Atlantic Flyer - April 2014 Issue by Atlantic Flyer

Voice of the General Aviation Community ATLANTIC

Volume 29 issue 4

Thunder over Michigan

APRIL 2014

Yankee Air Museum RHiNEBeCK AERODROME WINGS OVER GATINEAU AN AFFORDABLE airpark BROWNS SEAPLANE BASE FLIGHT REVIEW: DA40 XLT

FANTASY’S GRAND FINALE Review:

Bahamas Guide

A NEW ERA FOR KERMIT WEEKS Atlanticflyer.net Atlanticflyer.net

April 2014

Contents

Columns

4 Antique Attic by Gilles Auliard 5 AOPA Update: Third Class Medical 10 Sals Law by Sal Lagonia, Esq. 21 Air to Ground by Rose Marie Kern

Features

Cover

Story Fantasy of Flight ATLANTIC

8 Thunder over Michigan by Bill Sarama 11 Everglades Airport by Mike Klein 12 Rhinebeck Aerodrome by Robert Juckett 14 The Intervention by Victor Kilo 15 Browns Seaplane Base by Jim Ellis 17 Wings over Gatineau by Mike Raftus 18 Flight Review: DA40 XLT by Jim Ellis 19 An Affordable Airpark by Marty Harris 20 Bahamas Piilot’s Guide

Atlanticflyer.net

Our Mission: The Atlantic Flyer newspaper strives to be the “Voice of the General Aviation Community.” We are committed to publishing news and topics of interest to our readers. Editor/Publisher Brian Columbus - brian@atlanticflyer.net Art Editor Carra White - whitehousemedia.co.uk Advertising Sales For information about advertising opportunities please contact us via phone or email: advertising@ atlanticflyer.net Contact Us Atlantic Flyer, c/o Prop Jockeys, LLC, 4 Research Drive, Suite 402, Shelton, CT 06484 Tel: 888-47-FLYER Checkpoints, Stories, Photos & Comments can be submitted via Email: editor@atlanticflyer.net

Atlanticflyer.net About The Cover – We are committed to bring our readers face-to-face with leaders and personalities of the General Aviation community. This month’s cover features Kermit Weeks, Founder of Fantasy of Flight in Polk City, FL. Photo courtesy of FOF.

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Antique Attic by Gilles Auliard

Yankee Air Museum gambit

hat to do when the main attraction of your event calls it quits on you? Do you just cancel the whole happening or go ahead with you plans and hope for the best? That is the uneasy situation faced by the Yankee Air museum (YAM) of Ypsilanti, Michigan for their 2013 airshow. The YAM is the organizing entity for the Thunder Over Michigan (TOM), one of the premium warbirds event in the country. Having booked the USAF Thunderbirds as their headliner for mid-June, the YAM found itself in the situation of having a no show on its hands. After a short meeting and a vote of all the membership present at the crisis meeting, nobody wanted to back down: there would be “Thunder Over Michigan” at a new, to-be-determined, date. Across the country, Sean D. Tucker found himself in the opposite situation of having contracts signed with some of the military airshows he was scheduled to participate cancelled. It was uncomfortable for him, but the conjunction of those two defections offered an opportunity for both the YAM and Tucker, the venerable solo aerobatics star. Consequently, the 15th Thunder Over Michigan airshow was rescheduled to August 10-11th at the Willow Run Airport in Ypsilanti, Michigan, and was headlined by Sean Tucker. While the traditional focus of the show is WWII, with a wide assortment of warbirds of that era, one of the major theme for the show was the Vietnam War, with a reunion of A1 (AD) “Skyraiders” as an important part of its story line. Most people are not aware of the importance of the work of the “Able Dog” crews during the conflict, its loitering time and its weapons load capabilities being unmatched at

An assortment of A-1 (AD) Skyraider models were on hand including “Naked Fanny” and “Bad News”.

the time. Of the six planned to attend, four made the trip to Detroit, offering a good sight of this overlooked airplane A theme rarely evoked at any warbird shows around the country is the Vintage Jet. TOM took up the challenge and invited an impressive cross-section of these rare machines. The biggest contingent came from the World Heritage Air Museum, a new organization based at nearby Detroit-Metro Airport. Its extensive collection is all flyable, and include a 1. De Havilland DH-115 Vampire N115DH 2. Fouga CM-170 Magister N450PS 3. Hispano Aviation HA-200 Saeta N606HA 4. Temco TT-1 Super Pinto N13PJ. 5. Aero Vodochody L-29 N29CZ Of those, only the Fouga could not make the trip to Ypslilanti. To this already impressive line-up of classic jets, Ron Staley’s L-39C Albatros and Bob Lutz’ L-39ZO needed to be added. All those jets were only presented in static display, while the A-4B Skyhawk

Dean Cutshall’s F-100F Super Sabre screams through the sky

April 2014

N49WH and F-86F Sabre “Smokey” N188RL both part of Paul Woods’ Warbird Heritage Foundation, and Dean Cutshall’s F-100F Super Sabre were presented in flight. Such a line-up has never been presented before, and it is doubtful that such a sight will be witnessed again, as the maintenance of such machine is time and money consuming, and their display more and more prohibitive. To complement the Vietnam segment of the show, two rarities flew into Willow Run, the Air Heritage, Inc., C-123K Provider “Thunder Pig” and American Flight Museum’s TC-47B Gunship “Spooky”. To this impressive exhibit of American power during the Vietnam era, the Army Aviation Heritage delegated its Bell UH-1H “Huey”. After all, what would be a rendition of the Vietnam War without the Huey? With the notorious absence of anything military, the now traditional sight of the Navy Legacy Flight took a much more vintage look with a formation of a Corsair, Skyraider and A-4 Skyhawk. Since there had been no time to train properly, the formation was looser than it should have been, with the Skyhawk having troubles controlling his power inputs. Representing the Air Force side, a Heritage Flight was put together with a P-51 Mustang, F-86 Sabre and the F-100. Being more homogenous, the formation was tighter, without reaching the perfection of the Air Force sponsored Heritage Flights. Nonetheless, these two flights, put together out of necessity, will be talked about for years to come. One of most striking events of the show took place outside of the planned

before the show. On Friday, while over the airport, the pilot of the F-100 announced that he was some 1,500 lbs too heavy to land on the assigned runway and that he had to burn fuel. This was the beginning of a half-hour of passes in every possible flight configuration, low and high, fast and slow, clean and dirty, with, every time a little afterburner kick, just in front of all the photographers congregating at the intersecting of Runway 27 and Taxiway Echo. When the airplane finally landed, and the pilot popped the chute, it was the end of one of the longest flight demos at Willow Run. Appreciation for the spectacle ran deep; everybody knew that they had witnessed something unique. With the help of the weather gods, when all was said and done, the Yankee Air Museum gambit was won with a 40,000 people attendance. There must a lesson somewhere in this story. . . The 2014 Thunder Over Michigan event is scheduled for August 9-10 and will feature the US Air Force Thunderbirds.

Triple Ace “Bud” Anderson’s P-51 Old Crow owned by Jim Hagerdorn

Messages from the Publishers Start Your Own Flying Club In my experience, flying clubs are hard to beat. They give you great access to aircraft at an affordable price. Many offer initial and recurrent training and host social events and opportunities for the whole family. And flying clubs make it easy for members to stay proficient, share costs, and enjoy the camaraderie of other pilots.

the right aircraft. And it includes sample forms, lease agreements, and membership rules so you don’t have to spend time and money reinventing the wheel.

But not every pilot who’d like to be part of a flying club lives near one. And sometimes, the local club has a waiting list or just isn’t the right fit. If that’s the case for you, don’t assume your only choices are to keep on renting or jump headfirst into solo ownership. Instead, consider starting a club of your own.

