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ATLANTIC FLYER © 2012 • 27 Years In Publication
• From Maine To Florida • In over 1,200 Locations
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IN THIS ISSUE: Stories: Flabob Fly-In Presidential Airport Use Helicopter Groupon Deal Wellingtons to Halifaxes Pt 2 Compassion Flights Hey! When Is It My Turn? Time Is Money Book Review : Bob Fogg Recreational Aviation Foundation: Fire hub Forecast: Turbulence Ahead The Dinner Table
Airshows: Aviation Nation
Fun Stuff: Classified Ads Cartoons: Chicken Wings
Aviation Nation Highlights
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Columns 04 A NTIQUE ATTIC: GILLES AULIARD 06 BIG SKY: K EN KULA 08 SAL’S LAW: YOUR LEGAL EAGLE: SAL LAGONIA, ESQ 09 BYDANJOHNSON.COM 10 AIR TO GROUND: ROSE M ARIE K ERN 12 HOT AIR, WINGS, AND FLYING THINGS: JIM ELLIS 14 PLANE TALK: HERB HILL 22 COMMON CAUSE: MIKE SULLIVAN
Information & Classifieds 18 ACCOMPLISHMENTS 18 LEARN TO FLY - FLIGHT SCHOOLS 20 CLASSIFIED A DVERTISEMENTS
Features 13 COMPASSION FLIGHTS 16 BOOK REVIEW: JANE RICE 17 TIME IS MONEY 18 THE DINNER TABLE 19 THE REDBIRD FIRE HUB 24 AVIATION’S LOST GENERATION(S)
Airshows 11 AVIATION NATION
Cartoons 18 CHICKEN WINGS
The complete list of all entries submitted for Air Shows, Checkpoints, Meetings can be found in their entirety on our website andcan be updated monthly.
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Antique Attic
December 2012
by Gilles Auliard
Flabob’s Aerial Pageant
Since the demise of the Merced Fly-In, it is becoming increasingly difficult to find a good Antique Airplane event in Southern California, as the ones still in existence have been entering a downward spiral for some time and/or diversify -meaning opening to a more general public by offering warbirds and airshow acts- in order to survive.
The short list of the best machines presented to the public included, in order of appearance: • Frank Schelling’s 1918 Curtiss JN-4 Jenny N3223 displayed by Eric Presten
This is why the announcement of a planned gathering (from September 27 to the 29th) dubbed the “Flabob Flying Circus” at Flabob Airport, in Riverside, was received with a lot of interest and more than a hint of scepticism by the antique community.
• Richard Smith’s 1929 Travel Air 4000 N8700 (c/n 976)
Organized under the banner of the Flabob Chapter of the Antique Airplane Association, revived in 2011 and the help of the Chapter 1 of the EAA, it mostly drew from local resources, be there the cream of the 200 airplanes calling Flabob home, or the Tom Wathen Center for young and energetic manpower. Unlike other venues, Flabob is the perfect setting for that kind of event. Being privately owned and uncontrolled, it offers a 3200 ft hard top runway, as well as a 1800 ft grass strip, renovated for the occasion. A little on the rough side, it was none-the-less, the preferred operating surface for a whole array of airplanes, from Hisso-powered Curtiss Jenny to the “Flabob Express”, the locally based DC-3, which raised an impressive dust storm upon landing.
• Bruce McElhoe’s 1928 Travel Air 4-D N689K (c/n 1270)
• John Seibold’s 1929 Stinson SM-1B “Detroiter” N1517 (c/n M-627) the only flying example of the type Other, more common, attending airplanes were parked in rows on the grass at the southwest end of the field, while spamcans had to land at nearby Riverside Municipal. The simple idea of the cavalcade was to present the history of man’s conquest of the air from its beginnings, represented by a hot air balloon, to the modern homebuilts, by way of the Wright Brothers First Flight, the Pioneer Era, WWI, the Golden Age, WWII and commercial aviation.
• Mid-Continent Instrument Company’s 1941 Beech D17S “Staggerwing” N79091 (c/n 1020) • Newport/Signal Air’s 1937 Waco YKS-7 N17472 fresh out of Mark Lightsey’s restoration shop • Jo Tymczyszyn’s 1931 Buhl LA-1 “Pup” N11162 (c/n 103) powered by a Continental A-65 engine, giving it a very endearing “clownish look” • Mark Lightsey’s 1936 Monocoupe 90A N15427 (c/n A-727) • Jon Goldenbaum’s 1941 Naval Aircraft Factory N3N N44848 (c/n 4477) • Chris Nehus’ Ryan PT-22 N53271 (c/n 1625) By 1:30 pm on Saturday, after the dust settled from the Flabob Express spectacular landing, a total of 120 airplanes were at rest on the two parking areas, a great showing for a first time event. None-the-less, it was well worth hanging around on Saturday evening, as airplane departures were numerous, and the airfield free of any restrictions, except the ones imposed by common sense and proper elementary airplane environment behavior.
On the minus side of the equation, airplane parking on hard surfaces is very limited and the most outstanding attending airplanes had to be parked in a hangar-like placement making decent ground pictures next to impossible. This disappointment, however, was more than mitigated by the opportunity to see and hear the other airplanes in their element on Saturday in what was dubbed “The Flying Cavalcade” with Mark Lightsey as its Chairman. Most welcome, and very well worth the trip, were the racers replicas calling Flabob home, which, unfortunately could not fly for various reasons. Never the less, the sight was still impressive with the DH.88 Comet replica, completed in 1993 by Bill Turner, the Schoenfelt Firecracker N261Y “Race 70", flown by Tony LeVier to victory in the 1938 Greve Trophy, the Caudron C460 Rafale N6989, winner in both the 1936 Greve and Thompson Trophy in the hands of Michel Detroyat and the Laird-Turner “Meteor” N263Y in a tight diamond on the ground.
For three and a half hours, a grand total of 52 airplanes provided a continuous spectacle designed to engage even the shortest attention span spectator. At any moment during this time frame one could find airplanes taxiing for the parkings to the taxiway, on the taxiway, at the run up point, circling around the airfield, or putting up a little display for the crowds. Mark Lightsey’s instructions were simple :”Go out, fly and have fun!” In order to do so, each airplane took off, made three passes over the field at a minimum altitude of 200 ft and landed in full view of the public.
The few people who decided to stick around even longer, and have a Sunday breakfast at the airport cafe were treated to an added bonus, the arrival of the very rare Culver QP-14 drone N2775 (s/n 45-59043), Russ Cronk, its owner coming from nearby Big Bear to partake in the popular pilot activity of the fly-out breakfast. No doubt that this event is destined to become a classic, as one never know what airplanes will join in, and one stand a good chance to see the most prominent ones fly. It is a great combination of what the best fly-ins have to offer and the best aerial displays in the spirit of the Air Pageants of the 1920's and 30'.
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Taking the long view It’s easy to get caught up in the dayto-day, or even moment-to-moment, issues that dominate our waking lives. But there’s something to be said for taking the long view, too. Every day, the staff of AOPA is doing literally hundreds of different things. Our advocacy team can be working dozens of issues at a time, attending meetings with the FAA and other agencies, talking to members of Congress on Capitol Hill, and spending time in state legislative offices. Our Pilot Information Center team is answering member questions about everything from choosing a flight school to buying an airplane. Members of our publications team are working on two magazines, multiple electronic newsletters, and numerous websites. And at any given moment, people in every AOPA department are looking for ways to serve you better whether that means developing new tools like the FlyQ app, producing new interactive courses from the Air Safety Institute, or helping you find the right kind of insurance for the way you fly.
In short, our offices are always a hive of activity. It can be a little overwhelming.
in the right direction and ultimately contributes to keeping all of us in the air.
If you stop anyone in the hallway and ask what they’re working on, you’ll get a thoughtful, and probably highly technical, answer—and each person’s answer will be different. But stop those same people and ask them why they’re working on that project or issue and you’ll get the same answer every time. They do what they do to protect our freedom to fly. Your passion is their passion too.
We’ve got our work cut out for us. We can expect a renewed push for user fees as the economy continues to struggle. We are still headed for a fiscal cliff that could spell big cuts for the FAA and NextGen. And we’ve got a long way to go to reverse the steady decline in the pilot population, to name just a few of the challenges ahead.
That’s the long view and it underlies the work done by every member of the AOPA staff each and every day. We protect the freedom to fly not only by advocating for GA interests with government decision makers. We do it by helping our members stay informed, fly more often, resolve medical issues, choose the perfect airplane, get the right legal coverage, and find the right flight instructor. There are thousands of ways we work for our members and for the GA community as a whole. Anything we can do to help strengthen general aviation is a step
But, with your help, we’re ready to tackle those issues and any others that come our way. We never forget that everything we do is possible because of members like you. Thank you for being part of AOPA and for doing your part to protect our freedom to fly.
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December 2012
The Big Sky
by Ken Kula
The 2012 presidential election has come and gone. New Hampshire was considered an important swing state, and attracted much attention from both candidates. President Barack Obama flew into the Manchester Boston Regional Airport (airport code MHT) seven times during his campaign, utilizing the state’s busiest commercial airport to springboard into the pool of Granite State voters.
Presidential visits require additional efforts on the part of many people, and impacts the routine operations at the facility he chooses to fly to and from. Some of this extra work includes higher levels of security, additional resources from the fixed base operator at which Air Force One and the Presidential support aircraft park, and restrictions on air traffic movement around the time of the Presidential visit. Is this extra effort a drain or a boost to the local operators? Here’s a general look at the seventh and final visit to New Hampshire that the candidate took on Sunday, November 4th 2012, and how a few operators were affected.
