Atlantic Flyer - January 2013 Issue

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ATLANTIC FLYER © 2012 • 27 Years In Publication

• From Maine To Florida • In over 1,200 Locations

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IN THIS ISSUE: Stories: The Secret Is Out! ATC and Computers Remarks Wellingtons to Halifaxes Pt 3 The Last Flight Out Flabob Airport Eleuthra part 2: Governor’s Island Airshow Performing Pilot Briefing Let the Show Begin!

A Wedding and an Airplane Best Kept Secrets #8 A Wild Bill Christmas Is It Too Late For GA Resolutions

Fun Stuff: Classified Ads Cartoons: Chicken Wings, Smiling Jack

Flying to Warmer Climes

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Editors & Publishers Richard Porter

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Unsolicited stories and photos are welcome, please submit by E-mail to Richard@AFlyer.com Sandy Porter

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Requests for classified advertising, meetings, and checkpoints can be submitted by E-mail to Sandy@AFlyer.com Telephones: Office: 203-458-3348

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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 PLANE TALK: HERB HILL 22 COMMON CAUSE: MIKE SULLIVAN

Information & Classifieds 18 ACCOMPLISHMENTS 18 LEARN TO FLY - FLIGHT SCHOOLS 20 CLASSIFIED A DVERTISEMENTS

Features 11 THE LAST FLIGHT OUT 13 FLABOB AIRPORT 14 THE ISLAND OF ELEUTHRA PT2 16 AIRSHOW PERFORMING PILOT BRIEFING 16 LET THE SHOW BEGIN 17 A WEDDING AN AN AIRPLANE 18 BEST KEPT SECRETS #8 19 A WILD BILL CHRISTMAS

Airshows 16 ROTOFEST

Cartoons 06 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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Antique Attic

January 2013

by Gilles Auliard

One of the best and biggest collection of flying warbirds in the world is the Military Aviation Museum (MAM) of Virginia Beach, Virginia. Still little known outside of the limited arena of the warbirds fans, it is a private collection set up by Jerry Yagen to preserve and display the airframes he acquired over the years.

lev Yak-3M N42YK and Lavotchkin LA-9.

Second to none in the States, the MAM collection of British designed airplanes consists of the De Havilland “Chipmunk”, De Havilland “Tiger Moth”, De Havilland “Dragon Rapide”, Hawker “Fury” Mk1 replica, Hawker Hurricane Mk.IIb, and the Supermarine Spitfire Mk IX.

In order to harbor and display his treasures, Yagen acquired the Virginia Beach airport in 2003, and its existing grass runway was extended to 5000 ft and new buildings erected, including an original Luftwaffe WWII building that should be finished by year’s end ti house the German airplanes of the collection.

The German side is not forgotten at Virginia Beach, with the Bucker Bu133C “Jungmeister”, Focke-Wulf FW-44J “Stieglitz” , Focke-Wulf FW190 N4247L, Junkers Ju-52 (CASA 352L) N352JU (c/n T2B-176), Messerschmitt Me-262-B1-A reproduction , based at Norfolk and French-built version of the Fieseler “Storch”, which makes for a very sizable collection of German designs.

As a final touch to the ensemble, an original WWII control tower was also acquired in England. Dismantled at the disaffected airfield of Goxhill, it was imported in the US and will be erected at Virginia Beach in the near future.

This will complete the floor plan of the very ambitious project started by Jerry some 10 years ago to house his even more impressive collection of airplanes.

The MAM is the only collection in the US covering all the aspects of the two main conflicts of the 20th Century.

The Secret Is Out!

been a general aviation pilot, most of his flight experience acquired in his corporate, twin engine Piper Aerostar.

In order to get ready to handle the P-40, Jerry decided to follow the same progression as a WWII pilot, starting with Primary Training in the Stearman PT-17, then progressing to the advanced trainer cursus with the ubiquitous North American AT-6/SN-J. When the P-40 arrived in Virginia Beach, in 2003, Jerry was ready to display it.

The MAM also presents a numerous collection of WWI replicas, which includes Avro 504K, Bleriot XI, Albatross D.Va, a fleet of four Fokker Dr.1s, as well as three Fokker D.VIIs, Sopwith 1 _ “Stutter”, Spad XIII, Nieuport XI and Halberstadt CL.IV. Some of these airframes were acquired, but most of them were built as class projects at the schools sponsored by Jerry.

Since the opening of the Virginia Beach Airport and the MAM, Jerry has been pursuing his grand (if not grandiose) policy of acquisition of airplanes.

Most of the flying collections and museums in the USA are centered on WWII American airplanes.

Some like also to present a few machines of the same era made in England. To our knowledge, the MAM is the only museum who owns flying examples of airplanes of American, English, Russian, German, and Japanese design in the world.

In Jerry’s collection, the US side is best represented with the Boeing P-26D “Peashooter” replica, Curtis P-40 E N1941P, already mentioned, Grumman (Eastern) FM-2 “Wildcat”, North American P-51D “Mustang” and, finally, Vought FG-1D “Corsair”, just to mention the fighters.

Soon on its way by container to Virginia is the recently completed DeHavilland DH.98A “Mosquito” FB.26 KA 114 that made the headlines around the world with its first flight at Ardmore, New Zealand on September 27 (the 26 in the US).

Trainers include Boeing Stearman A75N1, Naval Aircraft Factory N3N-3, North American SNJ-2 and SNJ-4 “Texan” N43NA and Ryan PT-22, while liaison types are represented by the Stinson L-5E “Sentinel”.

Fighter/bombers and bombers covers a wide cross-section of types, starting with the pride of the MAM’s fleet, the Boeing B-17G “Chucky”, one of the latest and most expensive acquisition

by Jerry, Consolidated-Vultee PBY 5-A “Catalina”, Grumman TBM-3E “Avenger”, and North American TB-25J “Mitchell”.

The restoration and maintenance arm of the museum is called the Fighter Factory and was created in 1996 to restore one of the first aircraft in the collection. This was the Curtiss P-40E that now proudly flies with Flying Tiger’s markings.

The heart of the collection was formed and created by Gerald and Elaine Yagen, long time residents of Virginia Beach and founders of Tidewater Tech, now Centura College, and the Aviation Institute of Maintenance schools. Yagen had long

There are a number of Russian airplanes in the collection, including a unique flight of Polikarpov fighters, with the I-15Bis, I-153 and I-16, a very rare Polikarpov Po-2 N3602, based at Norfolk, Yakov-

A few more airframes are awaiting restoration such as a Douglas A-26 “Invader”, a Messerschmitt Bf 109, a Vought OS2U “Kingfisher”, a Bell P-39 “Airacobra” and a Kawasaki Ki 61 “Tony” to be added to the flying roster.

Yagen also has a wish list he hopes to fulfill in the near future. When asked about it he evokes the eventual acquisition of a Republic P-47 “Thunderbolt” and a P-38 Lightning. It is only a matter of time and money.

Due to Yagen’s discreet nature, the Military Aviation Museum has been somewhat under the radar screen, but the secret is out now. You should check it out yourself.

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We enter 2013, we face a great deal of uncertainty. But even in the face of the unknown, there is one thing we can be absolutely certain about: our mission. Put in the simplest of terms, AOPA’s mission is, and always has been, protecting our freedom to fly. That was the vision of our founders some 74 years ago, and it remains our vision today.

I have the opportunity to meet and talk to thousands of our members each year. And every time I do, you reinforce the relevance of that mission and our priorities. This is what I have come to believe: • AOPA must remain the strongest advocate for general aviation. Our mission of preserving the freedom to fly connects each and every one of us, no matter what we fly, how often we fly, or why we fly. Even when we no longer fly ourselves, we recognize the need to protect that freedom for future generations of pilots.

• We must share our passion for general aviation with our fellow pilots and all of those exploring the freedom to fly. Sharing knowledge and information through our print and electronic media makes all of us better pilots who are safer, more engaged, and better prepared to welcome those who wish to join our ranks.

• We must build the pilot community, in-

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creasing the numbers of those who learn to fly while promoting cost-effective ways to keep certificated pilots in the air.

These are the priorities you, our members, have set out for us, and they will guide everything we do in 2013 and beyond.

Priorities and values are a critical touchstone, but fully realizing our mission means turning those ideals into strategically planned action. And in the face of a shrinking pilot population, a tough economy, and an increasingly complex regulatory environment, that means tackling each challenge from more than one perspective. There is no single solution to any of the issues facing GA. That’s why, for example, we created the Center to Advance the Pilot Community, creating one place to house a range of programs designed to build the pilot population and keep today’s pilots flying.

Thus far, we’ve been very successful in preserving our freedom to fly, even as that same freedom has dwindled or perished in nations around the world. But we also understand that the fight must continue. We can’t rest on our past success, and we can never declare victory. We must keep innovating and evolving while we build on what we know works.