Visit the flying club pages on AOPA.org where you’ll find a wide variety of resources, including a flying club finder to help you locate clubs near you and an archive of our Club Connector newsletters. Then download AOPA’s Guide to Starting a Flying Club for free at www.aopa.org/pilot-resources/flying-clubs. It’s an easy place to start, whether you just want to know more about how clubs work or you’re ready to launch a club of your own.

That may sound a little daunting, but the truth is that starting a flying club is easier than you may think. And AOPA has a new tool that can help. In March, we introduced AOPA’s Guide to Starting a Flying Club. It’s a comprehensive guidebook that addresses the most common, and important, steps involved in building a club from the ground up. Not only does it discuss all the critical issues you’ll need to consider, it also offers practical advice on everything from finding the right insurance to choosing

Mark R. Baker President & CEO, AOPA

*For more information on the Aircraft Owners and Pilots Association and the issues that affect your flying go to www.aopa.org today.

Expanding the third-class medical exemption A dream that’s near and dear to the hearts of many pilots is coming closer to reality with the introduction of new legislation in both the House and Senate. I’m talking about an expansion of the third-class medical exemption to cover thousands of additional pilots flying a wide range of aircraft. We’ve been working to see change in this area for a long time, and it’s an issue we continue to work on multiple fronts. The idea of allowing pilots to fly recreationally without the need for an FAA medical certificate isn’t new—sport pilots have been doing it safely for the past decade. But making it mainstream is a big step for the FAA. So the only way for us to make progress on this issue is by taking the moderate path. AOPA and EAA did that two years ago with a conservative petition that would have expanded the third-class medical exemption to private pilots under limited circumstances. The long wait for a response—we still don’t have an answer—prompted AOPA to raise the issue with GA supporters in Congress. Reps. Todd R okita (R-Indiana) and Sam Graves (R-Missouri) and Sens. John Boozman (R-Arkansas), Pat Roberts (R-Kansas), and Jerry

Moran (R-Kansas) responded by introducing legislation in both the House and Senate that goes a step further. The General Aviation Pilot Protection Act (GAPPA), as it is known, would allow pilots who are not flying-for-hire to operate aircraft under specific conditions: Flight may only be VFR at altitudes of less than 14,000 feet, aircraft must weigh less than 6,000 pounds, and airspeeds cannot exceed 250 knots. This would allow thousands of pilots to keep flying aircraft that they know and love without the need to go through a tedious and costly medical exam every two or five years. And it would save the federal government money, too. Neither the original petition nor the new legislation would give all pilots everything they want—IFR is excluded, for example. But either would be a huge step in the right direction. We’ve asked AOPA members to reach out to their representatives in the House and Senate and ask them to cosponsor this important legislation that would maintain or improve safety while making flying more affordable. I encourage you to do the same. In the meantime, we’ll keep working with the FAA and Congress to create an environment that encourages more people to get out and take advantage of our unique freedom to fly.

Atlanticflyer.net

By Brian Columbus, Publisher

FANTASY’S GRAND FINALE A new Era for Kermit Weeks

magine a place where dozens of vintage aircraft are kept in pristine condition by some of aviation’s true craftsmen. A place that’s not just a museum containing static displays, but one where history comes alive with the unique sound of finely tuned antique aircraft engines. A place to witness the evolution of powered flight as aircraaft, ranging from a 1909 Herring Curtis Pusher to a 1945 P-51C Mustang, take flight almost daily. For the past 18 years, Kermit Weeks, founder and owner of Fantasy of Flight, has made this dream a reality and provided access to thousands of visitors interested in experiencing the “World’s Greatest Aircraft Collection. But despite being the premier aviationthemed attraction in the country, on March 4th Kermit Weeks announced that Fantasy of Flight will soon be clos-

April 2014

ing its doors to the public. “Although we are located just 20 minutes west of Walt Disney World, we’re currently outside the center of mass tourism and not perceived of as a destination. We have a great product, but people have a misperception of what we offer,” said Weeks. “After 18 years of being in operation, it’s time we close the attraction and move forward toward creating the vision for what I know Fantasy of Flight can become.” Upon hearing this news, I contacted Kermit to learn more about his decision to close and find out more about his future plans. While growing up in Miami, Kermit developed a passion for aviation and began flight training as a teenager. He gravitated to home-built-aircraft and started building his first project airplane during his high school years. By his mid-twenties, Weeks had become

an accomplished aerobatics pilot as part of the US Aerobatics Team and won multiple individual honors including the US National Aerobatics Championship on two occasions. During this period, Weeks also began acquiring and restoring antique aircraft. In 1985, he opened the Weeks Air Museum in Miami, Florida. “That was Act I of my career in aviation-entertainment,” Weeks said by phone. The Museum was closed in 1992 after Hurricane Andrew inflicted catastrophic damage to the facility and aircraft collection. For his second act, Weeks relocated his restored collection to Polk City, Florida off Interstate-4 between Orlando and Tampa. In 1995, Weeks opened Fantasy of Flight which is more theme park, than airport-museum. The facility consists of art-deco inspired galleries, hangars and a restoration-

maintenance facility adjoining FOF’s private airstrip (FA08). “My goal with Fantasy of Flight was to bring aviation history into the present and make it relevant,” said Weeks. The attraction has been marketed to both aviation enthusiasts and the general tourism public that visits nearby Orlando. However, since the announcement, the internet and blogosphere have been abuzz with hangar-talk and speculation about the closure. Some critique the operation as too-quietly promoted both inside and outside the General Aviation community. Despite being well-advertised in print, broadcast and even elaborate social media, Kermit Weeks admits that FOF failed to draw sufficient crowds to the attraction. “Unfortunately, the product wasn’t what people were looking for and as a business, it’s just not sustainable,”

Photos courtesy of Fantasy of flight

said Weeks. Others blame the location, admission prices and overwhelming competition in Orlando. Differing opinions aside, Fantasy of Flight has been a unique destination for the GA Community with unparalleled offerings under one roof. The bigger issue is whether or not the closure of FOF is another example of an industry in decline. As one aviationbusiness owner put it “If a multi-millionaire with a great fleet and facility, sophisticated infrastructure and big budget can’t attract outsiders to aviation or even enough other pilots to his place, how can any of us do it?” Members of the GA Community will have one more chance to gather and discuss it, during Sun n’ Fun 2014. The facility will close to the public on the last day of the SNF Fly-In on April 6th. According to FOF’s press release, “Fantasy of Flight will close the daily attraction and focus on its successful events business. It will also turn the facility into what it was originally designed for, which is a restoration and maintenance facility that will be needed to build future attraction elements. For those who wish to enjoy the historical aspects of aircraft, plans are to open an aspect of the collection in a reduced capacity and admission price later this year.” According to Kermit Weeks there will be

an Act III, but exactly what that entails is still a mystery. “Fantasy of Flight has always been something that was meant to evolve,” said Weeks. He said the goal of the future FOF will be to “deliver commonalities of the human experience through entertainment in a way that people self-discover themselves.” If this sounds lofty, one should remember that these words come from the man that assembled what is arguably the largest and grandest private collection of historic aircraft in the world. He’s not in the business of making small plans and he’s not giving up on aviation. In fact, he described what could only be described as a new synthesis of aviationentertainment. “Look at what Cirque du Soleil has done to the Circus experience,” said Weeks. “That is what I’m going to do with aviation-entertainment by the end of the decade.” Weeks went on to characterize FOF’s future as something that at its core will strive to “have a profound effect on the planet. I want to crystalize man’s greatest achievement…Flight,” and “bring the ‘selfawareness’ pilots experience during their growth and development to everyone”. The GA Community should expect nothing less from a true believer that has spent the better part of last 30 years sharing his Fantasy with others. Let’s hope the best is yet to come.

