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ATLANTIC FLYER © 2013 • 27 Years In Publication
IN THIS ISSUE:
• From Maine To Florida • In over 1,200 Locations
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Photography Contest 2013
Stories: 2013 Photography Contest AAA Turns 60! ATC Weather Radar Evolution Navigational NOTAMs & Briefing Changes Southwest Airlines Founder Kelleher Wins 2012 Cabot Award The Weong Vectors for 2013 Fly By Knight A Nation of Laws The Trojan Horsemen at MArblehead The Big Little Airshow Winter Operations Tips The Day My Engine Quit... Twice!
Fun Stuff: Classified Ads Cartoons: Chicken Wings, Smiling Jack
Submit Your Photos! see pg 12
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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 10 Air to Ground: Rose M arie K ern 14 Hot Air, Wings and Flying Things: Jim Ellis 22 Common Cause: Mike Sullivan
Information & Classifieds 18 Accomplishments 18 Learn To Fly - Flight Schools 20 Classified A dvertisements
Features 7 Fly By Knight 11 A Nation of Laws 12 Announcing the 2013 Photo Contest 18 Winter Operation Tips 19 The Day My Engine Failed
Airshows 13 The Trojan Horseman at M arblehead 16 Greenwood Lake: The Big Little Airshow
Cartoons 09 Smilin Jack 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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February 2013
Antique Attic
by Gilles Auliard
AAA Turns 60
(Don’t get me wrong; I am talking about the Antique Airplane Association here!) 2013 marks the 60th anniversary of the creation of the Antique Airplane Association by Bob Taylor and will see the 60th edition of the AAA Invitational Fly-In, a double event that will be celebrated in style at Blacksburg, Iowa, during the Memorial Day Week-End.
A lower point of view on the Ground Loop Inn and Hangar 1 and 2.
In case of mechanical needs, all hands are available to help, such is the case in this shot of an engine change after a Pietenpol off airport landing.
Pretty typical scene at Antique Airfield, in front of Hangar One and Addison Pemberton’s Boeing 40. In early 1953,Taylor, then presiding to the destinies of Midwest Aviation, a small FBO implanted at the Ottumwa Airport -NAS Ottumwa during WWII- was pondering if there were many other people like him, with deep interest in old airplanes. After all, it had been 50 years since the Wright Brother’s first flight, and the momentous event would be commemorated in style the following December. He decided to get an answer to his question by placing and add in Flying Magazine, and waited. Twelve pilots contacted him, confirming their interest in the creation of Association of Antique Airplane aficionados. In August, the Antique Airplane Association was born. Headquartered in Taylor’s basement, the Association planned its first fly-in for 1954. Held at the Ottumwa Airport -now Ottumwa Industrial Airport (OTM)- it was attended by the Rezich Brothers in their Travel Air D4D NC606K -still family owned, but not flyable-, the Waco
RNF NC11201, now owned by James Munier of Scottsdale, Arizona, the Pitcairn PA-7 NC13158 that can be found at the Owls Head Transportation Museum, in Rockland, Maine, a Canadian DeHavilland Tiger Moth (registration unknown), plus a Stearman duster flown by Frank Rourke, Allen Rudolph’s Model A powered Pietenpol Aircamper NX13691, and other, more “modern” aircrafts such as a Vultee BT-13, Globe Swift, Ryan Navion, early model Beech Bonanza, Cessna 120 and others. Hopefully, one or more of these airplanes will be able to participate in the 2013 edition. The 1955 Fly-In also took place at Ottumwa, while the 1956 event was combined with the EAA National Fly-In, taking place in Rockford, Illinois. The event attracted some 20 or so Antique and Classics. The 1957 edition moved back to Ottumwa. In fact there were two fly-ins at Ottumwa that year, one in June and another during Labor Day weekend. After receiving several aircraft engines from the University of Iowa’s discontinued aeronautical engineering program, an application for tax-exempt status was filed and approved for the Airpower Museum, an entity which acquired 30 acres of land 3 miles south of Blakesburg to build a museum to harbor the collections acquired by Bob Taylor and/or donated by various organizations and AAA members. In 1969, Bob Taylor acquired 150 acres of land adjacent to the APM property and built his new house on the site. Later an airfield modeled after the 1930’s Midwest grass field was carved out. Logically taking the name of Antique Airfield, Blakesburg held its first National Fly-In in 1973, and has been doing so since.
And so, every year since Antique Airfield is opened, flocks of old airplanes are converging on this little dot on the map (now GPS coordinates for most pilots) for five days of fun, flying and friends. After some up and downs, the AAA membership has been growing steadily, even during the economic downturn. This demonstrates that sticking with your core principals will give you a solid base to work and eventually, expend at a reasonable pace. Opened to anybody with an interest in Antique and Classic Aviation, the AAA has some 20 active Chapters around the US, as well as a close working relationship with a number of type clubs. It provides communication and publications for the Interstate, Culver, Corben, Fairchild, Great Lakes, and Pietenpol. Rearwin, Parrakeet, Hatz and Travel Air Clubs. In consequence, the major theme for the 2013 National AAA Invitational Fly-In will be the 60th anniversary of the organization and the 60th edition of its major event. In order to celebrate in proper fashion, airplanes and pilots from the early years have been tracked down and invited to participate in the traditional Labor Day weekend bash. The process is still in the early planning stage, and the AAA would encourage attendees to the early fly-ins to come forward and contact the Association. By the same token, owners of airplanes that participated in the early editions of the National Fly-In are invited to join in on the celebration. The AAA also would welcome all material related to the fly-in, including pictures taken by attendees as well as their remembrance of the events. For more information, check the AAA/APM website at www.antiqueairfield.com.
As for the AAA, Brent Taylor, its Executive Director of the AAA and Bob’s son, recalls: “Throughout the 1960’s the association grew up steadily, and when we moved to Blakesburg, we deliberately decided to stay small, and cater only to our members. This Pasped Skylark was one of the early attendees of the AAA Fly-in, its first participation being in 1957. It is hope it will participate again in 2013.
Our main purpose was to help them acquire, restore and fly their airplanes. This has not changed since”
The Pilots Pub is the center of evening life at Antique Airfield.
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Your Advocate Online If you’ve been flying for a while, you are probably already familiar with AOPA’s advocacy work. Protecting our freedom to fly is the core of AOPA’s mission and has been since we were founded, nearly 75 years ago. Advocacy can seem remote—something that happens in Washington, D.C., or maybe in your state’s legislature. But it doesn’t have to be. In fact, advocacy happens every day, much closer to home. More than 2,400 of your fellow aviators are watching your back at airports all around the nation—maybe even at your home airport. They’re the AOPA Airport Support Network volunteers and they protect our freedom to fly by helping to keep their airports open and strong. They, in turn, are linked to seven full-time AOPA regional managers—staff members who represent AOPA around the country. You can get to know these expert advocates by visiting aopa.org/advocacy/airports. When you see the map, click on your state to meet the regional manager responsible for your area. You’ll also see stories that can give you a look at the issues affecting GA in your state and others in the region.
If you explore aopa.org/advocacy a little further, you’ll get a taste of the types of issues AOPA is involved in every day. We are actively engaged in policy debates over the future of avgas, airspace management, the role of unmanned aircraft, technology development, air traffic modernization, security, and much more. To do that work we rely on a team of advocacy experts at our Frederick, Maryland, headquarters and in our legislative affairs offices, just a few blocks from the Capitol in Washington, D.C. You may be surprised to know that we also advocate for general aviation in the international arena through International AOPA— an organization representing pilots in more than 71 countries around the world. Some of these nations have well-established general aviation communities. Others, like China, are just beginning to explore the role GA can play in a changing world. AOPA.org/advocacy is your link to all of our advocacy efforts. I encourage you to visit regularly and stay informed about the issues we cover. Your support and engagement is important. After all, we are representing you and your interests as a pilot in the states, the nation, and the world.
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February 2013
The Big Sky
by Ken Kula
Air traffic control weather radar in the enroute environment changed quite a bit from when I began controlling during the 1980s through my retirement in the late 2000s. When I began my career, the depiction of precipitation was very coarse in nature. Visually, all data was monochrome (green against a dark background) on our radar scopes, then called the Plan Video Display, or PVD for short. There were two modes of ATC radar on our PVDs, called Broadband and Narrowband. Narrowband mode was the preferred choice to control traffic with; it contained capabilities such as tracked targets with data blocks associated with transponders, and flight plan processing. Precipitation was displayed by a series of narrow lines and “H” letters that depicted either moderate or heavy intensity precipitation returns. Broadband radar was pretty much raw radar returns, with blips and long trails depicting aircraft targets. Precipitation was displayed as large bright blobs with slight variations of one basic intensity level. Broadband was our back up in case the main computer (containing Narrowband) failed, but its precipitation presentation offered a more precise precipitation picture than Narrowband. As a controller, you’d switch back and forth between the two modes by pushing a button on your PVD, and merge the data from both systems in your mind as you sought out a common picture of weather in your sector. Broadband radar was retired by the early 1990s. By 2002, the controllers’ PVDs were replaced with color Display System Replacement (DSR) monitors, and the monochrome green went away. The Weather And Radar Processor (WARP) system processed information from the National Weather Service’s (NWS) NEXRAD weather radar (WSR-88D systems) alongside other traditional radars. WARP precipitation data was superimposed on a controller’s monitor using different shades of blue and green.