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January 2013

The Big Sky

by Ken Kula

Computers can be a controller's best friend or bedeviling enemy. Through three decades, the 1980s, 1990s and past the Millennium into the 2000s I worked with computers most days in Boston Center. Looking back over a long period of time, there were huge improvements in reliability and speed as new systems came on line. In many ways, as time went by, changes to both hardware and software made our job easier and let controllers become more productive. Unfortunately, when a computer failed for whatever reason, it left us scrambling to revert to our backup systems, sometimes at the worst possible time. Fortunately, the reliability of current computers has risen to a very high level.

The FAA uses computing power in an en route center for many things. Generally speaking, information is fed to processors that compute, sort, and send information to a number of radar displays and other primary and ancillary monitors throughout the control room. Incoming information includes data such as flight plans and weather information (including METAR sequences and NEXRAD radar too). Radar data from long range and terminal radars is merged, sorted and displayed at the appropriate screen. Radar targets are correlated with transponder codes from flight plan data, and alphanumeric tracks automatically follow the radar returns.

When I began controlling in the early 1980s, the mainframe computer was known as an IBM 9020.

It was a basketball court-sized monstrosity that lived within a climate controlled room with glass walls and doors. Human access to this room was limited so the temperature and humidity would stay as constant as possible, providing peak (cooling) performance for the computer. The 9020 processed data that was sent to round cathode ray tube (CRT) radar scopes and smaller CRT displays at the adjacent radar associate positions.

Boston Center's busiest hours, as far as the volume of ATC data was concerned, was during the early to middle afternoon hours. When you'd work a day shift in the summer (7AM to 3PM, for example), and thunderstorms would build up, the 9020 could be overloaded with data that had to

ATC and Computers

be displayed to controllers. Precipitation information was overlaid on radar scopes at sectors.

Aircraft deviating or diverting due to this weather required route amendments from controllers to update an aircraft's flight plan... these entries had to be processed by the computer too. As volume mounted, data was accepted at a slower pace, and soon one's computer keyboard inputs were accepted at a noticeably slower rate. On occasion, the whole system would freeze, and we'd have to revert to back up radar displays for a number of minutes until the system settled down and caught up with itself. Transition to and from our back-up systems during peak traffic operations was cumbersome, and added to our workload even more.

Once or twice a week, the entire system would be released on an overnight shift (usually 1AM- 4AM, when little air traffic was present) for testing and updating. The system had to go off line to amend software, and we'd revert to our old broadband radar and hand-written paper flight plan strip system for a few hours.

One improvement to our back-up systems was the Direct Access Radar Channel, or DARC. The normal radar presentation for us in the 1980s was through the IBM 9020 which projected a monochrome green display with radar data processing "data blocks", or alphanumeric figures. Out backup was called broadband radar, and was straight out of the 1940s and 50s, with radar returns looking like blips with thick phosphorescent lines across the screens. We used "shrimp boats", small pieces of plexiglass with grease pencil writing on them, to move along with a target to keep track of our aircraft. When DARC came along, it mimicked our normal radar display and showed digital transponder and altitude (Mode C) readouts... a huge improvement. DARC was a new computer generated system that continued to move away from raw data (like broadband radar), towards computer-driven data. We still had to hand write our paper strips, but at least a big part of the complexity of our backup system was alleviated.

By the mid-1980s, it was evident that the IBM 9020s were not able to keep up with the growing demand of the National Airspace System, and a new computer, named the Host Computer Sys-

tem, was ordered and installed. The Host system was a leap forward in dependability, as the summer slowdowns and shutdowns became a thing of the past. Computer entry speed increased to a point where some controllers were entering data twice, as the lack of a noticeable delay in acceptance of an input caused one to think that you mistyped an entry, and it wasn't accepted. Host allowed further improvements to DARC, and in some situations, DARC's capabilities matched those of the Host system. However, improvement upon improvement soon bogged the Host system down, and technology outstripped the means to repair some of the older hardware contained in the system. IBM stated that they weren't confident that the programs would survive the Millennium (remember Y2K?) changeover too.

So, just before the Millennium, the Host computer system was upgraded to the Host and Oceanic Computer System Replacement (HOCSR), adding more capacity, a proven Y2K solution, and the ability to communicate with a separate Oceanic control computer too. By the late 1990s, the old CRT radar scopes were replaced with TV screens, and a new computer-driven tool, called the User Request Evaluation Tool (URET) was installed at the Center to replace the old CRTs at the radar associate position. This allowed new flight plan, conflict probe, and flight data information to be presented; these tools decreased controller workload even more. All of this hardware was supported by new computers and new software, most of these changes were transparent to controllers.

The FAA's NEXTGEN ATC system will be the next step up in computer capability for ATC. Handling data inputs from sophisticated GPS and other advanced navigation systems, data communications, and a slew of other new sources, parts of the NEXTGEN system have fallen behind development and implementation schedules due to the complexity of, and speed at which new systems are introduced. Next month, we'll look at some NEXTGEN projects that may or may not revolutionize ATC by the year 2025.

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New NBAA Ads Highlight Business Aviation’s Real-World Benefits

Since its founding, a key part of NBAA's mission has been to spread the word about the many benefits business aviation provides to citizens, companies and communities across the United States.

Our organization is extremely excited about a new NBAA advertising campaign that does just that, by focusing on the size, diversity and importance of business aviation.

Unveiled during NBAA's 2012 Annual Meeting & Convention in Orlando, FL last October, the new campaign currently consists of six unique print advertisements, each featuring a real-world account of the many important roles served by the industry.

In one advertisement, for example, Ascension Aircraft CEO Jamail Larkins notes that general aviation aircraft aren't a reward for success, but rather a way to achieve it. That message is further emphasized in another ad featuring pilot and small business owner Brad Pierce, who notes his aircraft is a valuable resource in keeping his restaurant

supply company agile against larger competitors.

Larkins and Pierce each use a single-engine Cirrus Design SR-22 to meet their business transportation needs.

The new campaign also highlights the many jobs provided by business aviation. For instance, a manager of flight administration featured in one ad says: “I work hard to convince our business aviation passengers that I'm one in a million. Truth is, I'm one in 1.2 million” people working in business aviation.

By design, some of these advertisements involve household brands, while others aren't as well known. What they all demonstrate, however, is that business aviation is essential in supporting jobs and economic activity, helping companies succeed, connecting towns and communities and providing humanitarian support.

Communicating those benefits to policymakers and opinion leaders is the central mission of the “No Plane No Gain” advocacy campaign, which NBAA jointly sponsors with the General Aviation Manufacturers Association.

The “No Plane No Gain” campaign is about our industry defining itself, and we have a great story to tell. It's important that our shared aviation community continually find new ways to tell these stories, and spread the positive message about business aviation.

The new ads are available at the campaign's web site, www.noplanenogain.org. I encourage Atlantic Flyer readers to share these new NBAA resources with your community leaders and public officials, and to also tell your own stories of how aviation is important to you.

Sincerely,

Ed Bolen President and CEO

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January 2013

SAL’S LAW: YOUR LEGAL EAGLE MG @ OXC: Sal, I recently had a friend offer to add my name to his aircraft insurance policy as a named pilot, so that I may fly his plane on days when it is idle. What is involved from a financial and insurance stand point, and what exposure might there be for each of us?

Sal’s Law: MG, being added to an insurance policy as a “named pilot” is a good way to share an airplane, but as with all things it is not fool proof. Typically an insurance underwriter will add a properly qualified additional pilot without much fanfare. There usually will be some minimum check out requirements that they will insist upon, however nothing onerous.

You should be cautioned; however in that being a “named pilot” protects your friend more than it does you. If there should be some form of loss or damage to the airplane caused by your actions, the insurance coverage will remain valid because the underwriter has listed you as a pilot qualified to fly the aircraft. Your friend will be covered for the loss as long as it is one included in his coverage. The policy holder’s liability protection for law suits from third parties does not extend to you automatically, however. So, for example if you taxi into the wing of another aircraft, the damage to your friend’s plane would be covered but the law suit over the damage to the third party plane you hit may not be.

In order to extend coverage to each of you equally,

you should ask the insurance underwriter to name you both as a covered pilot and as an “additional insured” pilot. Most insurance companies will do so without additional premiums, but check with the broker before acting. Also, be sure to ask for a copy of the policy every time it is renewed so that you are sure it is in full force and effect and that your name has not been omitted. Most insurance companies will send a copy via email upon request.

Sharing a plane can be a great experience and help both pilots become better aviators. It also helps assure that an aircraft is used regularly. Sharing the insurance coverage, when done properly, can be a great advantage in helping you both remain friends if something bad should occur.

JT @ POU: I am currently a co-owner of an aircraft with one co-owner. My partner is moving up to another aircraft and just agreed to sell his share to me. We are working on closing the deal in short order. A concern I have is what, if any taxes will be due upon the transfer of only a portion of the aircraft. Since I already own my share of the aircraft, I can’t imagine any tax would be due; however I don’t want to hear the tax guy at my door (or hangar).

Sal’s Law: JT, please stand by while I stop laughing at the comment “I can’t imagine any tax would be due”. It seems that when the government can, they will tax and when they can’t, they find a way to overcome the obstacle and tax anyway.

