Atlantic Flyer - May2015 issue by Atlantic Flyer

Voice of the General Aviation Community ATLANTIC SuperSTOL <100’ Takeoffs

may 2015 Volume 30 issue 5

Sun 'n Fun Rideshare Ithaca to Sun ‘n Fun via Colorado 2015 Air Show Directory

Quonset Air Show Sal’s Law: NASA Reports Air-to-Ground: Missing NOTAM’s

Kevin Lacey Arsenal of Democracy Flyover > >

Atlanticflyer.net

Try a new Flight Design CT LSA with full glass panel, 3 axis auto-pilot and 112 Knot cruise! Available in North Andover, MAâ&#x20AC;?

Eagle East Aviation 492 Sutton St North Andover MA, LWM 978-683-3314

Twinstar Helicopter Panel Before

ATLANTIC

May 2015

Custom Designed Panel

Upgraded Panel After

Contents

Columns

5 Air to Ground by Rose Marie Kern 11 Atlantic Flyer Awards Pilot Shop 11 Sal’s Law by Sal Lagonia, Esq.

Features 4 6 7

The Not So Subtle SuperSTOL XL by Richard Hawley 2015 Airshow List Arsenal of Democracy Flyover

Private ● Corporate ● Commercial FBO’s ● Flight Schools

David Hampson

Fax: (781) 274-0307

email: david@planeinsurance.com web: www.planeinsurance.com

ATLANTIC

Atlanticflyer.net

Ithaca to Sun n Fun via Colorado by Mike Brown

10 Quonset Air Show by William Sarama 12 Sun ‘n Fun Rideshare by Richard Hawley

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

Cover Story Brian Columbus

About The Cover – Kevin Lacey, owner of Texas Air Fleet, LLC, is star of the “Airplane Repo” show on The Discovery Channel. Our Publisher, Brian Columbus, ran into him at Sun ‘n Fun 2015 and they sat down for an interview to discuss his passion for general aviation.

Checkpoints, Stories, Photos & Comments can be submitted via Email: editor@atlanticflyer.net Copyrights Atlantic Flyer is published by Prop Jockeys, LLC.Copyright 1985-2015 by Prop Jockeys, LLC. All rights reserved. Reproductions or distribution of all content is prohibited without written permission from the publisher.

Check us out online at www.atlanticflyer.net Facebook & Twitter

Atlanticflyer.net

by Richard Hawley

The Not So Subtle...

Just Aircraft SuperSTOL XL

ome of us may remember an old 1950’s advertising line used by the Phillips Petroleum Company to promote their product…”It’s Performance That Counts.” On a very early morning, thanks to Harrison Smith of the Just Aircraft Company, I was treated to a demonstration ride in their latest creation. That old slogan kept ringing in my ears throughout the demo…along with some uncontrolled laughter…as Harrison put the stretched version of the Just SuperSTOL through it’s paces. We don’t need runways anymore. This new version of what was already an amazing performer has been stretched both fore and aft and the addition of a 180 hp UL engine makes for an aircraft that will pin you back in the seat on takeoff. The stretch keeps the weight and balance located right where it was on the shorter, Rotax powered, aircraft. Having a short fuselage isn’t a problem anyway, due to the very low landing speeds. The evolution of this design continues with additional features in the master plan. Spoilers connected to the ailerons are in the works. In the beginning, the design featured a bungee cord suspension with a Bush tail wheel. Improvements came early with a newly designed double shock strut structure that soaks up forces in different directions. This very well designed improvement is necessary due to the fact that the tail wheel lands

first. The bungee cords were replaced with long stroke struts on the main gear to compliment the shock absorption provided by the huge off-road balloon tires. With only 4-5 pounds of air pressure, they flex and soak up force visibly as the airplane lands and turns off the runway. The automatically deployed leading edge slats are independent and are based on an improved Helio design. While the Helio slats are connected with a rod extending into the wing and out of easy reach, shorter rods that are easily reached for service connect these slats. The outboard slats extend just beyond the wing tips when extended. They glide so smoothly that you can deploy them with light pressure using one fingertip. The inboard slats follow the outboard slats during the extension process. They do what they feel like doing with no input from the pilot. It is quite possible to have asymmetrical extension as each wing “searches” for the right combination. The trailing edge flaps are like barn doors. They are retracted during the initial take off run, and are deployed just a bit ahead of the up elevator control stick. The power from the 180 hp UL engine firmly pushes you into the seat back. The leading edge slats deploy as the aircraft assumes it’s normal attitude for takeoff. Your grin widens as the whole thing goes up in what seems to be a 60-degree angle. Before you can

let out a Rebel yell, the upper limit of the airspace over the 1,400 ft. Ultralight grass runway is reached. Because of the airspace limitation and the concern expressed by those unaccustomed to seeing an airplane land tail wheel first, Harrison elected to continue the demonstration at the nearby South Lakeland Airport. Arriving for a mid-field crossing, he checked for any air traffic. In the turn to downwind, the left wing slats deployed, followed by the right wing slats and the trailing edge flaps were set to full down position. The nose came up to about 25 degrees as we slowed. As I looked down at the runway, I began to mutter that there was absolutely no possible way this landing would work. It was as if we hadn’t left pattern altitude while still on right base leg. Then the nose came up even more. Harrison managed a rate of descent with the power and we descended as if in a world of clear Karo syrup. The landing spot he was aiming for was hidden behind the engine. From my left seat vantage point I had to look out at the left side of the runway. It was simply growing nearer. With nothing but blue sky in the windshield, I heard a soft rumbling as the tail wheel began rolling on the grass. It had landed while the rest of the airplane was still flying, albeit around sixteen miles per hour. Harrison eased the power back and the nose came down

for a very soft landing. We had traveled mere feet. What enlightenment! Lands on a dime and gives you nine cents change! The full performance take off followed. At full power and at a nose high angle too difficult to describe, I couldn’t help but laugh out loud (LOL, if you text). Both of us were laughing as the airplane levitated right on up to pattern altitude. The ability to safely operate into and out of a tiny plot of dirt was comforting. The last time I felt this safe in an airplane was when flying over a frozen lake on skis. An airport for this airplane could be just 500 feet of pasture outside your back door. We flew back to the LAL Ultralight grass strip and made a more conventional landing there to avoid distressing those who didn’t understand this airplane’s abilities. As I climbed down from the left seat, I couldn’t thank Harrison Smith enough. Most of us fly along with a constant search in progress, looking always for a field or patch of level ground for a safe place to make an unscheduled landing. Sometimes, due to our airplane’s approach and stall speeds, the best we can hope for is a survivable crash site. This airplane and the folks at Just Aircraft have increased the safety options for all of us. Check out their web page at www. justaircraft.com and be sure to take a very close look at this airplane when you attend Airventure 2015.

Aircraft Maintenance Business For Sale Westerly, Rhode Island 8000 Sq.Ft. Fully equipped maintenance Sheet Metal & Machine Shop Many Parts in-stock for Piper, Cessna, & Beechcraft

Email: reevesair@yahoo.com

ATLANTIC

May 2015

air-to-ground by Rose Marie Kern

Where Does It Say I Can’t Fly There?!

efore a flight, every pilot knows he is responsible for discovering what conditions he will encounter during his time in the air. He is supposed to investigate the current and forecast weather, the Notices to Airmen related to his destination airports and any Temporary Flight Restrictions or airspace hazards he may encounter along his chosen route. When pilots call Flight Service to get a standard briefing, it includes the Notices to Airmen…but many pilots seem to think that Flight Service is responsible for giving them more than that. Recently I know of a VFR pilot who flew blithely through an active Restricted Area. When he landed and the FSDO inspector came to ask why, his answer was that Flight Service did not tell him it was hot during his briefing. He seemed surprised to discover that although Pilot Briefs do include NOTAMs that are put out reference any Special Use Airspace, the Briefer is not tasked with researching the FAA’s Published Data concerning that airspace. All Special Use Airspace (SUA) areas are depicted on Sectionals and VFR charts with a list as to the times that the airspace is normally in use. NOTAMs are only put into the system for times that are outside the norm. Some SUA’s are only active by NOTAM, so you must check the current NOTAMs for those, but in general a Pilot Briefer will only look up the regularly scheduled times if that information is specifically requested by a pilot. Some FDC NOTAMs have been around for so long that pilots either forget about them or just don’t realize that they are still in effect. There are airspace restrictions around the big theme parks like Disneyland, and an ongoing restriction that is a coverall for all major outdoor events. Do not fly within 3000 feet AGL and three miles laterally of ANY stadium, racetrack, amphitheater or any other place where thousands of people are likely to