ATC Weather Radar Evolution The location of precipitation was still rather course, mainly due to the long refresh rate for new data. However, WARP brought a major improvement; through the digital WSR-88D radar feed, altitude information was available on precipitation for the first time. This wouldn’t contain cloud top information, but would depict precipitation returns. A sector controller working airspace from FL240 and above could filter out (turn off) radar precipitation returns if the precipitation was, say at 15,000 feet and below. As a Traffic Management Coordinator (TMC), for eight years I used additional systems with more precise weather radar information for reacting to severe flight conditions and for forecasting system impact due to adverse weather. Controllers need information on current conditions, whereas TMCs use current conditions and forecasts to project and plan to avoid future trouble areas. I used systems such as Corridor Integrated Weather System (CIWS) that merged terminal and enroute weather tools, and had access to National Weather Service displays that would make television meteorologists envious! With new NEXTGEN systems being launched, a big question is just how precise does a controller’s precipitation presentation need to be. Normally, ATC doesn’t vector to avoid depicted precipitation, unless a pilot requests vectors for avoidance. ATC is only required to broadcast an advisory if flights are headed towards displayed precipitation. Center controllers don’t vector to avoid weather as they would vector to avoid aircraft to aircraft conflicts. It’s important to note too that currently, a Center controller’s weather depiction on their displays only shows moderate or greater precipitation... not light intensity, nor does it differentiate between frozen and liquid forms. It doesn’t display cloud tops either. NEXTGEN’s expanded capabilities beg that other questions be asked... like how many colors/levels of intensity need to be seen... and what level of intensity will pilots routinely request to deviate around? Controllers use weather radar information as just one tool out of many for situational awareness of the conditions within his/her sector. Pilot Reports (PIREPs) often “fill in the blanks” concerning precipitation intensity and precise locations of hazardous weather. Can automated information fill in these blanks? Should light precipitation and/or frozen precipitation be depicted? Can cloud tops be displayed too?
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One system that will provide options for answering most of these questions is known as the Multifunction Phased Array Radar, or MPAR. This style of radar uses a series of fixed sensors on a flat surface that can be electronically steered, either together or apart, to collect small but precise bits of information that are then electronically pieced together to form “the big picture”. Instead of a rotating antenna, the sensors remain stationary. The FAA uses four versions of their legacy Air Route Surveillance Radars (ARSR), and three versions of Approach Surveillance Radars (ASR), totaling several hundred units. Some long-range and far-reaching plans show that MPAR technology could replace all seven types of systems. Not only could MPAR be useful to the FAA, but the NWS and military air defense users could replace some of their equipment by using data from these new sources too.
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Sensors envisioned in an MPAR system that would provide three dimensional digital weather radar information... in the lateral, vertical, and horizontal (movement) planes. Dual polarization will offer advances in determining whether precipitation is liquid or frozen. This could include identification of large and potentially damaging hail, or even birds in some cases. Other improvements would include faster processing times (a one minute refresh is envisioned, compared to a five minute or more delay today) with a wider range of intensity levels. It could be possible that some of this radar information may make it into the FIS-B stream of aviation weather products too, enabling commercial and general aviation users to view it.
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MPAR has other important capabilities. Originally developed for U.S. Navy ships for their defense from airborne aircraft and weapons, the radar can most definitely be used for aircraft detection. It would be a capable back-up for the NEXTGEN ADS-B satellite-based air traffic control system, using both secondary (transponder) information as well as primary (raw radar or “skin paint” non-transponder) operations.
FAA REPAIR STATION
There are some roadblocks for the use of MPAR for just ATC weather radar needs. Funding is one major concern... as budgets are not as large as once thought. The NWS and military users could fund part of this if they become partners in joint-use agreements. Many legacy FAA radar systems will need replacing in the next decade or two, so long-range funding already in place could be used. MPAR could decrease operating costs by using less energy, and maintenance costs would be lower due to the lack of many of the moving parts of today’s radar equipment. If it is decided to use MPAR as a backup sensor to ADS-B, more value would be gained too.
TROUBLESHOOTING - MODIFICATIONS - ALTERATIONS
As said before, ATC weather radar has changed greatly during my career... from monochrome blobs to multi-shaded, altitude filtered returns. Tomorrow’s technology could include additional and refined information for controllers if it becomes affordable and adaptable in the ATC system. Weather radar is a very useful tool for controllers and pilots alike, and I think that there’s still a lot of room for improvement and innovation.
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www.AFlyer.com On August 26, 2012, a Fokker Dr.1 replica crashed in a farmer’s field two miles northeast of Parker, Colorado. Mark Holliday, its pilot, was rushed to St Anthony’s Hospital, in Denver, Colorado, in critical condition. Three months later, he was back home to start the long process of healing. This paper is my way of wishing him a fast and complete recovery, and his prompt return to the world of flyers, where he belongs. Contrary to the title, the Knight Twister (KT for short) is no fly by night design, as the basic drawing dates back to 1928. Its stands out of the pack, mostly due to its reputation as a sharp airplane, ready to bite back at the slightest mishandling. Pilot Don Fairbanks, who flew his own KT at Reno in the 70’s, dispels this notion: “It seems that I spend considerable time defending the traits and merits of the Vernon Payne design “Knight Twister”. It has an undeserved bad reputation that has grown over the years as many “knowledgeable” pilot have expressed opinions on something they know nothing about. To begin with, the Twister requires very little control inputs. On take off or landings, it uses surprisingly small amount of rudder control. The elevator also requires small, positive (not quick) inputs, and pilot induced oscillations might occur if the pilot over controls. The stall is very straight forward and rudder control allows one to keep the wings level as the nose gently settles through the horizon. The high speed stall characteristics are also very good.”
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Fly by Knight type started as a class project. Unfortunately, soon afterwards, came the great stock market crash of 1929, which rapidly put the school out of business. In 1931, Payne began working on the biplane again in the back of a garage. Popular Aviation magazine raised the design visibility when it ran a series of construction articles. By the fall of 1932, the plane was ready to fly. It was test-flown by “Curley” Cushman, and all in all, everybody was quite pleased with it. However, due to its small size, the rudder and elevator were right at cruise speeds but lost effectiveness when flying at landing speeds, leading to experimentations to improve handling at slow speeds. During WWII, Vernon Payne wrote: “We had planned to sell the complete airplane of 50 hp at $1,450 and 95 hp at $2,150. At the time kit prices had listed pieces such as welded fuselages as $ 145 and complete wings covered and doped at $161.50.” One example (registered N67P), flown by Clyde Parsons, won the Sport Biplane Championship race at Reno in 1964 with a speed of 144.7 mph, while other Twisters ended in the second and third spot.
N7D is one such airplane. In a bill of sale dated January 12, 1949, Vernon Payne granted Robert S. Babar, of Hyattsville, Maryland, the one time right to build the Knight Twister N1B.
Shortly thereafter, the construction of a proto-
Mark is the owner and operator of the Lake Elmo Airport, started by his father, and spends his time between Minnesota, where he flies his own airplanes, and Colorado, where he flies the airplanes of the Vintage Aero Flying Museum based at Platte Valley Airport, in Fort Lupton, and more particularly its Fokker Dr.1. Mark is also well known in the vintage airplane arena, as one of the foremost specialist of the Globe/Temco Swift. Even though he enjoys flying his Mullicoupe around the country, Mark has a soft spot for diminutive airplanes, such as the Texas Bullet. The Knight Twister also perfectly fits the bill, and Mark jumped at the opportunity to own one.
In the 1990s, the rights to the design were acquired by Steen Aero, who continues to offer plans for sale. Over the years some 75 KT’s have been built, in, essentially, 11 different versions, of which 12 are still registered, and about half still flyable.
In the late 20’s, Vernon Payne was teaching students about woodworking, aircraft repair, design and aerodynamics at the Aviation Service and Transport Company aircraft school in Chicago, Illinois. In an effort to make his classes more interesting for the students, he started the design of a pint-size sport plane. In short order, there was the rough sketch on the blackboard of a tiny biplane.
The airplane was later hangared at Kalamazoo Airport until sold to Blue Falcon, Inc., of El Paso, Texas, which requested its re-registration a N38BF (for Blue Falcon) in 2010. One year later, the airplane was acquired by Mark Holliday, of Lake Elmo, Minnesota. Registered as N7D it has been observed at various fly-ins around the country, since 2011.
