Bob Friel - The Barefoot Bandit

Around 8:30 a.m. everything went to hell. Swirling 60 mph winds grabbed the little plane, shook it, rolled it, threw it down toward the jagged peaks of the Cascade mountains, then slammed it back up into the darkening skies.

The morning had started out smoothly, according to plan. After a night of lashing rains driven down the runway by gusts blowing from across the Canadian border, the predawn skies cleared and fleecy air gently blanketed Orcas Island. The barometer rose and the temperature climbed to 57 degrees, about 15 warmer than expected for a mid-November morning in the far corner of the Pacific Northwest. It looked like fine flying weather—unless you’d checked the reports and saw the obvious shitstorm coming.

Pilots of small aircraft obsess about the weather. Ill winds, icing, poor visibility—all can bring your flight to a terminal, smoldering conclusion. Before the FAA considers a pilot minimally safe to solo, he must study and train intensively, racking up forty or more hours of air time sitting alongside a calm, cool flight instructor ready to instantly take over and recover from blunders that could otherwise kill them both. During ground school, student pilots learn the one surefire way to avoid trouble with dangerous weather: don’t fly in it. However, when you’re a seventeen-year-old with zero hours of official flight training strapped into a stolen airplane trying to make a quick getaway from a whole lotta law enforcement on your tail… Well, you have other things on your mind besides the weather forecast.

As the sky began to glow, teasing misty details from the island’s steep, evergreen hillsides, the teen had busied himself with final preflight preparations inside one of Orcas airport’s private hangars. More than seventy small aircraft bed down on the island, and its single runway averages nearly 150 takeoffs and landings per day. You can watch the airplane action from the parking lot, the adjacent dog park, a spot just north called Smuggler’s, or from the woods behind the airport’s flimsy deer fence. You can also spy on the comings and goings from Orcas Island’s small sheriff station—known to locals as the cop shop—that lies within badge-tossing range of the runway’s south end.

A few days earlier, one of the landings was made by a 1999 Cessna 182 Skylane, tail number N24658. The would-be thief recognized that model on sight, just as he knew every Cessna, Piper, Beech, Cirrus, and other small plane. Regardless of its challenges with impulse control and social norms, the kid’s brain functioned as an aircraft encyclopedia crammed with engine ratings, performance stats, and avionics capabilities. Flying had been his one constant dream, one soaring aspiration in an otherwise bottom-of-the-barrel life, and he’d been teaching himself about flight since childhood, obsessively paging through airplane books until their bindings disintegrated. Now, at an age when most kids spent all their feverish energy trying to wangle a sweaty hour or two with another teen in a backseat or on a basement couch, Colton Harris-Moore’s one overwhelming desire was to spend illicit time in the privacy of a hangar with a plane he planned to make his own.

This particular Cessna, he knew, offered fuel-injected reliability and a rugged, easy-to-fly airframe. It was an airborne SUV, the Ford Bronco of the skies, and he could close his eyes, project an image of the cockpit, and reach out to virtually touch every control, switch, and gauge.

The Cessna had landed, rolled out, and taxied to its home in the airport’s hangar farm. Other planes slept under the stars, tied down out on the tarmac, but Colton wanted one stored out of sight. After sundown—after the daily FedEx flight and the last of the commuter runs had taken off for Seattle and Bellingham, and the airport’s provincial terminal went dark for the night—he simply walked through the open fence.

A typical small-plane hangar features a large door for the aircraft along with one or more regular-size entrances called man doors. Plane theft is practically unheard of and few private hangars have alarm systems despite housing planes worth hundreds of thousands or millions of dollars. It took just a few seconds to jimmy open the man door. Inside, Colton switched on his headlamp and illuminated his dream.

FLIERS LOVE THEIR AIRPLANES. Passionately. During preflight inspection, a pilot caresses the frame. He runs his hands along the ship’s smooth skin, probing her flaps, stroking every inch of her propeller blades, even gently lifting her tail. It seems to go well beyond a simple safety check.

An intimate relationship with an airplane offers its pilot superhuman ability, harnessing simple physics to magical effect. Pull back on the yoke and zoom to ten thousand feet, laughing in the oppressive face of gravity that back on earth remains ready to ruin you just for tripping on the stairs or leaning too far back on a bar stool. For aficionados, planes elicit fanatical devotion.

As Colton scanned the inside of the hangar, he saw the Cessna owner’s face watching his every move. The plane belonged to Bob Rivers, a popular radio personality who lived down in Seattle and lived for flying his plane up to the San Juan Islands on the weekends. Promotion posters featuring Rivers’s smiling, silver-maned mug decorated the hangar walls.

The idea that Rivers owned and flew a small plane had been the subject of much banter on his morning radio show. He’d first had to overcome a deathly “medicate me and wake me when it’s over” fear of flying. Pilot friends and the interminable lines for the ferries heading out to the San Juans during the summer tourist season finally convinced him to reconsider the power of flight. Now he loved it, and especially loved his immaculately kept $175,000 Cessna Skylane.

Colton foraged around the hangar until he found the plane’s key inside a tackle box sitting amid a pile of stored boating gear. He climbed inside the cockpit, powered up the gauges, and saw that the tanks held enough fuel. As he expected, the Skylane’s POH sat inside the plane. The Pilot’s Operating Handbook is a detailed manual specific to every aircraft, and includes step-by-step checklists for prepping, starting, taking off, flying, and landing. It’s the plane’s Rosetta Stone.

Colton had all night to pore over the POH as well as manuals for the avionics, radio, autopilot, and GPS navigation equipment. Out of the small flock of Cessnas roosting at Orcas airport, Rivers’s was the only one outfitted with a Garmin MX200, an $8,000 add-on GPS “situational awareness” system that makes navigating similar to a video game. One of these modern GPS chartplotters linked to a plane’s mechanical and autopilot systems simplifies much of the flier’s in-flight calculations and workload. Click a cursor anywhere on the chart and the computer instantly tells a pilot how to get to his destination. It won’t get a plane up in the air, though.

Airplanes want to fly. Pick the right one, like the Skylane—not too complicated, not too powerful, stable high-wing design, built to operate at relatively slow speeds—then meticulously follow the POH checklists, and there’s a very good chance that even without taking a single flight class, you could get it up in the air. Then, however, you’re royally screwed.