gather. This includes high school and college football games. It is natural to be curious about why the lights are blazing somewhere below you, but consider them a warning to stay away, not a beacon to your curiosity. If someone has binoculars and catches your tail number as you swoop overhead, they could report you to FSDO. There are many other more specific informational items that are not included during the NOTAM portion of a pilot weather briefing. Data that is published well in advance for major sporting events – like the Indianapolis 500, or airshows like Oshkosh is not researched for every briefing. There may be related NOTAMs at the airports in the area regarding runway closures or Airspace activities, but the many and myriad details of the event must be researched in the FAA’s published NOTICES TO AIRMEN. This document is updated monthly and is available online at http://www.faa.gov/air_traffic/ publications/notices. The NOTICES TO AIRMEN document contains FDC data related to changes in airports, facilities and airspace procedures, International Flight Prohibitions and potentially hostile situations, Oceanic Airspace Notes, and information related to Sporting and Entertainment events, such as NASCAR races and the Albuquerque International Balloon Fiesta. The cover page of the document states “Notices to Airmen included in this publication are NOT given during pilot briefings unless specifically requested by the pilot.” It is confusing that the FAA uses the same terminology for both NOTAMs that are Published and known about for months in advance and those informational NOTAMs that come up suddenly and may be active for a very short time. Flight Service can find any information you need, but if it is in a published document, it will not be part of a standard Pilot Briefing.

Rose Marie Kern has worked in ATC for over 30 years. You can contact her with questions at author@rosemariekern.com.

2015 ATLANTIC

awards

his month, we’re seeking nominations for Outstanding Airport Restaurant. Whether you favor a $100 Hamburger or finer airport fare, we want to hear about yourfavorite spot.

Nominations open for Outstanding airport restaurant Awards consideration will be based upon customer testimonials and overall quality.

To nominate a Airport Restaurant please send us a message that includes the location and reasons for nomination via email: Awards@AtlanticFlyer.net or via our Facebook page. Nominations are due by May 31, 2015. Atlanticflyer.net

Atlantic Flyer – 2015 Airshow Schedule

Dates Airshow Airport

5/2 5/8 5/9-5/10 5/9-5/10 5/9-5/10 5/16-5/17 5/16-5/17 5/16-5/17 5/20 & 5/22 5/23-5/24 5/23-5/24 5/23-5/24 5/27 5/30 5/29-5/31 5/30-6/1 6/5-6/7 6/13-6/14 6/13 6/20-6/21 6/20-6/21 6/27 7/10-7/11 7/11-7/12 7/18 7/18-7/19 7/20-7/26 7/25-7/26 8/14-8/16 8/22-8/23 8/22-8/23 8/22-8/23 8/29-8/30 9/2 9/5-9/6 9/12-9/13 9/12 9/19 9/19-9/20 9/19-9/20 9/19-9/20 9/26 10/3-10/4 10/3-10/4 10/10 10/17-10/18 10/25-10/26 10/30-11/1 10/31-11/1 11/7 11/7-11/8 11/7-11/8

Manassas Regional Airshow KHEF Arsenal of Democracy Flyover KCJR Salute America Air Show KPUJ Millville Air Show KMIV Quad City Air Show KMLI Great New England Wings & Wheels KCEF Wings Over Wayne KGSB Warbirds Over The Beach KNTU USNA Air Show & Graduation Salute to Veterans Celebration KCOU Rochester International Airshow KROC Bethpage Air Show KFRG Anderson Regional Airshow KAND DeKalb-Peachtree Airshow KPDK Virginia Beach Air Show KPVG Quonset Rhode Island NG Air Show KOQU Mid-Atlantic World War II Weekend KRDG Ocean City Air Show KOXB Military Aviation Museum Flying Proms KNTU Wings & Wheels Expo KTEB Westmoreland County Air Show KLBE Greenwood Aviation Expo KGRD Pensacola Beach Air Show KPNS National Warplane Museum Air Show D52 Wings & Wheels Bath County KHSP Thunder of Niagara Air Show KIAG EAA Airventure KOSH Fargo Airshow KFAR Greenwood Lake Air Show 4N1 Greater Binghamton Air Show KBGM Lancaster Airport Community Days KLNS Festival of Flight Air & Car Show N57 New York City Air Show Thunder Over the Boardwalk KACY Great State of Maine Air Show KBXM Lycoming County Balloonfest & Air Show KIPT Reading Air Show KRDG Joint Base Andrews Air Show KADW Winston-Salem Air Show KINT NAS Oceana Air Show KNTU Ocean City Roar at the Shore Airshow 26N Leesburg Air Show KJYO Wings Over North Georgia KRMG WWI Airshow - Bi-Planes and Tri-Planes KPVG Culpeper Air Fest KCJR Boshears Skyfest & Fly-in KDNL Jacksonville Sea & Sky Spectacular KNIP Stuart Air Show KSUA The Great Georgia Airshow KFFC Blue Angels Homecoming Air Show KNPA Moody AFB Community Appreciation Day KVAD Warbirds Over Monroe Air Show KEQY

Lowering the cost of ADS-B

f you’ve been following the discussions around the FAA’s 2020 mandate for aircraft to equip with ADS-B Out, then you know that AOPA has made lowering the cost to comply a top priority. For tens of thousands of aircraft owners, particularly those who may own older airplanes valued at $40,000 or less, the price to equip has been a major sticking point. Many of these aircraft owners simply can’t justify spending 15 percent or more of the value of their airplane 6

ATLANTIC

May 2015

to install ADS-B Out equipment just so they can continue to use the airspace where they already fly. I’ve heard from many of these owners and AOPA members who tell me they’ll have to sell or ground their aircraft if we can’t come up with a more cost-effective way for them to participate in ADS-B. We’ve raised the issue with the FAA and with equipment manufacturers in public forums. We’ve made it a key discussion point at Equip 2020 meetings where the aviation community and the FAA are

City Manassas Washington Dallas Millville Davenport Westover Seymour Johnson Virginia Beach Annapolis Columbia Rochester Wantagh Anderson Atlanta Virginia Beach North Kingstown Reading Ocean City Virginia Beach Teterboro Latrobe Greenwood Pensacola Geneseo Hot Springs Niagara Falls Oshkosh Fargo West Milford Johnson City Lititz Toughkenamon Coney Island Atlantic City Brunswick Hughesville Reading Joint Base Andrews Winston-Salem Oceana Ocean City Leesburg Rome Virginia Beach Culpeper Augusta Jacksonville Beach Stuart Peachtree City Pensacola Moody AFB Monroe working collaboratively to address obstacles to meeting the mandate. We joined forces with 13 other aviation organizations to lay our concerns before the FAA administrator. We’ve held individual meetings with manufacturers to discuss the barriers and opportunities for more affordable solutions. And we’re hosting a meeting of equipment manufacturers at Sun ‘n Fun to find even more ways we can work together to lower costs. The good news is that both the FAA and manufacturers have heard our concerns, and the first significantly lower cost ADS-B Out package has been announced at a price about half that of the lowest cost solution previously available. I’ve also spoken with several other manufacturers who say they’ve got lower cost offerings in the works, too. I’m pleased that our efforts are getting results,

State VA DC GA NJ IA MA NC VA MD MO NY NY SC GA VA RI PA MD VA NJ PA SC FL NY VA NY WI ND NJ NY PA PA NY NJ ME PA PA MD NC VA NJ VA GA VA VA GA FL FL GA FL GA NC

Featured Act Breitling Jets Warbirds Snowbirds Thunderbirds Blue Angels Blue Angels Thunderbirds Warbirds Blue Angels Snowbirds Blue Angels Thunderbirds Snowbirds Aerodynamix Blue Angels Blue Angels Warbirds Blue Angels Warbirds Warbirds Blue Angels Lima Lima’s Blue Angels Rob Holland TBD Thunderbirds Many Blue Angels Greg Koontz Golden Knights TBD Matt Chapman TBD Blue Angels Blue Angels Aerodynamix Golden Knights Thunderbirds Aerostars Blue Angels TBD McKenna P51 Skytypers Vintage Aircraft Warbirds Warbirds Blue Angels Aeroshell Blue Angels Blue Angels Thunderbirds Warbirds

and that equipment manufacturers have been so responsive to the needs of their customers. And there may be other ways to help keep costs down, too. A&P mechanics can install ADS-B equipment with the proper training and an inspection authorization (IA) signoff. That has the potential to be a real money saver for owners, especially if it’s done during an annual inspection. We’ll also be installing a variety of ADS-B solutions in our own AOPA aircraft in the coming months, and we’ll share those experiences, including information about the cost and installation complexity, so you can learn right along with us. ADS-B is here to stay, and we want everyone to benefit. That’s why we’ll keep doing everything in our power to make sure every segment of the GA fleet can participate.