Atlanticflyer.net

THE BIG SKY By William Sarama

“Thunder over Michigan” An aviation road trip I

t was time for “Thunder Over Michigan”, one of the best Warbird air shows this side of the Rocky Mountains. To all those who complained that the Federal Sequestration had killed the sound of fast movers in the morning, well, I tell you folks, you should have made the trek up to Michigan, because that is where it was all happening.

Joining Up In NJ:

It was 12+ Midnight (Kind of “0-Dark30”), Wednesday, August 8th, and I was starting the first leg of my trip to Southern New Jersey to join up with Don Spering, a nationally recognized aviation photographer and published author. I got to Don’s house about 0330 for a 0400 departure in his van. We were going with two other aviation buddies but I had a chance to do a walk-thru of his house – which really should be declared an “Aviation National Landmark” by Congress or at least an “Aviation Museum”. His house has many prints on display, numerous squadron dedication boards that he designs, and a vast helmet, ejection seat and model collection. Don also has a Log Book of thousands of hours of flight time that include not only Cessna 172’s but also many military aircraft types such as F-4 Phantoms and T-37 Tweets. Our other crewmembers joined up by 0400 as per our Mission Profile and we did an on-time launch. Although it would be about a 10 hour drive through the mountains of Pennsylvania and the flats of Ohio, it is always fun listening to Don’s media “War Stories”.

April 2014

Liberty Air Museum

We planned to take in a few museums besides the Main Event in Ypsilanti. Our first stop was the Liberty Aviation Museum in Port Clinton, Ohio and we made good time arriving there around 1300. Liberty is a new Warbird museum that popped up in 2012 out of a soybean field next to KPCW airport near Sandusky, Ohio. Liberty’s Founder and CEO Edward Patrick recently explained “Liberty offers the public a chance to view aircraft in their natural element, covering maintenance, restoration and operation”. Ford Tri-Motors with “Island Airlines” used to fly here. Now Liberty will also become the “Tri-Motor Heritage Museum”. They are restoring an actual Ford Tri-Motor serial number “40” back to flying condition. Expected completion is by 2014 for FAA flying approvals. The museum also owns a number of WW2 vehicles, aviation memorabilia and, about a mile away, floating in Lake Eire, a PT Boat – PT-723 – “Thomcat” nearly ready to take off again at 50 knots.

To The AIR ZOO

Our Fight Plan on Thursday called for an early departure to the famed Kalamazoo Air Museum, now known as “The Air Zoo. Mid-way we passed Kellogg Air National Guard Base near Battle Creek. We got to the Zoo with plenty of time to take it all in. We thought that with the name “Air Zoo” it would be mostly kids oriented, but to our surprise it had 73 airplanes, including those in the Restoration Facility. The large

main exhibition space had most of the planes on the floor and suspended from the ceiling. My favorites included the pink P40 hanging over the Main Lobby, the one-of-a-kind WW2 Curtis XP-55 “Ascender” and the big black Lockheed SR-71 “Blackbird” out of Beale AFB After an airplane-filled day at the ZOO, we headed back to Ypsilanti to prepare for the Friday Arrivals Day at “Thunder”. To prepare properly, we went to the “Bayou Grill” in Belleville, south of the airport on Belleville Lake, for dinner. We were just a few miles from the Canadian Border but here we were listening to a Southern Country Rock Band and having “Louisiana Catfish Beignets”

Thunder Over Michigan

It was early Friday morning (Arrivals Day) and we knew that if the wind was blowing from the west, Runway 23R would be in use. But guess what? There was no wind and therefore Arrivals were all over the place. We went around to the west past the abandoned Ford B-24 Liberator Bomber Factory and the GM Powertrain Plant but that didn’t work either. It was like a game of “3-Card Monte” on guessing which was the active runway. We gave up at 1300 and went on to see the TOM flightline. We drove past the old foundations of the original Yankee Air Museum Hanger that burned down to the ground in a massive fire in 2004 that destroyed many airplanes and museum artifacts.

Thankfully, the Yankee Air Museums flying fleet was pulled out from the burning hangar and were now on the flightline for this year’s show. The Museum is planning to relocate west to a 175,000 square foot renovated facility into the old B-24 Bomber Plant on the opposite side of the airport. That huge abandoned factory was the Ford Bomber Assembly Plant in WW2 where just about every B-24 Liberator Bomber was built

Showtime!

Saturday morning on the ramp was a showcase of the current theme - “A Tribute To The Vietnam War”. Walking the Line early at 0700, it had the eerie feeling of being on the DaNang AFB Ramp in Vietnam in 1968. There was a “Gathering of Skyraiders” – 6 of them – with various color schemes of the Vietnam War: AD-1 “Bad News”; AD4NA “Naked Fanny” (named after it’s base Nakhon Phanom RTAFB in Thailand); three EA-1E’s / AD-5W’s; and an A-1H / AD-6 “Lieutenant America”. In from the Carrier USS Independence was a Grumman C-1A (COD) Trader “Miss Belle” and real carrier star. “Heinemann’s Hot Rod”, the Douglas A-4B Skyhawk from VA-76 and the Bon Homme Richard (CV-31). Filling out the “DaNang Ramp” was a Douglas AC-47 Spooky Gunship “Puff The Magic Dragon”, a Fairchild C-123K Provider “Thunder Pig”, both in twotone jungle camouflage, a T-44 Mentor, a deHavilland DH-4C (C-7A) Caribou in olive green with “US Army” logo, a

Photos courtesy of Fantasy of Flight

Cessna 0-2A Skymaster in FAC Grey, and the venerable Vietnam Workhorse, the Bell UH-1H Huey. The Army Aviation Foundation was offering 10 minute Huey rides for $75 – a bargain for the experience. There were two classic jets: the F-100F Super Sabre in gleaming bare metal with rear Commanders Stripes and an F-86F Sabre “Smokey” with the yellow Korean War rear fuselage banding. The museum provided their flying aircraft: the B-17G Flying Fortress “Yankee Lady” and the Douglas TC-47B Skytrain “Yankee Doodle Dandy”.

Rounding out the flightline was a gaggle of Trainers: four “PT” type yellow trainers and seven T-6 type trainers. A colorful batch of jet trainers rolled in: an all white Delfin L-29; a Temco TT-1 Pinto in bright yellow with wing tanks; a Aero-Vadochody L-39 Albatross in US Marine Corps grey of VMA-133; a deHavilland DH-115 Vampire, an L-39 in Navy white; and finally the Grand Prize for “Most Colorful Plane at TOM” – an L-39C in multi-color light blue “Aggressor” camouflage with a yellow and black checkered tail with a “30” on the nose and AIM-9X inert missiles on the wing tips. Bravo for almost 50 planes on the TOM flightline!

Lots of Flying

Yes, there were six hours of fabulous flying and two very real Ground Battles with Re-Enactors of American, German and Viet-Cong soldiers. The “Thunder” Opening Ceremonies began at 10:30 with speeches; the National Anthem and the accompanying flag drop by Ms. Cindy Irish of the “Misty Blues” All Women Skydiving Team. Mixed into the flying were aerobatic demonstrations by Sean D. Tucker and Michael Goulian. All the Vietnam planes next went up for a massive 10-ship flyover. Next up was a 2-ship with the P-51D “Baby Duck” and the F4U-5N blue Corsair “Marines”. The Corsair hung back and joined up with the A-4B Skyhawk jet and an AD5W Skyraider for the “Legacy Flight”.

