Atlantic Flyer - May 2013 Issue

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ATLANTIC FLYER © 2013 • 27 Years In Publication

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

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IN THIS ISSUE: Stories: 2013 Airshow Calendar Irish Stearman Nashua’s Boston Center Marks 50 Yrs Where Are You???

A Stand-Up Airshow Performer Progressive Aerodyne and the

Searey Amphibian Old Time Aviation Electric Flight ... Are We There Yet? My Very Own Tie-down Spot!

Our Collings B-17 Ride 2013 Photography Contest Introducing Plane Spotter Sun n Fun TICO Airshow Fun Stuff: Checkpoints Classified Ads Cartoons: Chicken Wings, Smiling Jack

AY

Jim “Fang” Maroney

Page 2

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Editors & Publishers Richard Porter

Richard@AFlyer.com

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 06 08 10 12 14 27

ANTIQUE ATTIC: GILLES AULIARD BIG SKY: K EN KULA SAL’S LAW: YOUR LEGAL EAGLE: SAL LAGONIA, ESQ AIR TO GROUND: ROSE MARIE K ERN BEYOND THE CROWD LINE: WAYNE GAULDIN HOT AIR, WINGS AND FLYING THINGS: JIM ELLIS BYDANJOHNSON.COM

Information & Classifieds 18 20 20 34 36

AIRSHOW CALENDAR ACCOMPLISHMENTS LEARN TO FLY - FLIGHT SCHOOLS CLASSIFIED ADVERTISEMENTS CHECKPOINTS

Features 09 Certified Flight Instructor of the Year’ 17 OLD TIME AVIATION 22 ELECTRIC FLIGHT... ARE WE THERE YET? 21 MYSTERY AIRPLANE CONTEST 23 MY VERY OWN TIE-DOWN SPOT 25 PLANE SPOTTER 28 PHOTOGRAPHY CONTEST 33 COLLINGS B-17 RIDE

Airshows 24 MISSIONARY PILOTS FACE STRUGGLES, SHARE JOY 26 SUN N FUN 2013 30 TICO AIRSHOW

Cartoons

13 SMILIN JACK 20 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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Page 4

Antique Attic

May 2013

by Gilles Auliard

“Pretty much everybody who has been growing up in the Minneapolis metro area has seen the airplane skywriting, towing banners, flying at airshows, and even over the old Metropolitan Stadium during the Minnesota Vikings games.” states Chuck Doyle Jr., talking about the Stearman N966CD he know owned. Fresh out of restoration, it was his father’s pride and joy for some 60 years, and should be observed over Minnesota and the surrounding states for years to come.

acquired over the years a solid reputation for quality work.

The first post restoration flight of the N966CD took place on March 18, 2012. Doyle commented: “There was no way that I was going to let anyone else do it! Everything, and I mean everything worked perfectly. The aircraft was in perfect trim, it stalled at the correct speed and straight ahead.”

He continues: “I have been asked to do a couple airshows in the state, and I have one planned for this fall. I have a wonderful job as an airliner Captain, sitting in an air conditioned environment, traveling all around the world, so I am thinking of limiting myself to a few bookings a year, donating the proceeds to the American Cancer Society, as I am a cancer survivor, and so is my wife.”

Doyle grew up on the farm, as he called the 1,150-foot family airstrip in Apple Valley, where his dad kept his airplanes, which included a P-51, Seversky P-35, and, of course his various Stearmans.

Irish Stearman

NC996CD was fitted with a 450-hp engine transplanted from a BT-13, wheelpants, dorsal fin, and prop spinner. For skywriting, a 50-gallon oil tank was installed in the front cockpit and a smoke-oil injector was fabricated for a special smoke-generating tailpipe. In regards of the harsh Minnesota winter, a canopy was installed. Chuck Doyle Sr. flew it until he passed away in 2008.

Asked about the differences between his Stearman and a stock version, he explains: “I think the 450 HP Stearman is a much better performing airplane. It is much more stable in flight and it tends to be easier to handle on the ground, mostly due to its extra weight. The climb performance is greatly improved and the extra horsepower makes it a much better aerobatic airplane, even though I cannot match with this airplane what my friend John Mohr does with his own Stearman. It will be and honor to have him fly my airplane and show me what he can accomplish with it.