Photos by Richard Mallory Allnutt

by Mary Ann Rynkiewicz

Arsenal of Democracy Flyover Successfully Completes Mission of Honoring World War II Heroes Washington, DC, May 8, 2015—Seventy years after Allied forces won the world’s freedom in Europe, 56 vintage World War II airplanes celebrated Victory in Europe Day in a tremendous display of airpower and history before a crowd of thousands gathered along the National Mall in Washington, DC. The Arsenal of Democracy: World War II Victory Capitol Flyover included aircraft flying in 15 historically sequenced formations that represented the major battles of the war, starting with Pearl Harbor and ending with a missing man formation led by Congressman Sam

Graves (R-MO) in a TBM Avenger, the same model of airplane former President George H.W. Bush flew when he was shot down overseas. Under a nearly perfect sky, the event honored the men and women who flew and fought in the war, and those at home

who manufactured the planes, ships, and tanks that allowed the Allies to secure victory. Among those in attendance for the historic flyover were more than 400 veterans of World War II, drawn to both the commemoration of VE Day and the unprecedented display of vintage military aircraft. For many, it was the first time they had seen these types of airplanes since they saw them over the skies of Europe and the Pacific more than seven decades ago. The planes flew at 1,000 feet, making them easily visible to onlookers from the ground. A live webcast provided narration about the planes and their role in the battles to Americans across the country. All of the airplanes returned successfully to either Manassas or Culpeper Regional Airport except for one that made a precautionary landing at Reagan National Airport. The Flyover was months in the planning, with many Federal government agencies providing key support. They included the Federal Aviation Administration, the Transportation Security Administration, the National Park Service, the U.S. Capitol Police, and the U.S. Secret Service. “We are thrilled that today’s flights went extremely well and, most importantly,

safely,” said the Arsenal of Democracy Flyover Executive Committee, which includes Stephan C. Brown, President and CEO of the Commemorative Air Force (CAF); Pete Bunce, President and CEO of the General Aviation Manufacturers Association (GAMA); John Cudahy, President of the International Council of Air Shows (ICAS); Paul Rinaldi, President of the National Air Traffic Controllers Association (NATCA); and Doug Rozendaal of the Texas Flying Legends Museum. “The owners, pilots, and crew of these aircraft demonstrated an extremely high level of professionalism at every instance, and we thank them, our government partners, our Honorary Co-Chairs, our Honorary Congressional Committee, and especially our sponsors for making today’s event possible. Everyone worked together with the one goal of honoring our nation’s heroes. We hope this unforgettable experience was as meaningful to them as it has been for us.” Former President George H.W. Bush, former Senator Bob Dole, and former Congressman John Dingell are the Honorary Co-Chairs of the Flyover. The Honorary Congressional Committee Co-Chairs are Senator James Inhofe and Congressman Sam Graves. Mary Lynn Rynkiewicz is the Director of Communications for the General Aviation Manufacturers Association

More Meaningful Tests For years, passing FAA knowledge tests has been a hurdle that pilots must jump—almost unrelated to the rest of the training process and full of questions about equipment and procedures today’s pilots were unlikely to encounter. But new airman certification standards developed by industry and the FAA are making the tests part of a more integrated and systematic approach to pilot certification. And while the new approach may not make passing the knowledge tests easier, it will make the whole experience more meaningful. Gone are questions about outdated topics including automatic direction finder/ nondirectional beacon (ADF/NDB); radar summary charts; the En Route Flight Advisory Service (EFAS); medevac; and transcribed weather broadcasts (TWEB). The FAA has also deleted questions that required the use of non-standard scales for measurements or calculations, and questions that required pilots to interpolate across multiple charts to determine weather or aircraft performance. AOPA has played a leading role in bringing about these changes, and we think they’re good news for pilots. We even chaired the FAA’s Airman Certification System working group that drafted the new airman certification standards for private, commercial, and instructor certificates, as well for the instrument rating.

We believe that the knowledge test for any certificate or rating should be relevant to the way we really fly. It should also be an opportunity to deepen a pilot’s understanding of important topics, not a memorization game. To that end, the FAA has added new codes for each question topic area. Those codes will appear on test reports for missed questions so pilots can easily review those subjects. Eventually the new coding system will apply to all testing topics, covering both the knowledge test and the practical test tasks, linking the two tests and giving pilots another way to spot weaknesses in their understanding. We want pilots to get relevant training and useful knowledge, skills, and tools, and these new tests are a big step in the right direction.

Mark R. Baker President & CEO, AOPA

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

Atlanticflyer.net

By Mike Brown

Ithaca to Sun 'n Fun via Colorado

ast April I went to Lakeland, Florida, for the Sun’n Fun fly-in for the first time. I took lots of pictures, of course, and after I got home I assembled them into a photomosaic. It turned out so well, I decided to send it to Sun’n Fun for them to post on their web page if they wanted. Much to my surprise, my photomosaic was chosen to be used as Sun’n’Fun’s poster this year, and they sent me two free tickets as a “thank you”. How could I pass that up? I decided to make a real break of it by flying my Cessna 172M to Florida from its home in Ithaca, New York. David St. George of the East Hill Flying Club in Ithaca asked me to keep a blog of the trip on the Club website, so the other club members could follow along as I flew the Skyhawk to Florida. Since I had an extra ticket, I offered the spare to Jerry Friedman, my friend (and former partner in several different airplanes). I arranged to pick him up at his home in western Colorado on the way to Florida. Yes, I stopped off in Colorado on the way between New York and Florida - I never said geography was my specialist subject. After waiting for most of a week for a spell of wretched weather to clear, the ceiling at Ithaca was 2,000 and clear under, so I hopped in N46493 and took off, heading west. In time, I passed by Niagara Falls. You could see the mist rising from miles away, and even from outside the restricted area the falls were impressive. As I passed north of Niagara, I entered Canadian airspace, and was handed off to the St. Catherine’s controller. In case you haven’t done it before, overflying Canada is not a big deal. You just have to be on a flight plan and assigned a transponder code before you enter Canada, and then you just go. This was my first time dealing with Canadian Air Traffic Control, and it was interesting. They must be the politest controllers I’ve ever spoken to, for one thing. For another, the terminology is just slightly “off” for ears used to decades of FAA-speak. I got used to it, but you have to listen carefully at first. The last Canadian controller I talked to signed out with “good luck – at that speed it’s going to take you a long time to get to Wichita!” “It beats walking”, I said, and he agreed. My route entered the US at St. Clair (KPHN), and then it wasn’t too long before I was on the ground at Owasso Community Airport (KRNP). Owasso is a nice uncontrolled field with two turf runways and a longer asphalt runway 11/29. There’s 8

ATLANTIC

May 2015

a self-service fuel pump outside the airport office, and a small, but very friendly, cafe which serves quite tasty omelets. About 45 minutes from Owasso, I crossed Lake Michigan - another new experience for me. Once you get off shore, there’s nothing to be seen but water and sky – it’s 44 miles wide where we crossed, and for most of that time you can’t see either shore. It’s easy to see how people get disoriented under those conditions. Finally, Manitowoc appeared out of the mist, and we’d made it across… Forty miles further along, and I was on a two-mile final for runway 27, Oshkosh (KOSH). In my planning I’d found that the Hilton Garden had their own private ramp at KOSH for guests, an irresistible opportunity. I checked in as quickly as I could, and walked the mile or so to the EAA Museum across the airport. My second day was a long one – eight and a half hours flying. I got off nice and early from Oshkosh, into clear and cloudless skies. Unfortunately, there was a 25-35kt south wind in those clear skies. It took a lot of crab to hold a more-or-less westerly course, and for most of the day the best I saw was about 84 knots groundspeed. I crossed the mighty Mississippi just south of LaCrosse, Wisconsin. On the other side was Minnesota, my second state of the day. From this point on, the terrain was pancakeflat and increasingly dry. As I flew westward, the smooth conditions when I took off became increasingly bumpy, and the reported winds at each airport grew higher. By the time I stopped at Yankton, South Dakota KYKN (state number 4), the AWOS was reporting 19 gusting 31 straight down Runway 19. The landing was interesting – felt like I was hovering at the last bit, and taxiing to the fuel pumps I was careful to use the control inputs you learn in training, but never seem to really need much in our calmer climate. I refueled as quickly as possible, and took off again. After about three hours, most of it over Nebraska (state 5), I was able to call Cheyenne Approach (Wyoming – state 6), and twenty minutes later, I was on final for Runway 31 (wind 310 at 22 gusting 34). Another interesting landing, and I’d arrived at KCYS. The folks at Legacy FBO were nice enough to toss me the keys to their courtesy car, and the day was over. I got an early start the next morning to miss the worst of the daily winds. At 7:00AM, there was only a small crosswind on Runway 27, and after using a frightening amount of the runway (Cheyenne is at