Seriously, sales tax due on an aircraft transaction is governed mostly by local and state laws. Therefore, each state will have a slightly different take on what type of tax and how much is due. In your home state of New York, you would be responsible for the sales tax on the portion of the purchase price of the half plane. So, for whatever price you agree to purchase the 1/2 share of the aircraft, you would owe the tax on that amount. The tax rate would depend on either where you live or where you base the plane. For example, in New York there is a different sales tax for each county, not so in Connecticut. If you are basing the plane in one state and live in another, you can expect a credit for the tax paid so that you are not paying to both jurisdictions.

Check with your tax advisor as to the exact amount so that you are sure the sales price reflects the true expense of the purchase. The cost to you is the sale price, plus the tax implications as well as any moving costs. That analysis is essential before closing the deal.

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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January 2013

“Air To Ground” by Rose Marie Kern Recently, I received an e-mail from a pilot asking if he should list that he has a dog on board his aircraft in the remarks section of his flight plan. He felt it would be good for someone coming to his rescue to know that his dog was named Sue. I can agree with that – if the pilot landed, but was unconscious and a rescue team tried to remove him from the aircraft, having foreknowledge of a possible 100-pound black dog standing over the injured pilot would prompt me to carry along a few doggie treats…at the least.

But this is not the best part of the flight plan to contain data of this nature.

The remarks section of a flight plan is for information that ATC needs to know during the flight, and the space displayed on a flight strip located in ATC facilities is limited. Useful remarks include such data as ‘FRC” meaning “Full Route Clearance.” This is entered when the pilot filed one route, but the Air Route Traffic Control Center (ARTCC) computer has determined that the filed route must be corrected and the person giving the pilot his clearance must read the whole thing instead of just saying “as filed.”

When a flight plan shows up in the ATC system, only the first 10 fields are constantly displayed – this includes remarks. The pilot data, destination contact, alternate airport, fuel on board, number of people aboard, and color of aircraft fields are for search and rescue purposes. These fields sit invisible until they are needed. The best place to put information about the dog, the cat, the briefcase containing a million dollars, etc…is in the pilot data section right next to your name, home base and phone number.

Some student pilots want to file instrument flight plans with all the types of approaches they would like to fly in the remarks section. This is unnecessary and can cause confusion when other data that air traffic needs to put in that section is pushed aside. For instance, if the student wants to depart VFR, then pick up a clearance airborne that is information that ATC needs in remarks, coded as IFR PU. Most control towers or approaches would prefer that pilots state their requests for specific approaches on initial contact.

These requests are honored as traffic and winds permit. The contraction IFR TRNG tells the Towers to expect such requests.

Other useful information includes the call sign of a wing man or your aircraft ID in cases where your call sign is not the tail number. For instance, Civil Air Patrol aircraft may file CPF345 (CAPFLIGHT) as the call sign, but put the tail number of the aircraft in remarks. Experimental aircraft are lumped into three groups for the aircraft type portion of the flight plan, but HXA, HXB, or HXC aircraft can specify their type in remarks.

Remarks When IFR training requires multiple approaches at an airport, put MULTI APCH in remarks. When you get to the airport, ask for the specific approach. If the winds and current traffic allows it, then ATC will give the clearance. IFR flight remarks must also contain airport reservation numbers when required.

Many VFR training flights hopping between airports will list “FSL” and an airport ID in remarks if they want to make a full stop landing en route. RFL indicates that the pilot intends to refuel there. In cases where frequency coverage is poor, a pilot will file a VFR flight plan and ask the briefer to activate it right away, then go out to the aircraft and take off. In such a case, Flight Service codes “ASMD DEPT” into remarks. If that aircraft goes overdue, Flight Service will call the departure airport to see if the pilot left later than he intended, or perhaps had complications forcing him to abandon the flight, forgetting he had an active flight plan in the system.

ATC also uses the remarks section to code information for aircraft crossing international borders. There are several items that must be relayed by the Flight Service facility guarding the arrival airport to Customs and Border Protection offices.

When filing a flight plan specifically for crossing the Great Lakes, LRS (Lake Reporting Service) is entered into remarks along with other information. If an amphibian aircraft is landing in a lake, the pilot can put the latitude/longitude of the landing area in the flight plan and LANDING LAKE MAXINHALL, INDIANA in the remarks. When flying VFR over non-aviation sites, it is optional to write out the names of the sites in either the remarks or in the pilot data. IFR aircraft must translate all route points into information the ARTCC computer recognizes (i.e. latitude/longitude or fixed radial distance off of a NAVAID), and it must be inserted into the route portion of the flight plan.

When you file a flight plan, the specialist will put in remarks whatever you ask them to, so it is up to you to determine what is important. The best rule of thumb overall is to ask, “Is this information that air traffic needs to know while I am flying?” If the information you want to add is something that ATC will only need should something go wrong, put it in the pilot data field.

Rose Marie Kern has worked in Air Traffic control for 30 years. If you would like to ask Rose a question, send her an email at author@rosemariekern.com.

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Page 11

The Last Flight Out This October I draged my girlfriend to a closed airport southwest of Boston. Norfolk Airpark, 32M, has beenclosed for a few years and has fallen into disrepair. Grass is now growing through the old runway surface and the few hangars that are left, are vacant and covered in graffiti. I couldn’t help but think of that last airplane, that ast pilot, to take the runway and fly out of this small field. It has to have been a bittersweet moment, being the last to roll down the runway and become airborn.

As a young mechanic and pilot, I feel I would more than likely witness at least one or two of the nearby airports close as the older generations retire from flying. Little did I know I would be witnessing such a flight sooner than I had expected.

Fast forward a couple of weeks, I am loading tools and an overnight bag into a Cessna 172, for a small field outside Canton, Ohio. The day before, I had a chance encounter with a very motivated buyer. He had spent months scouring the internet for the perfect Cessna 170, to build time in. However, if he decided to buy the plane, N3515C, was four months out of annual and required a ferry permit to fly back. This is where I came in. The ferry permit had to be signed by a licensed A&P and another pilot was needed to fly the second aircraft home. I fit the bill for both roles.

on the handsomeness of N3515C on Williamsport’s tower frequency using an expletive. Luckily, the controller had a good sense of humor. Other than these small hiccups, the flight home went well.

As we neared the eastern part of Massachusetts, just before sunset and just before day VFR conditions turned into night, we landed at Hanscom Field. Myself first, then 15C touched down at its new home. I must admit a Cessna 170 sticks out like a sore thumb on the ramp; amongst warriors, turboprops,and bizjets. But maybe, this will be how these aging aircraft join us in the future; leaving the days of small community fields for the ramps and t-hangars of busy metropolitan airports. I for one hope that we remember and cherish the places where we started and the aircraft that brought us there.

The plan was to fly N12545, a Cessna 172, from Hanscom field Bedford, MA, to Williamsport, PA, for fuel and food. Then onto the Canton-Akron airport in Ohio, where we would pick up a rental car and get some much needed sleep. We would meet the owner the next morning at a small grass field east of Canton. where we would perform a pre-buy inspection and repair any necessary items to make the plane airworthy for the flight back east. Weather permitting of course.

The pre-buy inspection went as expected. There were no real squawks to make the plane not flyable, just signs of age and neglect from non use. After, some negotiations the plane was purchased and papers were being signed to transfer ownership, as well as, to alert the FAA we would be flying the plane east for maintenance. This came as a big relief, as I had not packed appropriate clothing for early November weather in Ohio. Needless to say it was much colder than either one of us had expected.

Yoder field is a 2900’ grass strip, which recently changed hands to non-aviation owners.

They only had interest in the angars for their pool company. One by one planes and pilots left the field. N3515C was the last remaining plane. I was going to witness that last plane, that last pilot to take the runway and become airborne. The next morning yielded partly sunny skies with a broken layer at 4500’. Hardly ideal conditions for the day VFR flying that is required for ferry flights, however, it was VFR conditions none the less.

After a thorough run-up, the proud new owner taxied 15C to the end of the runway, applied power and started down the runway. With a little bounce 15C was pushed into the air and started to climb. Slowly at first then a little faster15C climbed into the skies above Yoder field.

It was no different than any other takeoff I’ve watched. But I’ll remember it for years to come.

It was the last take-off from what was once a small, but busy community field.

My nostalgic feeling only amplified as I pulled the rental car onto the ramp at KCAK (Canton-Akron) to find a very handsome N3515C sitting humbly in front of McKinley Air. They really knew how to blend form and function into planes and automobiles in the 1950’s. We loaded the planes, purchased fuel and returned our rental car. Lucky for us, no one said anything about the ample amount of grass in the wheel wells from running the car up and down Yoder field to matte down the uncared for runway, prior to takeoff.

While performing my preflight inspection of N12545, we discussed our flight plan back to Hanscom and deemed a flight of two would be best. We taxied out with 15C handling the communications. Afer holding a short while, a couple regional jets landed, we were cleared for takeoff. N3515C went first and as it became airborne, I applied full throttle to 545 and started rolling down the runway myself, with 15 more hp, I cought up quickly and we climbed to 4000’ together.