Furthermore, since Mark enjoys sharing his toys, every landing of the little airplane attracts a crowd of on-lookers, divided basically in two categories. The majority have never seen a Knight Twister before and are at awe with its little size and the feeling of “flying on the ground” its exudes, while the minority, aware of the KT, are amazed that Mark uses it as a cross-country airplane, traveling from Minnesota to his favorite fly-ins. Story and photos by Gilles Auliard
After changing hands a few times, N1B ended in 1960 with James Williams “Bill” Nagle, of Kalamazoo, Michigan, who had a plan for the little airplane. Shortly after acquiring it, Nagle had a much more powerful Lycoming O-290-G engine installed. As such, the KT raced at the 1964 Reno Air Races (Race number 1), where it finished third of the Biplane Gold Race with a measured speed of 131.5000 mph. Knight Twister versions
KTS-1 - first prototype with Salmson 9Ad engine (1 built) KTD-2 - second prototype with converted Ford Model A engine designated Douglas Bear(1 built), later redesignated Knight Twister Junior 75-85 KT-50 - version with 50-hp Continental or Franklin engine and 18-ft wingspan KT-75 Knight Twister Junior - version with 75-hp Continental or Lycoming engine and 17 ft 6 in-wingspan KT-80 - version with 80-hp Franklin engine KT-85 - standard version with Continental engine of 85–90 hp and 15-ft wingspan KT-90 - version with 90-hp engine and 15-ft wingspan KTT-90 - version with 90-hp Lycoming engine and 18-ft wingspan KT-95 - version with 95-hp Lambert engine KT-125 - version with 160-hp engine
SKT-125 Sunday Knight Twister - version with 125-hp Lycoming engine and 19 ft 6 in-wingspan KT Imperial - version with engine of 135 hp–150 hp and wing area increased (span: 17 ft 6 in) to comply with Sport Biplane class rules KT Holiday - version with 125-hp engine and wingspan of 19 ft 6 in KT Acro - version with wingspan of 15 ft 6 in KT Coed - version with passenger seat in tandem with pilot’s; wingspan of 22 ft 6 in. Pretty Prairie Special II model 1 - Straight leg conventionally braced based on a Knight Twister, stretched 16 inches Pretty Prairie Special III - A Menasco powered variant displayed in the EAA Airventure Museum in Oshkosh, Wisconsin until 2006,[16] and now at the Kansas Aviation Museum.
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February 2013
SAL’S LAW: Your Legal Eagle LM @ BDR I’m fairly new to the IFR world but came upon an issue with Air Traffic Control the other day that was not clear to me. Instead of just asking them, I did what I thought was correct and they didn’t say anything, but I’m having trouble finding any reference to it in my flight manuals or the FARs. I was flying from Albany to Bridgeport on an IFR flight plan. My clearance was to fly to the Carmel VOR then the Denna waypoint and then to the airport. However, as I approached the Carmel VOR the controller told me to “Fly Direct Destination” Should I have flown the flight plan I was given from that point or skip the waypoints and go direct to the airport (which I did)? Sal’s Law: The reason the controller didn’t comment to you was that you did what ATC would have expected. Pursuant to FAA Air Traffic Control Manual 4-2-1, when a controller clears you to fly “direct”, they will always provide you with a fix to which you are to fly. When they say fly “direct destination” then they are clearing you to that fix (your destination airport). If the controller wanted to clear you to a fix and then have you rejoin the flight plan clearance, he/ she would have cleared you to a specific fix and then stated “then resume own navigation.” One thing I can’t emphasize enough however, when in doubt – you should ask. The controller would always rather you eat up a little air time, rather than navigate to where you should not be! Glad you were ‘directed’ in the proper direction.
WF @ MVY: My eye doctor just advised me that I should have a cataract procedure for my eyes. What implications might that have for my third class airman medical certificate and who needs to re-certify me when the surgery is over? Sal’s Law: WF, your condition is not an unusual one. The American Ophthalmology Association found that about 22 million people who are over 40 years old have the condition. With today’s medical procedures, it is correctable. Once you have the surgery you will go through a recuperation process. Once the ophthalmologist has released you to resume your normal activities you must have a form 8500-7 completed by your doctor. This is the Report of Eye Evaluation form and must be completed when you are able to meet the visual acuity standards for whatever class of medical you have. Once your eye doctor completes the form, bring it to your Aviation Medical Examiner (AME) when you go for your physical. Here’s the good news. The procedure has become practically routine and as long as you have a full recovery and can meet the eye test standards, your AME may issue the medical certification at the time of examination without referral to the FAA Medical Office. That saves lots of paperwork. AI @ DXR: I have an expired medical certificate but need to move my aircraft from one side of the airport to another. Am I legally allowed to taxi
the aircraft across the airport, without a medical? Sals Law The simple answer is yes, but as you know from reading my articles, nothing is ever simple. FAR 1.1 defines “operation” of an aircraft as when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing. Therefore, from that definition you can see that taxi operations are not part of “operating” an aircraft since you are not intending on flight. Indeed, mechanics taxi aircraft all the time to perform maintenance, and many are not pilots. Where this may get just a bit more complicated however is in your insurance coverage. Make sure that the policy does not prohibit such operation. Some policies will specifically state who can “move” an aircraft, rather than legal operation. In that case, better to have a fully certificated pilot or mechanic accompany you in the cockpit. 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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February 2013
“Air To Ground” by Rose Marie Kern Recently there have been a lot of NOTAMS concerning signal outages for navigational equipment. Unfortunately it is not always easy to know from a long list of NOTAMs whether these will apply to your flight, so here are a few of the most common. GPS UNRELIABLE OR UNAVAILABLE – This NOTAM covers large areas, up to a 450 nautical mile radius of a given point, usually a latitude/ longitude and sometimes a radial/DME. It is frequently based in either south central New Mexico, St. Louis or southern Nevada. During the active time period, GPS signals are distorted, causing your receiver to show false readings. Why you say? So that if there were to be an invasion of some kind, the U.S. Military can screw up the enemy’s navigation capabilities. Most of the active hours for this testing are in the late afternoon and overnight so that it affects a smaller percentage of private and commercial flights, but they do occasionally have it active for several days running. When you see this NOTAM, you may want to take the time to look at airways instead of filing direct. (Yes, I know, a lot of pilots these days feel that this is a big inconvenience) GPS PSEUDO-RANDOM NOISE – We have seen a lot of these pop up in the last couple years. GPS satellites overlays a PRN (Pseudo Random Noise)
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Navigational NOTAMs and Briefing Changes Code on top of the Course Acquisition C/A signal to spread the signal and give the most accurate fix. Sometimes the PRN Code noise and the main C/A receiver noise get off kilter – which can cause the signal to be off anywhere from 1 meter to a hundred meters. The NOTAM is stating that a specific satellite, say #5, is not functioning correctly. So basically the NOTAM is indicating that you should attempt to eliminate the defective satellite signal from your unit until the PRN is fixed. WAAS/LNAV VNAV –This NOTAM lists the stated equipment as “out of service” for about 5 minutes only. Seems like a lot of effort for a five minute outage, but if you happen to be using it to navigate into an airport in IFR conditions and it blinks off while you are on approach…well, you get the picture. As of last year the National NOTAM office required the contraction FICON (field conditions) to be appended to any NOTAM that pertained to surface conditions at an airport. This made it easier for air carriers to quickly identify relevant runway factors at their destinations. FICON can relate to snow, ice, water, or mud (or any combination thereof) on runways, taxiways and ramps/ aprons. It is also used for cracked or uneven surfaces, and snowbanks. One of the nicer components of the Lockheed Martin FS21 system is the ability to access International NOTAMs. If a flight was going to Mexico prior to its implementation, a Pilot Briefer had to send a message to the Mexican Flight Service that serves a given airport and ask them to send any NOTAM information the pilot was requesting back to us. Frequently the information would not be sent back for nearly an hour. These NOTAMs are now at our fingertips, but they can be confusing – the contractions used are not always the same as ours, and so the Briefers are still required to tell pilots that our “International weather and NOTAMs may be inaccurate or incomplete”. By the way, thank you for being patient with the Briefer’s requirements. There are some things that the lawyers require us to say with every briefing. We are required to say “Adverse Conditions” up front, we are supposed to ask low altitude aircraft if they want the data on all the unlighted radio towers enroute, we have to ask for pilot reports and advocate the use of Flight Watch. The required wording of a Standard Briefing has changed somewhat over the last couple of years. Where before a Briefer had some linguistic flexibility in how he described certain things, the language is being brought into tighter control. For instance, we have always started a briefing with weather advisories – giving you the bad news first. Now we are required to check three things up front – weather advisories, TFR’s and NOTAMs on airport and runway closures at your destination. These are covered by the term “Adverse Conditions”. So if it seems the Briefer is getting off to a slow start, it is because he/ she has to check all that data before beginning your brief. Rose Marie Kern has worked in ATC for over 29 years. If you’d like to ask Rose a question send her an email at author@rosemariekern.com
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Page 11
A Nation of Law Unlike Richard Nixon who vociferously denied it, I’m a crook. Don’t ask me how but I must be one. As I sit at my desk typing this column in what Donna and I refer to as the ‘Great Room’, it just dawned on me. I must be a crook. Even though I am reasonably static sitting in my desk chair, I am a crook. There is no denying it. There is no way around it. I must be breaking some rule or regulation as decreed by my government – Just by virtue of sitting here at my computer. Don’t ask me which one or even how many but rest assured, at some level I am a lawbreaker. Good God! I just saw an oldfashioned 60-watt bulb screwed into the end table lamp next to the fireplace. That must be it. How could I possibly forget to replace an outlawed energy-inefficient orb with an EPA approved pigtail? Guilt sets in. Oh no! The toy metal airplane on the mantle – a treasure of my early childhood – GASP – it’s probably slathered in poisonous lead paint, bright red courtesy of evil No. 2 dye. How could I not see that? What a dilemma, as I decide whether to call the authorities and turn myself in, or wait for a politically correct, but well-intentioned neighbor to rat me out. Oh the humanity! Maybe I should take it on the lam and hangout with McAfee down in Belize. Now that I have totally showered you with syrupy satire, let’s be real – Too real in fact. Everything I just cited is a legal issue and in some quarters, not taken lightly depending on what particular one is your pet issue. The reason for bringing it up; a poor 70 year-old glider instructor was brought to task for daring to allow a naturally occurring thermal take him someplace that a misguided Sheriff thought he shouldn’t be. Poor Robin Fleming of South Carolina, only recently added to the DHS top ten terrorist list, had the unmitigated gall of allowing his glider to soar 1,000 feet over a nuclear power plant. Obviously a twisted man of dark intent, certain to plunge his puny glider into the side of a massive cooling tower – what a smudge that would make – he was ordered to land at Hartsville Regional Airport where seventeen – count them – 17 cruisers awaited his arrival. I surmise SWAT was there too, bristling with assault weapons. Unbuckling and raising himself from the seat of his composite deathstar, he was promptly arrested by the Darlington County Sheriff who threw him in the “pokey” for a night, where I assume Aunt Bee fed him a taxpayer subsidized dinner of cooked ham hocks and pinto beans. His offense was obvious. He was more than a mere crook, such as myself; he was an outright domestic terrorist. His crime: He flew over a Nuclear Power Plant. Why, everyone knows it’s a “No-Fly Zone”: Right? I mean it has to be right… WRONG! According to Mr. Fleming’s current governmentissued Charlotte sectional chart, the only thing significant concerning the nuclear plant was that the cooling towers were obstructions and so noted: Just a couple of blue teepees and an elevation. No restricted area, no other notations, and more importantly, NO prohibited airspace. The nearest airspace of concern was Gamecock MOA and it was a far piece away. And a Military Operations Area is hardly prohibited. So, old Robin wasn’t a lawbreaker after all. Why, he was just your average citizen; a regular guy out doing something he liked in a nation that used to revel in the freedom of the individual to pursue happiness – in a responsible manner. Instead of a menace, the very guys he trusted to protect and serve were menacing him. The very same guys he is forced to contribute annually via taxation to their salary. Somehow, I think they got bigger carp to fry down in Darlington. What they needed was Old Andy to sit Barney down and in that slow Carolinian draw: “Now, come on Barn’. You better give me your bullet”. The Sheriff ’s Office got caught by their own stupidity and wisely had their counsel meet with Mr. Fleming’s counsel and settle the matter to Mr. Fleming’s satisfaction – to wit: we’re sorry; we’re idiots; please don’t sue us.