6,200 feet altitude), we were on our way. On the way out of Cheyenne, the scenery is basically flat, gently dimpled, and more or less uninhabited. As I headed southwest, climbing at the best rate N46493 could muster, the land came up to meet us, and became more rugged with scattered outcrops of rock. We made it up to 11,000 feet before we crossed our first pass, on the Wyoming-Colorado border. On the other side of a wide valley was the highest point in the trip, a pass northeast of Steamboat Springs. We climbed to 12,400 feet to give the pass a little extra room. From Steamboat, the route was westerly along a valley to Meeker (EKR), then southwest. Descending down past 9,000 feet, we crossed the last ridge and entered the Colorado River valley, and there was our goal for the leg – Mack Mesa Airport (10CO), sitting on top of a ridge. I spent a few days with Jerry and his wife Barbara, then Jerry, N46493 and I prepared to leave for Florida. Once again, the weather wasn’t cooperating. We had snow, and rain, and on Saturday morning you couldn’t see across the street for the fog. It took until noon before the clouds lifted enough that we could get out of Mack Mesa - but not anywhere near enough to allow crossing the Rockies at any of the available passes. The clouds were at or below mountain level both north and south of the Colorado River valley, and the highest ceilings along any route across the mountains to the east were well below the passes. So, we headed west to Utah, then turned south to follow the valleys down to Santa Fe - if you choose the route carefully, it’s entirely possible to do that route at no higher than 7,800 feet. The sun broke out as we neared the Utah state line, and the ceiling lifted and became much more broken. From just south of Moab, we turned southeasterly toward New Mexico. By this time we were indicating between 125 and 135 knots groundspeed – after fighting headwinds all the way out it was so great to have a significant tailwind for a change. By the time we got to Cortez, Colorado, we were able to climb up to 8,300 feet, which put us comfortably above anything nearby for the rest of the trip. Santa Fe is effectively in the next valley over from the one we’d been following, with the Sandia Mountains in the way, peaks at 9,000 feet and up. You have to continue southeast until you’re nearly due west of Santa Fe before you can turn left and aim for the airport. We called in to KSAF about 25 miles west of the field, and were told to expect runway 28. Before long we cleared the last ridge, and Santa Fe was straight

ahead. The next day’s weather in Santa Fe was picture perfect – clear blue cloudless skies – albeit with a very strong north wind. We climbed to about 8,100 feet to clear the hills southeast of Santa Fe – once you’ve made it over those ridges, it’s downhill all the way to Florida. With slight jogs to fit in waypoints at roughly 65-100 mile intervals, we headed basically east southeast for the entire day, crossing from New Mexico into the Texas panhandle, then following the TexasOklahoma border most of the day, dropping back into Texas for a while, then finishing up at Texarkana, Arkansas. We stopped for fuel at Childress, Texas (KCDS), about 3 hours after leaving Santa Fe - winds were 330 degrees at 24 knots, gusting 32. My landing on runway 36 wasn’t bad, but taxiing with a 30+ knot wind can be really interesting. The Cessna really didn’t want to turn at some points as we taxied to the fuel pump, then back to Runway 36. With a 30+ knot headwind, N46493 felt like a STOL 172. We were halfway to takeoff speed before starting the takeoff roll! Three hours and fifteen minutes after leaving Childress, we were on a right base for Runway 22 at Texarkana, Arkansas (KTXK). The folks at the TACAir FBO couldn’t have been nicer. They arranged to fuel and tie N46493 down for the night, then arranged for a hotel room and rental car for us, both at a discounted rate. The weather as we left the next morning was beautiful in Texarkana. It was raining in northern Florida and southern Georgia, but the forecast was for the rain to have moved offshore by the time we arrived late in the day. So, with our fingers crossed, we took off from KTXK bright and early. After an hour or so, we crossed the Mississippi again. I’d seen a post on the “AOPA Members” Facebook group inviting people flying to Sun’n’Fun to stop in at Monroe County, Alabama (KMVC) for a free buffet meal. As it turned out, KMVC was almost exactly half way between Texarkana and Clearwater, so it made a perfect stop for fuel and food. About three hours after taking off, we were on final for runway 21. Everyone at Monroe County was as friendly as can be – the guy on the line even pumped our fuel at the self-service fuel pump. We fueled next to another airplane which was also headed to Sun’n’Fun, then we all went into the FBO for food. It was still a bit early for lunch, so they had a breakfast buffet – sausages, corn bread, grits (of course), sausage-andegg-biscuits, coffee and other drinks, even popcorn… We sat around talking flying while we

watched the weather on our tablets or smartphones – the storms moving in from the Gulf of Mexico hadn’t moved on as predicted. In fact, they seemed to be getting worse. We waited, and watched, until it looked like there was a route along the back side, if we headed more directly south and then east. We decided to go ahead for an hour, which would take us to KMAI, and see how things looked. If the weather wasn’t good ahead, we’d land there. If not, we’d go on to Talahassee and see how it was there, and so on. As it turned out, we started to get light rain around Talahassee, but the visibility was still good, so we decided to press onward to Perry-Foley (40J). About ten miles from 40J the ceiling began to drop and the rain strengthened. We decided to land and wait it out – along with about eight other airplanes, as it turned out. Perry-Foley is another very friendly FBO, with a nice airport dog and a good facility for just sitting around in. So we did, for several hours. I read some magazines, petted the dog, talked flying, checked the weather, autographed the Sun’n’Fun poster on the

wall… Finally, a little after 5:00 the weather broke and we got back in the air. As we neared Clearwater, it turned out that the storms had moved on – but they’d left behind a low deck of broken clouds at about 800-1,200 feet. We threaded our way through the clouds and the busy workspace (talking to Tampa Approach along the way), until we arrived at KCLW – and for a miracle, the deck broke enough to make our landing uneventful at last. For an extra eight dollars a night, they offered an opensided hangar for 493, which I decided was worth it. The Cessna had done a fine job, and earned a week in the shade. We spent six days at Sun’n Fun, which provided both (sun and fun), and then took two days to return to Ithaca. The totals for the trip were approximately 47 hours flying about 4,140 miles, for an average ground speed of about 88 knots, thereby proving you can do that large a circle around the US and hit headwinds nearly all the way. Still, it was a fantastic trip, and if you’re flying for the flying, who cares if it takes a little longer? Wonder where I can go next?

AvGas

fill-up finder

100LL

FBO location

Identifier $$$/GAL

North Adams FBO

North Adams, MA KAQW

3.98

Parlin Field

Newport, NH

4.25

Central Maine Airport Central Jersey Airport Hummel Field Airport Hickory Regional

Lumberton Regional Million Air

Falmouth Airpark

Richmond Airport Richmor Aviation Bradford County

Wakefield Municipal

Norridgewock, ME

KOWK

Manville, NJ

47N

Saluda, VA

Hickory, NC

Lumberton, NC Albany, NY

Falmouth, MA Richmond, RI Hudson, NY

Towanda, PA

Wakefield, VA

2B3

W75

KHKY KLBT

KALB 5B6

08R 1B1

N27

KAKQ

4.28

Product Showcase

"Advertisement"