My aerobatic routine incorporates maneuvers from the 20s and 30's, basically rolls, barrel rolls, loops, hammerheads, hesitation rolls, Cuban eights and the like. I never pull more than 4 and a half positive Gs, and 2 negative G’s, and I try to keep everything smooth and graceful.

Chuck Doyle recalls:

Chuck Jr. soloed January 11, 1974, date of his 16th birthday, in a Piper Cub, and over the years, acquired his private, commercial, twin, flight engineer, A&P (Airplane and Powerplant), and last, but not least, Airline Transport Pilot (ATP) ratings, as well as type ratings in the 727 and 737.

With between 15 to 17000 hours -like pretty much all high time flyers he does not really keep count- he lives at Sky Harbor Airpark, a flying community where he keep his airplanes. At this point, one can spot a 1929 Travel Air 4000, restored two years ago, a Waco UBF-2, a Stitts Playboy which used to be his dad’s, a Decathlon, a Twin Beech and, finally the Stearman, in his hangar.

“This is a one-of-a-kind aircraft. It has dozens of mods. Originally, the airplane was painted red and cream, then purple and cream. Those were very ‘50s-ish’ colors. Later, my father wanted something green, in tribute to his Irish heritage, but just not any kind of regular green.

He finally settled on turquoise, and then painted everything the same color, the Stearman, the P-51, the house and hangar, the motorcycle and the corvette. It was Dad’s tradition, and I wanted to carry that on.”

It is sometimes hard to follow in your father’s footsteps. Even though Chuck Doyle Sr. still casts a pretty big shadow, Chuck Jr. embraced his heritage and proudly displays his airplane and his Irish roots over the Midwest without fearing the comparison.

Quite satisfied with the collection he has now, he does not intend to add new ones, but one never knows. . .

Chuck Doyle Senior acquired the NC966CD in 1948 from Angelo Alponti, a dealer well known in the Minneapolis/St. Paul area, as part of lot of five Stearmans and five BT-13s. Doyle converted three of them to crop dusters for his spraying business, and had two licensed (NC5445N and NC966CD) in normal category for skywriting and airshow work.

The airplane has fuel injection, and a full inverted fuel and oil system, as well as smoke oil tank. However, the nicest modification is the four ailerons, which are very light and precise compared to a stock Stearman.”

Having spent eight years restoring his Travel Air 4000, Chuck realized he had little time to restore the airplane himself, and entrusted the work to Rare Aircraft Co. of Faribault, Minnesota, a shop he had work for in the mid-1990s.

Started in 1991 by Roy Redman, Rare Aircraft

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Page 5

Here We Go Again The long awaited 2014 budget proposal from the White House has finally been released.

And it comes as no surprise that user fees are, once again, part of the calculus.

This is third time President Obama has proposed a user fee for general aviation—an idea that has been consistently and overwhelmingly rejected by Congress. And opposition to the fees has only been growing. The week before the budget was released, 223 members of the House of Representatives—that’s more than half—signed a letter asking the President to “abandon this idea once and for all.”

Apparently, he didn’t get the message. The idea has resurfaced and, in some ways, it’s worse than ever. The $100 per flight fee would exempt recreational flights and some types of aircraft…for now. But the proposal also provides for a special commission whose sole function would be to recommend a “replacement charge or charges that would raise no less in revenue” than the $100 fee.

aviation system through excise taxes on fuel.

The more we fly, the more fuel we use, the more we pay. The money is collected seamlessly at the pump, and tax increases require Congressional approval.

User fees would work very differently. Fees would not substitute for taxes on fuel—we’d still have to pay those. But collecting fees would require a whole new government bureaucracy, and there would be no Congressional oversight, meaning fees could be raised or expanded at any time.

This is, very simply, the wrong way to pay for our aviation system, and it could have serious consequences for safety and for the future of the general aviation industry.

That language is specifically designed to open the door for new, higher fees. In short, it gives the Administration a blank check to spend pilots’ money.

If user fees were the only threat facing general aviation, the challenge would be serious enough. But this proposal is just the most recent in a long line of assaults on our freedom to fly. Closing towers, cutting certification and medical services, changes to tax laws, and more are on the table. Each of these things has the potential to harm general aviation, but taken together they could cripple our community.

Every aircraft operator already pays into the

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stand the consequences of its actions, or it just doesn’t care.