Besides being an invasive and intrusive excursion into matters they have little knowledge of, I can relate to Mr. Fleming’s plight. I fly in the “Gathering of Eagles” Airshow held annually near Cleveland at Lost Nation Airport. The airshow briefing always has a cautionary statement regarding the nearby Perry Nuclear Power Plant nested on the shore of Lake Erie. The Air Boss simply states: “DON’T FLY NEAR IT!” It makes sense but take a look at the Detroit sectional. No airspace restriction of any kind, just a pair of blue teepees and a small unobtrusive note saying “cooling towers”. The reason I don’t fly over them is the Air Boss said so and his word goes. And the fact that a Lake County Sheriff, upon seeing a clearly marked Chinese Communist airplane puking oil over the plant, might go postal and scramble alert fighters from Selfridge. “Scratch One Commie Over the Lake”, would make a great headline in the Cleveland Plain Dealer. And that is my point. Yes, we are a nation of laws, right from the moment of inception. But one thing the founders never specified is how many. How much is too much. Laws are like lint, every time you brush up against something you get more. And they don’t disappear and there ain’t a big enough lint roller to get rid of them once you’ve got them. The CAR’s (civil air regulations) was a half inch thick in 1938. Look at today’s FAR’s. You could build the proverbial stairway to heaven on a stack of regs’ and revisions are shot out so fast that one month later the current rack is already obsolete. And we’re held accountable for each dot, jot, and tittle: a veritable mountain of legalese that would drive the Pope to kick out a stain glass window. By mere fact of drawing breath we’re breaking law without even knowing it. How can you be a law-abiding citizen when the law is so onerous and pervasive that a wool straitjacket seems comfortable? They say ignorance of the law is no excuse. Ok, can I just plead straight ignorance? Will that suffice? As we know, repeal is not a word known to regulators. Once a regulation is enshrined in print it is as good as immortal, hence the distinct feeling that freedom is in danger of being eclipsed by life as a lemming encased in an iron-clad bubble. Are we better pilots for of it? Personally, I don’t see it. Are we safer? I think that’s up for debate. Folks, there’s real trouble in River City when you’re guilty by existence. When you’re every move is suspect to report and prosecution. American Poet, Lawyer, and Satirist John Godfrey Saxe said it best: “Laws, like sausages, cease to inspire respect in proportion as we know how they are made.” By Steve Bill Hanshew
Page 12
February 2013
013 2 g n i c n Annou phy Contest Photogra
Submissions accepted: Until March 31st. Contest Open to Everyone. A maximum of 6 entries per photographer - per category.
GRAND PRIZE Our friends at Old Rhinebeck Aerodrome are offering a VIP package for the Grand Prize winner. It consists of free and unlimited access to the activities of the Artist, Authors and Photographers week-end, as well as a photo flight to take air-to-air of one or more of the airplanes of the Old Rhinebeck fantastic collection. The week-end will also be an opportunity to meet Gilles Auliard, our staff writer/photographer, and work with him on a story that will be published in the Atlantic Flyer under your name. This is your chance to break into the exciting world of aviation photojournalism and, maybe, the beginning of a new career. So, give us your best shot. BEST IN CATEGORY PRIZES The winner of each category will receive a copy one of John Cilio’s books. You can see his work at www.VintageFlyer.com.
Photo Categories
• Air Shows • Air to Air • Artistic
• Classic & Vintage Planes • Family and People • Scenic Views
Please email your entries to Sandy@Aflyer.com or send to: Atlantic Flyer 800 Village Walk #289 Guilford Ct 06437 For the seventh year in a row, we are organizing an aviation themed photo contest. It has been a successful contest attracting photographers from all over the country and Canada as well. Submissions will be accepted from February 1st to March 31st 2013
No matter what software you are using to process your pictures, you have at your disposal a series of very simple tools to improve them. Cropping, color correcting and contrast controlling are some of the interventions that can make an exceptional picture out of a good one.
Here are some helpful hints on how to improve your chances of being in the running for the top prizes.
One note of caution, however, all those controls are wonderful but should not be abused. Overusing the sharpen tool is a dead giveaway that the picture was originally soft.
One very simple step is to look at the picture(s) you are intending to offer for evaluation with a critical eye. I know it is difficult to be analytical with an image you took, but you should ask yourself: “Is it a picture I would like if I did not take it myself?” “Is it in crisp, well exposed, with vivid colors?” “Is the composition pleasing to the eye and leading to the main subject?” “Does it present something of interest to anybody outside of my family circle and friends?” Once these questions are answered in a satisfactory -to you- manner, the pictures have to fit in one or more of the categories defined in the contest. Our judges will always, for example, be able to spot a ground-to-air picture, which will disqualify it from the air-to-air category. Why not present the same picture in the Airshows section? By the same token, sending the highest resolution available will allow us to make a better judgement on its quality. Age took its toll on us and we need glasses to look at postage stamp size images! No picture taken is perfect straight out of the box, so, remember that every little imperfection can be mitigated.
None-the-less, your best chance is to surprise us. Be creative and bold. Send us something we have never seen before and you may have a winner!
Explanation of Cateories Airshows - Photos taken at an Airshow: Eg. Performers, people, a composition that captures the essence of the airshow experience. Air to Air - Photos taken from one flying aircraft of another flying aircraft. Artistic - The topic of the photo may fit another category but something about the elements of composition (color, lighting, textures, emotion) make us go oooooo! or wow! We do not focus on entries that are greatly changed by computer software like Photoshop. Rather, the original photo stands on its own without excessive tweaking. Classic & Vintage Planes - Self explanatory; the main topic is the classic or vintage aircraft, on the ground or in the air. Family and People - These are photos that focus on the people within an aviation scene. Scenic Views - These tend to be photos taken from an aircraft offering a lofty vantage point. They may also be scenes from the ground with an aviation theme.
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Page 13
The Trojan Horsemen at the Marblehead Maritime Festival
2013 Photography Contest Reader’s Choice: How It Works Photographers submit their photos by March 31st. The judging panel reviews the hundreds of photos that are submitted, and selects the top 3 photos for each category. The top three photos in each category will be posted in the May issue. Readers will e-mail their choices to Sandy@AFlyer.com. The votes will be accepted until June 9th. The winners will be announced in the July Issue. Ask your friends and neighbors to vote! Please submit choices for every category as well as a Grand Prize Winner.
The date was August 20th 1912; 30-year-old Marine Corps First Lieutenant Alfred Austell Cunningham strapped into the Curtiss seaplane and flew into history. Cunningham had been intrigued by flight from an early age and joined the Marine Corps in hopes of flying even though the Corps did not yet have an aviation program. Cunningham persevered and managed to convince his superiors of the strategic importance of aviation, he was sent to the aviation camp at the Naval Academy in Annapolis to learn to fly. In those days, the aircraft manufacturer gave flight training so the Lieutenants next stop was Marblehead Massachusetts and The Burgess Aircraft factory. Although Cunningham had rented a plane on his own and had begun teaching himself to fly, two hours and forty minutes of official training from the Burgess staff was all he received before his solo. The solo took place in Marblehead Harbor and was in a Burgess built Curtiss Seaplane, the very moment the hull left the water Marine Corps Aviation was born.
from their airshow duties at the Westover ARB to make a few passes. The Collings Foundation F4U5NL and the American Airpower Museum’s FG1D. The Trojan Horsemen T-28 Demo Team put up two aircraft over the skies of Marblehead as well. Flying lead was Doug Hulse in his B model T-28 and on his wing Luc Joly in his C model. Luc soloed at the age of 16 in a Stampe SV.4 and followed in his father’s footsteps to become an airline pilot. While his day job is flying 757’s and 767’s his love of warbirds led him to purchase the T-28 back in 1998, Luc became formation qualified that same year and flew his first show with The Horsemen in 2006. Luc is from Sag Harbor NY and flies the T-28 out of East Hampton (KHTO).