In this visit’s case, Air Force One was one of the Service's modified Boeing B-747 transports, known as a VC-25A. Manchester’s main runway is over 9,000 feet long and offers ample room for the big jet to operate on. While at Manchester, it parked at a secure area in front of Wiggins Airways’ hangars. The motorcade, containing more than a dozen vehicles, met Air Force One on the ramp and left via a normally-locked gate away from the terminal.
Presidential Visits: Pros and Cons
A week prior to a Presidential visit, a meeting was held that included local airport management and Wiggins Airways (the FBO at the airport) personnel along with Secret Service, White House communications and military staff. Requirements and a tentative schedule are discussed. A few days later, military transports began to arrive carrying the limousines, other motorcade vehicles, and various pieces of equipment to support the visit. Some aircraft made quick turnarounds, but one Washington State-based C-17 remained parked on the field during the visit, then loaded up and left soon after the Sunday morning visit ended. Although not used specifically during this event, a Marine VH-3 helicopter from HMX-1’s Executive Flight Detachment was seen flying at MHT midweek. Earlier visits garnered support by Marine CH-46 and VH-3 helicopters too. Security around the airport, especially around the perimeter and the prepositioned equipment, was heightened as the visit got closer. Some pros of the Presidential visit: a great benefit is the visibility of Manchester's airport in the national and international news media, as a gleaming B-747 touches down in the state at the large, modern facility. Others include the landing fees and fuel costs for the Boeing B-747 and various C-17 transports, both positive gains for the airport and Wiggins Aviation. Airport operations and FBO staffing is a 24-hour operation, thus additional staffing was kept to a minimum. As a matter of fact, the costs of added security and technical support weren't a burden to the airport or FBO.
Military, security and campaign staffers who coordinated arrangements before the cargo movements and the actual Presidential visit at the airport boosted sales in local hotels and restaurants. There were a good number of spectators on hand to witness the President and his entourage too, with aviation being positively reinforced as an important election tool.
There are a few cons about the visit: a big one is those restrictions placed on air traffic around the vicinity of the President. Some operations at nearby Nashua and Concord airports, as well as those at MHT, were affected by the ever present Temporary Flight Restrictions (TFRs) that precede and follow the President's travels. General Aviation flights were excluded from the area for multiple hours. A major revenue producer of Wiggins Airways is fuel sales to aircraft, and due to the (TFRs) that precipitated from the visit, there was a possible loss of GA refueling revenue. It was noted that the potential loss was most likely more than recouped by fuel services for the large jet transports though. Airline traffic was curtailed while Air Force One was close to landing and takeoff, and while the President was on airport grounds too, but didn't seem excessively delayed. So, there you have it in a nutshell, some of the general pros and cons of a Presidential visit. The benefits seem to outweigh the detractions for the local airport authorities and the FBO, both in monetary terms as well as prestige and positive visibility. In another three years, the election cycle will begin again, and the thought of another Presidential visit to the Manchester, New Hampshire area may become a reality.
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December 2012
SAL’S LAW: YOUR LEGAL EAGLE J.Q. @ SYR: I am planning a trip north of the border next month. I know a lot has changed since my last excursion (almost 8 years ago). To be sure that I don’t miss anything, could you review the proper filing methods for Canada crossings. Sal’s Law: Soon after 2001 the border crossing rules became very much more complex than in previous years. I am happy to say that the procedure has become more stream-lined recently. First, all cross border flights require a filing with the United States Customs eAPIS system. Everyone on board must have a current and valid passport. Of course, the pilot must have the usual necessary ARROW documents (airworthiness certificate, registration, radio license, operating manual and weight and balance information). In addition bring the insurance information for your aircraft and check to see that your Mode-C is operating on the transponder. If you are renting or borrowing an aircraft, be sure to have a notarized letter from the FBO or aircraft owner that gives you permission to cross the border and return. Also be sure that the aircraft insurance covers the country that you are traveling into. On the outbound flight contact the Canadian authorities at 800-226-7277 and file either an IFR or VFR flight plan. Right after crossing the border, you must land at an Airport of Entry (AOE). On your return, you must file with US Customs on
their eAPIS system, be on a flight plan and re-enter the United States at an AOE. At least one hour prior to landing, be sure to contact US Customs and advise them of your arrival time. Some airports do not have full time Customs agents and will need to move their personnel to your arrival airport. Requirements have changed over the years and are likely to change some more, but this should prove as a good outline for you. I would check with the US Customs and Border Patrol (CBP) web site for up to the minute information and to register for eAPIS. If you choose, there is also a list of certified agents that will file your eAPIS paper work for you for a fee. Their web site address is: https://eapis.cbp.dhs.gov/ GK. @ POU: We never want to hear the words, “please contact Air Traffic Control at the following telephone number upon landing”, but sometimes, despite your best efforts, a small violation occurs. I have heard more varying answers to what a pilot should do if he or she should hear that radio call. Is there a generally good response? Sal’s Law: GK, there is no hard and fast rule on this often asked topic. In the majority of cases the controller is making a request and the pilot is under no obligation to return the call or say anything to the FAA. In the small number of cases where you have to provide a response, you almost always will have time to prepare that response, preferably after consulting with an aviation attorney.
This most often occurs when a pilot declares an emergency. Nearly every training course tells us to declare an emergency sooner rather than later when a problem occurs. This is good advice as it allows the controllers greater latitude in helping a distressed pilot. Following the declaration you may have to submit a report but only if asked to specifically by the FAA under FAR 91.3c and 91.123 (d). This report is to be in writing which gives you time to think clearly Almost any other time, the FAA request is nothing more than that and you may call them at your own risk. Under the new Pilot Bill of Rights, the FAA must now advise you that anything you say to them can be used against you. I always believe in being polite and cooperative with the agency, but also understand the legal peril your answers may put you through. Most of the time the controller is just trying to advise you of an error. Unfortunately, sometimes it become more than that and we have to use care in what is said. Blue Skies all! Sal Lagonia Esq., is an Aviation Attorney, Professor of Aviation Law and expert safety consultant who is a frequent speaker on aviation safety issues. Questions may be sent to Sal@LagoniaLaw.com or to his main office at 914-245-7500.
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The Gigantic NBAA Show… and LSA? Strolling around 1,073 exhibitors at the National Business Aircraft Association's show in the Orlando Convention Center is something like walking on another planet, at least for a recreational / Light-Sport Aircraft enthusiast. The displays, while not as lavish as in years past, are elaborate and expensive; several were two-story-high affairs with lunch being served to jet buyers on the upper deck. Surreal as it was, I found something surprising: quite a few of the people I talked to knew about Light-Sport and those that did relaxed their facial expression after hearing me identify my work as "fly for fun." I felt it brought out the joy of flight in people who mostly pursue aviation as business transport or working aircraft. Higher salaries do not equate to a higher passion for flight. The one and only LSA I saw was the Sky Arrow, now from Magnaghi Aeronautica, and that Sky Arrow was just a model on a stand. Yet they showed this charm and simplicity clustered among complex displays of the landing gear legs they make for the airline industry. That a major aerospace supplier like Magnaghi is pursuing Light-Sport Aircraft speaks to the enduring quality of our enjoyment of flight. I visited only briefly with new Magnaghi friends but it's always pleasant to see familiar faces. A dozen rows over — I found myself wishing I had a Segway to get around this enormous hall stuffed with more exhibitors than even AirVenture draws — I stumbled across a friend and fellow ultralighter, Jim Sweeney. These days, Jim is employed full time by the WingXPro developer, Hilton Goldstein. A true techy, Jim provides customer service to WingXPro users and in the few minutes we spoke, his iPhone rang a few times. Hilton's products work on the iPad and I'm telling you NBAA 2012 was covered up with iPads. Nearly every exhibitor featured the popular tablet either as a principal component of their products or as a means of presenting information. In today's cockpit, everyone may have a smartphone or an iPad. Baron's Mobile Link lets up to four devices share XM Weather aloft. Your pilot pals will love it. If I'd tried to count them all, I'd still be there doing it. Clearly, Hilton Software was right to pay for a booth. My main reason to attend NBAA #65 was to visit the folks at what most LSAers think of as "XM Weather." I got educated. XM is merely the delivery mechanism (a good one, but only the conduit) and it is the company that bills you for your in-flight weather... so it's the brand we all know. The source for that valuable info is a company called Baron that probably also supplies your local TV weather station with both data and possibly the weather antenna they use. Baron's team of top meteorologists and technicians do the heavy lifting behind the scenes so you can avoid thunder boomers painted on your EFIS. XM-Baron is confronting the ADS-B promise of "free" weather and I wanted to hear why pilots should still pay a monthly fee. I'll go into that in more detail in an-
other post, but the simple explanation is that free weather is like free advice... generally worth about what you paid for it.