Then we had the WW2 “Air Power Parade” with two B-25’s, a B-17, the F4U Corsair, a TBM Avenger, four T-6’s, the AT-11 (B-45) and the silver TC-47B. It was a sky-full and the Air Boss had two separate tracks going like a figure “8”. Later there was a 3-ship with the F-86, the A-4 and the F-100 and solos by the F-100 and the A-4 leading up to a “Gaggle of Able Dogs” – all of the AD Skyraiders took to the air and did a “Missing Man Formation” with Taps playing. The flying concluded with the F-86, the F-100 and a P-51 with a second P-51 Photo Chase Plane. By 1630 the flying had ended. We did a “Second Act” on Sunday and then headed home. There was certainly no “Sequestration” at TOM 2013 and it proved to be the highlight of our “Aviation Road Trip”!

Atlanticflyer.net 9 www.Aflyer.com

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SAL’s law

by Sal Lagonia, ESQ

Sal, A fellow pilot recently went to the local FSDO for a remedial check ride. The FSDO inspector looked over the plane and advised him that the plane was not legal as the airworthiness and registration certificates were not in plain view. I can find no statute, rule or regulation which states that either need to be in plain view, only that they need to be in the plane.

RP @ Email

RP, there is no specific requirement for the display of the registration and airworthiness certificate in Part 91 aircraft. Section 91.203 specifically calls for the certificates to be “within” the aircraft and nothing further. The registration form itself states that the certificate must be “carried within the aircraft.” The display of the registration is obviously those large numbers and letters on the empennage of the aircraft, but as long as the certificates are available within the aircraft, the ‘display’ of those documents is legal. Most aircraft owners leave the registration and airworthiness certificates in a glove box or displayed in a small holder mounted in some inconspicuous place on the aircraft. Either would certainly fit the dictates of the statute.

title insurance to go along with the title searches and your deal will have an added level of safety. When an owner runs into enough financial trouble to cause the sale of an aircraft, there are often other items that were left unpaid. Spending a little more money now, may save you from a big problem later.

Sal, I have kept my Cessna in a private hangar that I rent from the Airport Authority for a number of years. A few months ago I began a home built project and I just received a letter from the Airport Manager asking for me to provide periodic updates on the progress of the aircraft building project. Do they have a right to tell me what I can do with the hangar I lease?

CR @ Email

CR, I will give you the best lawyer’s answer that was ever invented; “it depends”. When you lease the property from the airport and pay rent, you are entitled to certain rights of use and quiet enjoyment. However, most often this right of use comes with some conditions. First, start by reviewing your lease very carefully. It probably includes some restriction as to how you can use your hangar. It may be as broad as “any aviation use” or “specifically for the storage of airworthy aircraft”. I am in the process of purchasing Then check to see if there are any an aircraft from a private owner. I provision for storing non-flying aircraft. recently ordered a title report from Often the authority will want to control an FAA title service and it came back how a renter uses the property. The Lease perfectly clean. We are currently in the Pre-Purchase inspection and the mechanic also probably includes a provision to ‘folcautioned me that he has seen many of the low airport rules and regulations’, which may contain certain restrictions. Rememaircraft pass title clearance only to then ber that document that you didn’t read find liens from local authorities. What do fully? I need to do before plopping down my Airports, and the insurance compamoney? RS @ 1B1 nies that work with them, try and restrict the use of airport space for aviation related activities. So, using a hangar to store RS, the FAA title searches typically only include title encumbrances that Uncle Joe’s old Edsel may not be allowed. are either registered with the FAA or The controlling factor is in the four corners of the Lease. Hangar Leases are similar to known to the FAA through other means. residential leases; just without the neighThere is no requirement that all liens be registered with the FAA. Those other liens bor’s barking dog. Blue Skies all! can include local tax levies that have not been paid, maintenance liens (referred to Sal Lagonia Esq., is an Aviation as mechanics liens) which are registered locally, and even airport liens for tie down Attorney, Professor of Aviation Law and expert safety consultant who and hangar rents not paid. is a frequent speaker on aviation Your aviation attorney should search safety issues. Questions and the lien records for the jurisdiction where speaking requests may be sent the aircraft is normally based if there is to Sal@LagoniaLaw.com or to his doubt. That is usually the County governmain office at 914-245-7500. ment. To be additionally safe, purchase

April 2014

Photo courtesy of Tommy Wiklind

by Mike Klein

THE AIRPORT ON THE EDGE OF THE WILDERNESS Photo courtesy of Florida Fish & Wildlife

n the Gulf coast of Florida, just on the edge of the Everglades National Park, sits the first airport chartered in the state; FAA designation, X01. Some visitors refer to it as the 10,000 islands outpost, and it could certainly qualify as such. Everglades Airpark is on the boundary of the Everglades National Park and located in Everglades City; the town built by Barron Gift Collier in 1924 as a base for construction of the Tamiami Trail. The city was the original Collier County seat and was nearly destroyed when it was inundated with 11 feet of water from Hurricane Donna in 1960. In 1947 President Harry Truman visited to inaugurate the opening of the Everglades National Park and many world leaders and celebrated persons; Eisenhower, Nixon, author Peter Matthiessen, PBS documentary producers Dayton Duncan and Ken Burns, Danny Glover, Joe Pesci, the Disney folks, Kate Moss, Kris Kristofferson, Chief Billy Cyprus, and many, many other luminaries seeking scenic serenity, for artistic production, business, or a getaway visit, to this historic outpost. Everglades City is known as the ‘Stone Crab Capitol of the World’ and every year aviators and boaters arrive to take home iced coolers filled with this rare and unique delicacy. There are experiences that you will find nowhere else; airboat tours, fishing expeditions, kay-

aking, wildlife; alligators, manatees, birds of all species - not to mention snakes and, yes, sometimes crocodiles. This is truly the last of the wild and while it does take some minimal survival skills - there are no hospitals, clinics, drug stores, traffic lights, fast food joints, taxis, golf courses, or shopping malls - a visit here will fill your camera, treat your stomach, and provide a lifetime of tales to relate. There are bikes to rent at the airport for touring the mile long, half mile wide city that is chock full of great attractions and activities. Or, a phone call to any restaurant will get you a free pick up and ride for some really satisfying dining. If your not yet ready to eat, you and your passengers could hike around the corner to the national park headquarters for a cruise through the wetlands, where you might spot a gator or who knows what, or out toward the gulf where along the way you will see dolphins leaping, wading herons, diving cormorants, snook jumping, and views of one of the most memorable places on earth. Once a month during the season Chuck Gretzke, who operates ‘Wings Airtours’, hosts a pancake breakfast, bringing dozens of unique, antique, homebuilt, experimental, and a wide variety of aircraft, from light sport to Barons to Pilatus turbos to large and small whirlybirds. On any given day there is the chance of watching John Apte set up

Photo courtesy of Rasmus Bøgeskov Larsen

and pick up the banner with his antique Cessna 170 for his contracted advertising tour routine. The FAA Safety Team frequently hosts ‘Wings’ qualified seminars on issues from aircraft maintenance to wilderness survival, and many fliers will gas up afterwards and head on down to the Keys for a beautiful tour of the emerald waters of Florida Bay and the vast southern wilderness. In February the city is home to the annual Seafood Festival that draws more than 50,000 visitors. It’s about a 10 minute walk from the airport, or there is usually a free shuttle service provided to and from the festival entrance. In April, lots Sun n’ Fun visitors will fly the 130 miles down from Lakeland to stop by and compare stories and exchange information about flying to Florida from far away places; making plans to stay in the city for a day or two and touring the region by air using X01 as their base of operations. You could even rent camping space on the field and set up your flight plans using the on site computer services either at the airport or up the road a bit to the city library. This little airport is a gem of discovery and if you visit once you’ll surely want to return often with friends and family - or keep as your personal escape site.