This year, as part of their Maritime Festival, the town of Marblehead honored the centennial of Marine Aviation. Downtown there was a parade and four USMC helicopters landed on the soccer fields of The Village School. An AH-1 Cobra, a UH-1 Huey, a CH-53 Sea Stallion and a vintage Sikorsky H-34 all participated in the weekend’s events.
Doug Hulse is a business owner and calls Sky Manor (N40) in Pittston NJ home base. Earning his private in 1985 Doug caught the warbird “Bug” during a visit to Oshkosh’s AirVenture and decided a T-28 was in his future. He has owned his B model since 2003. Doug attended his first Formation Clinic in 2005 and flies regularly with three other Trojans in the NY/NJ area. In addition to the T-28 he pilots a V-Tail Bonanza and a Mitsubishi MU 2 in support of his business. As much as Doug loves to fly, there is no greater thrill in his life than watching his son fly and close in on his time to fly the T-28.
In addition to the festivities on the ground there was excitement in the air as warbird formations took center stage. Two Corsairs took a break
Story and photos by Bruce Vinal Jr. (2012 Grand Prize Winner of the Photography Contest)
The photos will be posted on our website www.AFlyer.com as well as in the May Issue. Thank You for particiating! Pilot Doug Hulse
Pilot Luc Joly
Page 14
February 2013
Hot Air, Wings and Flying Things by Jim Ellis Southwest Airlines Founder Kelleher Wins 2012 Cabot Award The Godfrey L. Cabot Award is one of the nation’s most prestigious aviation awards. It is presented by the Aero Club of New England, the oldest Aero Club in the western hemisphere and the second oldest in the world, to individuals or groups who have made unique, significant, and unparalled contributions to advance and foster aviation or spaceflight. Past recipients of the award have included Igor I. Sikorsky, Gen. James Doolittle, Gen. Charles “Chuck” Yeager, and the Rutan Voyager team. The 2012 recipient of the Godfrey L. Cabot Award was Herbert D. Kelleher, Founder and Chairman Ameritus of Southwest Airlines at the Harvard Club in Boston. The award was presented to Kelleher in recognition of his dynamic leadership at Southwest Airlines, and for the innovative changes he has made throughout the aviation industry.
have any profits it is easy to set up a profit sharing plan.” But eventually the profit sharing plan increased Southwest employees’ annual salaries by 10-15%. Southwest was a leader in lobbying for deregulation, primarily to win the right to become a national carrier. He said that Southwest Airlines has been profitable for 40 consecutive years.
Herb Kelleher accepts the 2012 Godfrey L. Cabot Award rette and an ambulance came by with sirens blaring. The thought occurred to him that someone was coming after him for smoking, and he said “Boston must be really sensitive to people smoking.”
Kelleher said he calls airline security “The Burlesque Show”. Discussing pilots, he gave a zinger to helicopter pilots, saying”… people that fly helicopters, we all know they’re psycho”. Smiling at George Antoniadis, who runs the Alpha Flying organization which operates a fleet of charter Pilatus PC-12s out of Portsmouth, NH, he said sarcastically “George and I both love the FAA”. He ended his talk by saying that a little girl once wrote in a school paper: “Socrates was a philosopher. He talked a lot. They poisoned him.” And with that he ended his talk.
Saying how pleased he was to be there, he said “When you’re from our industry, you don’t get invited out very much.” Starting his talk with humility, he said “I stand before you a fraud, a charlatan. It is the people of Southwest Airlines who won this award. I am their surrogate.”
Herb Kelleher and Alpha Flying’s George Antoniadis Kelleher was introduced and provided background information on Kelleher and his career was presented to those present. Herb Kelleher was born March 1931. He got his Juris Doctor (legal) degree from New York University. Legend has it that initial plans for Southwest Airlines were sketched out on a table napkin at a restaurant in San Antonio, TX. Southwest Airlines, which started operations in 1971, was known for “daring to be different” and for avoiding hub-and-spoke systems so popular with other airlines. Under Kelleher’s direction, Southwest grew into one of the “top 5 most admired corporations in America”. Kelleher stepped down from the role of Southwest Airlines CEO in 2008. Kelleher, who is known as someone who will probably never quit smoking, joked that when he got picked up at the airport by the ACONE past president Georgia Pappas, he was smoking a ciga-
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Kelleher said that Southwest Airlines started out as an intrastate airline flying within Texas. He said that the Civil Aeronautics Board (CAB), which opposed allowing Southwest Airlines to fly outside the state of Texas, actually wrote a report admitting that the CAB was a barrier to airline competition. Kelleher said that at the time Southwest Airlines started, 85% of Americans had never flown on an airliner. He said he had to spend a great deal of time on court cases and legal action. He had to go to the Supreme Court to allow Southwest Airlines to fly outside of Texas. He agreed to work for nothing and to pay all court costs. Initially Southwest flew out of Love Field in Houston, and was opposed by Braniff and Continental Airlines, who did not want the competition. Kelleher joked about how few passengers some early Southwest flights had. He said during the early days his sister-in-law called him and said how good the service was on a Southwest flight. He asked her how many passengers were on the flight. She replied “Just me”. He said service should be good with three stewardesses to one passenger. Kelleher set up the first airline profit sharing plan in 1973. He said humorously “If you don’t
Thomas Hudner and Joseph Passifiume
The Aero Club of New England was honored to have a Congressional Medal of Honor winner in attendance at the Cabot Award ceremony. A Naval Aviator and a retired U.S. Navy Captain, Thomas J. Hudner, Jr. was awarded the nation’s highest military honor for his extraordinary attempt to save his crashed wingman during the Korean War. When Hudner’s wingman was shot down near the Chosin Reservoir, Hudner intentionally crashlanded his own aircraft near his wingman’s burning aircraft in an attempt to save him. A new guided missile destroyer was recently named in honor of Hudner. Past ACONE President Gary Kearney (who was a Naval Aviator and flight surgeon) and incoming ACONE Vice President Joseph Passifiume presented Hudner with a framed plaque in appreciation for his service to his country.