Tecnam Offers Bargain-Priced Echo Classic Light Major Italian producer Tecnam today announced the launch of the P92 Classic Light microlight. This is the seventh-generation model in Tecnam P92 range of airplanes, which this year celebrated 20 years of production. The company reports that over two decades of service, “P92’s worldwide fleet now stands at nearly 2,000 aircraft with 200,000 flown hours. The P92 Classic Light is the 13th variant and follows on from the launch earlier this year of both the P92 Tail Dragger (video) and P92 SeaSky Hydroplane. In concert with the international announcement, Tecnam North America confirmed it will launch the new P92 Echo Classic Light priced at $74,999 through to the end of 2012. For those that recall the original promise — of a fully-built LSA for about $60,000 — this price meets that expectation if you only factor in the time value of money, that is, $60,000 in 2003 (the year before SP/LSA) is $75,459 in 2012 dollars. Tecnam responded to market demand for a no frills, basic, aircraft that will still retain the great flight characteristics for which the brand is known. “The predominantly metal aircraft yields a day VFR aircraft that can legally be flown away from Hanover County Airport, Tecnam North America’s home base, at this price with no hidden charges or surprises,” stated Phil Solomon, CEO. Basic configuration info: Rotax 912UL 80 horsepower engine, which can use standard grades of automotive fuel; special light weight seats that are fully adjustable in flight; steerable nose gear with center handbrake; single 11.9-gallon fuel tank (a second tank of equal size is optional, totaling 23.8 gallons); all required day VFR instrumentation for flight outside of controlled airspace; gross weight of 1,102 pounds giving a standard useful load of 496 pounds and payload of 424 pounds. Performance specs: max cruise of 103 knots; endurance of 3 hours (with standard single tank); stall is 44 knots, clean; takeoff run is 459 feet and landing is 328 feet; The Echo Classic Light comes with a standard two-year / 200-hour manufacturer’s warranty. “A limited number of upgrade packages will be available at competitive prices,” Solomon added. By example, buyers could add the TruTrak primary flight display for $1,700; the second tank at $1,400; or navigation and strobe lights for $2,650. “We have built our reputation at Tecnam on producing airplanes that offer outstanding value,” said Paolo Pascale, Tecnam’s Managing Director. The basic Echo Classic Light package is certainly a worthy airplane from a company renown for excellent flight characteristics and handling. Those who decry the high price of Special LSA need look no further for proof manufacturers like Tecnam heard you and are responding.
Mid-November 2012 LSA News Wrap Jubilee Jubilation LSA market leader Flight Design is beginning to celebrate 25 years in business. To commemorate the occasion, the German company will build a special Jubilee edition of several models in a very limited series of 25 airplanes adding a personal touch, a unique equipment list, a
special two-tone leather interior, including leather instrument panel treatment, and a handsome 25th Anniversary theme exterior paint design along with price incentives. “Each 25th Anniversary Jubilee airplane will have an upper management ‘Godfather’ assigned to personally monitor its build process to ensure our extraordinary level of quality is attained throughout every step and detail of manufacturing,” said Flight Design CEO Matthias Betsch. America-bound models will come with the new fuel-injected Rotax 912iS engine and Dynon SkyView avionics featuring dual 10-inch displays and more. Contact the company for the complete equipment list. Happy Birthday, Flight Design! Hitting 100 and 25 Speaking of success stories... consider Pipistrel. “This really important news kind of snuck up on me as a surprise,” observed U.S. representative, Michael Coates, “but I have just noticed that our multi-year cooperation with Pipistrel has resulted in selling our 100th aircraft recently!” According to Pipistrel boss Ivo Boscarol, “Michael is not just a great distributor and salesman, but also a true partner to Pipistrel through the last 15 years.” He added, “We owe a large part of Pipistrel’s success to Michael Coates and his entire team of local and international dealers from Australia, New Zealand and the United States of America.” Michael reported selling 20 aircraft in the USA at Oshkosh 2012 and in the two months afterward, a performance any LSA producer would love to claim. As a side note, given the announcement from Flight Design, Pipistrel was organized in 1987 thus completing its 25th year in 2012. Congratulations! Troubles at the Top Even aircraft giants can have problems. Cessna issued work orders for more than 200 Skycatchers in an effort that has to cost the big Wichita company well over $300,000*. Can you imagine how that would affect a smaller company without the ability to write a six-figure check? Size has benefits, as those couple hundred customers will be professionally handled. Cessna issued a Mandatory Service Bulletin to repair problems with the wing structure of the first 228 Skycatchers delivered. Mechanics must add a rib and other reinforcement at the wing/fuselage junction where Cessna found some cracking on its factory evaluation aircraft. The action does not ground the airplanes; indeed, the work only has to be done at the next 100-hour or annual inspection. However, this is a big modification. Skin on the Skycatchers’ leading edge must be removed and replaced and new parts must be installed in the wing structure. Cessna says it will take about 32 hours to make the upgrade and the company will pay for the work. Skycatcher serial numbers 002 to 229 are affected. * Roughly $300K is calculated at 32 hours each at a minimum of $40 per mechanic hour for $1,280 each times 228 Skycatchers. Ouch! YouTube LSA Sensation Thanks to some new measuring tools from Google, the owner of YouTube, videographer Dave Loveman reported some big numbers: 5,000,000+ and 13,777,529. The first is views of his videos on YouTube, on which I am honored to collaborate (and you can see those on our LSA Videos page). The bigger number is minutes watched! Making this all the more amazing is that the minutes count only started on September 1st, just nine weeks ago. No matter how you tally it up it, that’s nearly 230,000 hours of watching light aircraft fly on the world’s number three website in barely more than two months! Go, Dave! You can support this work of video outreach by subscribing at The Light Sport and Ultralight Flyer.
Page 10
December 2012
“Air To Ground” by Rose Marie Kern In aviation, as in life, we sometimes wonder how we rate. How does Air Traffic Control determine who gets priority handling? When I began my training at Albuquerque Center in 1983, FAA Order 7110.65 – the “Bible” of Air Traffic Control, stated it simply. Service is on a first come, first serve basis except that priority shall be given to: • Aircraft in Distress • Lifeguard Flights • Presidential Aircraft • All others Over the years the Federal Aviation Administration has added quite a few categories of aircraft that they feel should get priority handling on a routine basis. Looking at the roster I am reminded of the procession list of a royal parade. First come, first serve is still shown as the primary instruction. After which the list begins with aircraft in distress and Lifeguard (ambulance) flights as priorities one and two. Number three is now aircraft involved in a search and rescue mission. The President was slipped to fourth place. After that we have a raft of minor functionaries jostling for attention. FLIGHT CHECK, is followed by NIGHT WATCH, then FLYNET, GARDEN PLOT and SAMP aircraft. All of these are government aircraft operated by either the FAA, NOAA, or the military. After them, ATC is supposed to expedite the movement of interceptor aircraft on active air defense missions. (To be honest if I was any of the others so far, I’d probably stand back and let him go first. I prefer staying behind the guy with the guns.) Once he’s gone, the next priority goes to the aircraft called SCOOT, then TEAL and NOAA. IFR aircraft have priority over SVFR aircraft and finally the OPEN SKIES observation and demonstration flights are given priority over all “regular” air traffic. A comforting note at the end of the section indicates that priority is given to any aircraft that has been diverted for any reason. So, basically, once you’ve finally gotten to taxi to the runway that had been closed by an emergency landing, you will not be given a clearance until the Lifeguard lands and the President departs. Once airborne you will be vectored around FLIGHT CHECK and under NIGHT WATCH, , then FLYNET will cause you
Hey, When is it MY Turn! to circle around GARDEN PLOT, while SAMP, takes your requested altitude. The wake turbulence behind an intercepting SCOOT aircraft will bounce you across the paths of TEAL and NOAA to OPEN SKIES where you will get priority handling as a reward for being diverted. Now doesn’t that make you feel warm and fuzzy all over. There are other priorities that are not covered by this section, but which are simply practical. For instance, at an uncontrolled (no tower) airport, IFR aircraft that are inbound have priority over aircraft sitting on the ground requesting IFR clearance to depart. Mind you, the VFR traffic can still come and go as they please and the IFR ones need to keep that in mind. If it is a VFR day, the IFR aircraft on the ground could choose to depart using VFR rules and pick up his IFR clearance from the ARTCC once airborne. Centers prefer to be told if the IFR aircraft on the ground intends to do that so they can be looking for the departure. Flight Service has always been required to give priority to traffic on the radios over calls for preflight briefings. This rule was written when Flight Service was composed of small one and two man stations, where the specialist worked all positions simultaneously. Today the radios and the phones are manned separately. However, if you call radio and make a request that is basically a preflight function for a future flight – such as a full weather briefing or filing a flight plan – this type of request takes a back seat to aircraft calling for actions pertinent to their current flights. Flight plan filings and preflight briefings tie up radios for five to ten minutes, and when you are monitoring 50 or more frequencies, that locks up the position for a long time. If possible, try to perform these functions on the ground prior to your flight, or at least don’t be one of those pilots who wants to file a flight plan for a flight that doesn’t start until four hours after he lands, but doesn’t remember what is needed so flight service has to extract the information piece by piece. If weather is involved and you need to go IFR RIGHT NOW that’s different…take all the time you need to get it right. Always and forever, pilot experiencing distress come first – the FAA’s directive is the SAFE and efficient flow of air traffic – safe comes first. That is the mindset that is drilled into all of us from day one. Even if a pilot does not declare an emergency, if the controller or radio specialist can tell that something is wrong, we can treat it like it is an emergency. But that is the subject of another article. Now that you know all about priorities I have a feeling you will understand that the transmission a lot of controllers have wanted to make their whole careers goes something like, “Air Force One, standby, Piper Cub two-three-four cleared to depart…” Rose Marie Kern has worked in Air Traffic Control since 1983. If you have an ATC question you can email her at author@rosemariekern.com.
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Page 11
2012 Air Show Season Finale: Aviation Nation Nellis Air Force Base is located in North Las Vegas, Nevada. Normally, the desert skies overhead are crystal clear with a deep blue hue, but around Nellis, there's usually a few atmospheric limitations; military aircraft of all makes, model, nationalities and sizes operating into and out of
the base. During air show season, smoke trails reach for the sky mid-week as the Air Force Thunderbirds, who are based at Nellis, routinely practice their routines in their six F-16 jets. Compared to the normal traffic though, during the second weekend of November, it gets really crowded as the Thunderbirds are joined by a host of other performers at the annual Aviation Nation air show. This yearly event signals the Thunderbird's homecoming and the season finale for them and many other civilian and military air show performers.
ture something rather unique at U.S. air shows. In a later presentation, a pair of F-15E Strike Eagle bombers "popped off " some flares too, even while inverted turning away from the crowd.
