AOPA Pilot Magazine - January 2013 - 79

After reaching a safe altitude we moved close to a ridge with updrafts to aid the climb before turning 180 degrees and departing back across the airport. We were climbing at 500 to 800 feet per minute on a warm October day, having set the mixture to what Kraft called “Glenwood rich” prior to takeoff. He set mixture for maximum power, slightly rich of peak, during the engine run-up prior to takeoff. Based in Aspen, he even starts the engine with the mixture set at “Aspen rich” by pulling the mixture control out about an inch and a half. Glenwood Springs is a game to be played by experienced pilots with the foresight to call Weinberg for tips prior to flying there. If at your current experience level you feel a 3,000-foot runway is a challenge, and can’t land on a specific spot on the runway, you aren’t ready for Glenwood Springs.
BACK TO ASPEN. Leaving Glenwood Springs, we needed to climb more than 1,900 feet just to reach Aspen’s elevation. Since Kraft also wanted to give me a tour

STAY OUT OF THE MIDDLE
Never fly in the middle of a canyon. You may not have room to turn around; but be aware of opposite-direction traffic flying—like you—on the lifting side of the canyon.

THE “QUACKER”
Aspen instructor Gary Kraft’s trusty 1971 Cessna 172 was once part of a three-aircraft training fleet at Atlantic Aviation Services, the Aspen FBO. All were given names just for fun. Because its N number ends in “Q,” the plane now owned by Kraft became known as “The Quacker.” A special company was formed for its ownership: Quacker Holdings. —AKM

of the highest peaks, we turned away from the approach (with a tailwind) and headed west into the highest peaks. We needed 11,500 feet to clear a pass near Capitol Peak before proceeding past the famous Maroon Bells twin peaks, and emerged from a canyon above Aspen. Kraft urged me to fly near the updraft ridges to help with the climb, and I went as near as a flatlander can prudently go. It had zero effect on the climb. Kraft took over, moving the aircraft to within 100 feet of the ridge while I took pictures. I had to keep the window closed because opening it would have hindered our climb. I asked Kraft how I would find Aspen, once flying below the peaks and through the valleys near the 14,130-foot Capitol Peak, without a GPS. “Get out the sectional,” he said, but I mentioned the peaks all look alike on the map and out the window. Kraft agreed, saying, “If you are unfamiliar with the area, you don’t belong back here.” We were 13 miles west of Aspen. Like Glenwood Springs Airport, Aspen has opposing, one-way operations and, therefore, aircraft must frequently land with tailwinds on Runway 15—which slopes upward with a two-percent grade. Takeoffs are on the opposite end (one which the tower controllers can’t see) of the 8,005-foot runway and are conducted on Runway 33. Charter operators have both company and federal rules about landing with a tailwind, and must abort if winds are too high. One jet pilot recalled a passenger shouting, “It’s right there!” as the pilot aborted due to high tailwinds. Other passenger-induced problems include a demand for departures on hot Aspen summer afternoons when engine performance is degraded.
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AOPA Pilot Magazine - January 2013

Table of Contents for the Digital Edition of AOPA Pilot Magazine - January 2013