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Page 16
February 2013
GREENWOOD LAKE: “THE BIG LITTLE AIR SHOW”! Greenwood Lake New Jersey had a little Warbirds Air Show on August 18th and 19th last summer. My shooter friends told me about it; I never heard of it. I wanted to see what it was like. Little did I know that it would be in total contrast to the recent gigantic air shows that some of us have attended lately like the Andrews AFB Air Show in May that got well over 300,000 people. But Greenwood Lake was to be special. It was to be a combination of a 1920’s Barn Storming Show, a “Flying Circus” and a fun Block Party! I left the flat wide open runways called “I-287” to northern New Jersey to venture on to the twisting hills and dangerous “S” curves of “Skyline Drive” and “Greenwood Lake Turnpike” towards West Milford New Jersey. It was forest and hills everywhere. How could there possibly be an airport here in the mist of this Northern New Jersey version of the Swiss Alps. But then “Air Show” signs and police officers suddenly appeared and directed me to a rutted and abandoned old ex-4 lane highway with pot holes large enough to swallow up a tank – kind of like a “Twilight Zone” in a parallel universe of an abandoned highway and large abandoned parking lots. I drove under a high and large deteriorating wooded “A-frame” gateway structure. We were high up in a rutted lot, in a forest looking “down” on hills and mountains below us. I said to myself, “Self – Where can there possibly be an airport in all these hills, curves and forests?” Following the officer’s directions, our small line of plane-chasers followed a narrow dirt path through a forest down the hill and there it was in the early morning haze – a flat piece of real estate almost on top of a mountain, a concrete runway, ramps, planes all called “Greenwood Lake Airport”! I later found out the “History” to these surrounding forests, old roads and old parking lots at the airport edge. From 1972 to 1976, Greenwood Lake Airport was called “Nairobi Airport” (!) The airport even went so far as to paint many of its based aircraft in black and white Zebra Stripes on the full fuselages. “Why?” you say? Well, back in the ‘70’s this forest adjacent to the airport was known as “Jungle Habitat”, a 1,000 acre Theme Park owned by Warner Brothers of Hollywood fame. That large decrepit wooded archway that I drove under while entering was once the main entrance to the Safari-themed Park called “Jungle Habitat”, right at the airports edge. It had 500,000 visitors, 1,500 animals and, among other attractions, the park featured a Drive-Thru Jungle Safari in which animals - yes, lions and tigers – were permitted to walk right up to your own passing car. Bugs Bunny and Looney Toons characters were also there in the Disney-Like theme park with a train ride that stopped at “Jungle Station” near the Airport fence. You could fly up in your Cessna 172, tie down and pick up the tram to have breakfast with the Tigers. Wild! “Jungle Habitat” closed in 1976, not because no one went there – they had large crowds and was very successful – but because there was local community opposition to Warner Brothers desire to expand the successful Park. The city said “No” and the Park said “Goodbye”. The tigers left, but the planes stayed, minus the zebra stripes! As we walked through the narrow path in the forest no tigers or lions were heard, only the memory of what was. I was like “Indiana Jones” discovering the “Temple of Doom” but this time it was the Greenwood Airport that I discovered. Going down the pathway, WW2 Army Reenac-
William Sarama tors, a large collection of block-party tents selling all kinds of things, food tents, a car show, warbird planes and way in the distance, a sight I never expected, the triple tail of a Connie! Could it be, here in the middle of nowhere! Well, this little air show had something for everyone. It was an “Air Show Block Party”! As I headed for Show Center and the planes, I passed a small group of WW2 military reenactors with tents and army trucks and half-tracks. There were “Luftwaffe Air Crew” reenactors and the troops from the “Easy Company 506th Parachuting Regiment”. There was one trooper who played a perfectly costumed NCO from the Imperial Japanese Army of the Pacific War. It was like a scene from the movie “Bridge on the River Kwi”. It was no “Reading WW2 Weekend” but still interesting. Continuing, I passed the many vendor tents that gave this show the feeling of a Circus Midway and a NYC Block Party at the same time – kind of like the old Sussex NJ Air Shows of years back. What an assortment of “stuff ” for sale. Want a flu shot? RN’s from Dr. Barsi’s Office and the FAA Medical Examiner were giving them. The “Mid-Atlantic Great Dane Rescue League” (www.madrl.org) had 10 super-friendly Great Danes that slobbered all over you that they had recently rescued. “Wild Bill’s Soda Pop” was there – buy a large mug ($15) and get soda refills all day for free from different kegs. Then there was “Saving History With Art” - give the man any object and he will paint it full of cartoon characters, even a car; there was a 1928 restored Ford Model A Roadster Pick-Up Truck all “Tooned” up. And there were many more tents. Unusual food too – “Award Winning Island Noodles”, Zepolle and Philly Cheese Steak “correctly done”, and of course hot dogs. Next was the Car Show; 50 old cars sponsored by “DeMann Motor Sports. My favorite was a orange Dodge Charger with “01” on the door from the “Dukes of Hazard’ fame. Next-door was a great ‘60’s Band with Eric DeLaur, a perfect “Frank Sinatra” impresario. Next I found out what those three tails were. It was a real Lockheed “Connie” aircraft, fully intact but connected to the Airport Restaurant at the FBO terminal. The interior seating area had been gutted except for the flight deck and refurbished
William Sarama
with wood paneling and VCT flooring and now was used for meeting and banquets. What a spot to have your wedding reception in! This Lockheed Constellation (N9412H) was a C-69 and conformed to L-049-46 specs. Air France was the first owner of this 1946 airframe (F-BAZA) and sold it upgraded to TWA in 1950 and was christened “The Star of the Azores” and was later sold in 1959 by TWA. It served many small airlines after that and was re-christened “Champaign Lady” in 1969, as she is now known as. In 1976, Frank Lembo, owner of the Greenwood Lake Airport, bought her for $45,000 for use as a restaurant and lounge with a stairway that connected it to the main restaurant. The plane went from restaurant, to pilot shop, to office, to flight school, to currently a banquet party space. In 2000 the State of NJ bought the Airport and with it the “Champaign Lady”. Recently fully renovated, the Connie continues to be quite an attraction at the airport and is worth a trip up here to see it and walk into the cabin. Next to the Connie were a collection of tents with WW2 veteran heroes that made it seem more like the Reading show. The largest tent housed the “Army Air Forces Historical Association”, based in Oradell, NJ. It had many historical artifacts of WW2 and photo collections of some 85 individual histories from WW2 aircrew members as well as selected USAAF Squadron histories. Today they even had a special exhibit of NJ WW2 history featuring Atlantic City’s efforts in the War and a display on General Tommy McGuire of NJ. There was also a special exhibit on the “WASP’s”, those heroic women pilots that ferried the AAF aircraft to the war front and also a fully operational Nordon bombsight of B-17 fame. Near this tent I met 2nd Lt. Widowski, who served as a navigator with the 509th Composite Group on a B-29 called “Top Secret”. His crew, called “V-72”, flew as the Hiroshima mission stand-by crew stationed at Iwo Jima. If “Enola Gay” malfunctioned reroute, it would have landed on Iwo and its Atomic Bomb would have been transferred to the “Top Secret” B-29 to continue the mission but to be still flown by Col. Paul Tibbets and his original crew. Lt. Widowski also flew the advance B-29 weather mission for “Box Car” for the later Nagasaki mission. Next I was happy to talk to Lt. Robert Krause, a US Naval Aviator, who flew 0S-TU “Kingfisher” and N3N Float Plane missions in Pacific War. He went on to Primary Instructor School teaching the Brits how to fly the notorious N2S Sterman “Yellow Peril” aircraft in Minneapolis. He later went on to NAS Pensacola, then Law School, and finally, would you believe, he is still a Senior Partner in his own Law Firm in Hackensack at the age of “___”! I later spoke to Lt. Gottfried Dulias, a former WW2 Luftwaffe Messerschmitt pilot who flew Me109G+14 fighters with JG-53 Squadron in Budapest. He was a 5-time “Ace” without actually killing anyone. In 1945 he was shot down over Russia and was imprisoned in a Stalingrad “Gulag” and was not released until 1949, yes, 1949. His book, “Another Bowl of Kapusta” (Russian cabbage) is about his war stories. Finally the air show had two distinguished “Tuskegee Airmen” present: Maj. John L. Harrison, who flew P-47 Jugs in WW2 and later went on to fly F-86 Sabres in Korea, and Lt. (and Doctor) Eugene Richardson, who flew P-40’s and P-47’s in the War. They were both members of the “Red Tails”, the 927 member segregated black group of aviators, all trained at Tuskegee Army Air Field in Alabama, that flew highly successful
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B-17 and B-24 escort missions over Europe, North Africa and Italy in P-40, P-39, P-47 and most famously, P-51 Mustang fighter aircraft. A recent movie, “Red Tails”, told the vivid story of the heroic Tuskegee Airmen in WW2. Right next to the WW2 tents was the Douglas C-47 Skytrain called “Second Chance” which was appropriately painted in olive drab with whiteWW2 “Invasion Stripes” and drew lots of walkthroughs. The static line had some great warbirds. There was a yellow Navy SNJ, two blue Boeing PT-17 Stearmans, a silver 2-seat Fairchild PT-23 trainer, a blue PT-23. a grey L-16A Observation piper and a Cessna U-3A “Blue Canoe” transport. There was some “heavy metal” brought in from the American Air Museum at Republic Airport in Long Island: the C-47 Skytrain and the North American B-25 Mitchell Bomber “MissHap”, which is the oldest B-25 still flying. Built in 1941, this B-25 was the personal VIP aircraft of General Hap Arnold. It never left the States and was later bought by Howard Hughes. There was an L-29 “Delfin”, little brother to the L-39 that was built in 1971 by Aero-Vodochody in Czechoslovakia. John Socolof is its pilot and it resides in New Castle, DE and is in perfectly mint condition today. The Flying Show is what made this into a “Barn Stormer” 1920’s air show. It was a combination of comedy and sheer flying skill. “Hot Wire Harry and the Great Escape” stars Mark Sorenson as “Hot Wire Harry”, an “escaped convict” in an orange “Prisoner” jumpsuit, who later runs out to the ramp and steels a white J-3 Piper Cub, and Jeff Moss, as Sheriff Roscoe “Mad Dog” Turner. It’s a real “Dukes of Hazard” police car vs. plane chase when Harry “steels” the J-3 with the Sheriff in hot
Don Spering pursuit until Sheriff Roscoe “shoots” down Harry and “captures” him with a hard tackle on the grass when he tries to run, all with the “Dukes” chase music playing! What a chase! A second similar comedy flying act was Kirk Wicker and his yellow J-3 Piper Cub taking to the air by a pilot who can’t fly at all after stealing the “Cub”. Trying to bring this guy down was hilarious! The real “Barn Stormer” act was Jane Wicker, (yes, they are married!), who loves to either strap herself on to the top of the wing of a bi-plane at centerline or hang from the spars at the far end of the wing while the plane is at max knots and looping and rolling. No PeptoBismol for her! The plane is a 450 hp supped up Stearman Aurora painted up in a multi-colored wild design. While she is running around the wing in mid-air, she is flown by her pilots, Brian Rosenstein, and, oh yes, Kirk Wicker (!) There were also two bright orange Yak-55’s with tiger stripes that made up the “Twin Tiger Air Shows” Demo Team. They provided an outstanding 2-ship aerobatic performance. Mark Sorenson flew lead in “Titus” and Buck Roetman was wingman in “Zeek”. Both pilots played the part with tan “Safari” outfits and Aussi wide brimmed jungle hats. Charlie Schwen-
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ker, in his red, white and blue Walter Extra 300 and Gary Ward in his Day-Glo green carbon fiber 350 hp monoplane both performed outstanding aerobatic shows. Lt. Col Kevin Russo, a current USAFR C-17 pilot at McGuire, next went up in his brightly colored Navy SNJ-6 for a great routine with another T-6. The highlight of the Greenwood show was the “North East Raider Demo Squadron”, a 6-ship team made up of Yak-52’s and Nanchang CJ-6 aerobatic aircraft currently still made in Russia and China. The team is part of the “Red Star Pilots Association”, a non-profit group that specializes in the preservation and flying of aircraft from the former and current communist block nations. This team is based at the FlyingW Airport in southern NJ. I was lucky enough to be introduced two years ago to some of the team members by Don Spering of A.I.R., the team’s official photographer. On this day, Tim “Teflon” Stevens, the slot pilot, showed me the planes up close on the hot ramp. Each has its own unique color scheme depicting the different colors of the Russian and Chinese air forces now in use. The Raiders went up and did a real “Hot Show” for the crowd. The flying day ended at 4:30 when the local fire trucks that were on fire and crash duty came screaming down the runway. No worries. It was just their way of “Departing The Area” in style! I left about 5 with no delays, back to the twisting roads that led out. I knew this was wild mountain country when I saw a large sign that said “Skyline Drive Open (Closed)”. Then I wondered what it’s like in the winter up here. Yes, it certainly WAS an unusual day at the Greenwood Lake Air Show! By William Sarama Photos by William Sarama and Don Spering
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February 2013
Accomplishments
FIRST SOLO
KING Aviation Sean Moody John Joyce
Dan Smith CFI Dave Lawrence CFI
North Central Flight Center Prescott Wing Henri Gautschi CFII Premier Flight Center, llc Josh Zisa Gerald Wilcox Kyle Farringer Ryan Bennett
John Lampson CFII Warren Webb CFII Tim Chase CFII Tim Chase CFII
Winter Operation Tips
PRIVATE PILOT KING Aviation John O’Neill Premier Flight Center, llc Dave Chapdelaine John Seldorff Adam Ludlow Matt O’Brien Akrum Sheikh
Dan Smith CFI Tim Chase CFII Tim Chase CFII John Lampson CFII Warren Webb CFII John Lampson CFII
To have copies of the Atlantic Flyer delivered to your aviation related business or airport lobby, email Sandy@AFlyer.com or call 203-458-3348 We can send bulk for Special EventsGive us at least a month lead time.