Other aircraft that flew during the weekend shows included a host of spectacular warbirds. Piston-engined fighters included a pair of P-51 Mustangs, an F8F Bearcat, a Russian Yak-3 and a T-6 "Mosquito". Jets included the "Ace Maker" T-33, and The Horsemen, flying a trio of F-86 Sabre Jets. The Desert Rat formation flew 4 Nanchang CJ-6 trainers too. Civilian performers included Chuck Coleman in his Extra 300 and Clay Lacy in his Lear 24 (ever see a Learjet roll?).
By far the most numerous performers in the air were Air Force pilots and planes... from F-15s, F-16s, C-130s, HH-60s and A-10s to a series of thunderous B-1 passes. The F-22 Raptor demonstration team finished out their year, and Major Henry "Schadow" Schantz finished his tour as the demo pilot in the 5th Generation fighter. Actually, Schadow's final flight was with three other aircraft - a Mustang and a pair of Sabres in a fantastic Heritage Flight salute. Then, at the end of each day, it was the Thunderbirds' turn to awe the crowds with their crisp style of flying against an almost surreal backdrop of mountains to the east of the base.
scores of aircraft were arrayed on static display, ranging from the enormous C-5 Galaxy to the newest Air Force trainer, a militarized Cirrus SR20 called the T-53A Kaydet 2 trainer. A pair of civilian A-4L Skyhawk jets, operated by contractor
Draken International, were parked under canopies, protected from the sun. These are used as aggressor aircraft and targets during exercises. The static contained some international flavor too, as Royal Air Force (from the United Kingdom) Merlin and Lynx helicopters and their crew stood by on the ramp. The Merlin is a medium sized transport and rescue helicopter; several are temporarily based at NAS El Centro, California for training in a desert environment before their crews from the RAF's 78 Squadron deploy to a dusty location away from home. Many of the crews were flying in the U.S. for the first time and had quite a trip from El Centro to Las Vegas. First, the pair of Merlins flew through the Grand Canyon during their trip northbound, then via the magic of air traffic control they got to fly right up the Las Vegas Strip at 1500 feet on the way to Nellis... they got quite the "royal" treatment! For more than four hours on Saturday and Sunday, the skies over North Las Vegas were filled with thunder, smoke trails, and lots of airplanes celebrating the end of the 2012 air show season. Things will settle down for a while in the area, as the Thunderbirds won't begin training for next year's season for a few weeks. The Air Force training and tactics refinement will still continue, and the sky will still be a clear blue hue, but missing will be the excitement of the Aviation Nation air show which won't return for another year.
All things interesting and exciting were not just in the air at Aviation Nation. On the ground, Arguably the most visually surprising part of the 2012 Aviation Nation show was the use of infrared flares by some of the base's tactical aircraft as they performed a "two versus two"- or "2 v 2" scenario; a pair of F-15 Eagles in a dogfight with a pair of Aggressor F-16 Falcon fighters. The flares are a normal part of defense carried by Air Force fighters and bombers, designed to decoy infrared seeking missiles away from the jets' hot engine exhaust. When the four jets were away from the crowds, they ejected strings of flares to the delight of photographers hungry for the chance to cap-
Article by Ken Kula Photos by Ken Middleton
Page 12
December 2012
Hot Air, Wings and Flying Things by Jim Ellis Doing the East Coast Aero Club R44 Helicopter Groupon Deal It seemed like a hell of a Groupon deal back in August 2011 (and still does now). $69 for a normally $199 R44 Introductory Flight with East Coast Aero Club at Hanscom. (I had flown over 200 fixed wing aircraft but never a helicopter.) So I clicked on it, and the adventure was underway.
course. The only minor problems I had were getting used to where the instruments I needed were, and how to keep the nose properly on the horizon when there is a large clear canopy ahead. (You look at the upper edges of the instrument panel to gauge the horizon.)
Getting Into the System
We flew southeast toward the intersection of Routes 2 and 128/95. Crossing the very congested rush-hour packed 128/95, I turned toward the south and flew over 128/95. Looking ahead to where the microwave towers were on a hill, I pulled the Cyclic back to climb. It slowed the R44 down and Christian told me to lower the Cyclic to pick up more speed. Once passing the hill with the microwave towers next to 128/95, he had me do a sweeping right turn around the towers. We were headed northwest, but saw a rain shower to the west, so it was time to head back to Hanscom.
East Coast Aero Club doesn’t make it easy if you want a Groupon lesson flight (or a regular Intro flight). You have to schedule a Ground School session before your half hour flight. You are not allowed to even schedule a Ground School session until you go through a rigorous procedure on their special East Coast Aero Club Groupon website. The first step on the website is to watch YouTube videos of customer interviews. The second step is to go to a “Preparing for your first helicopter lesson” page, about two web pages long. Last, you download and do fairly extensive reading in the FAA “Rotorcraft Flying Handbook” and answer about eight detailed and very technical questions that come up when you try to make your Ground School reservation. It would seem to be very intimidating to anyone without past flying experience. At first I thought ECAC was trying to cull out those who are unlikely to be serious about taking lessons. But when I dug deeper into their online reading, I found that as a result of a 2005 Robinson R-22 crash and alarmed at the high Robinson accident rate, the FAA modified Part 61 of the FARs. Successful ground school training, certified with an endorsement by an FAA-certified flight instructor, is required before anyone may "manipulate the controls of a Robinson model R-22 or R-44 helicopter". They do offer a short ground session and a “Demonstration” flight for those unwilling to do their extensive ground school. (But requiring an online test before scheduling the Ground School seems a bit much!) The Ground School Out of 10 people in the Ground School class, just about all of whom were there because of the Groupon offer, I was the only one with any prior aviation experience. Sadly, none of the others expressed any interest in trying to fly airplanes. Curiously enough, ECAC’s R-44 pilot corps consisted of two young Norwegians, both named Christian. One had a full beard, one was clean shaven. The bearded Christian did a commendable job of conducting the Ground School, using handouts and a large model of a Blackhawk military chopper. Dressed in a green flight suit with a Norwegian flag on the right sleeve, if it wasn’t for the Robinson R-44 patch on his chest one could easily imagine the bearded Christian being part of a NATO helicopter unit. A very good introduction was provided into the use of the three main helicopter controls, the Collective; the throttle/governor; and the Cyclic. The class lasted at least two full hours, and went into normal and unusual flight operations ranging from hover to autorotations. Also covered were the dreaded maneuvers that could lead to a crash and how they could be avoided or recovered from: letting the rotors get too slow; or getting into a negative-G situation by pushing forward on the Cyclic
too aggressively after a climb (like one might do if one was contour flying over a hill). The threatened final exam (passing mandatory to fly) never really happened. Instead of handing out individual exams, the final exam was read and the answers discussed. (ECAC apparently wasn’t about to push Groupon aviation virgins TOO far!) The Intro Flight After a couple of online scheduled flight opportunities cancelled by wind or rain, the third time was the charm. Christian (the clean shaven one) did an extensive preflight and intro into helicopter technical and safety features, such as lights on the instrument panel for a chip detector, low fuel indication, and engine fire. There are four rubber drive belts which have to be turned to thoroughly check them for cracks. A few other things I did notice: while there are 4 seats, there is no baggage room except for small compartments under the rear seat cushions that hold something the size of a backpack. There are no map pockets up front, and no compartments to put anything. Kind of sparse for something with a list price around a half million dollars. It was time to fly an R44. Unlike in an airplane ready to taxi, Christian called Hanscom Tower directly, not Hanscom Ground. He lifted off vertically to about 15-20 feet above the ground, and backed the R44 out of the parking area in the air until we were over a grassy area between the parking area and the taxiway. He then turned the copter around to face into the wind for the takeoff and climbout. He climbed out toward the center of the airport, then banked relatively steeply to the left and headed south. Once we were out of the Hanscom traffic pattern Christian had me take the pedals first, and practice centering the strands of yarn on either side of the centerpost. He then gave me the Collective and Cyclic controls. He had me lower the Collective to lower the manifold pressure back to a cruise setting from the climb setting. After the Collective was set for cruise setting, it wasn’t necessary to adjust it again until our descent back into Hanscom. We never got more than about 1300 ft. up. I had expected the controls to be “twitchy” but they really weren’t. I held the right Cyclic handgrip against my leg. Inflight adjustments required only very slight pressures. The tilt of the unique Robinson Cyclic handle doesn’t really make any difference. The only thing that matters is the front to back and side to side position of the center column of the Cyclic. I was surprised to find how quickly I got used to the proper pressures and how quickly I was able to hold the copter steady and on
We headed back to Hanscom on a course similar to setting up for a base leg to runway 29, heading for the east end of the East Ramp. I flew just to the left of the twin stacks of the Hanscom powerplant on top of a hill just west of Lincoln Labs. When we got to the east end of the East Ramp, Christian had me lower the Collective to adjust the manifold pressure to 15 inches and start a descent. He then took the controls and flew west parallel to Runway 29, then flew a sweeping left turn to head east into the wind. He landed gently on the taxiway/ramp in front of the second hangar in line. My overall impressions: I liked it much better than I had expected. (My prior impression of helicopters had not been all that positive.) From what little flying I got to do, I found it really enjoyable; a great experience. It was easier to fly in cruise flight than I had expected. I had expected it to be twitchy, but I quickly was flying it smoothly. I wish I could afford to own one or at least fly one regularly. (For the cost of one hour of R44 rental time at ECAC I can put 6 hours of avgas in my Cherokee, so I don’t think I will be getting my helicopter rating in an R44 anytime soon.) Interested in an R44 Intro Flight (and ground school)? Contact ecacbed@eastcoastaeroclub.com or 781 274-6322.