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Page 6

May 2013

The Big Sky

by Ken Kula

The FAA's northeastern most Air Route Traffic Control Center (ARTCC) celebrated 50 years of operations in Nashua NH on March 31, 2013. A key part of the nation's National Airspace System (NAS), the men and women who staff "ZBW" (as it is known in computer terms) are responsible for the control of airspace above parts of eight states and a portion of the Atlantic Ocean . The facility shares borders with three other FAA domestic and three Canadian en route centers, and personnel interact with their counterparts at the busy New York and Boston (Consolidated) TRACONs, plus a further dozen terminal facilities. During the 2011 calendar year, Boston Center controllers handled just shy of one and three quarter million flights. Besides Air Traffic Organization (ATO) controllers, organizations within the facility include System Operations' Traffic Management Unit, various staff specialists and managers, and Technical Operations ("Tech Ops", formerly known as Airway Facilities) personnel who maintain and operate the hardware used for ATC as well as the physical plant.

The Boston Center story began coincidently enough on December 7, 1941, when the initial facility began operations at East Boston airport (now Boston Logan International). A new facility opened seven years later, off-airport in the nearby Customs and Immigration Building. Ten years after that move, it returned to Logan, but this too would be relatively short lived. Partly due to the perceived threat of a nuclear war that targeted major population centers, the distant town of Nashua, New Hampshire was chosen for a then-state of the art control facility by the Federal Aviation Agency. Named the Boston ARTCC, the facility was constructed rapidly, and equipment was installed and tested for transition during the last weekend of March, 1963.

The Saturday evening shift reported to work at Logan airport on March 30th, but the midshift crew began operations at the Nashua facility at midnight on Sunday morning, March 31st.

Through blizzards, hurricanes, earthquakes (albeit , minor ones) and even multiple threats of shutting down the facility and moving its operations to New York, the facility has persevered for half a century. Accomplishments are numerous; Boston Center has assisted with deployments of troops to distant countries, and welcomed them back when their missions were complete. Its' personnel have weathered the • Monday Closed • Tue. & Wed. 6 am-2 pm Breakfast & Lunch • Thurs. & Fri. 6 am-8 pm Breakfast, Lunch & Dinner • Saturday 6 am-2 pm Breakfast, Lunch • Sunday 6 am-2 pm Breakfast only

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Nashua’s Boston Center Marks 50 Years, Name Change Pending? day before their transfer or retirement, or any number of reasons in between. During its Nashua experience, Boston Center has had more than a dozen Air Traffic Managers, and one of Patty's jobs is acting as the Manager's assistant in administrative activities, such as sending correspondence, answering the phone, and "running the front office". Patty has greeted and "trained" each and every Air Traffic facility manager who has come through the door.

upheaval and helped realize the great progress that the 1978 Airline Deregulation Act brought forth. It was the first American facility to welcome home "Freedom One", containing the 52 U.S. hostages held by Iran hostages that were released in 1981. Its' 50 years of operations span from piston-engined propliners through jumbo jets, and even Concorde SST flights.

Fifty years is a long time to call a building "home". In order to commemorate the half a century of service from the Granite State, on Saturday morning March 23rd Boston Center held a private celebration marking the milestone. The small gathering of present and former FAA personnel that have called Boston Center "home", plus a few family and friends, numbered over 200. With security very tight since the 9/11 attacks, it was a rare treat to be able to return inside the building for retired personnel; for many family and friends it was the first time they got to see the inside of the Air Route Traffic Control Center.

There were at least three people in the audience who were actively employed at the facility when Nashua opened its doors in 1963; one is a very special employee who has called Boston Center "home" for the entire fifty year span (the others have retired). Patricia Clark has been employed from "day one" as a Secretary, Administrative Assistant, and now as a Management and Program Assistant. Over the years, she has received awards from regional and top national levels for her service to the FAA and the U.S. government (she worked for the Navy before the FAA). Anyone who has ever worked in Boston ARTCC in the Air Traffic side of the house has had their career enhanced by Patty, whether it be through her guidance on the first day of employment in the facility, or their last

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Before a series of facility tours began for the visitors, a short but remarkable ceremony commenced. Short speeches from local and regional FAA managers and the local NATCA president started off the festivities, but soon a series of special announcement were made.

