting as "Geezer"
Max’s preference for altitude changed from flight to flight, with the recurring theme, “Altitude is money in the bank”, and it often saved his life. By necessity, his climbs were very slow, due to his grossly over gross departures, but his descents were also slow, with power on, to recover as much of the time and energy of altitude as possible. The unique exceptions were when he discovered the value of the low altitude trade winds of the sailing days. These rivers of moving air are regular, predictable, and steady, 15 to 20 knots. His longest nonstop routes were carefully centered in the trade winds, and at 50 to 500 feet above the sea. The slower he went, the larger the proportion of his miles he went were free, from the wind. He considered his own endurance near unlimited, and he was truly amazing in that regard. Cruising along at maximum endurance air speed for 40 or 50 hours gave him nearly a thousand extra, free miles.
Several times in the book, he is described as ignoring radio calls when he was having difficulty with the plane, and focusing on “ANC” Aviate, Navigate, and Communicate. Unfortunately, during his last record attempt, circling the globe over the poles, he failed to do that basic requirement, and lost his plane just a short distance from the South Pole Airport, in a failed departure. After nursing his Aztec into the air, he turned it over to the auto pilot, and went to work getting his special navigation gear properly aligned to give him a reliable signal and guidance departing the pole. Unfortunately, the plane drifted down, and the left propeller struck some icy snow, he recovered some altitude, and successfully returned to the vicinity of the runway before he ran out of altitude with his crippled engine. Other times and places, he invested time and fuel, circling over the field, to gain safe altitude before heading out on course. Fuel supply was not an issue; he had enough to reach Punta Arenas, Chili, without stopping at the 2 intervening possible fuel stops.
The second factor which conspired to fail the last record attempt was simply inadequate funds to properly prepare his now aging Aztec, which showed up in repeated minor problems, each different, but most related to wearing out old parts. Repairs were made with parts that worked, but not necessarily aircraft parts, such as a bendix from a car, and a fuel pump diaphragm from a marina. Years earlier, he would have replaced the diaphragms on both engines if one had failed from old age. That Aztec and its engines were old by any measure, and more so from the multitude of way over gross flights, and some operations from relatively primitive runways. Epic long flights depend on absolutely reliable parts and preparation, and he was no longer achieving that level of preparation. Fortunately for all, he did survive!
15 hours and a fraction of dual training, 1 hour of solo time, he bought a new plane in Wichita Kansas, and flew it back to Minnesota, solo. Not quite legal even in those early days, but no one was checking much then. You could not fly across state lines until you had your license then, and he obviously crossed several. His life was full of stretching the rules, and finding the ultimate capacity of aircraft. He worked hard to avoid mistakes, but learned from a few spectacular ones.
None of my comments are meant to imply that he was not one of the most courageous, and talented pilots of his time. He was from my parents generation, and grew up in ‘interesting times’ as they did.
Wikipedia has a substantial bio for him and his exploits
https://en.wikipedia.org/wiki/Max_Conrad
Back to the original topic, cruise altitude, there is no best one, the terrain and weather tend to dictate part of the choice, and the desire to sight see can also influence a choice. I once flew for about an hour at 500 feet AGL in the Midwest, as there was an adverse wind, and farm fields everywhere to land on, flat and smooth, and a return flight over the same route, at 13,000, 60 knot direct tail wind, ground speed 180 knots, is a Cessna Skyhawk, with a Franklin engine and constant speed prop. I always cross the Appalachian Mountains well above the terrain, and nearly always in full daylight.
Like Conrad, I have had my exciting times, including an ILS approach in clear weather, but the windscreen covered with engine oil. I also had trouble clearing carburetor ice due to not noticing it soon enough. He was over the ocean, I as 5 miles from Maguire Airbase, at 8,500 feet. We both had plenty of altitude to get things going properly again, no bad outcome.
Reading of his exploits influenced my desire to get a license, and also taught me about the need to do meticulous preflights every time. Fortunately, my first instructors had the same standards.
Max’s last record attempt failed in spring of 1970, shortly after I received my PPL, and 11 years after my first lesson. I read of his exploits in the newspaper, when they were taking place, and he was one of my hero’s. I have read some of the articles that he wrote for AOPA, way back then. I heartily recommend the book to all here, there is a wealth of flying to learn from him, and it is an extremely readable book, hard to set down after starting.