Initially, we headed south to avoid and area of low clouds. This would be a reoccuring theme for the first leg of the trip back to Williamsport. Shortly after our hand off to Cleveland approach. 15C started having problems with communicationg to ATC, so I took over that portion of the responsibilities as well as navigating. We had flown out at night so the flight home in daylight was a nice change of pace.

Watching the rolling hills of eastern Ohio turn into more rugged plateaus of western Pennsylvania would have been more enjoyable if we weren’t diverting north and south of our course to avoid low level clouds. More than once, I made the mistake of answering ATC calls on the hand mike frequency and making idle chit chat on the ATC frequency. I even commented

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Page 12

January 2013

Plane Talk by Herb Hill

Wellingtons to Halifaxes: RAF navigator Doug Newham, WWII pt. 3

Continuing with Doug Newham’s account of RAF aircraft:

ready to release – somehow we managed to slide away and watch his bombs shower down just off our wingtip.

In England, by 1936, although the war was not considered inevitable, it had already been recognized that the medium bombers, whose capabilities and performance had been established only four years earlier, and whose prototypes were only just taking their first flight, were likely to prove inadequate for the battle that probably lay ahead.

Records show that total Lancaster production reached 7,377 airframes of which some 430 were built in Canada and powered by the Packard-built Merlin. By 1945 there were 45 extant squadrons of 25 aircraft each in operation.

In consequence the aircraft industry was asked to produce further proposals, this time for a heavy bomber, probably powered by the new and powerful Rolls Royce Vulture 24 X cylinder engine which was in the latter stages of development, and capable of carrying a bomb-load of at least 18,000lbs to a far distant target.

There are reliable records concerning personell losses, although regardless of aircraft type. At some periods up to 25% of trainees were killed before operating.

As in the case of the medium bombers ordered in 1934, three companies produced their designs, and all were accepted for production. horts produced the Stirling, powered by four Bristol Hercules radial engines. First operation February 1941.

Handley Page offered the “Halifax”, originally based on using the Vulture engines, but because of anticipated delivery delays changed at an early stage to four Rolls Royce Merlin engines. First operation March 1941. Later versions these were changed to four more powerful Bristol Hercules radials. First operation November 1943.

Avro produced the Manchester, powered by two of the advanced Rolls Royce Vultures. First operation Febraury 1941. However, among other problems the aircraft lacked adequate power and suffered a number of engine fires. In consequence the design was modified to provide a wider wingspan and re-engined to four Rolls Royce Merlins. – This became the famed Lancaster. First operation March 1942.

The Stirling was the first of the new heavy bombers to go into operational use in Feb 1941. It was by any standard a very substantial airframe. It met the requirement for power-operated gun turrets in nose, tail and dorsal. But it was disappointing by its low operational ceiling and suffered a high casualty rate as a result. It was restricted to the shorter and less well defended targets and finally withdrawn from bomber-service at the end of 1943.

The early Halifaxes were little better than the Stirlings and suffered from limited altitude capability, but re-engining with the Hercules radials, and other modifications to wings and rudders resulted in a significant improvement and an aircraft with performance closely approaching that of the Lancaster.

By 1945 there were 30 extant squadrons of 25 aircraft each in operation.

Such was the rate of Lancaster airframe production, coupled with increased overall demands for the Merlin engines (there were many models with different levels of performance for different aircraft fighters/bombers etc) that some Lancasters were fitted with Hercules radials, similar to the Halifax. Designed as it was from the failed Manchester, the Lanc was undoubtedly a fine aircraft and often quoted as the best bomber of the war. It had a maximum bomb capacity of up to 20,000 lbs. and operating ceiling of about 20,000 ft.

Sometimes it was reported as carrying twice the bomb-load load of a B-17 at similar distance.

On far distant targets the Lancs were generally bombing from above those of us in a Halifax, the ship in which I flew. On nearer targets our performance was similar. Indeed I have been on the final run-in to the target and directly looked up to a Lanc, only a few feet above us, with his bomb-doors open and

There are no known reliable statistics for different aircraft types concerning aircraft lost due enemy action. In any event they would be relatively meaningless since those aircraft operating in the early days (such as the Hampden) were facing a lower casualty rate than when German defences were at their most sophisticated and efficient (the time of the Halifax and Lancasters)..

The overall casualty rate varied significantly, although in 1944 some 5% of aircraft failed to return from every raid. That gave little hope for any aircrew member finishing his “tour” of 30 operations before long-term rest.

The ”worst” raid was on Nuremburg on 30 March 1944 when we lost 96 aircraft from a total of 795 dispatched (11.8%).

During 1939/1945 Bomber Command had a total of some 125,00 individual aircrew.

By the end of hostilities some 55,773 (44.6%) had been killed and some 9,784 (7.8%) shot down and taken prisoner.

Some of us were very, VERY lucky!”

Newham continues: “After numerous unsuccessful attempts to contrive an early return to squadron duties, it was not until exactly the 365th day after my Staff Navigators course that I was offered the post of Squadron Navigation Leader of 10 Squadron, operating Handley Page “Halifax III” aircraft from Melbourne in Yorkshire.

“Initially I did not form part of any particular crew and was required instead to concentrate upon operational administration and improving the operational standards of the navigators for whom I was responsible.

I was very unhappy about this, and felt that if I was to be the “Navigation Leader” then I should be out there with the others doing the job, not just telling others how to do it. Fortuitously the navigator in the crew of one of the Flight Commanders contracted glandular fever, so I was asked if I would like to operate in his stead. This crewing was an immediate success with the highest level of mutual confidence, cooperation and effectiveness. Under the leadership of my new pilot, Sq/Ldr Bill Allen DFC, we gained a reputation for choosing to operate against the more heavily defended targets in Germany.

“Our targets included Essen, Cologne, Mainz, Wanne Eikel and Chemnitz, amongst others. As Squadron Navigation Leader I developed and introduced a number of specialist navigation techniques to this squadron. In February 1944 we were the lead aircraft of a daylight raid of over 400 aircraft against an oil target at Kamen. It gave an “isolated” feeling of responsibility to look back and see all those following aircraft. We were subsequently congratulated on our standard of operation, and some personal techniques that I had used.”

In the Halifax, Newham recounts some of the developments: “By then we had vastly improved navigational devices and associated techniques and procedures. We were hugely more accurate in track-keeping and timing, but the work-load for the navigators had increased significantly. I was routinely fixing my position and adjusting course and timing at 6-minute intervals. Even on trips of 6 and 7 hours, let alone longer, this was a high concentration of work. I had a training and admin role in addition to operational flying. At peak I was operating about every three days, although several periods of two days running. “ Next: Final operations

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Flabob, a cool place to be.

(Well, sort of!)

One the most back-in-time airport in Southern California is the little strip of Flabob, in Riverside.

While surrounded by General Aviation fortresses with high fences and barbed wires, Flabob has managed to keep its old-fashioned, open to all attitude towards the world.

This type of flying field is becoming increasingly rare, and should be preserved as a tool for the propagation of the aviation gospel. More often than not it either turns into a run-of-the mill GA platform or vanish by lack of interest. This is not the case in Riverside, where a flurry of activity always takes place, thanks, mostly, to Tom Wathen and the foundation he created.

Notwithstanding its new-found focus, Flabob has a deep rooted history in this dry desert land, one hour west (if you are lucky to hit the traffic at the right time) of Los Angeles.

The airport was founded as Riverside Airport in 1925, on the west bank of the Santa Ana River.

Until 1938, it was run by Roman Warren, a cowboy turned barnstormer who settled down in Riverside, and was the principal commercial airport for the town until gradually eclipsed by Arlington Airport (now Riverside Municipal) in the 30s and 40s.

In 1938, the great California floods washed away a portion of the airport, and Warren quit as manager after a lease dispute. The few remaining tenants moved some 200ft downstream, clearing a new strip near an abandoned tool shed, which they used as a hangar and which remains in use as Hangar 1.

In 1943, the property was bought by Bob Bogen, and Aeronautical Engineer, and Flavio Madariaga,

Page 13 his partner in a Los Angeles aeronautical shop.

Madariaga had convinced Bogen that escalating land values would make it too expensive to run a machine shop at their present location.

In the late 40's emergency equipment responding to a crash at Arlington erroneously came to “Riverside” airport, and Bogen and Madariaga decided to change its name to Fla Bob -the fist syllable of their first names- to save any further mixups. As time went by, the spelling mutated to Fla-Bob, and then Flabob, as it is now known. The airport became legendary as a heaven for homebuilders, restorers and aviation eccentrics. Frank Tallman got his commercial start at Flabob and “Professor” Art Scholl earned his title by teaching machining at Flabob for San Bernardino Valley College in-between airshow and movie work. Designers and builders Ray Stits, Ed Marquart, Lou Stolp and Clayton Stephens also did their best work at Flabob.