With support from both the Government and Labor officials, in recognition of her service to all at Boston Center, all four U.S. Senators and Congresswomen from New Hampshire have cosponsored bills to rename Boston Center as the "Patricia Clark Boston Air Route Traffic Control Center". As of the middle of April, the Senate has passed its Bill, and an identical Bill has been referred to the House Committee on Transportation and Infrastructure. Hopefully in the not so distant future, S.540.RFH, as it is known, will be passed. Then the President can sign it into law.

I remember waiting in Patty Clark's office on my first day as an FAA employee in 1979, where the 12 of us students assembled before going to our classroom to begin our careers. The recognition that the facility and its employees received for its first 50 years in Nashua is rightly deserved. The associated name change to the Patricia Clark Boston Air Route Traffic Control Center will honor a dedicated and hard working employee who has greatly enhanced the quality of the first 50 years of service at Boston Center in Nashua.

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NBAA Member Benefit Provides ‘Big Plane’ Exemptions to Small Aircraft While advocating on Capitol Hill on behalf of business aviation is one of the most visible roles for the National Business Aviation Association (NBAA), it also worth noting some of NBAA’s less obvious, but nonetheless important, undertakings to assist our Members. One of those benefits, NBAA's Small Aircraft Exemption, was recently issued a two-year renewal by the Federal Aviation Administration (FAA).

The exemption also allows time-sharing, interchange and joint ownership agreements to be utilized by Part 91 operators, similar to their Part 135 counterparts.

Also known as Exemption 7897 from a regulatory perspective, NBAA's Small Aircraft Exemption allows small aircraft operators that are Members of the Association to take advantage of flexibility usually available only to operators of larger, turbine-powered airplanes.

By offering this option for Members who are operators of smaller aircraft and rotorcraft, NBAA assists these Members in providing a cost-effective alternative that allows their operations to perform their often diverse range of missions more efficiently.

Under the federal aviation regulations, FAR 91.501 gives large jet operators the flexibility to use timesharing, interchange, joint ownership, and other methods such as monetary charge backs, to meet business demands with their aircraft without operating the aircraft under Part 135. However, 91.501 does not give these regulatory advantages to small airplane or helicopter operators. That's where NBAA's Small Aircraft Exemption comes into play.

It may not be particularly flashy, or attract many headlines, but NBAA's Small Aircraft Exemption offers the kind of practical benefit to Members that is vital to growing our industry. If your operation hasn't already taken advantage of this benefit, I invite the Atlantic Flyer readership to learn more about Exemption 7897 at www.nbaa.org/admin/options/exemption/.

Available only to NBAA Members, the Exemption allows operators of piston-powered airplanes, small airplanes, and rotorcraft to utilize among other provisions - limited cost-reimbursement for certain flights, as allowed under Part 91, Subpart F of the FARs. By utilizing the NBAA Small Aircraft Exemption, companies are allowed to recoup a portion of the associated costs when transporting a guest on the company aircraft, or for the use of the aircraft by employees of a subsidiary company.

Without NBAA's Small Aircraft Exemption, the cost-sharing options available under Part 91F are only available to aircraft with a maximum takeoff weight of more than 12,500 pounds; multi-engine turbojet aircraft, regardless of size; or fractional program aircraft.

Sincerely,

Ed Bolen President and CEO

Page 8

May 2013

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AE @ Email It seems that every day in the news we hear about tower closures and airports being returned to “pilot controlled” situations.

With that in mind I have been teaching my students that the only proper entry into the pattern of a non-towered airport is the one spelled out in the AIM. Have there been incidences of pilots finding trouble with the FAA because they did not follow this standard non-towered procedure?

Sal’s Law: AE, I agree that you are correct to teach your students the best operating practices that are contained in the Aeronautical Information Manual. AIM 4-3-2 depicts what most pilots call the “standard entry” into a traffic pattern, and it is generally the most reasonable and expected method of entry into the airport environment.

While, this is not the only way to enter a pattern legally, it has been deemed by the FAA as their “best practices” and therefore any variance from the procedure found in the AIM should only be conducted with careful consideration.

It’s what I like to call the “Headline Rule”. In tomorrow’s newspaper (are there any newspapers left?) how will your explanation look. It’s one thing to enter on base to better fit into the traffic flow, and quite another to enter on final to get to the restaurant faster.