Atlanticflyer.net

A Day at Old Rhinebeck Aerodrome by Robert Juckett

bout four hours from my home in Burlington, N.J. lies the town of Rhinebeck, N.Y. which is home to Old Rhinebeck Aerodrome. I had the chance to take in a couple of shows this season at ORA. After missing last year’s season due to other commitments, I finally made my way back to Aerodrome. As a photographer, it is not always easy to get a weekend to do all the things I want to do. This year I made time. My first trip to ORA on August 11, 2013, was special for a couple of reasons. The first reason was that on this trip I brought along my wife Sue and my 13 year old son, Matthew. My son traded in his iPod for one of my camera’s and helped me document the day. With an older Canon 30D body and a 35-350 lens, Matthew captured some really great shots on his first ‘assignment’. The other reason was that I finally got my wife to go ‘up’ for a Bi Plane ride with me and my 13 year old after the show in the New Standard D-25. My son and I have been flying the Bi Plane since 2006 when he was only

April 2014

six years old. She swore that I would never get her in ‘one of those things’. This year, I asked her to do it for my birthday and she finally said yes. Needless to say, she really enjoyed the experience. I felt like saying, ‘told you so’ but did not. Maybe she will go next year. We will see. Old Rhinebeck Aerodrome got its start in 1960 when Cole Palen held the first ever Airshow on farmland he had purchased in 1959. The first show drew 25 people !! Word of the show spread and ORA has been putting on Airshows (Mid June through mid October) ever since. Cole created his show to reflect the pioneer days of flying (1900-1913), WW1 (1914-1918), the Golden Age of Flight (1919-1940) and the Silent Film era. Cole created characters for his shows that are reminiscent of silent movie story lines with ‘Sir Percy Goodfellow’ doing battle with the ‘Black Baron’ for the hand of ‘Trudy Truelove’. ORA turns back the hand of time each weekend with a pair of shows. One on Saturday, dedicated to the Barnstorming days of

Flight and A WW1 show on Sunday’s. Both shows provide a wonderful experience for spectator’s. ORA does more than just display their Aircraft, they fly them as well. On any given weekend you will find a host of planes in the air, including a Curtiss JN-4H, a Caudron GIII, a Fokker Dr 1, a Fokker D VII, a Spad VII., a couple of DeHavilland Tiger Moth’s, a Fleet Finch b-16, a New Standard D-25, a Curtiss Pusher Model D, a 1910 replica Hanriot and much more. While all of these planes take to the air, there is plenty to see on the ground as well. The show begins with a ‘fashion’ show where those in attendance are asked to participate. Costumes from the period are part of the show. There are plenty of Ground Vehicles, also. When visiting ORA you will find a 1911 baker Electric, a 1920 Buick Touring Car, a 1919 Model T Speedster, a 1918 Renault Light Tank and dozens of other vehicles. Way to many to list here. ORA has a great website with a full list of all Aircraft and Vehicles. If that is not enough for fans of ORA, they also offer Bi Plane

rides before and after each show (weather permitting). I had the chance to ask Airshow Pilot and Rhinebeck Aerodrome Museum Trustee Clay Hammond what does it take to putting on a great Airshow every weekend and he had this to say, “It takes lots of action both on the ground and in the air, and always have a propeller spinning and making noise. The airshow at Old Rhinebeck is one very much based on traditions. Both those in general ( The Delsey Dive, Balloon Burst, Flight Demo’s, etc...) as well as those unique to ORA ( Including the ‘Black Baron and Trudy Truelove).” Clay adds “ We should always try to maintain those traditions as much as possible while continuing to improve and expand the show where we can.” Clay and his brother Nathan Hammond are the primary Rides Pilots for ORA. Clay and Nate’s father was the Chief Pilot and Mechanic from 1978 to 1988. So they grew up watching and flying in the old planes. Clay noted that “It’s fun to come back as an adult and ‘play’ in

my old ‘sandbox’. “. One month later, on September 15th, I found myself back at Rhinebeck for another visit. The kind folks at ORA invited me back to the Aerodrome and through the fence for a day of professional photography ‘inside the show’. It was a day I will never forget. The day started with the mandatory Flight Crew meeting. Prior to the start of the show, I had a chance to take pictures of all the Aircraft and Ground Vehicles. I was given access to take pictures from the 50 foot line but found myself up on the Flight Director’s tower for most of the day with a great vantage point in which to shoot from.The weather was near perfect and I was treated to a great day of flying. Taking pictures from the tower allowed me to keep a low profile during the show. Much to my surprise, about an hour into the show, Airshow Pilot, Clay Hammond asked me if I would like to take part in the ‘Bomb Run’ portion of the show for some air to air photography. Of course I said yes. I grabbed my gear made my way down off the tower, crossing the field and climbing into the New Standard D-25 with Airshow Pilot, Nathan Hammond. No sooner had I pulled the belts tight around me and my camera bag, We started to taxi to the North End of the field, turned around and took off. We were soon followed by four other planes to that made for a 5 man formation. The D-25 served as the lead

plane as the other planes followed. Clay flew in the Piper J 3 followed by 2 Tiger Moth’s and a Fleet Finch 16-B. It did not take long for the group to tighten up for some great shots. As we circled, the group separated a little and the ‘Bomb Run’ started. As ‘foam’ bomb’s were thrown from the Aircraft to their targets , I could hear the fireworks below as we passed over the airfield. Soon after, the planes regrouped for one more photo opportunity before landing. Back on the ground, I resumed my post on the flight Director’s tower and I thought nothing could top that. But there was one more surprise left. ORA decide to fly both Fokker’s (The Dr-1 and D VII) and the Spad for one last battle. I have seen the Triplane many times in the past but I have never seen both Fokker’s at one time. It was quite a sight. A great crowd was on hand for one of the best shows I have ever seen at ORA. There is a chance that fans of ORA may see 3 German aircraft flying together before the end of the season. Restoration of the Albatros DV.a is near completion before the end of the season. I just hope they invite me back for that !! I would not want to miss that. I would like to thank all the people at ORA for inviting to the Aerodrome. I have been doing professional photography since 1989 and I have covered a lot of things in my career, but I can not remember the last time I had this much fun. It’s been awhile.

Atlanticflyer.net

The Intervention

By Victor Kilo

“

You’re an hour late. Where were you? Why didn’t you call or text or answer any of my texts.”

I glanced at my phone. Five unanswered texts were blowin’ up my screen. “Sorry, darling.” I grabbed her in a big ol’ bear hug. “Okay, okay. Stop being so cute. Wait a minute! What’s that smell?” “Hmmm?”

“How much time do you spend online looking at airplanes for sale?” “An hour or two, a couple days a week.” “Liar,” piped up my wife. “He’s on the damn Internet at least four hours a night, seven days a week, first one site, then another, then back to the first, and over and over again.” “And how long has this been going on?”

“It’s 100 low lead gasoline, isn’t it?”

“I dunno, a couple of years, I guess.”

“Maybe.”

“Victor!” cried my wife. “It’s been going on since we got engaged.”

“And what’s that on your collar?” She pulled me close, pinching the fabric of my stained collar between her fingers. She sniffed it and jumped back angrily. “That’s hydraulic fluid, isn’t it?” I said nothing. She looked at me, agitated. “I thought we agreed that there’d be no airport visits on work nights?” “Okay! So I made a quick stop at the airfield. It’s no big deal.” “It is a big deal, otherwise you wouldn’t have turned off your phone. What were you doing at the airport? And on a Tuesday? And why is there hydraulic fluid on your collar?” “Well, I certainly didn’t come home to expect some sort of Spanish Inquisition!” My wife snapped on the lights and there they all stood: Eric, Frank, Tony, Antawn and Paulie. Joan, Charlene, Billy and Jermaine. The flying Romero twins and even Janine. Folks I’d trusted. Not just friends — pilot friends. “Nobody expects the Spanish Inquisition!” they all roared. “What the heck is going on here?” I asked, as they eased me down onto the sofa while prying my fingers off the handle of my flight bag bulging with airplane specs. “Your wife’s worried about you, Victor. We all are.”