Flabob’s age-old tradition of restoration and recreation of airplanes of the Golden Age started in the 70's with Bill Turner’s Repeat Aircraft, which created a series of replicas of racers that include a DH88a “Comet”, the Laird-Turner LTR-14 “Meteor”, both hangared at Flabob.

In 2000, while looking for a home for his foundation, Tom Wathen purchased Flabob Airport.

The Thomas W. Wathen Foundation is dedicated to aviation education and preservation and since being under the ownership of the Wathen Foundation, many much needed improvements have taken place at Flabob Airport.

The Flabob Express, an imposing presence on the field belongs to the DC-3 Aviation Museum, a 501(c)3 non-profit organization which participate in airshows, offers rides and instruction on the airplane out of the Airport.

The DC-3 was originally built in 1943 in Long Beach, California, as a C-47B, a US Army staff transport plane and one of the 3,364 of the type built. Under the British uniform, it has been rumored that it had transported Winston Churchill and the Royal Family during its first tour of Duty.

Further military stints saw it in India, then Pakistan before making its way back in the US, via Canada, in 1953. Registered N103NA, it is now a plane for hire, ready to go at a moment’s notice.

Apart from the Tom Wathen Foundation, the most noteworthy tenant at the airport is AeroCraftsman, a full service restoration shop specialized in antique and classic airplanes. Over the years, it has been continuing Flabob’s tradition of re-creation of vanished Golden Age Era airplanes like the Caudron 460 racer.

From design to fabrication, assembly and test flight, Mark Lightsey and his team have done it all.

Being centered on aviation education and training, Flabob now offers it own Aero Club which offers unbeatable airplanes rental rates.

All this is nice and good, but what would be such a great airfield without an airport café? Flabob has its own, where you can seat inside or on the patio, in the shade, and take the sights and sounds of the airport while enjoying a much needed soft drink.

Another major presence of the field is the EAA Chapter 1, which held its first meeting January 24, 1954, two day short of the first anniversary of the EAA creation by Paul Poberezny in his basement.

Because of the distance from the parent organization and the perceived need for local representation to quickly expand EAA's influence, Ray Stits successfully petitioned the organization to approve the chapter concept. The constitution was amended, and Ray formed Chapter 1, the first of thousands of such groups disseminated around the world.

On the airplane production side of things, the Luscombe Silvaire Corporation, headquarters at Flabob is making the classic Luscombe Series 8 all metal airplane, certified under the light sport rules, while its standard category certification is pending.

Flabob is one the most attractive aviation package available in the US, benefitting from the quasipermanent good weather of its desert location. A cool place to be, indeed, but do not forget your hat!

Story and Photos by Gilles Auliard

Page 14

January 2013

T h e I s l a n d of Eleuthera, Part 2, Governors Harbour Part two of our trip to Eleuthera moved us down the island to the Town of Governor’s Harbour. It’s a really short flight at only 23 NM but the sights are unique along the way. When flying down the island you realize how narrow the island really is. This is especially apparent at the Glass Window Bridge, the east and west sides of the Atlantic join here and the water color contrast is amazing and beautiful.

Ducking around a small rain shower and flying further south we landed at Governor’s Harbour Airport (MYEM). It’s worth noting that if you would rather overfly North Eleuthera (MYEH) and continue here as your destination you may, however no avgas was available at Governor’s Harbor during our visit.

Once we arrived to the airport it was just like running about domestically in the United States in your aircraft except we had a C7A cruising permit that was signed off at our point of entry in North Eleuthera. Officially we could “island hop” without having to clear in at each island that we wanted to visit. Upon departure we would need to surrender the permit and as a paperwork formality.

We met up with McClain Pinder as we tied down the airplane. A quick pilot suggestion, make sure to bring your own chocks and tie downs or you will have to hunt about for rocks to hold the aircraft in place. Mr. Pinder owns a rental car company on the island and was extremely helpful in giving us the lay of the land. He explained great places to eat and explore as well as helped us with all our personal items to the vehicle.

As we drove to the town from the airport we marveled at the island and how we felt that we truly were a world away. The topography included gentle rolling hills, limestone formations and deserted beaches. Once in Governor’s there are several small stores where we stocked up on groceries for the week. There are also a few small restaurants, a coffee shop (with WIFI) and a couple gift shops.

We drove out of town and over to our retreat for the week, Mon Soleil. This beach house is among a collection of five other homes along the pristine

After snorkeling, (and more rum punch), we were taught how to hand line fish. It’s truly amazing that with a minimum of equipment and a little luck what you can catch. We caught parrotfish, grouper, snapper, grunts and more. The crew at Eleuthera Tours prepared the fish we caught and even sent us home with a complete prepared feast that all we had to do was cook at Mon Soleil!

French Leave Beach on the Atlantic side of the island. The beach is literally out the back door and only a 10 yard walk! The deserted pink sand can be seen through the huge floor to ceiling windows in the home. The Mon Soleil home itself is well appointed with a full Kitchen, two dining areas, two full bedrooms and a loft. The home also has satellite television, sea kayaks, a grill, beach chairs, a library of books, and don’t forget…. a huge private beach! We settled in for a weeklong stay and decided to take one of many great walks along the beach. Incidentally you can bring you pet to the Mon Soleil House. We brought along our rescued Labradoodle, Sky, who seemed to enjoy the vacation outing more than us! In another forthcoming article we’ll cover how to travel with your dog to the Bahamas. It’s not as hard as you think to travel with your favorite pooch.

The Bahamas alone is an adventure but the islands offer some unique activities. Ever been “conching?” We hadn’t either. But we did know that we enjoy conch salad and fresh seafood. We traveled down to the “Mermaid’s Fin” of the island and met up with Kristal of Eleuthera Tours at Cape Eleuthera to do the Real Bahamian ‘Ting Tour. Boarding the boat we were greeted with rum punch and couldn’t wait to get started.

Donning the provided snorkel gear we were taught how to find conch while drifting across a sand bar in anywhere from 6 to 20 feet of depth.

It’s worth noting that the native Bahamians can free dive much deeper and find much bigger conch but for the experience less than twenty feet of depth is just fine. The first mate, Douglas dove in with us and pointed the conch out and helped us bring them to the boat. Douglas even found a couple small lobsters and caught them for us too.

Once we had our fill of conching we moved on to a private beach that was accessible only by boat where the captain and mate of Eleuthera Tours prepared a lunch of fresh conch salad (remember the conch we just fished out?), rum punch and tasteful fish sandwiches. Just off the beach is a beautiful reef in only 3 to 6 feet of water where many tropical fish call home. Douglas once again showed us around the reef and we were treated to an encounter with a huge barracuda looking for lunch.

Back at Mon Soleil we lounged about and enjoyed the tranquility of it all. If we weren’t in the mood to cook we just took a casual walk up the beach to the Beach House Restaurant or took a short ride down the beach to Tippy’s restaurant.

Another unique attribute to the Mon Soleil Beach House is the local seafood. Most every day local Bahamian fishermen come ashore right on the beach at the house to offer great shellfish and fresh fish to the visitors. With Mon Soleil being located right on the beach we had first choice each afternoon and the prices were very reasonable especially considering that the seafood was swimming only an hour before!

As the week came to an end we attended the weekly fish fry downtown. The Fish Fry is a gathering of the visitors, locals and the natives for a huge street party. At the fish fry Rum Bubbas are the beverage of choice and they taste like rum punch on steroids. Island music, dancing and fun was had by all, this is a must attend event.

It was hard to believe we had spent a week on an island that was only a couple hours from the United States in a single engine aircraft. The Bahamas is one of the few places so close that offers a set of unique sights and experiences away from the “connected” world. Make sure to check out the official Bahamas website (www.bahamas.com) for great travel deals for private pilots.

Keep in mind if you are looking for world class restaurants and shopping, Governor’s Harbour on Eleuthera is not the place BUT if you are looking for a place to remove yourself from the world, eat some great seafood, create some adventure and marvel at the beauty of the island of Eleuthera, this is the place.

Herk Strumpf is a vintage airplane enthusiast and avid pilot who loves to get away to the Islands of the Bahamas. He is currently planning his next flight to one of two Bahamas destinations including the Abacos and the Exumas. herkstrumpf@ ymail.com Contacts to create your own Eleuthera Memories: Mon Soleil House 740-504-3963 / 740-397-8859

www.vrbo.com/19086 Sun Dancer House (same owner & contact as Mon Soleil above) www.vrbo.com/297397 McClain J Pinder Car Rental 242-332-3244 / 242-470-9025 www.Elauav.com Eleuthera Tours 407-458-2041 www.eleutheratours.com www.bahamas.com www.eleuthera-map.com

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Page 15

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Page 16

January 2013

Airshow Performing Pilot Briefing

joy including the USMC [MHLA-773, HMM-774 and HMLA- 467] helicopters, a Canadian UH-1 and Sikorsky S-76D mock-up. The twin turbine engine S-76D helicopter is the latest Sikorsky commercial model in production that includes a spacious passenger cabin, handcrafted fine wood cabinetry, finely tailored upholstery and state-ofthe-art avionics. Pilots were on hand to answer any questions.