HAZARDS ON THE SHELF

ave you cleaned your car lately? With the proliferation of automated convenience store drive thru wash bays it’s easier than ever to keep your ride looking nice. When it’s time to detail your car you head to the local parts or hardware store and buy up some easily available product, slather it on and towel it off. When’s the last time you gave your airplane the “treatment”? I’ll bet it’s not nearly as often as you wax your car. Why not? Your airplane has paint like your car - well, sort of! Most people view their airplanes as tools, and tough ones at that. I’ve seen all kinds of things used to clean aircraft, from 100LL to acetone! Even some of the “aviation” specific products out there are alkaline based, which is known to cause corrosion. Look up the MSDS sheet on some of this stuff and you’ll never want to touch it again, let alone put it on one of your largest investments. Ever get fuel on your hands and see how it dries them out? Guess what it’s doing to your paint! Why not protect your plane (and your health) the right way? STOL planes are especially susceptible to harsh environmental factors yet because many are covered in fabric, are sensitive to the chemicals you use to clean them. A common misconception is that airplane paint is tougher than regular vehicle paint. While most aircraft are painted in a tough single stage paint process that is not as prone to visible scratching like the clear coat on your car, it still requires the requisite care and feeding with products that are specially designed to meet the demanding and specialized needs of airplanes. There are a ton of off the shelf products at your local Home Depot or AutoZone - so, what’s the difference? Lots! First of all, don’t use industrial cleaning products on your plane. There are many uses for window cleaner, but removing bugs from the leading edge is NOT one of them! All of these cheap off the shelf chemicals will get your plane clean, but none of it protects the surface and a

lot of it does irreversible damage that is difficult to see. A common sight will be someone that treats their windscreen like they are dusting with a feather yet they will break out the dish soap on the bugs! Why treat a $12,000 paint job worse than your $400 window? So, what to use you ask? There are many aircraft specific cleaners on the market. Plane Perfect’s line of cleaning supplies can meet all your needs. All are meant to not only be safe and effective, they also aim to protect and clean the specific surfaces of your plane, all in harmony with one another. No worries of chemical reactions, damaged surfaces or hidden dangers to the human applying them! One thing unique to aircraft is the UV index at which we are exposed to. It is estimated that there is a 4% increase in UV radiation with each 1000 feet of elevation. That’s why most of us pilots wear polarized sunglasses. If you don’t your eyes burn - same concept applies to your airplane’s paint. Because of this, the typical plane is exposed to a UV index far exceeding what our cars get on the ground and it’s even more important to use products specifically for the harsh environment in which we operate. Perfect Seal and Protect has shown to work exceptionally well at protecting delicate surfaces from the elements, and it not only works on metal, but is extremely safe and effective on fabric and composite structures as well. So, next time you’re out at the local hardware store shopping for some bug and tar remove for that back country trip you took last week, leave it on the shelf and give some thought to a high grade aviation specific product, your plane and pocketbook will thank you for it in the long run!

For more information and online ordering visit www.PlanePerfect.us

4.35

3.86

3.92 3.9

4.74 4.8

4.25

4.34

4.15

Cheap Gas = More Flying! Be sure to check our Fill-up Finder chart each month to find some of the best prices on 100LL Self-Serve AvGas. Send your best priced spot to fuel@atlanticflyer.net. Prices as of 3/28/15

Atlanticflyer.net

The Quonset Point Air Show by Bill Sarama

its more than just the Planes

he Military Air Shows came back with a blast in the Northeast in 2014 after a one-year shut down for the now famous “Government Sequester”. The big one in the Boston-Providence area was and continues to be the “Rhode Island National Guard Open House Air Show” held at the Quonset State Airport, which is the old Quonset Point Naval Air Station, in North Kingstown, Rhode Island, held last year on May 17-18, 2014 The airport has quite a military aviation history. Commissioned on July 12, 1941 and encompassing what was once Camp Dyer, NAS Quonset Point was a major naval air facility throughout World War II and into the Cold War. Just before its closing in 1974, it was home to numerous aviation squadrons, primarily those land based patrol squadrons operating the P-2 Neptune and carrier based anti-submarine and airborne early warning squadrons operating the S-2 Tracker, the E-1 Tracer and various modified versions of the A-1 Skyraider as well as various helicopters. There is more to life than just going to the air show at Quonset Point. You have to take in some of that aviation history stuff that’s all around here. Right near the Carrier Pier at the end of the North-South runway is the “Quonset Air Museum” housed in an old WWII Hangar 488 which contains 23 historic aircraft. Founded in 1992, the Quonset Air Museum is dedicated to be

ATLANTIC

May 2015

an educational facility whose mission is to preserve and interpret Rhode Island Aviation Heritage. There is also a little bit of a “Bone Yard” in back of the facility where some aircraft are in pieces awaiting restoration. Any plane that can move is towed out on Thursday before the air show for the static display. Some of the aircraft are in such remarkable restored condition that when they are placed in the air show flightline the untrained observer would consider them as active operational aircraft. My favorites are the A-6E Intruder in original low-viz grey, the A-4M Skyhawk in a white and black, and the most recent acquisition and restoration, the F-14A Tomcat from VF-101 “Grim Reapers” done in a glossy gray with red shark teeth. It is interesting to note that VF-101 left NAS Oceana in 2012 and relocated to Eglin AFB in Florida to now be VFA-101. They now serve as a US Navy Fleet Replacement Squadron for the new F-35C “Lightning II” (the Navy variant of the new Joint Strike Fighter) and are dedicated to training pilots and maintainers to fly the F-35C for flight deck carrier operations. Before diving into the Air Show you may want to do a Reconnaissance Mission to a fun little town called “Newport”. Ever hear of it? It’s just a short side trip south on Scenic Route 1-A through quaint Wickford then over the Jamestown and Newport Bridges to Newport Center. It has tons of good restaurants (Red Parrot is my favorite), the newly restored shopping piers (try Banister’s Wharf), the Mansions, the Dinner Train, 12-Mile Drive and the Cliff Walk – all worth a side trip. Also nearby is the US Navy War College near the Bridge and next to it is the Coddington Navy Piers off of SR-114. A short ride south on 1-A to Charlestown RI

will take you to the closed Naval Auxiliary Air Station Charlestown, now known as Ninigret National Wildlife Refuge. This is the same place where former President George H.W. Bush did touch-and-go’s on Runway 30 in a Grumman F6F-5N Hellcat in training here in WW2. On the return leg back up to Quonset be sure to check out Jerusalem, Galilee, the Point Judith Light, and Narragansett for some great ocean views and fish restaurants, especially “Aunt Carries Fish Place” high on an ocean rock cliff near the Pt. Judith Light. Currently Quonset State Airport is turning more and more into a military base. The main tenant there now is the Rhode Island Air National Guard 143rd Airlift Wing (the “Rhode Warriers”) located at the north end of the field. They fly 8 of the newest C-130J-30 Hercules “J-Birds” and are part of the Air Mobility Command. They are also the prime sponsors of the Air Show. As the eastern most C-130 Base within the Air Force, the 143rd AW has positioned itself to be the C-130 “Air Bridge” between Europe and the US. Quonset ANGB is ideally located to fully support all C-130’s both departing the US and returning from Iraq or Afghanistan and the SW Asia Theatre as a full time route maintenance facility. Quonset State Airport (KOQU) has two asphalt-paved runways: 16/34 is 7,504 x 150 feet and 5/23 is 4,000 x 75 feet.

The airport is just a few feet above high tide and occasionally a large Automobile Carrier Ship will seem like its riding on top of the runway while transiting to Davisville next door. Clearly future Global Warming and ocean rise is an issue here and a new Master Plan calls for building higher protective sea walls around the airport. And now – Finally – The Air Show! Friday, May 16, 2014, was the special Media Day for the RING Open House. It is both the “Arrivals Day” and the “Practice Day” for aircraft and performers at Quonset. The Rhode Island Air and Army National Guard jointly sponsor this Air Show and they have consistently done a great job, every year, and this year was no exception. There are not too many local shows anymore. In the “Good ‘Ol Days” of the 1990’s up here you had Hanscom AFB, South Weymouth NAS, Otis AFB, Pease AFB and Brunswick NAS, all providing great air shows, but they are all gone. Now Quonset is the only “Game in Town” and this year they once again lived up to their reputation with the “Blues”, an F-22 “Raptor” Demo and a lot of great statics and flying acts. After staying at a nearby cheap place that was like the “Bates Motel” out of the movie “Psycho” where I had to bring my own light bulbs (I’m never doing “cheap” again!), I arrived at the 143rd AW Main Gate for Check In and a Media Briefing at 0730. The 0800 Pilot Brief next door was restricted to Air Crews. Our Briefing started at 0900 and was presented in a crisp military style format in PowerPoint by PAO Maj. Chris Peloso. Because aircraft were still arriving and taxiing on the ramps, Press movement would be restricted on Friday to the immediate area of the Media Pit. Later there would be escorted walks over to the Hot Ramp and nearby aircraft for some up-close shooting. Any violations to the ROE’s and you would be quickly escorted the other way – off the base! Next, we were escorted to the Media Pit on the Ramp at 1000 and we were greeted with a cold wet drizzle coming in off of Narragansett Bay.