I am just one generation younger than Max, which explains posting as "Geezer"
Max’s preference for altitude changed from flight to flight, with the recurring theme, “Altitude is money in the bank”, and it often saved his life. By necessity, his climbs were very slow, due to his grossly over gross departures, but his descents were also slow, with power on, to recover as much of the time and energy of altitude as possible. The unique exceptions were when he discovered the value of the low altitude trade winds of the sailing days. These rivers of moving air are regular, predictable, and steady, 15 to 20 knots. His longest nonstop routes were carefully centered in the trade winds, and at 50 to 500 feet above the sea. The slower he went, the larger the proportion of his miles he went were free, from the wind. He considered his own endurance near unlimited, and he was truly amazing in that regard. Cruising along at maximum endurance air speed for 40 or 50 hours gave him nearly a thousand extra, free miles.
Several times in the book, he is described as ignoring radio calls when he was having difficulty with the plane, and focusing on “ANC” Aviate, Navigate, and Communicate. Unfortunately, during his last record attempt, circling the globe over the poles, he failed to do that basic requirement, and lost his plane just a short distance from the South Pole Airport, in a failed departure. After nursing his Aztec into the air, he turned it over to the auto pilot, and went to work getting his special navigation gear properly aligned to give him a reliable signal and guidance departing the pole. Unfortunately, the plane drifted down, and the left propeller struck some icy snow, he recovered some altitude, and successfully returned to the vicinity of the runway before he ran out of altitude with his crippled engine. Other times and places, he invested time and fuel, circling over the field, to gain safe altitude before heading out on course. Fuel supply was not an issue; he had enough to reach Punta Arenas, Chili, without stopping at the 2 intervening possible fuel stops.
The second factor which conspired to fail the last record attempt was simply inadequate funds to properly prepare his now aging Aztec, which showed up in repeated minor problems, each different, but most related to wearing out old parts. Repairs were made with parts that worked, but not necessarily aircraft parts, such as a bendix from a car, and a fuel pump diaphragm from a marina. Years earlier, he would have replaced the diaphragms on both engines if one had failed from old age. That Aztec and its engines were old by any measure, and more so from the multitude of way over gross flights, and some operations from relatively primitive runways. Epic long flights depend on absolutely reliable parts and preparation, and he was no longer achieving that level of preparation. Fortunately for all, he did survive!
15 hours and a fraction of dual training, 1 hour of solo time, he bought a new plane in Wichita Kansas, and flew it back to Minnesota, solo. Not quite legal even in those early days, but no one was checking much then. You could not fly across state lines until you had your license then, and he obviously crossed several. His life was full of stretching the rules, and finding the ultimate capacity of aircraft. He worked hard to avoid mistakes, but learned from a few spectacular ones.
None of my comments are meant to imply that he was not one of the most courageous, and talented pilots of his time. He was from my parents generation, and grew up in ‘interesting times’ as they did.
Wikipedia has a substantial bio for him and his exploits
https://en.wikipedia.org/wiki/Max_Conrad
Back to the original topic, cruise altitude, there is no best one, the terrain and weather tend to dictate part of the choice, and the desire to sight see can also influence a choice. I once flew for about an hour at 500 feet AGL in the Midwest, as there was an adverse wind, and farm fields everywhere to land on, flat and smooth, and a return flight over the same route, at 13,000, 60 knot direct tail wind, ground speed 180 knots, is a Cessna Skyhawk, with a Franklin engine and constant speed prop. I always cross the Appalachian Mountains well above the terrain, and nearly always in full daylight.
Like Conrad, I have had my exciting times, including an ILS approach in clear weather, but the windscreen covered with engine oil. I also had trouble clearing carburetor ice due to not noticing it soon enough. He was over the ocean, I as 5 miles from Maguire Airbase, at 8,500 feet. We both had plenty of altitude to get things going properly again, no bad outcome.
Reading of his exploits influenced my desire to get a license, and also taught me about the need to do meticulous preflights every time. Fortunately, my first instructors had the same standards.
The first issue of Flying I bought from a newsstand (that word alone dates me) was March 1963. (Yes, I still have it.)