On 14 October I had the opportunity to sit in on the performing pilot briefing for the 2012 ROTOR FEST air show held at Brandywine Airport in Chester County, Pa. For thirteen years David Schultz Air Shows, LLC has been responsible for providing event coordination for the venue. The briefing was conducted by company President and Air Boss David Schultz.

Prior to the performer briefing, The Civil Air Patrol (CAP) held their orientation. The majority of CAP members were teen and pre-teen boy and girls, accompanied by several adult officers.

These dedicated volunteers had arrived early and remained through-out the entire day. They worked long hours helping to ensure the safety of the public. The CAP officers emphasized, when interacting with the public, these youngsters are ambassadors for this branch of the U.S. Air Force.

Schultz’s briefing began with a time hack and introduction of himself, his ground boss and announcer. The air boss distributed pilot briefing cards, information sheets and show schedules to each performer; while each pilot signed the Roster Roll Call as required by FAA regulation.

Air Boss David Schultz conducts pre-show pilot briefing Schultz’s Power-Point-Presentation began with a weather update, not only for the airport and immediate area, but for those parts of the country where some of the departing pilots would be heading after the show with VFR flight plans. The presentation continued with a reminder of FAA regulations (parts) and TFR waivers. Rules of Engagement were stressed; only the air boss and pilot performing should be on the show control frequency. The U.S. Army 82nd Airborne Parachute Team would be jumping from 6,000 feet- coordinating with Philadelphia Approach Control. Schultz further explained additional air show guidelines. Tarps had been laid out on the ground denoting the acrobatic show box. Taxiways, hover lanes, the recover runway, safe landing zones, set-back distances and crowd areas were all denoted on explicitly enhanced photos of the airport and local area. In case of an in-flight emergency, pilots should set down in the designated divert area- a nearby ball field. In the event of radio failure, the pilot should continue to fly the recovery lane. If the Air Boss loses his radio, he will jump into his red SUV and drive around in circles in the middle of the air field.

All should pay attention for any “Knock it off ” call.

In conclusion, Schultz advised the pilots, “If you have not performed it before, don’t do it here”!

Schultz’s presentation was thorough, thoughtful and concise, with an emphasis on safety. Before the attendees departed, the air boss recognized and thanked the show’s hosts and asked the pilots to thank the CAP volunteers.

Airshow Boss Dave Schultz confers with operations coordinator Greg Witmer David Schultz Air Shows, LLC: http://www.schultzairshows.com Story and photos by: Daniel O. Myers

Let the show begin….

Situated in suburban Philadelphia’s Chester County, Brandywine Airport is nestled among rolling hills of green grass, seasoned with brilliant sun bathed fall colors, blue sky, and amicable temperatures. The show is advertised as the only all helicopter air show in America! This family event, with attendees ranging in age from toddlers to ninety year old veterans, celebrates the helicopter’s history and inspires inventors of tomorrow.

Located at the airport, the show’s sponsor and benefactor is The American Helicopter Museum & Education Center. The museum’s mission statement is to collect, restore and display historic aircraft, and chronicle the origin and development of Rotary Wing Flight. Currently the museum displays over thirty-five civilian and military helicopters, autogiros and convert-a-planes. Southeastern Pennsylvania has a long history of rotor flight.

This is where the nation’s rotary-wing aviation heritage began and still thrives today, where many helicopter related companies call home.

Helicopter Rides The two day weekend event drew 4,000 attendees. Entrance fee to the show also included admission to the museum. Next year’s show is tentatively scheduled for October 12-13.

American Helicopter Museum & Education Center http://www.americanhelicopter.museum Story and photos by: Daniel O. Myers

Celebrating their 13th annual show, this ninetyminute flying event featured the United States Army Special Operations Command Parachute Team; USMC UH-1N, AH-1W and CH-46, U.S. Coast Guard SH-65 SAR demo and a wide variety of civilian copter [Bell 206 & 47D-1, R44 & R22, Hughes 500, Agusta AW139 and Sikorsky S-92] demonstrations and fly-bys including an Autogiro. The public were also offered helicopter rides throughout the day. Unfortunately the large field that was used in the past for static display of military helicopters was not available for this year’s show. The result was a much reduced static area and compressed flight-line. However, the ramp still offered several aircraft for the public to en-

HMLA-773 AH-1W

United States Coast Guard SAR

Two USMC Helos

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Page 17

WEDDING AND AN AIRPLANE Kelly and I got married May 6, 2012 up on the North Shore of Long Island. I never knew what really was involved in planning a wedding until… well you guessed it, we had to plan one. We did many things to make it a not so typical "Lawng Island" wedding. Our final thought in this entire philosophy was why not introduce an airplane into the mix. Something to honor and show respect to flight and my pilot guests who were attending.

Also, just to do something pretty cool.

A friend of mine flies a Cessna Caravan on floats. Well well, what better idea then to have Scott do a fly over just as our ceremony is concluding. I called my friend Scott Bencivenga who I have known since High School to ask him about this. He was willing to do this. Cool. Besides knowing each other since our late teens, Scott and I used to flight instruct together back in 2000 out at Brookhaven Airport, khwv. As the days began closing in on the "big day" I began to have hesitation of all this. The fly over that is, not the wedding. What if something goes wrong? What if the timing is off ? Who of my guests will coordinate all this? I internalized all this and more. I spoke with the future "Mrs." about all this. Verdict; abort mission. This would just take too much additional coordination.

Saturday evening after the rehearsal dinner we met up with some close friends, including two airline buddy’s at a local hotel for some cocktails.

Chris Brett is a Captain on the 737 for Southwest Airlines, and David Weiselberg is a First Officer on the 777 for United. I explained to the both of them that I was aborting the "mission". I explained to them the reasons, which they both looked at me like I was taking a toy away from a baby. Chris particularly pleaded with me to think this over again. He asked me if I was doing anything else to celebrate flight. I shook my head, no. Chris said it's not for us but for everyone else.

Hold on Captain, you just changed my plan. Not sure if it was my drink in hand or Chris's convincing demeanor, but I instantly changed my mind.

They conversed with me that the two of them will handle the rest.

We said our vows on a Sunday. It was an overcast sky the morning of our wedding. I'll exclude all the hoops leading up to the big moment. This is a pilot paper not a wedding magazine. As our ceremony was coming to a conclusion, the powers at be let the cat out of the bag which at the time, I wasn't aware that this was "top secret". As Kelly and I stood there in front of all our family and friends, there was no seaplane in sight. The funny thing was that there were numerous single engine airplanes flying over us, but no Scott. After a minute or so of staring at the sky, and guests necks tilted up as if they were star gazing, we made our first

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V I C Brainard Airport 20 Lindbergh Drive E ELT BaTTery diSTribuTor

800-759-1305

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decision as a married couple to walk the reverse way down the aisle and keep things moving. Oh well, I thought. Just as I stepped foot back into the country club with Kelly ahead of me, one of our guests ran inside and screamed "he's here"! My wife was already in the bridal suite "fixing herself " , but of course I ran back outside as if I’ve never seen an airplane before and had a superb view of Scott flying overhead in the Cessna Caravan. All guests and clergy had their eyes to the sky, cameras too. The roar of the Cessna’s Garrett’s TPE 331 -12JR 900hp Texas conversion engine and the shiny paint job up against the deep blue sky was just fantastic! This experience put a smile on everyone's faces, mine too! It meant a lot, that my friend was willing to do this on such a special day.

I think he was also satisfied that he was able to do something unique.

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FLY YEAR ‘ROUND! Looking back I chuckle a bit at the fact that minutes after I just said my vows, I left my wife for the roar and sight of a Cessna Caravan flying by. It was all worth it! Thank you my friends.

Story and Photo by Philip Schiffman

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Page 18

January 2013

ACCOMPLISHMENTS

FIRST SOLO

Southern Maine Aviation Kyril Motuz

Sue Tholen CFI

North Central Flight Center Jay Murray Dennis Gladu CFII

Hits Your Target!

Best Kept Secrets #8: Hurricane Sandy Edition Hurricane Sandy was really, really inconvenient for pilots! It also wrought its havoc on most everyone else, trying to go about their lives. The disruptive nature of Sandy or any hurricane is hardly a secret, dominating the news before, during and long after the event. The well kept secret is that even in a hurricane a pilot can have a little fun visiting an airport to collect a stamp.

For over 25 years you’ve been able to find the Atlantic Flyer everywhere pilots and aviation enthusiasts congregate: in pilot shops, FBOs, restaurants, terminals, flight schools, avionics and maintenance shops.

It’s distributed to over 1100 aviation related locations from Maine to Florida to the Ohio Valley and beyond.

Each Atlantic Flyer issue has 40 colorful pages filled with interesting aviation content.

Advertise in a paper that people take home to read.

We offer a variety of advertising opportunites to meet your needs and budget, including display, classified and web advertising.

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Hit Your Target !

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You do not have to fly to all the North Carolina airports and museums to collect stamps in your NC Passport for the Operation Fly NC program.