Any arrivals would be on IFR Approach with this 500-foot ceiling. First up to try the soup was the Jack Links Jet Waco bi-plane with the belly jet engine that gave a quick low and loud demo. The next actual arrival was the USCG MH-60T Jayhawk out of Otis on the Cape. He would act as Plane Guard for any water rescues needed during the show. Next in were two F-15C’s with the 104th FW of the MA-ANG out of Barnes ANGB in Westfield MA doing a nice low tactical break. Next in were two MV-22B Ospreys out of MCAS New River. Then it got a little hairy: the Osprey inbounds were a little slow on their approach and a KC-135R from the 157th ARW out of Pease got a little too close and had to a military power breakaway and do a Go-Around. Next in was a C-17A Globemaster II from the 305th / 514th AMW out of McGuire that came in out of the clouds nice and smooth. Julie Clark next did a test demo in her T-34 ”Smokin’ Mentor”. The F-22A Raptor taxied out past us but soon aborted when the ceiling got below minimums. During a noon drizzle I had an escort take me over to the Hot Ramp. Pretty good collection there – The Blue Angels C-130 “Fat Albert, the Blues spares #7 and #8, the two Ospreys, the KC135R, the USCG Jayhawk, the two F-22A Demo Raptors “FF” out of Langley AFB, the Collings Foundation’s A-1E Skyraider and their Grumman FM-2 Wildcat, and the 6 “Geico Skytypers” T-6 Texans. Friday afternoon the weather broke and we had demos by a C-130J “Rhode Runners” from the 143rd from here, Stunt Demos from John Klatt and Rob Holland in their 300 Extra stunt-planes, a low F-22A Raptor Demo and MV-22A Osprey Demo. At precisely 1500 as always the Blue Angles even went up to do their “Flat Show” – low, loud and right on top of us. We saw something different this year with the Blues; the Announcer now walks along the crowd line – like a Jimmy Fallon TV Show – up close and personal with the mic. At 1600 we were politely evicted from the Ramp and I drove to Newport for a nice dinner at the “Red Parrot” in town. The rain came in heavy at 1800 but it was still a great Media Day. Saturday morning broke as a clear CAVU blue-sky day and I arrived early at 0700 before the public opening at 0900 to shoot the line. I counted 57 planes including the

8 stunt planes, 15 Museum, 6 Skytypers and the 7 Blues…not a bad line up. There were some standouts: the Museum’s Douglas A-4M Skyhawk was recently repainted with a white top and black bottom as a Marine Test and Evaluation bird out of Pax River. Their A-4F Skyhawk is now painted as Blue Angel #6 in memory of an accident that occurred on 1985 at a Niagara Falls NY show when the Lead and Opposing Solos crashed and #6 Lt. Cdr. Mike Gershon lost his life. Many complain that the Museum’s F-14A Tomcat recently painted up in a in a high gloss grey with red shark teeth as VF-101 “Grim Reapers” is not accurate, but boy, it sure looks good. A late arrival was a A-10C “Hog” “KC” from the 442nd FW from Whitman AFB, MO, that looked neat as it taxied very close to the crowd. There were two old (1965) but good looking T-38 “Talons” from the 80th FTW (AETC) at Sheppard AFB that still train new pilots after all these years. In contrast, they also brought in a new T-6 Texan II trainer from Sheppard. The Museum’s beautifully restored LTV A-7D Corsair last served with the 104th TFG up at Barnes ANGB MA and somehow they towed it all the way down from Westfield MA to here to Quonset. And then there was the Flying Show that began at 1000 against a beautiful clear blue sky. In order of appearance it was: The FM-2 Wildcat from the Collings Foundation; John Klatt’s 300 Extra; Rob Holland’s stunt demo; the Collings A-1E Skyraider; Julie Clark’s silver T-34; Jack Links Jet Engine Waco “Screamin’ Sasquatch” (yes, a jet engine Waco!); the six T-6 Texan “Geico Skytypers” precision flying team; a P-51D Mustang demo; the wild F-22A Raptor Demo where the new fighter literally is able to stand on end with its thrust vectoring exhaust nozzles; the F-22 and P-51 Heritage Flight; the MV-22A Osprey Demo; Sean Tucker’s wire cutting stunt demo; The “Horseman” 3-ship demo with Ed Shipley, Steve Hinton and Jim Beasley; a C-130J Demo; and finally the Blue Angels with an opening act with the C-130 “Fat Albert”. All of these stunt pilots have unbelievable Resumes and I’m sure the military pilots flying today could knock your socks off with their military flying experience stories. Just go to an air show and talk to the military pilots about their exploits serving their country. You will certainly feel better about America and the job the military pilots do for us and then, please, please, go up to one of them and thank them for their faithful service to our country! The 2015 Quonset Point Air Show to be held on May 30th and 31st – I promise you will not be disappointed!!!

SAL’s law

by Sal Lagonia, ESQ 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 and speaking requests may be sent to Sal@LagoniaLaw.com or to his main office at 914-245-7500.

I received a letter from the FAA Flight Service District Office, explaining that I was under investigation for an alleged airspace violation. I don’t believe it to be true, but I was considering filing a NASA form, just in case. The problem is, three years ago I was sent a similar letter (my airport is very close to Class B Airspace), and the report was ultimately found to be in error. I had already sent in my NASA form in that case so I think I am not able to do so again for five years. My CFI friend disagrees.

DT, the first three things you need to do are file the NASA report, File the NASA report and then File the NASA report. Anytime a client calls my office with a possible violation the first words out of my mouth are to file the report, more officially called the ASRS (Aviation Safety Reporting System) report. In your case, the first violation was ultimately found to be in error and you were exonerated. That allows you to use the sanction waiver of the ASRS report in the event that you are found in violation. You can only use the sanction waiver if you have not been found to have a violation within the past five years. That time does not run from when you file the report, but rather from the finding of a violation, whether a report was filed or not. The exceptions to the waiver of sanctions are small, (criminal activity or an accident) so always file the report. The license you save may be your own! DT@KLAL

When making the initial call up to Air Traffic Control, I have noticed a number of pilots using a partial call sign and being admonished by the controller at my

airport. I was always taught to give a full call sign at initial call up, but is there a general rule?

RF, the rule can be found in AIM 4-2-4. It is important not to abbreviate your call sign if another aircraft on frequency has a similar call. Since you are not going to know who is on the frequency on initial call up, you should always use the full call sign and not abbreviate the call until the Air Traffic Controller does. Once the controller identifies you at the more abbreviated call sign, you may then proceed to use the shortened call. But pay close attention, as a subsequent aircraft may come on frequency and ATC will usually advise, “Use caution, similar call signs on frequency”. There have been too many examples of aircraft mistaking a clearance meant for another aircraft RF @ KLAL

Sal’s Memo: It was great to see everyone at Sun N Fun this year. By far the most often asked question of me was about the Pilot Bill of Rights, Number 2 and specifically the medical portion. This bill would eliminate the third class medical for most private flying. Identical bills are before both the House and Senate and now is the time to contact your legislators if you wish to comment. I will tell you that in speaking with several Senators, it is clear that many are not clear on the aspects of the bill and need to be schooled. Hearing from their constituents may give them an incentive to read and understand the law more clearly. It was a pleasure to meet Congressman Sam Graves at SNF, who sponsored the House version of this bill.

Outstanding Flying Club 2015 East Hill Flying Club, Ithaca, NY

here’s something special going on at the Tompkins County Airport (KITH) in Ithaca, NY and It’s not military air show or the groundbreaking of a new runway. On the western side of the airport, there’s a small army of people fostering the future of general aviation. East Hill Flying Club is a non-profit organization that provides training, aircraft rental and most importantly, a place where pilots can gather to share their knowledge, experiences and love for flying. East Hill operates a Part 141 Flight School

2015 AT LA

NT IC

providing a full awar ds spectrum of training to members. They also operate and conduct their own maintenance on a fleet of six aircraft including Cessna 152’s, C-172’s, Mooney 201, a Flight Design CT Light Sport and a Citabria for aerobatics. In addition to a well-maintained fleet with modern avionics, the Club has its own maintenance hangar, office, pilots lounge and training facilities. They even have their own fuel farm that helps keep rental rates low $99 to $149 fuel included. Club Manager and Chief Instructor David St. George sums up EHFC by saying “it’s about our people.” The club’s nearly 200 members include student pilots, an FAA Gold Seal Instructor/Designated Pilot Examiner and a full range of pilots in between the two extremes. Camaraderie amongst the group is kept strong with frequent meetings, safety seminars, fly-outs and good communications through social media, online scheduling and robust website. We heard from a number of members

Atlanticflyer.net 11

by Richard Hawley

Sun ‘n’ Fun Rideshare with the World Champion, Rob Holland

Southbridge Municipal Airport now open Self Serve fuel

Great price, convenient, easy access 100LL AVAILABLE 24/7 - located at the ne ramp SOUTHBRIDGE, MA (3BO) – (508)764-2155 – UNICOM 122.8