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“Good God, man! That’s over eight and a half years!” “Every night for eight and a half years? Four hours a night?” “When you put it like that, it sounds kinda…. Look. Finding the perfect plane ain’t easy.” “Half of us own planes, Vic. We get it.” “No, half of you settled and bought the airplanes you did. You’ll never see me do that.” “Victor!” said my wife. “These people let you fly their airplanes.” “You’re right. I’m sorry.” “You know what your problem is? You’re addicted to the hunt.” “That’s ridiculous! I could buy a plane anytime I want.” “Then why don’t you?” “Yeah, what’s the problem, Vic? Why don’t you get off the dime?” “Look you all, I need to find a plane with the perfect mix of payload, power and airspeed at economy cruise… the right match of glass avionics and steam gauges… de-icing equipment… turbocharging or Colemill conversion….” A torrent of facts and figures gushed forth, and I

couldn’t have stopped myself even if I’d wanted to. I interpreted their wide eyes and slack-jawed mouths to mean admiration. Emboldened, I continued spewing airplane specs. It wasn’t until I’d pulled the last of a hundred photos and spec sheets from my flight bag that I even noticed the horrified, pallid looks on my friends’ faces. “Oh, my God! I don’t even know who you are anymore,” sobbed my wife, fleeing from the room. “Look what you’ve done, man. You’re destroying your family with this obsession.” “You need help, Victor.” “That’s one mountain of rationalizations to keep you from….” “From what? That’s crazy talk.” “Think of Bianca. She wants to be flying with you in a plane you own, not watching you deteriorate into a shell of a man — an armchair pilot.” I jumped up from the couch. “How dare you use my wife to goad me into making a rash decision.” “Rash? You’re paying rent on an empty tie-down spot.” “Enough. Get out of my house! All of you. Right now!” I yanked the decorative wooden propeller off the mantel and swung it toward them. That got them hauling hiney out the front door. I picked up the scattered pages of my meticulous research. Tidying up, I felt victorious. Triumphant. I was alone again. Alone with my airplane hopefuls. Now, 3:05 a.m., I’m alone still. And happy, even though I haven’t seen my wife in hours. I do wonder what happened to her, though. I suppose she might have gone over to a friend’s. I don’t know and I don’t care. She can abandon me now, but I know she’ll be back once I find the perfect plane to park in our very own tie-down spot at the cute-little-airport-just-downthe-road. I’m not really alone anyway. I’ve got my online friends at controller.com, trade-a-plane, barnstormers and aso.com. The Twin Cessna owners and Twin Commander forum and Beechtalk.com guys are all here to keep me company, too. A crack of lightning startles me. Hey! What happened to the power? Where’s my Internet?

Flying a Classic Airplane at a Classic FBO by Jim Ellis

hile accompanying my wife to a medical conference in central Florida, I had the good fortune to set up an hour and a half of dual, flying a classic J-3 Cub seaplane. The mutually classic Jack Brown’s Seaplane Base is located next to the Gilbert Field airport (KGIF) in Winterhaven, Florida. The base operates on Lake Jessie which has 3,600 foot water runways. The FBO has earned near legendary status over the 50+ years of continuous operation. Jon and Chuck Brown, both sons of founder Jack Brown, run the facility that claims to have trained more than 17,000 pilots from all over the world. The base was picturesque and it was a beautiful day for flying. I got there about an hour early and saw at least three J-3s come and go. I saw a fourth one after we got back from my flight and there appeared to be another undergoing maintenance in the hangar. The Browns’ maintain a skilled staff which was clearly evident as I watched them orchestrate aircraft into one of two active ramps, where another employee would grab the plane and tie it down.

Getting into the plane was easier than the gymnastic exercise I remembered from flying other Cubs. I piloted the aircraft from the solo position, which in the J-3 is the rear tandem seat. The water rudder control is a handle hung over a hook on the left sidewall, throttle control is just below the left window and along with the stick, these control are easier to get used to than most pilots imagine. Lake Jessie doesn’t look especially large, but it was plenty long enough for the 100 hp J-3 to get into and out. We flew with the right side doors open the whole flight and enjoyed temperatures in the low 80s. In flight I was able to see the tach, airspeed indicator and altimeter to the sides of my instructor in the front seat; however, there was no visibility directly forward. The freedom of flight in the area was amazing. We generally flew at only 300 to 500 feet MSL and we never got higher than 800 feet. It was pretty incredible to me that you could fly so low for so long and just drop in to all of these lakes. One special

moment was seeing a bald eagle landing in a tree not far from the water’s edge while on short final for a landing in one of the lakes. We used full throttle for takeoffs and 2300 rpm while straight and level. Cruise airspeeds were a leisurely 60-65 mph. My instructor never told me an airspeed number to use for approach or landing, but just let me feel-out the airspeeds. Approaches seemed to be around 60 mph and dropped to 5055 mph as we got lower for landing. It’s difficult to know for sure, because I was paying attention to the floats and the water at point of touchdown; not the airspeed indicator. Takeoffs could be made in a level attitude, although lifting just one float slightly seemed to let the plane get off a little sooner. The J-3 Cub is definitely an airplane that flies by feel and I loved it! The Single Engine Sea (SES) rating course includes 1.5 hours of ground instruction; 5 hours of dual instruction; the checkride and the examiners fee. Given generally good Florida weather, any competent single engine land pilot should definitely be able to complete the course in a week, and if you are really good at it, probably in two or three days. Completing the course in one of their J-3 Cubs costs around $1,400 and there are alternate aircraft available. Dual flying is also offered to those who just want to try it or those like me who have their SES rating for $185 per hour dual in the J-3. For more information, contact Jack Brown’s Seaplane Base at jackbrownsseaplanebase.com or call 863-956-2243.

Atlanticflyer.net

Vintage Wings fighters line up for the take-off: Corsair IV, Spitfire, XVI, Mustang IV and Kittyhawk IV

Wings over Gatineau,

intage Wings of Canada held their 2013 Air Show at their base in Gatineau, Quebec, just across the Ottawa River that separates the Provinces of Quebec and Ontario. This annual airshow was a great example of cooperation by different organizations. One example of cooperation is that the communications were in both French and English. The airshow announcers described the aircraft and activities in both languages. The most obvious examples of

cooperation were the flying displays of vintage aircraft from two Canadian Air Museums. The “Home Team”, Vintage Wings of Canada flew the Corsair IV, Spitfire XVI, Kittyhawk IV and Mustang IV in formations and solo. They also flew their Canadair Sabre MK.5 in RCAF Golden Hawks Aerobatic Team circa 1960’s markings. The Canadian Warplane Heritage Museum, Hamilton, Ontario, thrilled the crowd with flights by their Lancaster

Canadair Sabre 5 Canadair Vintage Wings Spitfire XVI

April 2014

Quebec, Ottawa X, Mitchell III, Catalina III, and Firefly MK5 in formation and solo fly passes. Some formations of these warbirds were mixed aircraft from the two organizations. A rare sight for aviation buffs was the side-by-side flight of two Westland Lysanders from each of the museums. A third warbird organization with an important contribution to the event was the precision formation flying programs by three Harvards of the Canadian Harvard Association. In addition, to the warbirds noted

by Mike Raftus

above, there were many flights by several other aircraft. This made for two full days of aviation enjoyment. All-in-all, this two-day September event is well worth attending. Gatineau is certainly accessible for warbird enthusiasts, young and old, from the Northeastern U.S. States and the eastern Canadian Provinces. It was refreshing to see the large number of youngsters in attendance absorbing important history lessons while being entertained. Make your plans for September 2014!