With freezing temperatures the normal across the northeast, taking some extra time and steps can save your engine a lot of unnecessary wear and tear. About 80% of all engine wear comes from your starting sequence, so by taking these steps in the cold weather is as important as any other preparations we do as pilots. 1. We don’t all have heated hangars, so when the temperature drops below 40 degrees, you’re going to want think about finding away to preheat your engine. There are many methods in use including, propane burners, electric heating pads that are attached to the oil sump and cylinder bases, electric hot air fans the operate on a thermostat, and last but not least, the tried and true method of an engine cover and a couple 100 watt light bulbs. Whichever you choice preheating in essential to prevent excessive engine wear. 2. Now that your engine is warm let’s talk about starting. Although your engine is warmer your battery is not. This can result in poor cranking power. As a rule I tell people, 3 to 5 blades, STOP, change something, repeat 3 times. I’ll explain this rule, crank the engine if it has not started after 5 blades, 2 and a half rotations, stop, add more fuel (primer) or air (throttle) and try again. Repeat these steps 3 times, if your engine still doesn’t start (and it should), think about consulting your mechanic. By only cranking 3 to 5 blades, 3 times you avoid excessive wear of your engine and possibly cranking your battery until its dead. 3. Now that your engine is running and your battery is not dead, take a couple minutes and let the engine run at the lowest rpm it will smoothly run at, usually around 800 to 900 rpm. Once the oil temperature comes off its peg, it’s safe to add sufficient power to taxi. Avoid bringing the engine up to rpms over 1500, until the oil temperature is in the green. Similar steps should be taken during shut down. Allow the engine temperatures to stabilize by letting the engine idle for 2 minutes before moving the mixture to ICO. 4. Research your aircraft and see if there is a winterization kit for the oil cooler and cowl openings, most Pipers and Cessnas have a winterization kit that should be installed when temperatures drop below 50 degrees. By taking these extra steps and knowing your aircraft, you can save yourself costly repairs. After all winter flying offers some of the most beautiful landscapes the Northeast has to offer. By Don Swift
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
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
978-774-7755 www.beverlyflightcenter.com Eagle East Aviation 492 Sutton Street North Andover, MA 01845 www.eagle-east.com
Westfield Flight Academy-BAF 111 Airport Road Westfield, MA 01085 Twitchell’s Airport & Seaplane Base 413-568-5800 (3B5) - 40 Airport Road www.fivestarflight.com Future Flyers of CT Turner, ME 04282 New Hampshire 94 Wolcott Rd Contact: Dawn or Dale Twitchell Concord Aviation Services Simsbury, CT 06070 www.twitchells3B5.com 71 Airport Road 860-819-3717 Concord, NH 03301 Massachusetts http://futureflyersct.com/ 603-228-2267 Alpha One Flight School Premier Flight Center - HFD 246 South Meadow Road www.mv.com/ipusers/confbo Hartford-Brainard Airport Plymouth, MA 02360 Green River Flight Center 58 Lindbergh Drive 508-747-1494 11 Aviation Drive Hartford, CT 06114 Keene, NH 03431 Berkshire Aviation Enterprises,llc Contact: Gary Ciriello 603-352-2599 (GBR) - 70 Egremont Plain Rd. www.PremierFlightCt.com Great Barrington, MA 01230-0179 Florida Hampton Airfield GreatBarringtonAirport.com Europe-American Aviation Tail Wheel Instruction Diamond Brilliance Flight Center Beverly Flight Center 9 A Lafayette Road 200 Aviation Drive N, Suite # 6 West Side North Hampton, NH 03862 Danvers MA 01923 Naples, FL 34104 603 397-0367
Monadnock Aviation 80 Airport Road Keene, NH 03431 603-357-7600 Rochester Aviation 238 Rochester Hill Rd Rochester, NH 03867 603-479-6845 www.flyskyhaven.com Signal Aviation Services 58 Airport Road West Lebanon, NH 03484 603-298-6555 New Jersey Andover Flight Academy PO Box 239 Andover, NJ 07821 973-786-6554 www.andoverflight.com/ New York Randall Airport P O Box 3062, 100 Airport Rd. Middletown, NY 10940 845-343-5965
North Carolina ISO AERO SEVICES 1410 North Kerr Ave Wilmington, NC 28405 910-763-888 Pennsylvania Gateway Aviation 1730 Vultee Street Allentown, PA 18103 Contact: Bradley Snyder 610-797-7942 Brad@gateway-aviation.com www.gateway-aviation.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 764 East Smith Street Timmonsville, SC 29161 843-229-4845 www.instrumenttraining.com
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The Day My Engine Quit Twice And How I Repaired It - At Age 17 I clearly remember the day in 1953 when my engine quit twice on an Aeronca Champ. It was amazing to suddenly be looking at the wood laminations of a dead stopped propeller. I was seventeen years old with thirty hours. It was very quiet with just a little air rushing by. My two uncles were fighter pilots in WW2 and my aunt flew twin and four engine bombers as a WASP pilot in WW2. She also towed targets for gunnery practice for the male pilots. My third uncle was a radar man and earned a Private Pilot license part time. It seemed to me as a teenager everyone flew so it was natural that I started hanging out at the former West Brookfield, MA airport mowing grass and fueling airplanes. At the time of this flight I was studying for my A&P licenses at the former Putnam Technical School, Putnam, CT, now the Connecticut Aero Center at Brainard Field, Hartford, CT. I was working part time weekends and summers as an apprentice aircraft mechanic for Bert Marona, the shop manager at the airport. Bert was a great mechanic and a terrific person who had taken me under his wing and had become my mentor. To get in time for my Private Pilots License I would fly one hour each day at noontime. At 12 noon each day I would take my sandwiches, take off and eat the sandwiches as I climbed out. At around 2000 ft., I throttled back to practice stalls while looking at the left wing angle. That’s when the engine quit the first time. I immediately picked out the biggest field around and started gliding towards it with the propeller wind milling. As I came in over the tree line two things happened simultaneously. First the engine started running full boost and secondly I saw there were huge boulders in the field that I could not see from a distance. If I started across the field and the engine quit I was going into the woods on the other side for sure. If I throttled back and tried to land there was a really good chance of hitting a boulder! Strangely I do not remember being scared whatsoever. The fear I did have was that the airplane was not insured. For an instant I visualized calling Bert from some farmer’s house while looking at the crumpled up Champ, a total loss, resting on some boulders. In an emergency people can come up with a plan in a millisecond or less. I know I did! I had been trained to do tight spirals and side slips so I decided that I would start spiraling up around the edge of field so that if the engine quit again I could spiral back down. With some major sideslipping I could get in, thus being no worse off. I kept spiraling up and the engine kept running. I finally got up to about 2500 ft. and I could see the airport about five miles away. I decided to try to get to the airport by watching the fields below for landing sites. The engine continued to run and I pulled into the airport pattern and throttled back whereupon the engine quit a second time. This time there was no novelty to seeing the prop stopped. I was mostly disgusted so I shut off the mags and concentrated on making a dead stick landing in the middle of the field. When I got out of the plane there was
gas running out of the engine; so I shut off the gas with the shutoff valve and started walking in to the hangar. Bert was busy as I walked in and he said, “I did not hear you come in”. I answered; “I quit on me. It is out in the middle of the field”. Bert, myself and two other men walked out and pushed the Champ in. Next Bert said; “Harvey take the carburetor apart”, which I did. On disassembling the carburetor I found the culprit. A tiny piece of rubber had gotten into the float valve jamming it open. When I throttled back the engine loaded up with gas and stopped. Conversely, when it wind milled with the throttle open it cleared out the excess gas and started running normally. The cause of the stoppage was found. Proof positive! By the time I got the engine back together and got the cowling on it was 5 o’clock. I was tired and ready to go home. Bert said,” Harvey, fly it around the field’. I knew for sure it was fixed, but I looked at the airplane and I just did not really feel like flying it. Of course Bert knew that and wanted me to get over this episode by getting right back in the airplane and flying it. I put on my best confident face, flew it around the field and tied it down. I told Bert “It runs fine” and I went home. Now the Kicker: The kicker to this whole story is that years later I realized that I had never told anyone about the first engine failure or about my millisecond decision to spiral up which probably saved the airplane! I really did not mean to keep it a secret. It’s just that in all the excitement, and at seventeen, it never occurred to me to mention it! By Harvey Smith About The Author: Harvey Smith has an A&P, a Private Pilots License and a BS Degree in Aeronautical Engineering. Mr. Smith was the Design Project Manager on the Apollo Backpack used on the Moon. Smith was the Design Project Manager on the Apollo Backpack used on the Moon.