ATLANTIC

May 2015

aturday, April 25, 2015. The morning began with dewdrops and hot air balloons lifting into the mist. By about 0930 the gentle winds shifted from easterly to southerly and another perfect flying day was well under way. In fact the entire week was nearly perfect with only one brief shower to cool things down. Thanks to the Redbird Aviation folks and their generous “One Week Ready to Solo” project, three lucky individuals were selected to participate as fledglings-in-training. None had any prior flight experience and the goal was to have them prepared for solo flight in seven days. If anyone could do it… Redbird could. The program includes nine simulator sessions, nine flight sessions with experienced Certified flight Instructors, and as an additional motivational element, flights with some of the World’s greatest aviators. The chosen Lucky Ones were, Chris Graves, Nik Oekerman, and Sherry Rosenkranz. Chris Graves, being an engineer for Harley-Davidson, led my pipe dreams off to imagine a flying HD “HighGlide” in the future. Nik Oekerman is a two-tour Iraq veteran who doesn’t get bluffed or stressed by much, considering what he has already experienced. And Sherry Rosenkranz is a motorcyclist who spends time traveling in support for the Livestrong Foundation in combating cancer. All are certainly worthy candidates for the project. By chance, and the inability to cover three bases at one time, I was able to witness Nik Oekerman’s flight with the World Freestyle Aerobatic Champion (twice) pilot…Rob Holland. My neck was still aching from watching his performance the day before. I was just plain proud to be in his airspace while he gave Nik the ride of a lifetime. Rob’s team includes another amazing pilot, Bob “Pinks” Pinksten, who does the announcing during Rob’s performances.

It was good to hear accurate announcing from an expert aerobatic pilot during the performances. Bob did all the preflight briefings and preparations for Nik’s flight. He also provided his own Extra as the flight aircraft…taking away the risk of a biscuit and gravy experience occurring in Rob’s airplane. This is above and beyond the call of valor in my books. When we had all gathered at the airplane, I watched as “Pinks” gave Nik and exceptionally thorough briefing of the flight…what items to never touch…what to expect in maneuvers…exactly how the harness and parachute controls work. Not to scream into the GoPro. Rob and Nik took off. I went with them spiritually. And when they returned, I took note of the g-meter readings. They had a lot of fun! As the canopy, still clean, swung open, I captured that 32-tooth grin on Nik’s face. He is now hooked for life. Will never be the same. I know just how that feels, and I’d bet you do too. That’s why we fly. Thanks to Rob Holland and Bob “Pinks” Pinksten for bringing in another flying friend.

Kevin Lacey by Brian Columbus

hile at Sun ‘n Fun 2015, I had the good fortune of running into the star of The Discovery Channel’s “Airplane Repo” series and we sat down for an interview. Kevin Lacey is a man driven by his passion for aviation. He’s a pilot, mechanic, aviation consultant and yes...a repo-man. But before landing on reality television, he spent the last 35+ years earning his stripes as an aviation journeyman. Like many of us, Kevin grew up outside the aviation industry, but was drawn to the awe-inspiring beauty of flight. Lacey grew up in Dallas, TX and by 1973 his desire to move beyond the walls of Carter High School, directed his attention to nearby Redbird Airport. “I’d be sitting in the third floor study hall and watch the airplanes come and go. One day I decided to figure what this was all about,” recalled Lacey. Shortly thereafter, he found himself at the dedication ceremony of Dallas Fort Worth International Airport. “The Concorde was there, American Airlines had a big shiny 707, Braniff Airlines had their ‘Fat Albert’ 747 and I just walked around stunned and amazed. I decided, right there, that this is what I wanted to do for a living.” Although his ambition was to become an airline pilot and fly jets, his career path would be circuitous. Fresh out of high school graduation, Lacey headed to Spartan College in Tulsa, OK where he was placed in aviation maintenance rather than the flight program. It appeared that all the pilot training slots were filled by returning Vietnam veterans, flush with GI Bill stipends, which left no slots available for a younger self-financed Lacey. Undeterred, he continued his education at

Spartan earning both his A&P Mechanic rating and Private Pilot certificate. All the while, he worked at a local airport, honing his maintenance and piloting skills. “I went to night school, but it was airplanes all day and all night. I couldn’t get enough of it,” said Lacey. “I earned my A&P and IA ratings with my toolbox and through real life experience - not textbooks. I busted my knuckles, poked my eyes with safety wire and did all the stupid things you need to do to learn the trade.” It seemed that Kevin was enrolled in two educational institutions: Spartan College and the University of Hard Knocks. Both would play instrumental roles in his budding career. One afternoon, at his day job, Kevin’s boss gave him an unexpected lesson of another kind. Lacey was instructed to pickup a Cessna 150 and was thrown a set of keys. “Go pickup that plane and bring it back for an annual inspection. It should be at one of these three airports,” said his employer. Although it seemed like an odd assignment, Lacey and a fellow employee searched several local airports before finding the Cessna and flying it back to the shop. “So we get home and decide to get a head-start on the annual. We were just about done taking her apart when, in-walks my boss with ‘Disco Danny’.” “As it turns out, the plane wasn’t due for an annual, but rather a repossession. ‘Disco Danny’ was the banker that hired my boss to recover the aircraft and I had unknowingly completed my first repossession of an airplane.” It was quite the lesson for a 19-yr old Lacey, but also a harbinger for things to come. In 1976, Kevin stumbled upon a wrecked Taylorcraft

airplane and saw it as an opportunity. “It was the ugliest mutt you’ve ever seen. It had a busted vertical fin and rudder, bent prop, knocked out windshield and ripped off wing struts. But I sold my car and bought it,” recalled Lacey. “I patched that little airplane together and a month later I was flying. I loved it because it was mine and it was a good platform to build time. I was a kid with an airplane then and I still fly it today.” Upon graduation from Spartan, he took a job as Director of Maintenance for a 141 Flight School back in Dallas where he earned his instrument, commercial and multi-engine ratings. As his maintenance knowledge increased, he continued to build time flying whenever he could in the hopes of securing an airline job. Those job offers didn’t quickly present themselves, so Kevin continued to work hard and moved into a jet maintenance shop at the ripe age of 21. The hard-charging Lacey eventually became a jet crew chief and found other opportunities to enhance his aviation resume. But by the time he earned his Airline Transport Pilot and several type ratings, he found himself labeled by the airlines as a mechanic and not a pilot. Nonetheless, he continued to work hard and kept his sights on becoming a professional pilot. Finally, in 1984, Kevin Lacey landed a job flying corporate jets including a Cessna Citation and a Falcon 20. He supplemented his income with consulting on jet maintenance, avionics installations, aircraft ferrying and other independent contracting work...including repossessions. “Aviation is not a job for me, it’s a way of life - a lifestyle - a passion,” explained Lacey. For the next

13 years, Kevin followed the work and built a long list of clientele that appreciated his diverse skills. In 1997, he once again found an opportunity to substantially grow his career. “With two repossessed Lear jets and a hangar that was in bankruptcy, I started an FBO at Addison Airport in Dallas, TX. It quickly grew and shortly after 9/11 we had a Part-135 jet charter operation, certified repair station and 65-employees pumping fuel. It was ‘full-tilt boogie’ all the time which became overwhelming,” he explained. Eventually, Lacey sold-off his operations to spend time with his family, but remained active in aviation through consulting work via his company Texas Air Fleet. He continues to offer clients a range of services from pre-purchase inspection, maintenance program development, lease termination programs to asset recovery (REPO) on an array of aircraft types. Kevin’s return to his aviation roots makes for interesting, yet dramatized, television. I got the sense that although he loves his TV fans, his new-found fame is more a vehicle to inspire future generations of pilots than entertain couch potatoes. Kevin can often be found meeting kids at local fly-ins, speaking at local high schools and interacting with general aviation enthusiasts via social media. His goal of all this realworld aviation enthusiasm is clear: “I’ve learned that I can make a difference in aviation...one person at a time.” When Kevin isn’t swiping airplanes or mingling with his fans, he’s building his RV-7, flying the old Taylorcraft or flying EAA Young Eagles flights in his 1972 C-172L in North-Central Texas.

Atlanticflyer.net 13

What DoW e all FAA Safety Seminar to D oo nce a Year haveFlying with ForeFilght on your or tablet. anD notiPad, KnoW What 2nd, 10am-12pm @KGBR t WIll reallY cost? IMay taxes no It’s not berkshire aviation It IsWeYour do BFRa ‘s nnual in

SEL SESIMEL MES aIrcraft nspectIon !!