Catalina III with wing floats extended The CWH Lancaster taxiâ&#x20AC;&#x2122;s for take-off

Atlanticflyer.net

Diamond DA40 XLT:

“The Ultimate Refinement of the DA40 Line” by Jim Ellis

he DA40 XLT is the latest and greatest model in Diamond Aircraft’s DiamondStar line. First introduced in 2000, the DA40 was programmed as a low-wing, 4-seat, single engine aircraft equipped with a 180-hp powerplant in a composite airframe. The DiamondStar was designed to achieve unique safety features, which have yielded the best safety record of any single engine production aircraft. There are crushable aluminum fuel cells located between the twin wing spars. The wing spars are hard composite shells with two carbon fiber caps per spar. The DA40 is one of the only singles in its class with twin spars. The plane has copper sheeting built into the bottom of the airplane and the wing spars to provide lightning protection. The seats are intentionally designed to be not movable and are a part of the airframe. The fuselage cage around the occupants, including a roll bar, is rated at 26Gs. There are also airbags built into the seat belt. Despite having a lightweight composite frame, the DA40 has a sturdy demonstrated crosswind component of 20 kts. I had the opportunity to fly a DA40 XLT at Minuteman Airport in Stowe, Massachusetts. The airplane I flew, N472DS, is an approximately 140 kt airplane, although I saw speeds up to 146 kts on our flight which may be thanks to its large scimitarblade Hartzell composite propeller. The front canopy is hinged forward, and the canopy on the left side swings up over the middle of the fuselage for entry to the rear seats and access to the baggage compartment. One oddity: the step to get up on the

April 2014

wing is in front of the left wing, not behind it. The seats are not adjustable, but very nice and comfortable. Rudder pedal adjustment is easy, with a rocker switch under the left side of the seat moving the rudder pedals. There are remolded seats that provide about an inch of additional effective width per seat compared to older models. The seat belts contain air bags, color matched to the seats and seat belts. Seats have better cushioning and lumbar support. The rear seats fold forward for access to the baggage compartment. Either one or both rear seats can be folded forward nearly flat for additional baggage space when the plane is used as a twoplace airplane. Without the air conditioning option, with the seats folded forward there is 7 square feet of total cargo space. Circuit breakers are backlit for night flight. If there is an alternator problem, there is a “ship battery” to provide capability to find an airport and land. By hitting the red “Essential Bus”, the power load is reduced allowing extended capability on the battery. There is also a red Emergency switch to allow continued operation of the artificial horizon with the Essential Bus engaged. A display/backup button puts the PFD display on the right MFD display side in case of failure of the PFD screen. The PFD had synthetic vision, and other traffic showed up on it as large diamonds, or if the traffic was close, large yellow circles. It also showed the runway right on the screen as you approached it or even taxied down it. One thing I always loved about the DA40s is that

they have the backup airspeed indicator, artificial horizon, and altimeter right in the top center of the panel. No other aircraft have better placement of these backup instruments. If you are like me and still don’t like using the vertical tapes for airspeed and altitude on the PFD, the analog ASI and altimeter in the DA40 are where you can actually use them! (And I have!) The plane has a castering nosewheel, so steering while taxiing is done with the toe brakes. Preflight checklists are on the MFD. It is possible to check each item by pushing a button on the right of the screen to mark each item as checked. There is a three position electric flap switch: Up, T/O, Landing. The fuel tank switch is a red pointer on the console between the seats. You can trim using either a switch on stick or a large trim wheel on the console between the seats. The manual trim wheel allows for a fine touch on the pitch trim not available with electric trim only. Takeoffs are smooth and quick and there was a comfortable, easy stick feel while doing steep turns. The plane is a pleasure to hand fly. As I had found with other earlier DA40s, the flight feel in the air using the stick is very smooth and pleasant. Visibility is excellent. The wings look long and thin compared to Cherokees, Grummans, or Beechcraft, which further improves visibility. In summary: the Diamond DA40 XLT is a beautiful modern aircraft, sleek, fast, and efficient, and a pleasure to hand fly. You can put this one on autopilot and fly fast and efficiently, but you can also hand fly it for fun if you want to and really enjoy it.

An Affordable Airpark By Marty Harris

s a new pilot living near Burlington, VT (circa 1978) and later in Northern Illinois, I was envious of my fellow pilots living on airparks, pulling their planes out of the hangar and flying wherever and whenever they chose! I especially liked the rustic nature of Shelburne Airpark (VT) with the pole barn hangars and country atmosphere. I would scan the Atlantic Flyer and that yellow rag at the FBOs for real information about affordable airparks. I hoped one day that dream would be possible for me but was sure the “entry” fee would be too high to become a reality, especially when I saw the “high-end” airparks like Spruce Creek near Daytona and Casa de Aero North of Chicago with strict covenants excluding most blue collar flyers like me.

Fast forward 35 years and here I am living in the Ocala National Forest at the finest airpark in North Central Florida, Woods & Lakes Airpark (FA38). With fifty lots on the runway and forty homes of mixed construction (site built, manufactured and yes, pole barn hangars), we all enjoy the freedom of aviation. We are fortunate to have “resident owned” grass runways for tail-draggers and paved for trikes. With limited code requirements, very reasonable taxes and very low annual airport fees, we live the life of Riley. We have a few nice “ready to move-in” properties available for under $200K. About 50% of our residents are snowbirds from Ontario, the North-East and the Mid-West the rest

of us year-round owners enjoy peace and quiet for about five months, then all hell breaks loose. You’d think we lived on an airport! Fly to breakfast, fly to lunch, fly to EAA meetings. Does it ever end?.......... I hope not! We have twins, antiques, classics, float planes and many LSA’s. Many residents have the skills and ratings needed to keep us all flying safely. The women (several aviators and quilters) keep all the parties going, including dinners, BBQ, EAA Fly-ins, holiday and snowbird parties. Having all the shopping amenities nearby, help us survive this peaceful place. Every day is a four O’clock gathering for the ladies and hangar flying for the men. For us New Englanders fried clams and haddock are not far away. Find out more about this lifestyle from www.woodsandlakesairpark.org or contact me and we can do some hangar flying.. harpaq@hotmail.com

Atlanticflyer.net

2014 Bahamas Guide AnPilot Affordable Book Review:

ilot Publishing, Inc. recently released their 2014 Bahamas Pilot’s Guide. As in previous editions dating back to 1975, this year’s BHG is a full-color aviator’s guide to the many Islands of the Bahamas. The contents include updated airport data such as runway information, aerial photos of airports, FBO contacts, area maps, local amenities and more. This year’s edition has brought a number of welcome changes for anyone looking to fly to the Caribbean islands. There are now two separate editions split into two regions: Bahamas & Caribbean. This has reduced the price of the guide and made it easier for pilots to find exactly what they’re looking for during their trips. In addition, each book is noticeably smaller, has a softer feel and is now spiral-bound for better handling in the cockpit and flight bag storage. The Bahamas Pilot’s Guide covers all the Islands of the Bahamas (includes only the Bahamas), while the Caribbean Pilot’s Guide covers the other Islands of the Caribbean. Both guides have complete airport informa-

April 2014

tion, hundreds of color photos, destination narratives and accommodations listings to better plan your trip and get around once you are there. There are even helpful tips on Customs & Immigration, user fees, open water safety and US Departure/Arrival checklists. If you’re more of an iPad jockey than printed chart reader, there’s an app for that too. The Bahamas Pilot’s Guide and the Caribbean Pilot’s Guide are both available on

the iPad through the iTunes store. The digital versions contain all the features of the printed guides, but also have their own GUI (Graphical User Interface) to better navigate the 228 pages of in-depth content. Users can search the index, bookmark specific pages and use the interactive map to navigate through various sections of the guide. The 2014 Bahamas Pilot’s Guide and separate 2014 Caribbean Pilot’s Guide are invaluable tools for both pre-flight planning and en-route aviator tourists. The printed guides are currently available for purchase for $34.95 + $8.50 standard shipping at www. PilotPub.com. The digital version (iPad App) is priced at $29.99 and is available for immediate download in the iTunes store.