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Page 13
“Compassion Flight” As images of the devastation left by hurricane Sandy began to emerge, Charley Valera and the members of the Fitchburg Pilots Association had flashbacks to the ice storm of 2008. The City of Fitchburg and surrounding towns were thrown into a blackout that lasted, for most, more than a week. Members of the FPA recalled waiting for help that surely must be coming but help never arrived. With each news story that came out of New York and New Jersey the members of EAA 1454 knew they had to do something, as they learned in 2008 about the only thing you could count on were your neighbors. With the scope of the devastation left in Sandy’s path, Massachusetts WAS the neighbor. Through social media, networking and any other means they could think of the FPA put the call out for clothing, blankets, canned food, dog food, cleaning supplies, batteries,
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motor oil, first aid supplies and water to list but a few. The outpouring of generosity that followed was heartwarming, in just a few short days an entire room at the FCA Flight Center was packed to the ceiling with donations. Partnering with AERObridge, a non-profit group who coordinate emergency aviation response during disasters, the pilots officially became part of “Compassion Flight” On the morning of Sunday the 4th, seventeen planes loaded to capacity departed KFIT
headed for Republic (KFRG) and Toms River NJ (KMJX) the following Sunday another sixteen made the trip. These flights brought literally thousands of pounds of desperately needed supplies directly to the heart of the disaster. Pilots giving their time, aircraft, and fuel for no other reason than it was just the right thing to do showing once again what a class act the General Aviation community truly is. Story and Photos by Bruce Vinal
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Page 14
December 2012
Plane Talk by Herb Hill
Wellingtons to Halifaxes: RAF navigator Doug Newham, WWII pt. 2
Doug Newham mentioned the unique geodetic construction of the Wellington bomber, as illustrated in a photo exposing one side of that aircraft. The Ministry of War issued a command in collaboration with the RAF for one of the factories to build a Wimpy in less than 48 hours, the record set by an American firm with one of its WWII time aircraft.
around carefully and without deviation, and dropped our mines in the correct estuary, again against a colorful and noisy welcome. Back at our home airfield, fog; we were diverted to southwest England. Rounding the Finistere promontory, chased by a German night-fighter so descended into cloud layer below, staying there until we got to the English coast.
A Welsh factory, with its workers giving up their entire weekend to do so, produced one in 24 hours, setting a new world record, a great morale builder in defiance of Teutonic efficiency. Although the exact date is lost, some National Archives records have suggested that it took place in early summer of 1943, about the time that British bombers flattened Hamburg, and it was filmed for a Ministry of Information newsreel. Churchill’s comment: “The bombers alone will provide the means for victory.”
Next night we were a spare aircraft briefed and ready for a bombing raid on the Italian target of Turin – a very long trip necessitating operating from an airfield on the southeast tip of England – I was not looking forward to the distinct navigational challenges. Fortunately all our squadron’s aircraft were serviceable, and we were not required, so returned to our own airfield.!
At its peak, indeed, Vickers Armstrong’s factories were churning out 28 Wellington bombers per week. Records passed on by Newham indicated a peak year, 1942, had 21 squadrons of 25 Wellington aircraft each in operation. Today, it makes the giant wings for the Airbus A380.
But in December 1942 the invasion of North West Africa took place and six of our Wellingtons from 150 Squadron joined six from 142 Squadron to form the North West African Strategic Air Force, based on a French Air Force mud-airfield at Blida, tucked against the mountains behind Algiers.
What about Newham’s experiences in that aircraft? Asked about recalling some incidents from his logbook, here are a few with the Wellington: “Nov 15 1942 My first operational sortie. Target - dropping sea-mines in the shipping lane leading to/from the French Atlantic port of La Rochelle (4620 N). We operated as a lone aircraft, hopefully to pass almost unnoticed. We crossed the French coast just to the east of the Cherbourg peninsular at Bayeux, where there was reported to be a minor gap in the anti-aircaft defenses. We were about 8,000 ft – and we did not find any gap!... and were greeted by a hostile reception, clearly hearing exploding anti-aircraft shells. I had not expected to hear them above the engines’ sounds. I soon learned that if you could, they were very close!
Our targets were primarily the German supply ports for Rommel’s army – Bizerta, Ferryville, Tunis, and Trapani (Sicily), also the airfields in Sardinia used by the German aircraft attacking the Allied convoys to Malta and the Eastern Mediterranean.
Other pilots had suggested that it was wise to continually weave on an unsymmetrical path, to confuse the enemy defenses. My pilot did but confused and over-worked his navigator, as we roamed far and wide over northwest France. We dropped down to about 4/5000ft across the countryside in the dark. But we found our coastal pinpoint, dropped down to just under 1,000ft, running along the channel before releasing our two parachute mines. I was looking out from behind my pilot, with my target chart, and timing the run, and at the same time observing these strings of highly colored and attractive balls of light, streaming slowly towards us, then rushing closely past – light flak from naval defenses. Our return journey back to base was equally tortuous; we were well over an hour late, and had nearly been considered a casualty after 8 hrs 15 mins. But it was all part of the steep learning curve and we never did unsymmetrical weaving again! Four nights later (Nov 19 1942) we were again dropping sea mines, outside the major Nazi submarine base of Lorient (4740N). This time we crept
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We were operating every few nights, mostly bombing targets in eastern Germany, and learning fast!
We were operating every two or three nights. German defenses were more localized than over Europe, but still effective, and we were always at lower altitude than had we been over Germany, 6,000 ft was an average bombing height. On one raid a piece of anti-aircraft shrapnel, about the size of one’s forefinger, came though the pilot’s windscreen in front of his face, and buried itself just above his left shoulder – it became draughty! On another raid we had some projectile penetrate vertically through the wing, and through a major structural tube running out to the wing-tip, and a fuel tank, as clean as if it had been drilled by a machine tool. On a raid on the docks at Ferryville (near Bizerta) (March 20 1942) we carried a single 4,000 lbs high capacity blockbuster. I was acting as Navigator/ Bomb Aimer. We bombed at some 6,000 ft and scored a direct hit on the dock-gates. Sometimes we were extra lucky! Navigational aids were minimal, and returning to Blida when low cloud and rain had moved in unexpectedly, called for care and airmanship. It was just after dawn. Two other aircraft could not safely get below the cloud, and all crew parachuted out, just inland from the coast, and their aircraft were lost. We flew out to sea, letting-down slowly and carefully, and with our eyes peering for the surface. Having broken cloud at no higher than 100 ft we made a slow turn headed back into the coast, identified a land mark, and hedge-hopped to our airfield.” Next: development of four-engine bombers.
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Page 16 Jane Rice is the author of the recently published “Bob Fogg and New Hampshire’s Golden Age of Aviation: Flying Over Winnipesaukee and Beyond,” which tells the story of Bob Fogg and the Weirs seaplane base. The book is 220 pages and includes over 250 historic aviation images, available on Amazon.com for $19.95, plus shipping. The following is an overview of the history of the Weirs Seaplane Base. Water flying has a long and colorful history on Lake Winnipesaukee, the second-largest lake in New England, dating back just over a century to a summer week in 1912, when pioneer aviator Harry Atwood brought his “hydro-aeroplane” to the Weirs, and the seaplane operation there in the 20s and 30s inspired many future aviators. The Weirs was already a popular tourist destination when promoters hired Atwood, already famous for his 1911 flights including a flying visit to the White House, to display his plane at the Weirs. He arrived on July 20, 1912, remaining until August 1. His seaplane was a Burgess-Wright Model F, basically a Wright Model B on floats, license-built by yacht designer Starling Burgess of Marblehead, MA. His plane was displayed on the lawn of the Hotel Weirs, and thousands of spectators came by special train or excursion steamer to see it. The “nervy bird-man in his air-boat” made various flights over the lake, including one with his mother and his girl friend, Ruth Satterthwait, thought to be the first woman to fly in the state, before alighting back at the Weirs, “as cleverly as a duck would alight on a pond.” Following World War I, a Curtiss F boat performed at the Weirs in 1919, ’20, and ’21, piloted by Henry Clayton. A permanent seaplane presence on the lake was established with the coming of Robert S., “Bob” Fogg and his Curtiss MF flying boat in 1923. Fogg learned to fly in the Army at Kelly Field, Texas, during WWI, and came to New Hampshire in 1920. He was based at Concord, hopping passengers there and at Hampton Beach, in a Curtiss Canuck, two J-1 Standards, and the unique Lawson MT-2, aided by mechanic Caleb Marston, at $5.00 a trip. In 1923 Fogg decided to take his plane where the people were, instead of trying to attract them to some hayfield outside of town, and he purchased a surplus Navy seaplane, a Curtiss MF, or modified model F, a 1912 design that was manufactured throughout the WWI period, known as the “Seagull” on the civilian market, for $750 without engine. It came up from Frank Mills’ seaplane base in Philadelphia in a boxcar, and was assembled by Fogg and Marston, neither of whom had flown a seaplane before, using a half-sunk barge along the shore of Paugus Bay as a seaplane ramp. Fogg modified the plane from a two-place to a five-place for carrying sightseers, adding a more powerful 150 horsepower Hispano-Suiza engine and a smaller gas tank for short-duration local flights. Top speed was 69 mph, giving plenty of opportunity to take in the aerial views of the lakes and mountains.