Fly the Scenic Berkshires Piper, Beech, Cessna, in a classic J-3 Cub. Light Sport, Bellanca, We have 3 Cubs for training and rentals (65hp, any85hp General Aviation Airplane & 95hp). Get your Tailwheel

Berkshire Aviation

endorsement and enjoy dragging your tail!

a FIXED price $$ WeOffers also offer Fixed price complete

annualannual inspections including: Complete inspection including: • Printed report and recommendation of all findings • AD Compliance and Report • Service Bulletin Compliance and Report • Report of recommended upgrades available

Checkpoints DATE

AIRPORT EVENT

5/3 KLHV 5/9 MD1 5/17 KSDC 5/23-5/24 KCOU 5/31 KCZG 6/5-6/7 KRDG 6/13 KDDH

Pancake Breakfast Fly-In/Drive-In Massey Chili Fiesta Fly-In Apple Blossom Fly-in Breakfast Salute to Veterans Celebration Blast from the Past Fly-In WWII Weekend – Gathering of Warbirds EAA#1375/ CAP Pancake Fly-in Breakfast

Checkpoint Events Appear Online/Print Issue. Gotta Checkpoint We Should Know About? Send us the info at editor@AtlanticFlyer.net.

Classifieds Skyhighflyers Flying Club share available. Piper Archer based @ Islip. Low flying costs & excellent availability. Call 631- 732- 6234 or rfehmel@aol.com

18 NEW nested T-hangars available for pre-sale at KTAN. All weather units, radiant gas, modern pilot lounge. Sizes up to 48’ bi-fold doors available. Prepayment provides purchase discount. Go to www.hangarme.com Nashua NH (ASH) Own 1/15 Share of Cessna 172 in Queen City Aero Club. 1974 Cessna 172M (N20172) IFR, GNS430W, 200 SMOH, $3,990 negotiable, $45/month dues, $45/HR flight time (dry). Well-maintained aircraft, solid financial club. Jerry Ross 203-415-7728 or jeraldpross@gmail.com Nashua, NH. Boston Center Flying Club –Membership available. 1974 IFR C-182p with GNS430 GPS, Auto Pilot, Club owned hanger. $40/Hr Dry and $880.00 per year. $7,000. 8000 Hr TT 200 SMOH. Tony at tj@joycecool. com or 603-765-8853.

20% Off on First Annual Inspection EXTRAS

• Topoff fuel at our cost • Free interior vacuum and exterior wash • Free transportation to your airport within 120 miles (longer distance slight charge) • All repairs, lubricants and parts extra Other Services Available • Complete Detailing • ELT Upgrade • Altimeter Check • Transponder Check

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. T-hangar for Sale or Lease at KGHG, 45’ x 35’ - $48,500. Contact John at 617331-4575 or seacov19@yahoo.com

KBDR (Bridgeport, CT) Box Hangar 42 x 32 For Sale. 30 Year lease w/ electricity & lights; Asking $67,500. 203323-1000 or BradLouth@yahoo.com 2004 DA-40 CS For Sale, G1000, KAP 140 AP, 2,700 TT, $129.9K, 610-972-7940

1st flight across the North Atlantic this summer where the longest distance is 477nm? Want to learn the requirements to pass the Iceland inspection?? Email Ed at Captainedc@aol.com

Come Fly the Berkshires in a 1946 J-3 Cub

NAA Flying Club 1/10 share. 1980 172 Skyhawk based at KORH. Dues $50/month, flight time $85/tach hour wet. Online and phone scheduling system. $2500. Call Ray @ 508-282-6663 or worcesternaa@postpro.net

Instruction for Tail Wheel sign off and rentals, $110.00 Dual and $75.00 solo $100.00 Dual $65.00 Solo Call 413-528-1010 for further information.

Tow pilots and flight instructors wanted at Franconia Soaring. Build tailwheel time in our Cessna L-19 warbird, or CFI time in our gliders in the scenic White Mountains of NH. Tailwheel and/or CFI experience is required. We can help you earn your CFIG. Contact Shawn Brown at (978)764-6082 or shawnbrown@charter.net for more information. Visit us at www.franconiasoaring.org

Berkshire Aviation Enterprises, Inc.

GREAT BARRINGTON AIRPORT (GBR)

Great Barrington, MA • 413.528.2030 info@greatbarringtonairport.com GreatBarringtonAirport.com

ATLANTIC

May 2015

NEW HAMPSHIRE AIRPARK A beautifully maintained home on the Soaring Heights side of the runway at Windsock Village Airpark in West Ossipee, New Hampshire. Windsock (NH69) is a smooth, level, year round, well maintained 4000’x225’ grass strip with lights. For more information and pictures visit www. NHAVIATIONPROPERTY.com or call 603-387-7391

Beautiful Airpark Lots available at CABLEHEAD AIRPARK (CCA3) in PRINCE EDWARD ISLAND, CANADA. View our location at www.cablehead.weebly. com & www.golfpei.weebly.com Then come see us, we’ll make a deal you’ll feel good about! 902-961-2311 whittypei@gmail.com

10-day Instrument Rating in SC - $6,495. One-on-one training from CFII. Retired ATC controller will train you. Contact Gerold 843-601-2427, geroldflyboy@ yahoo.com or visit us at www.InstrumentTraining.com Legion Flying Club, Inc. Membership available. 1967 Cessna Skyhawk N8010L based at 7B2. $1,200 membership fee and $800 security deposit. $70.00 per month dues. $27.00 per hour dry. Contact Pat Routier at skeyehawk@aol.com or 413-519-0885.

Advertiser locations 121 Restaurant

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Action Multi Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

The ADlog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Aero Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Aerox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Aircraft Cylinder Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Own 1/4 share of Cessna 182 (N97993) at Beverly MA (KBVY). IFR equipped full auto-pilot, dual VOR with glide slope, Garmin 430W GPS with traffic, Mode S Transponder, storm scope, HSI. Hangared, recreationally used, not heavily used by other partners. Lightspeed Zulu Headsets, more included. Asking $18,000. Contact John Powell at 978-239-1732 or JohnMPowell1@Gmail.com

AOPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Aviation Insurance Agency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Berkshire Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Cawleys Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Columbia Air Sales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Monroe Exec. Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Port City Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Reeves Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sal Lagonia Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sky Manor Air Repair

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Southbridge Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Southern Maine Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Sport Aviation LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Priceless Model 703 Tug Like-new Priceless tug, new battery and attachments for various aircraft models. New list price $3,795. My price $1,800 OBO. Will deliver within 200 road miles of Beverly, MA. John Godfrey 781-7802134. JEGodfrey@aol.com

Don’t See Your Aviation Business Listed Above? Let us help you fix that and increase your sales. Advertising locally in Atlantic Flyer is the best way to reach your target audience. Call 1-888-47-FLYER or visit www. AtlanticFlyer.net/Advertising for info.

Across

aviation crossword

2 1st Ninety-Nines commander, ___ Kunz 4 1st American woman in space, Sally ___ 6 Three-time U.S. National Aerobatic champion, ___ Wagstaff 8 1942 commander of WAAFS, Nancy H. ___ 12 1st to solo was ___ Raiche in 1910 13 Only woman in 1937 Bendixrace, Jacqueline ___ 15 She was a Twin Otter captain, ___ Howell Warner 17 Yeager, who with Dick Rutan flew non-stop around the world 18 1st to hold every FAA pilot and Instructor category, Martha ___

by Herb Hill

DOWN 1 3 5 7 9

9 10 11 13

12 14

1st Boeing 747 Captain, Beverly ___ 1st woman to fly from England to Australia, ___ Johnson 1st woman pilot of Space Shuttle, ___ Collins 1st to cross Atlantic solo, ___ Earhart 1st African American woman to earn both pilot’s and commercial license, __ Brown 10 1st African-American astronaut, ___ Jemison 11 61st Major General in U.S. Armed Forces, Jeanne ___ 12 1st woman to receive a pilot’s license, ___ Raymonde De 14 1st to pilot a seaplane, ___ Dutrie 16 1st round-the-world soloist, Geraldine ___

Last month’s answers Across 4 Cadet 6 Vagabond 8 Champ 9 Coupe 10 Crane 11 Mustang 13 Dart 14 Speedster 17 Bonanza 19 Sedan 21 Cub 23 Centaur 24 Teal 25 Voyager 26 Corsair 28 Lightning

30 Pacer 31 Debonair 34 Lance 35 Executive 36 Solution 37 Skycycle DOWN 1 Wagon 2 Skyranger 3 Archer 4 Computer 5 Baron 7 Decathalon 12 Cruiser 14 Seabee 15 Wildcat

16 Caravan 18 Zero 20 Extra 22 Beaver 26 Chief 27 Reliant 29 Goose 30 Phantom 32 Rocket 33 Funk 38 Yak

Atlanticflyer.net 15

ATLANTIC

May 2015