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February 2013
C L A S S I F I E D S 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 FOR SALE
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 $16,900. Gerold 843-601-2427. www.instrumenttraining.com 1977 Piper PA28-161: IFR cert, 239SMOH, 4600TT, Annualed 9/12, Garmin GPS 430W, KNF 80 plus King radio, new seats and carpets, paint 3-4, interior 8, 4-place intercom, tannis heater, Milleneum cylinders, new cover, no damage history. Nashua, NH. $49,900. arghamsari@yahoo.com, 781-7716969. 1973 Pitts S1C built 1974. TTSN540, TSMOH145, Lycoming 0-320 160hp rebuilt city engine, 883 Sensenich prop, B&C light weight starter, Bendix injection carb PS-5C, christen inverted oil, always hangared. $19,500. 413-596-4234
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.
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. 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 KLWM Based: 1/3 Share 1964 Cessna 172 E. 3300 TT: 160 SMOH Continental 0300D. NARCO Nav/Com, GPS, 4-Place intercom Mechanically sound all ADS’s C/W Current annual. Reliable, inexpensive flying. $4,000 Call Jeff 978-346-4920 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, 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
AIRCRAFT PARTS & EQUIPMENT PARACHUTE SHOP – inspections, repairs, repacking, sales new & used. www.parachuteshop.com. Pepperell Airport, Mass. (978) 433-8550. 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
SERVICES 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. Interior detailing, for piston singles and twins by A&P. Will do Windscreens, carpets, seats and upholstery. Please call Don Swift at 401-545-0832. JB AERO & Son - 32 years experience re-covering fabric covered aircraft. Complete restorations, inspections, alterations, repairs and engine overhauls. 802-434-3835. http://fabricaircraft.com/ Twin County Aviation Services, Hillsville/Galax, VA (KHLX) Annuals, STC’s, general mainatenance including wood, tube, and fabric.Hangaring space in heated 100 x 100 hangar with 24/7 security. Scott: 276-728-2162.
HANGARS Danbury Sale or Rent: Modern hangar, electricity, heat, bi-fold door, epoxy floor. Bob 203-3211073 or Bob@Barkerbox.net Beverly East side: Hangar, space & Office Space, Elec/heat, bathroom. Call 978-376-6426 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 through April. $450 per month. Call 978697-6002 Taunton Airport (TAN) Metal t-hangar for rent. Bi-fold door, plenty of electric. No lease, $290. 609-226-9976. 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: Recycled 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. 908-3628965, 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. You get actual in the clouds experience. Up to 40 hrs in PA28-150 with Garmin 430W GPS. $5695. No Simulator. I work with one student at a time. www. instrumenttraining.com or call 843-601-2427.
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C L A S S I F I E D S Multi-engine Training- Seneca I, Westfield Flight Academy - 6 hours dual and 3 hours ground$1,950.00. Block time rates available. BAF Barnes-Westfield, MA Call 413-568-5800 or Steve 413222-3766 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. Twin County Aviation Services, Hillsville/Galax, VA (KHLX) SEL Flight Training in 172F, $140/hr. net, 42yrs. as CFII. Block discount available. Scott: 276-728-2162.
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. A&P/IA Mechanic-Immediate opening, Wilmington, NC. Establishing new maintenance facility. Two years+ experience preferred. GA aircraft to light jet. Contact: FAX-(910)763.8820; Email-tremblayann@yahoo.com. 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. Installation/service technician needed to install accessories that interface with both the mechanical and electrical elements of CNC machines. Most work is performed individually after traveling to customer site. Work out of own home when not at customer sites. Requirements: Good mechanical and electrical skills; Self starter and able to work alone; Ability to travel with 2 overnight stays per week on average; Lives in or around Hartford, CT area; Experience with CNC machines a plus; Pilot and access to aircraft a plus. Salary Range: $45k – Upper negotiable dependent on experience, excellent benefits. Email resume to: paul@ cssflys.com PILOT JOBS - Current Pilot and CFI job listings updated daily. Helping pilots and CFIs find jobs since 1997! Www.FindAPilot.com
MISCELLANEOUS Business Space available, Hillsville/Galax, VA (KHLX) 24’ x 80’ office space and FBO Roughed in for full bath. Build-out to suit. Scott: 276-728-2162. HANGAR DOORS - Accepting orders, The X-treme Hangar Door. Unique inexpensive Custom Built
Hangar Door Kits. Easy assembly by one or two people with a step ladder, any size, can ship anywhere! Call or e-mail to request an Information Flyer. Contact Jon Estis at info@campredwood.net or cell, 914-213-1878. 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 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. Mike Leighton has owned more than 70 different aircraft. Topics like fuel management, flight planning, reluctant passengers, weather, the FAA, buying and owning an aircraft, are all discussed with humor and whit. Mike has more than 4,500 flight hours, earning his Private, Commercial, Instrument, Multiengine, Flight Instructor, Instrument Instructor, Multi-Engine Instructor, and ATP ratings. He is a current a flight instructor, licensed A&P mechanic and a former FAA Accident Prevention Counselor. 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 561752-3261.
WANTED Pre 1944 era military inflatable decoys. I’m searching for a 1942 or 1943, U.S. Rubber Company or their affiliates inflatable, B-26, Sherman tank, personnel carrier truck or artillery piece manufactured for the U.S. Army. Please email details, in any condition to: johnc_ilio@yahoo.com
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Page 22
February 2013
Common Cause
by
Mike Sullivan
Did you survive the holiday season; perhaps get a chance to visit the LSA Show at Sebring, Florida last month? Most of the country was in the ice box, so a visit to the sunny south would be a nice change from shoveling snow. It is also the season where AOPA and EAA tell us how much they have done for us last year, and what they will focus on in 2013. Reading their game plans, one gets the sense they are lining up their defenses against more federal restraints on general aviation, protecting our rights to fly and keep airports, and soliciting funds to keep their programs and organizations going. They emphasize all the things they are doing for us, only one of which is finding new pilots. Yet this is the key to their, and our, survival as a community. Without more pilots, all their efforts are for naught. So how many plastic pilot certificates did the FAA actually issue? This is the actual measure of how many active pilots exist today. Did you ask the FAA or AOPA? Not 600,000 for sure. How many current medical certificates have been issued by the FAA? Excepting our sport pilots, this is an accurate metric of how many pilots are actually authorized to fly today. Take these counts, and subtract about 5,000 less pilots per month just due to natural deaths and other causes. This is the problem we are faced with: how to at least replace these declining pilot numbers to stabilize our community, no less grow it. The trend is very clear: fewer pilots to buy your plane when the time comes to sell.
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So what works against us in finding and supporting new pilot candidates? Certainly the time, effort, and cost are factors to be acknowledged and mitigated, but WE all met those challenges with passion and determination. The real obstacle is the perception of risk of flying small planes, not helped by the general media that highlights every accident that occurs, some being local incidents and some fatal tragedies. For every media story across the country that broadcasts an aviation accident, ten thousand parents and persons walk away from the possibility of even exploring anything to do with GA. With an average of ten incidents a day across our nation, we lose the opportunity to interest 100,000 people in potentially becoming pilots just due to fear. That’s the challenge and impact we face every time one of us makes a mistake in a plane, on an airport, or in the air. Let’s be clear: AOPA and EAA have established and funded many wonderful safety efforts, using pilot education and awareness programs as fundamental ways to improve the GA accident rate. As the statistics clearly indicate in the annual Nall Report, progress has been frustratingly incremental over the past ten years. More safety classes, courses, and meetings have not been effective. More than just continuing education and reminders are required. More contributions will not solve this challenge. We need to change our behavior. Distasteful words for sure. Common Cause: If we don’t change our behavior and dramatically reduce the accident rate, then the current rate must be an acceptable tradeoff for our current freedom to fly, as well as the continuing decline in the pilot population. Many of us fly because it’s fun, and we love it. When we get sloppy or careless, it can become less fun. When the fun runs out, the risks can become very real, and a bad result impacts the entire GA community, thanks to the media coverage. Please be careful when you fly; be more careful. When in doubt, don’t. If in doubt, check again. Fly safer; it’s really important that we do. Mike Sullivan CSMEL, CFI KHEF C177Pilot@Live.com
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Page 23
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