December 2012 In the summer of 1925, Fogg won a contract from the post office to deliver mail around the lake, ten landings and takeoffs at summer camps and hotels, a distance of 50 miles, for $35.00 per day. From August 1 to September 8, ten sacks of mail were picked up from the 5:55 a.m. Boston train and delivered so promptly that the outgoing mail he picked up was on the 8:05 train back to Boston. For the 1928 season, Fogg sold the MF boat and added a Waco ASO with a J-5 Wright (NC1148), and in 1929 he added a 6-passenger Travel Air 6000B (NC8885), plus a Waco CSO (NC602N) in September, 1929, powered by a J-6 Wright, all on Edo floats. NC1148 was known as the “New Hampshire,” in which he also made many memorable flights on skis. He flew mail to Vermont in freezing open cockpit flights, two trips daily for a total of 600 miles, when rail lines were washed out by a major flood during November and December 1927, and in 1928 flew to Greenly Island, Quebec, to bring back newsreel footage of the German Junkers monoplane “Bremen,” which had made the first east-west Atlantic flight. In 1931 he won another news race with pictures of the ship “Viking” which sank in ice-covered Newfoundland waters while a movie was being filmed on board, and in 1933 he flew to Labrador in the Waco UEC on floats, NC12465, and brought back film of the Italian Savoia-Marchetti flying boats which crossed the Atlantic in a formation flight on their way to the Chicago World’s Fair of 1933. The Travel Air and the two Wacos were destroyed in a hangar fire in Concord on April 9, 1932. Fogg quickly replaced them with a Waco UEC and a rented Travel Air 4000, both on floats, for the summer of 1932. In July, 1928, his hangar at Concord airport hosted the “Spirit of St. Louis,” when Lindbergh flew in on a nationwide tour following his nonstop New York to Paris flight in 1927. Frank Hawks, Bob and Nancy Love, Tommy Hitchcock, and other wellknown aviators also visited the Weirs base. In 1932, a dozen seaplanes and amphibians belonging to members of the Aviation Country Club of Long Island, with many aviation luminaries of the period aboard, took an aerial cruise from Long Island to Lake Winnipesaukee, where they were guests at the Bald Peak Country Club, refueling at the Weirs seaplane base before heading home. In 1933, the business was known as Fogg-Farnsworth Flying Service, and pilots were Arthur Farnsworth and Ralph Phillips. Later, Joseph and Walter Epply, Floyd Miller, Andrew Cannon, and Bill Cannon were pilots, and engineering officer was Bunny Leslie. In 1938, African-American parachute jumper Jack Parkhurst made special appearances. Other pilots during the history of the base included Gordon K. Berry, Mike Harlow, Andy Ferguson, Nat Collins, Lester Drew, Ben Horrigan, and Horton Chandler (Fogg’s brother-in-law), and mechanics Chuck Kemp, Brooks Leffingwell, and John Newhall. Thomas E.P. Rice, Sr., a World War I aviator described as a “wealthy Boston sportsman,” came to the Lake in the early ‘30s, building a summer home on Stonedam Island. He invested in Fogg’s flying service and was president of Winnipesaukee Air Service from 1936 to 1938, bringing a Sikorsky S-38 amphibian to the Weirs in 1937, as well as Waco NC675N, Beech Staggerwing NC15847, and a an open cockpit Fleet and a cabin Stinson. Another
Staggerwing, NC18561, was also part of the air service, flown from Alton Bay by Jack MacManus. A 15-mile hop was now just $2.00, or 100 miles to Mount Washington, $10 each for four passengers. Rice and Fogg, along with Floyd Miller, Andy Cannon, and other local personnel, took the Sikorsky, with the Waco and the Staggerwing, both on pontoons, to Miami for the winter of 1936-7, where the Miami Seaplane Service operated from 380 Alton Road at Miami Beach and flew passengers to Havana, the Bahamas, and the Keys, including support for a movie, “Slave Ship,” starring Warner Baxter and Wallace Beery. When it played in Laconia, the air service personnel made a special appearance onstage to tell about their part in the film, which included flying the film shot each day back to Miami. For many years, Fogg advertised “Safe and Sane Flying,” and never had an accident with personal injury, flying over 50,000 passengers. But in August, 1937, after passengers had been dropped off, he struck an unmarked rock near the Kineo Hotel at Moosehead Lake, Maine, sinking the Sikorsky. When it was being dried out and repaired, Laconia mechanic George Bisson was killed instantly when he was struck by a backfiring propeller. Tragedy struck again in 1942, after Fogg and Rice had left the Weirs base, when a plane piloted by Earl Blanchard of Vermont, taxiing back to the Weirs dock, struck a small boat and two passengers in the boat were killed, with four injured. Following a season flying from Wolfeboro in another Staggerwing in 1938, Fogg went to work for the CAA, supervising the building of 300 seaplane bases by young men employed by the National Youth Administration and occasionally flying first Lady Eleanor Roosevelt to dedicate new bases. He was on active military service again in World War II, finally hanging up his flying helmet in 1953. Rice ceased his involvement with the base in 1939, and Waco NC675N, sold to pilot Floyd Miller, was damaged beyond repair in the fire that destroyed the steamboat “Mount Washington” on December 23, 1939. Both the seaplane service and the Civilian Pilot Training Program, which used both the Weirs base and Laconia airport, gave many pilots their start on a career in aviation, including service during World War II. Jack Brown, a WWI aviator who served with Thomas E.P. Rice, was CPTP the ground school instructor, and headed the CAP in New Hampshire; Bill Harmon of Meredith and Gardner Mills were among the instructors. Mills, Andrew, Hugh, and Bill Cannon, Mike Harlow, Floyd Miller, Nat Collins, and Leslie Hibbert, all either Weirs pilots or students, went on to military flying careers during and after the war, with Andrew Cannon retiring with the rank of Brigadier General. Sadly, his son Hugh was killed in a crash near Chattanooga while ferrying a B-17 during the war. Mr. Rice’s son, Thomas Jr. soloed on his 16th birthday, April 2, 1939, and son Lyman soloed after the war, flying both land and seaplanes in the Lakes Region as a private pilot until his death in 1991. Bob Gardyne was one of Fogg’s mechanics, and his son, who was four years old when he first flew with Fogg, also became a pilot. Another protégé of Bob Fogg was Benjamin T. Salmon, a Concord boy who was a mechanic for Fogg long before he aided in designing the Vultee V-11, Martin Baltimore, Lockheed P-38, and the Ryan Fireball. Another Weirs alum was Kitty Fogg, who learned to fly in 1928.
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Page 17
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The National Business Aviation Association’s convention held in Orlando, Florida on October 30th to November 1st showcased the world of business aviation. Hundreds of aircraft manufacturer’s, aircraft charter companies and vendors attended the convention from all over the world. The numbers at the convention were staggering. In one of the worst economic climates in U.S. history, over 25,000 people attended the convention. There were 1,073 exhibitors and 105 aircraft on static display at two different locations, Orlando Executive Airport and the Orange County Convention Center. Attendees traveled from all 50 states and 87 countries. The convention was an outstanding success.
On November 1st, Career Day, keynote speaker Barrington Irving spoke of his solo around-theworld-flight. Mr. Irving is the youngest person and only African-American to circumnavigate the world solo. His astounding story captivated the imagination of his audience of students. What are the prospects for a student considering a career in business aviation? Modern business aircraft are some of the most sophisticated airplanes in the sky and they will need the same personnel that the airlines require. Many corporate flight departments, fractionals and charter operators are essentially small airlines with the same needs as an airline. Business aviation is forecast to need thousands of highly skilled and trained pilots, mechanics, avionics technicians, flight attendants, dispatchers and schedulers. The compensation for these positions often exceeds what the airlines pay. The past few years, business aviation has been demonized by the media as frivolous, extravagant and unnecessary. Business aircraft are often portrayed as royal carriages with wings for the corporate elite. Nothing could be further from the truth. In today’s business climate, it’s not just executives that need to be moved from one place to another, but technicians, sales teams and
Piper, Beech, Cessna, Light Sport, Bellanca, any General Aviation Airplane spare parts. The world of commerce travels by air. Oceans and continents are no longer barriers as the world becomes a smaller place. Whether it’s a Gulfstream G650 crossing oceans and continents to ensure a factory can ramp up production for the holidays or a salesman flying his own Cessna 182 to visit multiple clients, business aircraft are time machines and time is money. With many airlines consolidating through mergers, comes the inevitable changing of schedules and disruption of service to many smaller cities. This is not a problem with a business aircraft; the airlines simply can’t match their flexibility, convenience and reliability. All the major manufacturers of business jets such as Gulfstream, Bombardier and Cessna were in attendance at the convention. Each had a static display on the ramp at Showalter Flying Service at Orlando Executive Airport. While a few miles away at the Orange County Convention Center, many general aviation manufacturers displayed their aircraft. Companies and individuals seeking to purchase an aircraft were given private tours by dedicated sales professionals. Also in attendance were hundreds of exhibitors who support business aviation. Avionics manufacturers like Garmin, Yankee Pacific Aerospace who design custom galleys, cabinets and other interior products and Jeppesen FliteSupport Services which assist with dispatching and planning of international travel. All these companies and many more had innovative products that were showcased at the convention. Though the nation is in the midst of “The Great Recession”, it is obvious from the NBAA convention that there is an enormous demand for business aircraft. These planes are tools, no different than a computer server or a drill press. They enhance the ability to sell one’s product by allowing face to face contact and in the fast paced world we live in this is still important.
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Story and photos by Doug Haddaway Doug Haddaway is a professional pilot, author/ screenwriter and adventurer. He has written numerous aviation articles and is the author of SMUGGLER’S MOON-UNDERNEATH THE RADAR, a tale aerial smuggling in Florida during the seventies.