Better yet, how will the local FAA Inspector look at your decision in light of any near miss that may be caused by not following procedures? Remember, FAR Section 91.13 is the catch all in that it prohibits operating negligently or recklessly. If there is a near collision, will the FAA consider not following the best practices, reckless? If so, the AIM (which is not regulatory) will be used to support the FARs (which are regulatory).

The standard procedure was put in place for practical reasons and with much aforethought.

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A call with distance and direction, that you are inbound at ten miles from the airport. At traffic pattern altitude, a forty-five degree entry to downwind, and appropriate calls at base, final and short final. Finally, when clear of the runway.

While there may be some days when a different entry might be more appropriate, be sure to consider that aircraft might be near the airport without an operating radio, and not expecting your variance from the AIM. And that is the most important part of any entry – what are other aircraft expecting you to do?

From what I am seeing, the tower closures are extremely unwise in most cases. But if they occur, pilots need to be on their best behavior and their head on a swivel. Let’s talk about how short sided they may be while sipping coffee at the FBO. SK @ MMU: I am a student pilot in the military and will be leaving my command shortly for civilian life. I have a number of hours of flight training while in the military and would like to continue toward a private license, when I am discharged. Will the instruction I received from the armed services count toward my civilian private license?

Sal’s Law: SK, first and foremost, thank you for your service. FAR Section 61.41 pertains to this very topic. Military CFI’s are not certified by the FAA. However, you are given credit for the time you spend training with them. The instructor must be part of an armed forces pilot training program and they may endorse your log book to show the time spent in training. Welcome to the civilian ranks of aviation.

AJ @ BAF: On a recent IFR flight at a nontowered field I was given a clearance to “maintain runway heading until entering controlled airspace.” I found myself uncertain as to which controlled airspace was being referred to in that clearance.

Sal’s Law: AJ, controlled airspace is anything but Class G. Since ATC has no control and therefore no obligation to separate traffic in Class G, they will clear you to depart the airport, but will take over IFR responsibility for your flight once you enter the nearest controlled airspace of A,B,C,D or E. And if you are still looking for Class F airspace, I understand it’s been missing for a long time.

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

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Page 9

Berkshire Aviation's Peggy Loeffler: Named 2013 CFI of the Year Berkshire Aviation Enterprises at Great Barrington Airport is pleased to announce that Peggy Loeffler, an instructor in the Flight Department, has recently been chosen as ‘Certified Flight Instructor of the Year’ for 2013.

The General Aviation Awards Program, which selects the winners, is a co-operative effort between the Federal Aviation Administration (FAA) and aviation industry sponsors to recognize annually outstanding individuals in the fields of Flight Instruction, Avionics, Maintenance, and Safety Team Representatives.

The Awards recognizes these individuals for their roles in promoting aviation safety, education and professionalism. The recipients of these awards are from the region of western Massachusetts and the entire state of Connecticut. Winners are eligible for competition at the regional (Northeast) and national levels.

Loeffler has been a flight instructor for Berkshire Aviation since 2005. She is qualified to train students for their private and commercial

Women in Aviation, International Takes Off for 25th Anniversary With the successful conclusion of its 24th Annual Conference last month in Nashville, WAI President Dr. Peggy Chabrian has now turned her attention to major networking and outreach as part of WAI’s 25 years of conferences. The Nashville 2013 Conference set a new record with 3,375 attendees representing all segments of the aviation community.

“We’ve come a long way from the humble beginnings of our first conference in Prescott, Arizona, back in 1990,” says Dr. Chabrian. “What many people don’t know is that WAI existed as a conference before it existed as an organization. The organization was formed five years after our first conference, really at the request of attendees.”

The 25th annual Conference year kicks off with a regional conference in Prescott, Arizona, on Friday, October 4 and Saturday, October 5, 2013.

“We’re returning to where it all began –at Embry-Riddle’s Prescott campus,” added Chabrian. “This will be a very exciting weekend.”

license as well as instrument and tailwheel instruction and pilot flight reviews. In addition, Loeffler is an assistant coordinator of the Berkshire School Aviation Science program. High school students in the program study for the ground school for private pilot in class and also receive 10 hours of flight instruction at the Great Barrington Airport. In 2012, two students from the program successfully continued on with their training to obtain their private pilot license.