Similar programs in Maryland and Virginia also allow stamps to be collected by grounded pilots, although flying in is always preferred - by everybody!

Bad weather or short runways or other factors outside a pilot's personal comfort zone at a given time should not keep us from exploring airports. Also, we do not always have an airplane at our beck and CURRITUCK COUNTY REGIONAL AIRPORT “Your Gateway to the Outer Banks” Currituck, North Carolina ONX

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call when we have the opportunity to visit a new airport. If flying is not an option, visiting an airport or aviation museum is better than nothing.

This was my experience during Hurricane Sandy. My husband and I and our pets fled from the storm, just ahead of NC Highway 12 closures that kept us off Hatteras Island for several days.

We only went as far as Elizabeth City, hoping we could avoid the worst of the storm and be close enough to return to the island as soon as the coast was clear. After several days of sleeping in our RV, waking up (and shopping) at WalMart, checking on-line updates (and shopping) at Lowe's and exploring the area, I decided to check out the Elizabeth City Municipal Airport, ECG, after chatting with a local pilot at IHOP. Grounded pilots (including a news chopper crew) lounged in the plush FBO, waiting for a break in the windy rain from the back side of Sandy. I had no problem getting my Fly NC passport stamped, although I endured some good natured heckling from the locals about arriving by land rather than by air (What, hadn’t they heard about the hurricane?). I eventually returned to the island by emergency ferry, since the Highway is still being repaired as of this writing.

So, flying is the object of the game, but you can have a bit of fun visiting airports even when air traffic is grounded.

by Linda Sue Boehmer, aka the Pink Lady

LEARN TO FLY LOCATIONS Connecticut Action Multi Rating 155 Tower Avenue Groton, CT 06340 860-449-9555 www.mward42.tripod.com Connecticut Flight Academy 20 Lindbergh Dr Hartford CT. 06114 869-722-9667 www.ctflightacademy.com Future Flyers of CT 94 Wolcott Rd Simsbury, CT 06070 860-819-3717 http://futureflyersct.com/ Premier Flight Center - HFD Hartford-Brainard Airport 58 Lindbergh Drive Hartford, CT 06114 Contact: Gary Ciriello www.PremierFlightCt.com Florida Europe-American Aviation Diamond Brilliance Flight Center 200 Aviation Drive N, Suite # 6

Naples, FL 34104 239-430-9220 Shawn@eaa-fly.com www.eaa-fly.com Maine Southern Maine Aviation Sanford Regional Airport (KSFM) 199 Airport Road - Main terminal Sanford, ME 207-324-8919 wwwsouthernmaineaviation.com Twitchell’s Airport & Seaplane Base (3B5) - 40 Airport Road Turner, ME 04282 Contact: Dawn or Dale Twitchell www.twitchells3B5.com Massachusetts Alpha One Flight School 246 South Meadow Road Plymouth, MA 02360 508-747-1494 Berkshire Aviation Enterprises,llc (GBR) - 70 Egremont Plain Rd. Great Barrington, MA 01230-0179 GreatBarringtonAirport.com

Beverly Flight Center West Side Danvers MA 01923 978-774-7755 www.beverlyflightcenter.com

Hampton Airfield Tail Wheel Instruction 9 A Lafayette Road North Hampton, NH 03862 603 397-0367

New York Randall Airport P O Box 3062, 100 Airport Rd. Middletown, NY 10940 845-343-5965

Eagle East Aviation 492 Sutton Street North Andover, MA 01845 www.eagle-east.com

Monadnock Aviation 80 Airport Road Keene, NH 03431 603-357-7600

Westfield Flight Academy-BAF 111 Airport Road Westfield, MA 01085 413-568-5800 www.fivestarflight.com

Rochester Aviation 238 Rochester Hill Rd Rochester, NH 03867 603-479-6845 www.flyskyhaven.com

Pennsylvania Gateway Aviation 1730 Vultee Street Allentown, PA 18103 Contact: Bradley Snyder 610-797-7942 Brad@gateway-aviation.com www.gateway-aviation.com

New Hampshire Concord Aviation Services 71 Airport Road Concord, NH 03301 603-228-2267 www.mv.com/ipusers/confbo

Signal Aviation Services 58 Airport Road West Lebanon, NH 03484 603-298-6555

Green River Flight Center 11 Aviation Drive Keene, NH 03431 603-352-2599

New Jersey Andover Flight Academy PO Box 239 Andover, NJ 07821 973-786-6554 www.andoverflight.com/

Rhode Island North Central Flight Center North Central Airport (KSFZ) 300 Jenckes Hill Rd. Smithfield, RI 02917 www.ripilot.com 401-413-4093 South Carolina Ellsworth Aviation 764 East Smith Street Timmonsville, SC 29161 843-229-4845 www.instrumenttraining.com

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Page 19

A Wild Bill Christmas Old Wild Bill may not be much; grumpy, obtuse, sarcastic, and occasionally verbose but he does like Christmas. Besides the obvious aspect of the Lord’s birthday, I fully endorse and celebrate the charitable nature of the glorious event. Heck, I like giving stuff. I really do. Does that make me a loyal follower of Karl Marx? I think not, I’m not redistributing anything other than the junk people gave me last year in hopes that they aren’t the ones who gifted it to me in the first place.

So, in the spirit of the occasion here’s what I’d really like to do but don’t have the guts to. Chapter One: If I were Santa. First off, Wild Bill’s sleigh is big; I mean really big, HUGE, like 410,000 pounds big with real big engines capable of plowing through the night sky at better than 480 true. There’s no hiding the fact I’m on the way, what with 110,000 pounds of thrust per side you’ll hear me coming from 10 miles out. And since my sleigh is registered ‘experimental exhibition’ it cost me a fraction of a normal certificated sleigh listed on “Barnstormers”. Insurance is cheaper too. No animals were harmed in my production. The only reindeer in Wild Bill’s world are heads hanging on a den wall – Real quiet and no scatological nuisance. Bye-bye deer – say hello to excess thrust-to-weight ratio. Because my sleigh is big with a 156-foot wingspan, I can haul 120,000 pounds of goodies, most of it pallet loaded.

Elves are small, inefficient, mouthy and dang-it, look funny running around in green tights. Nope, the cargo kickers on Santa’s rig are burly, with tattoos, and instead of cheap seasonal workers, work year round’ keeping Santa’s ramp and warehouses packed with all the latest gadgets and goodies. Yes, they don’t sing nice holiday songs, will expel gas on cue, and spit tobacco all over the tarmac, but they replenish Santa’s lavatories with sparkling fresh blue water, which makes Santa happy and a task no self-respecting elf will do. Besides, the TSA hired away all of Santa’s old elves and they now get union rate with snazzy badges and blue uniforms to boot. They’re still mouthy though.

You may wonder how poor old Santa keeps up with all of your wishes, wants, and needs. It’s tough but don’t you worry your little head one more nanosecond…I got you covered. No matter where you live Wild Bill…er Santa, won’t have any problem finding your house, cause’ my rig has full map mode, collision avoidance and terrain following GPS with a 100 terabyte international

database. I not only know where you live but thanks to file sharing with the Department of Homeland Security, I really do know whether you’ve been bad or good…for goodness sakes. Ain’t computers wonderful. Good people get good stuff; the kind of stuff I’d buy for myself. Bad people get the aforementioned junk that I graciously redistribute, such as the bright red “Remove Before Flight” speedo. Just because there was no tag, don’t think Santa doesn’t know who gave me that. Believe me, he does. And, boy does Santa have something special for you.

Now, don’t count on Santa landing on your roof; the sleigh is 410,000 pounds and landing on your house is classified by the NTSB a Bona fide crash sure to keep CNN onsite for weeks. Nope. I got cargo kickers and a drop down ramp and airdrop is the best option, and wonder-of-wonders Santa has Night vision technology with a Head’s Up Display. So boys and girls get mom and dad to buy some chem-sticks and mark out a suitable DZ away from the car, swing set, and any family pets, cause’ Santa is coming to town – BIG TIME – and he’s been “cleared in hot”.

Just to keep the spirit alive I have wrapped cargo chute cord with sleigh bells.

I even have Bing Crosby blaring away “White Christmas” on a “too die for” speaker system that would make Colonel Kilgore wet his pants. For you folk that Santa don’t like, you get Bruce “The Boss” Springsteen’s “Little Drummer Boy” sure to make your ears bleed or a money back guarantee. Oh, by the way, all of you bad boys that have been, like really, really, bad; so bad that your faces are all over those special bad boy websites put out by the FBI and CIA; Santa has something special for you strapped to pylons on his sleigh and guess what – It’s laser-targeted.

Now, for all of you enviro-fertilized, eco-nuts looking for a “green” Christmas no problem, Santa’s 410,000-pound sleigh runs on a biofuel mixture of sour eggnog, ground fruitcakes, and warm, roasted chestnuts. It smells like Hell, but they tell me it’s great for the environment. Last but not least, Wild Bill would never go against tradition and deny the fawning masses of children the right to give Santa a little something back. But for Saint Nick’s sake, instead of a warm glass of milk and a plate of cookies this Santa wants three fingers of ‘Gentleman Jack’ and a Rocky Patel Vintage 1990 Churchill Honduran cigar.