AIR SPACE DIVISION & separation of atc duties

/1/14 As of 4 al 0 .2 $6 /g

by Rose Marie Kern

tower? centre? or flight service?

o you know who the first Air Traffic Controller was? Wilbur Wright, as he yelled “It’s clear - go ahead Orville!”Although there are three divisions of Air Traffic Control, most people only see Towers – and from TV and movies they know about radar, but they assume that if you are an Air Traffic Controller you must work at an airport. New pilots are taught that there are three major divisions of Air Traffic –Air Route Traffic Control Centers ( “Center”), Air Traffic Control Towers (“Tower”) and Flight Service Stations (”Radio”). Improved technology is changing these definitions and many Approach/Departure control facilities are completely separate from the Towers, and not necessary located at one of the airports they serve. The Airspace above us in the United States is divided up into areas that are either controlled or uncontrolled. Uncontrolled airspace is everything that is not designated as something else, and it is one of the most precious things to pilots in the U.S. Before the existence of Air Traffic Control Towers, early controllers used flags and lights to signal landing and departure instructions to pilots. In 1930, the first airport to have a radio-equipped control tower was built in Cleveland. The Towers are always located at airports wherein the landing, departing and overflight traffic has grown to the extent that accidents are likely without someone on the ground keeping an eye on the sky. Smaller airports rely on pilots to tune to a common radio frequency (UNICOM) and announce their intentions. Busier airports may also have an Approach/Departure Control co-located with the Tower. These structures “own” the airspace immediately above and surrounding the airport. Air Route Traffic Control Centers - The Centers cover huge areas, usually several states wide. These huge facilities have 40 or 50 radar scopes and employ about 300 controllers. Their airspace is divided into both geographic areas and high altitude and low altitude sectors covering those areas. Have you looked on aviation charts and noticed that the Center boundaries are oddly shaped? That’s partially because they were not all created at once. A consortium of commercial airlines and airport operators established the first three Centers, Cleveland, Chicago and Newark during late 1935 through June 1936. The Bureau of Air Commerce, within the Department of Commerce (DOC), took over their operation when it assumed responsibility for En Route ATC in July 1936. As air traffic density moved west, new Centers were created to manage the flows. Each time, the protected airspace was built primarily around the areas containing a dense

population of aircraft. Early en route controllers tracked aircraft positions on maps and blackboards using little boat-shaped weights called “shrimp boats.” There was no direct communication capability between controllers and aircraft at the time, so they used telephones to stay in touch with airline dispatchers, airway radio operators, and airport traffic controllers, who also fed information to the en route controllers and relayed their instructions to pilots. Today each Center handles several states traffic, and advances in technology have increased the ability of the Controllers to more accurately determine the placement of aircraft in their airspace. The latest mergence of radar, satellite and computer functions used by the Centers is known as the En Route Automation Modernization (ERAM) computer. The accuracy of this system allows closer, more accurate placement of aircraft in our increasingly crowded airspace. The Flight Service Station handles a diversity of pilot needs. The physical structure can be located at an airport, but modern technology has removed that requirement since everything the FSS does is by phone or radio. In 2005 the federal government chose Lockheed Martin to administer the Flight Service Division. Flight Service briefs pilots on preflight conditions including weather, hazardous conditions and anything significant they may encounter on their flight. They take flight plans and they monitor the progress of VFR aircraft (aircraft flying uncontrolled below 18,000 feet). Other duties of Flight Service include Flight Watch, a service to update pilots on enroute weather; Broadcast, recordings of HIWAS and TIBS which are weather and other information that is available by phone or radio; and Flight Data, which issues the NOTAMS and relays ATC clearances to pilot departing non-towered airfields. This position also initiates search and rescue activities when VFR pilots are overdue. We live in exciting times right now because the FAA is in the process of revising the entire ATC system. In 2005 this process began with the FAA Administrational offices being redistributed along regional lines. The first of the field operations to adjust their boundaries and begin consolidation was Flight Service in 2006. Within the next twenty years you may see the Approach/Departure controls being completely separated from the airports they serve and many will be housed with the Centers. Rose Marie Kern has worked in ATC since 1983. If you have questions you can contact her at author@rosemariekern.com.

Atlanticflyer.net

CLASSIFIEDS

1966 Dornier DO-28 (KILG) TT 9635 Engines 406/1266 SMOH, Garmin 430, GTX330, Intercom. One of a kind with Military history. New paint & seats. All Canadian/Israeli/US Logs. 4/14 Annual, $75,000 OBO. Dave at 302-378-1396 or email: aeroenterprises@atlanticbb.net Hangar for Rent (KLWM) Insulated 50x40 open span, high bay lights, space ray heater, bi-fold doors, Call Tim 508-783-4847 or email tim@eagle-east.com Shared Hangar Available (KGON) One space available for LSA/Canard/etc. Rent $200. Contact Ted at 860-434-8608 or email: TedjGordon@gmail.com

Visit GBR for the 4th Annual Great Barrington Fly-In Saturday, Aug 16, 2014

10-day Instrument Rating in SC, $6,495 One on one training from CFII. Retired ATC controller will train you. Contact Gerold 843-601-2427 or visit us at http://www.InstrumentTraining.com/ CFII WANTED Established Part 61 Flight School at North Central State Airport (KSFZ). Send resume to hgautschi@verizon.net 1948 Navion L17A Warbird w/ Army colors (Located 5B6). TTSN 5850 hrs, E185 Engine 800 SMOH, Prop 10 hrs SMOH, GNS430, GI106A G/S, KX155, AT50A, PMA6000MC (4-place intercom).

April 2014

Advertiser locations 121 Restaurant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Action Multi Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Aero Design Concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Aerox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Aircraft Cylinder Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 5 AOPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Autumn Air Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Aviation Insurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Berkshire Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Cawley’s Aviation Services . . . . . . . . . . . . . . . . . . . . 21 Charlotte/Monroe Regional Airport . . . . . . . . . . . . 22 Columbia Aircraft Sales . . . . . . . . . . . . . . . . . . . . . . . . 24 Continental Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Currituck County Airport . . . . . . . . . . . . . . . . . . . . . . . . . 5 Fitchburg Municipal Airport . . . . . . . . . . . . . . . . . . . . . 11 Flight Design USA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Four Star Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Green River Maintenance . . . . . . . . . . . . . . . . . . . . . . 17 Interstate Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Jim’s Flyin Diner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Page Field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Pine Mountain Aviation . . . . . . . . . . . . . . . . . . . . . . . . . 22 Pioneer Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Port City Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Premier Flight Serivce . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Reeves Air Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Richmond Executive Airport . . . . . . . . . . . . . . . . . . . 21 Round Power Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Sal Lagonia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Sky Manor Air Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Southern Maine Aviation . . . . . . . . . . . . . . . . . . . . . . . 13 Sport Aviation LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Stellar Avionics Service . . . . . . . . . . . . . . . . . . . . . . . . . . 2 The Adlog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Trenton Mercer Airport . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Urban Aviation Services . . . . . . . . . . . . . . . . . . . . . . . . 39 US Air Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 VIP Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

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