Stephen Osborne, a general contractor from Topeka, Kansas, is a second-generation aviator and aircraft owner. He currently owns a 1964 Piper PA-24-400 Comanche 400 and a 1978 Cessna 340A, flying around 150 to 200 hours each year for business and recreation.
His introduction to aviation occurred early on when he routinely served as an enthusiastic tag along on business trips with his late father, David. “I started flying with Dad at a young age and probably had a few hundred hours of right seat time before my first flight lesson. He would always let me take the controls while flipping through charts, letting me keep things straight and level while he flipped through approach plates.”
By the time Stephen was born, his father had a demonstrated love for aviation and a growing number of logbook entries from a variety of aircraft. “Dad started flying when he was in his late teens, and his first flight was in a PT-19. His uncle owned and regularly flew a Cessna 195, which further fueled his love for aviation. He received his private pilot rating in the early 1980s, instrument rating shortly after, and commercial rating in 2010. In the 1980s to 1990s, Dad regularly flew a PA-32 Lance and even leased a PA-32 Saratoga for business use for several years.”
Informal flying opportunities with his father ultimately led Stephen down the path to formal flight training, and he earned his Private Pilot Certificate in 2003. Competing priorities in life soon trumped aviation, though, and he didn’t again fly consistently for more than a decade.
In 2018, Stephen began once again focusing on aviation and has since been pursuing additional ratings with fervor. That same year, he purchased a 1964 Piper PA-24-400 Comanche 400. There were several unique attributes that helped sway him in favor of this aircraft over others.
“We chose the Comanche for its durability with a really heavy zinc chromated airframe (minimal or no corrosion) and the balance of speed and efficiency. The Comanche 400 is a really efficient aircraft, boring 20 gph while cruising at 180-plus knots at 11,000 feet (normally aspirated). Add a 124-gallon usable fuel load, and you can go a really long way without stopping.”
Stephen is as passionate about his Comanche as he is about aviation in general and only has good things to say about the plane. “This is like our hotrod. It has an incredible amount of power, is a super sexy airplane, and is just so fun to fly. She turns heads when pulling into airshows, as it is one of only 146 that were built. And to make things better, I can easily stretch out 1,000 miles without stopping for fuel. If someone were looking for a long-distance cruiser, a Comanche should be a top contender. Parts are a little difficult to find, but diligent preventative maintenance and planning ahead will alleviate most of these worries.”
Stephen recently passed the 500-hour total time mark and holds both instrument and multi-engine ratings. He is currently studying for the commercial written exam and hopes to complete all the needed requirements by the end of the year. Outside of training for additional ratings, one of Stephen’s recent focuses has been becoming more proficient operating his 1978 Cessna 340A that he purchased in 2021.
To help bridge the gap from an unpressurized single-engine to a pressurized twin-engine, he attended a Cessna 340 initial training course at Aircraft Simulator Training (AST) in Burnet, Texas.
“The experience was incredible. Three days of motion simulator time with a variety of emergency situations and a wealth of knowledge on systems and maintenance. There was a heavy emphasis on major aircraft systems, operation, regular maintenance, landing gear, pressurization, electrical system, air conditioning, flaps, etc. The AST team owns and flies a C340 regularly, so they really know the airplane and speak on an expert level of subject matter.”
In addition to the desire to fly higher, faster and further, the C340’s purchase was a result of an in-flight emergency that his father David had experienced nearly ten years ago. At the time, he owned a quarter share in a 1965 Piper PA-24-260 and had flown it approximately 1,000 hours before a catastrophic crash. The event occurred at approximately 9:50 p.m. on August 16, 2012, and was the result of an engine failure. According to the NTSB’s findings, the engine’s failure was due to inadequately torqued right magneto attachment nuts, which ultimately caused oil to escape and the engine to seize.
Even with smoke quickly filling the cockpit, David successfully piloted the powerless aircraft to a section of dirt road flanked by powerlines roughly 15 nautical miles north of the intended destination – Phillip Billard Municipal Airport (KTOP). His concise decision making allowed him and his passengers to survive an event that pilots spend years training for the possibility of. This harrowing emergency experience would be the basis for his self-penned book “Five Minutes to Impact: The Final Flight of the Comanche.”
“After Dad’s 2012 crash, we knew a twin was a must for any night IFR or long-range family travel. The Cessna 340 was the perfect mix of speed, efficiency, range and payload not just to visit clients 300 miles out but also a great way to load up my wife and kids for a quick hop to Lloyd Stearman Field (1K1) for brunch on a Saturday.”
And for Stephen, his recently acquired twin piston fits both roles perfectly. It serves both as a family hauler for him, his wife Elisabeth and their five children, as well as a corporate shuttle for the company his father founded, The Osborne Company. The company has a growing portfolio of multi-family, student housing, church, restaurant, electric, and general commercial projects, located in more than 30 states.
“Considering drive time to the commercial airport, TSA security, etc., I can beat the airlines to any airport within 800 miles of home and have fun while doing it. I fly two to three times per month to visit our construction sites or clients. Two hours to Dallas or two hours to Denver as opposed to eight hours of driving makes us far more efficient day to day.”
As a testament to the C340’s importance to both his and his business’ livelihood, Stephen highlighted a roughly 950 nautical mile out and back mission.
“I was recently asked to represent a client on short notice at a construction project meeting near Nashville, TN. I was faced with a 9-plus hour drive each way, overnight hotel stay and essentially two days out of the office. Or an airline trip and rental cars for a long day of travel and TSA security. Alternatively, we were wheels up in the C340 at 7 a.m. from our home field, Topeka Regional Airport (KFOE), attended the 10:00 a.m. meeting just a few miles from John C. Tune Airport (KJWN), then was back at my desk in the home office by 2:30 p.m.”
After one year of twin Cessna ownership, Stephen offered some words of wisdom for prospective owners. First, he emphasized, “Private pressurized cabin class air travel was a whole new world of flying coming from a Comanche 400. It is life-changing.”
He followed with, “I’m not as tired after flying now, thanks to pressurization. The speed is nice, but comfort is nicer. And this one has both. Recurrent training is a must (thanks to AST and some helpful CFIs along the way). The 340 is so efficient, carrying six adults, burning 34 gph while cruising 200 KTS at 16,000 feet.”
One of his top recommendations to future and current owners: “Get involved with maintenance. You learn the aircraft, know what to look for, and have confidence things were fixed right in front of your eyes.”
His first foray into twin maintenance was during the initial aircraft purchasing phase, where he learned that issues could be hiding behind modern touches. “The landing gear system is probably the greatest telltale sign of good or poor maintenance. This was our number one consideration when searching for an aircraft. There were a lot of pretty instrument panels out there, but the landing gear or engine cradles were trash.”
A continual eye and emphasis on maintenance has been extremely beneficial in keeping the 44-year-old twin operating safely and reliably. “Communicate maintenance issues or concerns early so you can start sourcing parts early. We keep a spare alternator and starter in the airplane just to keep one step ahead of Murphy. And if in doubt about a maintenance issue, just get it fixed. My wife and kids depend on our aircraft keeping me safe.”
To help continue being an aviator focused on skill proficiency and improvement, Stephen has his sights set on future training opportunities. In addition to regularly flying, observing and assisting with maintenance, he hopes to pursue additional ratings in the future, including seaplane and tailwheel. When asked what his future aircraft plans may be, Stephen said, “I am currently looking at upgrading to a turbine twin down the road (three to five years) – maybe a Cessna 421. But right now, I just love the 340.”
Never heard of a Comanche 360