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Page 18
December 2012
ACCOMPLISHMENTS
FIRST SOLO
King Aviation (1B9) Rob Silva
Dan Smith CFI
North Central Flight Center Mark Albert
Don Turrell CFI
PRIVATE PILOT King Aviation (1B9) Jonathan Whalley
Roger Lee CFII
INSTRUMENT RATING Ellsworth Aviation Green Taylor
Gerold Ellsworth CFII
MULTI ENGINE, INSTRUMENT& COMMERCIAL Ellsworth Aviation Adam Jackson
Gerold Ellsworth CFII
MYSTERY AIRPLANE This is the November Mystery Aircraft Boeing Stearman x-100 Congratulations to: • L Hammer - Montpelier, VT • G Gibbons - Kittery, ME
The Dinner Table Rt 32 Swanzey NH Open 6 am to 8 pm daily A group of 4 planes descended upon the Dinner Table at the Keene, NH Airport (KEEN) on a recent Sunday for breakfast. Our group had not been back to this restaurant since the previous owners closed up shop about 2 years ago. It was called Campy’s at that time. The new owners, Gino Mola and Linda Allard completely renovated the restaurant from a new kitchen complete with state of the art grill fans ( you do not leave smelling like the food that was cooked) all new tables, rugs and even new bathroom facilities. There is an extensive breakfast menu with home cooking and prices that won’t dent your pocketbook. For instance, two eggs, choice of meat, home fries, and toast is $4.99. They also have a kids menu. For the evening, fare, they featured a 10 oz sirloin with trimmings of veggies etc at $10.99; Chicken Salad at $8.25. The restaurant reopened in September and is one of the few places that serves an evening meal and readily accessible to pilots without having to take a taxi to reach it.
ers had hoped to have it ready this year but sadly, it is now planned for completion in the spring. Service was excellent even though there were no vacant tables. The wait staff tended to business and gave attention to needs of customers. My coffee cup was only empty for a very short time. The food was served hot (a pet peeve when served lukewarm) and was very good. I certainly recommend you come back to the Keene airport and take a walk up the hill to the Dinner Table for either breakfast, lunch or dinner. The Dinner Table is located on the east side of the airport behind and up the hill (300 feet) from the FBO hangars. There are security gates that you have to pass through but they show the code for re-admittance to use on the cipher lock.
The owners have plans for a large outdoor patio that will provide for great outdoor dining in the warmer months. The own-
The Keene airport is easy to get to located in southern New Hampshire. The runways are 6,200 and 4,000 feet respectively with an ILS, RNAV (GPS), and VOR approaches. The ramp is well maintained and there is ample parking. There is no control tower at Keene so you must self announce. Story and photo by Alan Witkin
LEARN TO FLY LOCATIONS Connecticut Action Multi Rating 155 Tower Avenue Groton, CT 06340 860-449-9555 www.mward42.tripod.com Connecticut Flight Academy 20 Lindbergh Dr Hartford CT. 06114 869-722-9667 www.ctflightacademy.com Future Flyers of CT 94 Wolcott Rd Simsbury, CT 06070 860-819-3717 http://futureflyersct.com/ Premier Flight Center - HFD Hartford-Brainard Airport 58 Lindbergh Drive Hartford, CT 06114 Contact: Gary Ciriello www.PremierFlightCt.com Florida Europe-American Aviation Diamond Brilliance Flight Center 200 Aviation Drive N, Suite # 6
Naples, FL 34104 239-430-9220 Shawn@eaa-fly.com www.eaa-fly.com Maine Southern Maine Aviation Sanford Regional Airport (KSFM) 199 Airport Road - Main terminal Sanford, ME 207-324-8919 wwwsouthernmaineaviation.com Twitchell’s Airport & Seaplane Base (3B5) - 40 Airport Road Turner, ME 04282 Contact: Dawn or Dale Twitchell www.twitchells3B5.com Massachusetts Alpha One Flight School 246 South Meadow Road Plymouth, MA 02360 508-747-1494 Berkshire Aviation Enterprises,llc (GBR) - 70 Egremont Plain Rd. Great Barrington, MA 01230-0179 GreatBarringtonAirport.com
Beverly Flight Center West Side Danvers MA 01923 978-774-7755 www.beverlyflightcenter.com
Hampton Airfield Tail Wheel Instruction 9 A Lafayette Road North Hampton, NH 03862 603 397-0367
New York Randall Airport P O Box 3062, 100 Airport Rd. Middletown, NY 10940 845-343-5965
Eagle East Aviation 492 Sutton Street North Andover, MA 01845 www.eagle-east.com
Monadnock Aviation 80 Airport Road Keene, NH 03431 603-357-7600
Westfield Flight Academy-BAF 111 Airport Road Westfield, MA 01085 413-568-5800 www.fivestarflight.com
Rochester Aviation 238 Rochester Hill Rd Rochester, NH 03867 603-479-6845 www.flyskyhaven.com
Pennsylvania Gateway Aviation 1730 Vultee Street Allentown, PA 18103 Contact: Bradley Snyder 610-797-7942 Brad@gateway-aviation.com www.gateway-aviation.com
New Hampshire Concord Aviation Services 71 Airport Road Concord, NH 03301 603-228-2267 www.mv.com/ipusers/confbo
Signal Aviation Services 58 Airport Road West Lebanon, NH 03484 603-298-6555
Green River Flight Center 11 Aviation Drive Keene, NH 03431 603-352-2599
New Jersey Andover Flight Academy PO Box 239 Andover, NJ 07821 973-786-6554 www.andoverflight.com/
Rhode Island North Central Flight Center North Central Airport (KSFZ) 300 Jenckes Hill Rd. Smithfield, RI 02917 www.ripilot.com 401-413-4093 South Carolina Ellsworth Aviation P.O. Box 544 Timmonsville, SC 29161 843-601-2427 www.instrumenttraining.com
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Texas Airport hosts RAF Fire Hub dedication Need another good reason to fly to San Marcos, TX? The beautiful old city located between Austin and San Antonio has long been known for bountiful crystal clear water, and aviation innovator Redbird Skyport, located right on the field (KHYI). And thanks to Redbird’s generous corporate sponsorship, you can now enjoy one of the RAF’s attractive Fire Hubs on the lawn near their full-service FBO, http://redbirdskyport.com/ Dedicated on October 23, the San Marcos Fire Hub joins the inaugural AOPA-sponsored Fire Hub at Sun n’ Fun, (Lakeland, FL), and both are ready for use. Fire Hubs are opportunities for individuals to buy commemorative bricks with their personalized message. “Our Fire Hub projects are well-received as fundraisers, and every dollar of profit furthers the RAF mission of preserving our freedom to enjoy recreational destinations,” RAF Fire Hub Project Manager Jim Lynch said. The bricks are permanently placed around the artistically etched hub. “A campfire naturally attracts folks, and what better way to come together and share our passion for recreational flying?” asks Dan Prill, RAF vice president. The initial “cornerstone” contribution is provided by a corporate sponsor, which guarantees them their name on the inlaid propeller blade.
Each Fire Hub is installed by RAF volunteers, under supervision of Lynch. Donors may use the RAF website to purchase any number of bricks for $100 each. Fire Hub locations are planned in each state. See www.theraf.org Photos by Jim Lynch, Dan Prill
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Page 20
December 2012
C L A S S I F I E D S Propeller Parts Market has a vast inventory of all makes and models of aircraft propellers. Call Chris or Doug at (772)-464-0088 or visit us at www.propellerparts market.com
AIRCRAFT FOR SALE
SERVICES
1968 Beech 19A Sport: 4-Place, IFR certified, good radios, in dash Garmin VFR GPS with new update. Paint 9, interior 8. TTAF 3600, SMOH 1400 $17,995. Gerold 843-6012427. www.instrumenttraining.
PARTNERSHIPS/ SHARES/CLUBS CT Flying Club Based at 7B6 near BDL. 1974 Warrior - IFR, Very affordable, 24 hour access, GPS with XM weather, hourly rate with no extra assessments. Call Bob 860-985-7124 for details. CT - Oxford Flying Club (KOXC) Two IFR Archers plus IFR Cessna, GPS 430/530 in all, well maintained, active friendly membership, liberal booking, top instructors, students welcome! Www. oxfordflyingclub.com, info@oxfordflyingclub.com. Seeking members for CT Flyers, a 20 member KSNC(Chester, CT) based flying club . Two IFR certified aircraft, Cessna 172 (G430 IFR certified) and a Piper Dakota (Garmin AERA-560). Costs include a one time equity share purchase and reasonable monthly flying fees. Online scheduling. For more information call Ken Soeder at 203-641-6102. 1/4 Share 1989 MOONEY M20J 201SE, Based In Lawrence (KLWM), 2675 TTSN, 1442 SFRM, 140 SPOH, Always Hangered. Full King Digital Avionics FD/GPS Coupled Autopilot w/ Alt Hold, Stormscope, Air Brakes and much more. Exterior and Interior 9/10. Inexpensive High Performance Aircraft, $250.00/Mo., $20.00/Hr Maintenance, $10.00/Hr Engine Fund Plus Fuel. $29,900 or Best Offer Call Joe 781-718-0160 Nashua NH (ASH) Own 1/15 Share of Cessna 172 Queen City Aero Club 1974 Cessna-172M (N20172) IFR equipped with dual VOR with glide slope, GNS430W,
New England Flying Club, LWM Lawrence, MA based flying club has a few openings for new members. We operate three IFR certified aircraft consisting of two Beech Skippers and a Beech Sundowner. All aircraft are very well equipped and maintained. Excellent availability. Office w/ weather computer and refreshments. Low startup costs and monthly dues. Visit www. newenglandflyingclub.com for more details and contact info. 100 SMOH, and Power flow exhaust. $3,990 share, $45 monthly dues, $45/HR flight time (dry). For Info contact Tony Joyce at 603765-8853 or tj@joycecool.com Nashua NH (ASH) Own 1/15 Share of Cessna 182 Boston Center Flying Club 1974 Cessna-182P (N52916) IFR certified including ownership of T-Hanger, Dual VOR with glide slope, GNS430, Garmin 496, 100 SMOH, and S-Tech 30 Autopilot. $7500 share, $880 dues, $40/HR flight time (dry). For Info contact Tony Joyce at 603-7658853 or tj@joycecool.com New Hampshire Flying Association (www.nhflying.com) has an opening for a new member. Very nice 1982 A36 Bonanza, full IFR (+backup instr), KFC-200 AP w/ alt hold, Garmin GNS-480 GPS, Garmin aera 796 GPS (w/ XM weather), Aspen EFD1000 PFD, hangared at Nashua Airport (KASH): $140/hr wet (tach time) + $268/mo dues+$300 appl. fee+$1700 share price. Contact Jeff Sutton 978-846-5571 and/or email: info@nhflying.com Join Snoopy's Group - a very affordable, members only, non-profit flying club with two well maintained IFR C-172's at KWST. 401742-4182
AIRCRAFT PARTS & EQUIPMENT PARACHUTE SHOP – inspections, repairs, repacking, sales new & used. www.parachuteshop.com. Pepperell Airport, Mass. (978) 433-8550.