Don’t forget the cutter: Merry Christmas to all and to all a goodnight.

By Steve Bill Hanshew

Page 20

January 2013

C L A S S I F I E D S 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 $17,995. 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, 781771-6969.

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 info 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 info call Ken Soeder at 203-641-6102.

1/4 Share 1989 MOONEY M20J 201SE, Based In Lawrence (KLWM), 2675 TTSN, 1442 SFRM, 140 SPOH, Al-

AIRCRAFT PARTS & EQUIPMENT

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.

ways Hangared. 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 781-7180160 Nashua NH (ASH) Own 1/15 Share of Cessna 172 Queen City Aero Club 1974 Cessna172M (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 603-7658853 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 THanger, 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 603765-8853 or tj@joycecool.com Join Snoopy's Group - a very affordable, members only, nonprofit flying club with two well maintained IFR C-172's at KWST. 401-742-4182

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. - Sat., 8-5.

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/

HANGARS Danbury Sale or Rent: Modern hangar, electricity, heat, bifold door, epoxy floor. Bob 203321-1073 or Bob@Barkerbox.net Beverly East side: Hangar, hangar space & Office Space, Elec/heat, bathroom. Call 978376-6426 Laconia, NH KLCI: Hangar For Sale. 40 x 30 T-hangar. $7500, Great summer and winter location! Steve Ruff 425444-1691.

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 December through April. $450 per month. Call 978-697-6002 Light Twin T-Hangar at SFM. 44' or 48' T hangars with 14' high doors. 42' T-hangars.

Heated corporate hangar w/ 55' x 16' door. Group hangar for winter storage. Sanford, Maine.

207-459-0527.

Concord, NH First class T Hangars for sale or rent from $525/month. Bifold doors with automatic latches, full foundation and frost wall, insulated floor and ceiling, pilot lounge and more. www.eastcoasthangars.com or contact: Don Hebert, 603-848-8877, info@eastcoasthangars.com Prices have been Substantially Reduced!!! T-Hangars, Newport, NH. (2B3) sale or rent, built 2007: 42' bi-fold doors, heavy duty insulation, excellent lighting at beautiful Parlin Field (2b3). Low fuel prices and the 'Lil Red Baron Mexican restaurant on the field. See pictures at: www.flickr.com/photos/kloeppel and call Rick: Recycled pilots LLC at: 603-526-7730 PSM - Pease International Tradeport, End Unit. Electric bi-fold and overhead doors.

Clean and dry. Immediate occupancy, lease available. Call 978-556-5936.

TRAINING & INSTRUCTION

Blairstown, NJ (1N7). T & Rectangular Hangars available for singles to turbo props. 908-362-8965, jdair@ embarqmail,com.

Sussex N.J. (FWN) new 65' X 62' hangar to share $250/mo elec. door, concrete floor, new paved taxiway 973-600-2657 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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Page 21

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 BarnesWestfield, MA Call 413-5685800 or Steve 413-222-3766 FREE !!! Rusty? Need to get current? CFII, MEI, likes to stay busy! Call for free instruction.

Michael Truman 617-924-6000.

EMPLOYMENT OPPS 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.

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.

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CFII WANTED established flight school Barnes-Westfield Airport (BAF). competitive wages, full time opportunity, associated with Westfield State University Aviation Management Program, new facility.

Send resume (michelle.grassi@ yahoo.com) to Westfield Flight Academy, 111 Airport Rd., Westfield, MA 01085.

Pilot Jobs - Current Pilot and CFI job listings updated daily.

Helping pilots and CFIs find jobs since 1997! Www.FindAPilot.com 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

MISCELLANEOUS Free Aviation Articles to flying clubs, EAA chapters, etc. for newsletters from Jim Trusty, long-time Atlantic Flyer columnist. Simply write to him and request an article, indicate length of article required, the make up of the group, how often the newsletter is sent out, etc. In return, Jim re-quests a copy of each news-letter in which one of his articles appears. Interested groups may contact him at: Jim Trusty, 103 Highland Drive, Old Hickory, TN 37138; (615) 758-8434.

Things My Flight Instructor Never Told Me and Other Lessons Learned in 25 Years of Aviation. Chronicles one mans journey through the world of general aviation and personal aircraft ownership. Inspired from his experiences as a pilot, instructor and aircraft own-

A new book! Cessna Sensations It gives aviation enthusiasts a nostalgic walk through the history of the Cessna Aircraft Company using vintage photographs and original press releases as its tour guide. It makes a special gift.

Order your copy vintageflyer.com

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 561-752-3261.

er. 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

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

Closing Date for the

Febrary Issue is January 18th

Let a Classified Ad Go to Work for You!

Selling Your Airplane Or Aviation Products?

Why Not Buy A Classified Ad? There are two types ...

Email Address:_______________________________________Phone:_________________________ Name:_____________________________________________________________________________ Address:___________________________________________________________________________ City:___________________________________State:___________ Zipcode:___________________

1. Picture Classified Ads : $35 for picture, plus $.70 per word. Minium charge is $55.00. Run this ad_________times. No. of words___________ Total:____________ Not sure? Give us a call.

2. Classified Ads: Minimum $14.00 for 20 words or less. Each additional word is $.70. ___________________________________________________________________________________ Please complete this form and mail it to:

Atlantic Flyer 800 Village Walk #289 Guilford, CT. 06437 203-458-3348

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Page 22

January 2013

COMMON CAUSE

BY

MIKE SULLIVAN

Is it too late to suggest some resolutions? Naa… It’s never too late. These are mine; what are yours?

Go to an FAA flying safety seminar meeting. How about even just one this year? You get to see and meet the local FSDO folks, talk about how to fly safer, and chat with fellow pilots over coffee and cookies. How hard can this be?

Meet the pilot/owner of the plane next to yours, either on the ramp, or in the next hanger. Have some coffee; make a new friend. This one’s important to grow our network, and draw the airport flying community a little closer together. You might have a lot in common with the next pilot over….you just never know. She might be going to Sun & Fun too.

Join either AOPA and/or EAA; learn what’s going on locally and nationally.

This year there are important flying issues up for decision. At least learn what they really are, and listen to both sides of the arguments. Then voice your decisions and take action.

Take a kid up for a flight; assist with EAA’s Young Eagle program. Actually, take any kid up flying: your own, a relative’s, a friend’s or even a stranger just hanging on the airport fence dreaming. Please – introduce the next generation to flying. Plant the seed this year. With thousands of pilots dying each month just from old age, it will take thousands more new pilots to stabilize the pilot population, no less grow it.

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Is It Too Late for GA Resolutions?

Take an adult up for a flight, a neighbor, a family member, or the news media, perhaps an ATC controller, someone. There is so much misinformation floating around that the only way I know to stop it is to take a non-flyer up for a ride so they can decide for themselves. Answer their questions. Let them fly the plane! It’s never too late to learn to fly. Reach out, lend a hand; it’s so easy.

Take a girl or woman up for a flight; encourage more women into aviation.

The pilot statistics show that the males out number females in the flying community by ten-to-one. We need every one of them to grow our community, and bring their talents, skills, and motivation to general aviation. Many were just never given the chance – now’s the time to reach out and put them in the left seat.

Go get a new rating in something, anything. Are you in a rut? Break out of your little world and get a new rating or endorsement in anything that flies.

Broaden your horizons. Demonstrate your superior skill to the FAA and the local gang. Priceless ego ride.

Share a flight, go for breakfast or lunch, try a new airfield. Tired of talking flying? Let’s see you fly. Show off your highly polished landing techniques, try a new airfield and café and take along a friend (maybe a new friend). Let them fly the plane for a while, you know, get the hang of it so to speak. The grin never goes away. Folks need an opportunity to convince themselves they can do it before they will commit to the time, effort, and money to earn the pilots certificate.

Fly regularly if possible; practice landings often; be demanding of yourself.

Take your A&P mechanic for a ride; you know it’s something we have all wanted to do at one time or another. Let them fly the damn machine for a change.

His smile might last through several oil changes.

Look at the pilot statistics – we are a dying breed unless we reach out for new members. Take an active part in growing the flying community; there’s room for more folks. If we don’t plow the field for the future generation, we have only ourselves to blame. It’s our job to light the fire and pass the baton.

And by the way, raise your voice and use your vote regarding the proposed user fees. Raise a stink! With the current budget shortfalls, people in general aviation are seen as a lucrative source of additional tax revenue. Or, roll over, be silent, and pay more and more.

Common Cause: We have a common cause that binds us all together no matter what we fly – we love to fly. Share that love! The time is near for us to fight for our right to fly in freedom, and not be priced out of existence. It would help if we lowered the accident rate, and removed one more fear of the general population. Pay attention every minute you are flying. Got a better idea? Let’s hear it.

Mike Sullivan CSMEL, CFI C177Pilot@Live.com, KHEF

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