INTERIORS - Custom interiors at great prices. Large selection of leathers and fabrics. From minor repairs to complete interior makeovers. We can do it all at Aero Design. Call Tom 413-568-7300. Tues. through Sat., 8-5. JB AERO & Son - 31 years experience re-covering fabric covered aircraft. Complete restorations, inspections, alterations, and repairs. 802-434-3835. http://fabricaircraft.com/
HANGARS Minute Man Air Field 6B6 Tiedowns from $40, Hangar & Office Space, Always Low Fuel Prices www.MinuteManAirField.com KPYM HANGAR FOR RENT 40' wide X 30' deep T Hangar w/ elec. Bill Snow CFII 772-4949893 LAWRENCE, MA (LWM), THANGAR: Electricity and lights, 42’ electric bi-fold door, Electric Winch, clean and dry with epoxy floor, Heated club house with bathroom nearby. Available November through April. $450 per month. Call 978-697-6002 Light Twin T-Hangar at SFM. 44' or 48' T hangars with 14' high doors. 42' T-hangars. Heated corporate hangar w/ 55' x 16' door. Group hangar for winter storage. Sanford, Maine. 207-459-0527. Concord, NH First class T Hangars for sale or rent from $525/ month. Bifold doors with automatic latches, full foundation and frost wall, insulated floor and ceiling, pilot lounge and more. www. eastcoasthangars.com or contact: Don Hebert, 603-848-8877, info@ eastcoasthangars.com Prices have been Substantially Reduced!!! T-Hangars, Newport, NH. (2B3) sale or rent, built 2007: 42' bi-fold doors, heavy duty insulation, excellent lighting at beautiful Parlin Field (2b3). Low fuel prices and the 'Lil Red Baron Mexican restaurant on the field. See pictures at: www.flickr.com/photos/kloeppel and call Rick: Recy-
cled pilots LLC at: 603-526-7730 PSM - Pease International Tradeport, End Unit. Electric bifold and overhead doors. Clean and dry. Immediate occupancy, lease available. Call 978-556-5936. Blairstown, NJ (1N7). T & Rectangular Hangars available for singles to turbo props. 908-362-8965, jdair@embarqmail,com. Sussex N.J. (FWN) new 65' X 62' hangar to share $250/mo elec. door, concrete floor, new paved taxiway 973-600-2657
TRAINING & INSTRUCTION
10-day instrument rating. Retired Air Traffic Controller will train you. Up to 40 hrs in PA28150 with Garmin 430W GPS. $5695. I work with one student at a time. www.instrumenttraining. com or call 843-601-2427. MULTI-ENGINE TRAININGSeneca I, Westfield Flight Academy - 6 hours dual and 3 hours ground- $1,950.00. Block time rates available. BAF BarnesWestfield, MA Call 413-568-5800 or Steve 413-222-3766 FREE !!! Rusty? Need to get current? CFII, MEI, likes to stay busy! Call for free instruction. Michael Truman 617-924-6000. Southwest FL, PGD based, ATP, CFII, AGII, Flight Review, IPC, Safety Pilot, Aircraft relocation, Retired airline captain, check airman, FSI instructor, practical instruction. Bill 714-272-7262.
EMPLOYMENT OPPS AVIATION WRITERS wanted. Atlantic Flyer seeks stories, features, articles with photos, on any subject relating to aviation. First person O.K. Payment upon publication. First rights only. Atlantic Flyer, 800 Village Walk #289, Guilford, Conn. 06437. CFII WANTED established flight school Barnes-Westfield Airport (BAF). competitive wages, full time opportunity, associated with Westfield State University Aviation Management Program, new facility. Send resume (michelle. grassi@yahoo.com) to Westfield Flight Academy, 111 Airport Rd., Westfield, MA 01085. PILOT JOBS - Current Pilot and CFI job listings updated daily. Helping pilots and CFIs find jobs since 1997! Www.FindAPilot.com
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C L A S S I F I E D S WOMEN PILOTS - Join The Ninety-Nines, Int'l Organization of Women Pilots. Student Pilots welcome. First President, Amelia Earhart. Visit, www.womenpilotsnewengland.org or contact Georgia@alongtheway.com FREE AVIATION ARTICLES to flying clubs, EAA chapters, etc. for newsletters from Jim Trusty, long-time Atlantic Flyer columnist. Simply write to him and request an article, indicate length of article required, the make up of the group, how often the newsletter is sent out, etc. In return, Jim re-quests a copy of each newsletter in which one of his articles appears. Interested groups may contact him at: Jim Trusty, 103 Highland Drive, Old Hickory, TN 37138; (615) 758-8434. Things My Flight Instructor Never Told Me and Other Lessons Learned in 25 Years of Aviation. Chronicles one mans journey through the world of general aviation and personal aircraft ownership. Inspired from his experiences as a pilot, instructor and aircraft owner. Topics like fuel management, flight planning, reluctant passengers, weather, the FAA, buying and owning an aircraft, are all discussed with humor and whit. You can order Things my Flight Instructor Never Told Me on the web from www.tmfintm.com or call the publisher, Promotion Productions Inc. at 561-752-3261.
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Page 22
December 2012
COMMON CAUSE
BY
MIKE SULLIVAN
This past Election Day, the people have endorsed continued leadership by the reigning party, so now we turn our attention to the holiday season. Many of the celebrations will continue, from Thanksgiving Day thru mid-January, although the current economic disturbance may force many of us to tighten our belts still more. Certainly there is turmoil at EAA, where Ron Hightower was replaced because he chose not to move his family to Oshkosh. Maybe not so many toys for our planes this year, and maybe less flying hours than desired; I expect each of us will do what is necessary to keep flying. Time for the passion to fuel the fortitude. But our tradition of giving this season presents an opportunity for us to invite others to experience, perhaps for the first time, the joys and fun of recreational flying. Whether you take someone up for a ride, or give a gift of an hour introductory ride in a general aviation aircraft, you will be making the most of the season’s best resolutions to our fellow future aviators. Give the gift that will last a lifetime; plant a seed that will germinate when the time and circumstance is right. Every person remembers their first flight, even if they don’t make it a career or a passion. Be that person who gave that gift. Many of us fly Young Eagles under the EAA program, and now there is a parallel program to take the parents up. So many times I have seen the envy in their eyes as I take their kids up for the ride of a lifetime, but they couldn’t
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share in it. Now they can. This season might be a perfect time to offer the parents a ride as a heartfelt gift, in addition to your own friends and relatives. The smile and vivid experience may be reward enough, but some percentage of them will choose to look further into lessons and careers. And you will be that person who lit the fire, and passed the torch. In this season when we get to be thankful for so many gifts in our lives, let us be most thankful we get to fly. We get to see the world from a different vantage point, where the beauty and wonder are more evident than from the roads and cities. We taste freedom in a way that’s hard to convey in words; pictures do better, but personal experience is the best. Whether from floats, or a balloon, or open cockpit, or high tech rocket, we are privileged to rise above the surface, and feel the freedom of the birds, and the peace of the morning air and setting sun. Each day is a new start, a chance to be better, a safer pilot, and a more understanding person. Perhaps better than others, we pilots see the potential in each person, and in each day. A rough landing is like a rough day: tomorrow is another chance to do better. More than anything, it is important that you care. Care enough to improve yourself and your flying skills. Care enough to watch your fellow pilots and admonish against unsafe practices. Care enough to appreciate the whole flying community: A&P mechanics, FBO owners, CFIs, homebuilders, and FAA staffers alike. It’s not just about you or me; it’s about the flying community as a whole. Be an active member; be tough, as both political parties are facing the same solutions to our national budget issues: raise taxes on everybody who is breathing, raise taxes on everything fun, and raise taxes on general aviation. In this holiday season, we feel the first ripples of major turbulence. Common Cause – Despite this, promise to use general aviation for the common good. Share the wealth and joy of flight. Spread the word by deed: take others for a ride. Share the sky; it’s our common resource. Take time to teach; take time to learn. Be a good pilot; be a better pilot. Be a positive example. Be mindful of our airport neighbors. Fly safe. Merry Christmas to each one of you. Mike Sullivan CSMEL, CFI C177Pilot@Live.com, KHEF
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Page 23
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