Loeffler, who lives in Colebrook, CT, says she enjoys flying any day in the Berkshires, but her emphasis is on primary instruction. “Introducing someone to the joys of flying for the very first time, and helping them achieve their dream of obtaining a private pilot license is especially rewarding to me, and allows me the opportunity to share my passion for aviation.”

The Flight Department at Berkshire Aviation also offers scenic rides in the Berkshires, and is open 7 days a week throughout the year.

Tours of the Embry-Riddle campus, a luncheon, and speakers are all planned for Friday. Dr. Frank Ayers, ERAU chancellor, will speak along with WASP Betty Blake and Executive and Former FAA Deputy Administrator Barbara Barrett. An airshow panel consisting of Melissa Pemberton, Julie Clark and Matt Chapman, will discuss life as an airshow performer. Friday concludes with a reception.

Saturday, October 5 launches with a Fly-In Breakfast, followed by a tour of Embry-Riddle’s flight line and simulators. Terrafugia COO Anna Mracek Dietrich and Vice President of Business Development and Expositions for Helicopter Association International Karen Gebhart will speak. After a Saturday luncheon, WAI conference attendees along with ERAU students, alumni, faculty and staff will be treated to a private air show.

2014 Conference

The 25th Annual International Women in Aviation Conference will be held at Disney's Coronado Springs Resort in Orlando, Florida, from March 6-8, 2014. "Since this is our 25th anniversary conference, we are pulling out all stops to make this our biggest and most ‘magical’ Conference ever,” added Chabrian. For example, we are planning an expanded ‘Bring Your Daughter to the Conference Day’ in conjunction with a major sponsor.”

Throughout 2013, Women in Aviation, International will continue its outreach program via scholarships, networking events and chapter activity. WAI’s and EAA’s established WomenVenture initiative will continue at EAA AirVenture this summer.

For more information on any of these events, please visit www.wai. org.

Page 10

May 2013

“Air To Ground” by Rose Marie Kern Have you ever called for a pilot briefing, or to activate a VFR flight plan, or to get an IFR clearance, and found yourself confused as to where you were? It happens now and then – especially when a pilot has been flying for awhile, making multiple hops. I recall once while I was working at El Paso Flight Service, a tired looking man walked up to the briefing counter (remember those?) gave me his call sign then asked for a briefing to El Paso.

Amused, I looked at the disheveled young man and asked him if he knew where he was. He looked up startled and said “Midland?”. When I told him he was IN El Paso he shook his head and walked out.

A few minutes later another pilot came in. He gave me the same aircraft ID as the previous gentleman and asked for a briefing. Smiling, I asked him if he knew where he was. When he looked at me strangely I relayed what had just occurred. He laughed and said, “Don’t mind him, he’s just the navigator!”

Mistakes in airport identification can also be made when pilots and flight service people do not communicate all the necessary data. This can have serious consequences to safety when an IFR clearance is involved.

Though the pilot and the flight service specialist are both supposed to ensure the identification of the departure and destination stations, frequently a pilot will call for clearance off of an airport, but not give the alphanumeric designation of that airport or the state. They may simply say “Off of Peru going to Columbus”.

A specialist working the Great Lakes area clearance delivery line should verify that the pilot means Bloomington, Indiana, not Bloomington, Illinois by naming the three letter identifier as well as the state. This works most of the time, but only if the pilot knows the identifier.

At one time in the past a pilot called for clearance off of Greenville, South Carolina. He specified the state, but did not give the three letter identifier. When the FSS specialist called ATC for a clearance there was no flight plan. The specialist relayed that information to the pilot, who was annoyed, and a new flight plan was put into the system quickly. Based on the pilot’s request, the identifier for Greenville, South Carolina was entered into the flight plan. ATC gave the specialist a clearance.

Where Are You???

The Air Traffic center over Greenville, NORTH Carolina was not happy when this aircraft popped up into their airspace.

Who was at fault? The pilot who clearly stated South Carolina? Possibly. How about the specialist who did not announce the three letter ID of the airport? That may have triggered the pilot to realize something was wrong. The fact that the flight plan was not available to the ATC facility in control of that airspace should have given both of them pause.

Another reason to always use the alphanumerics lies in similar sounding airport names combined with crackly radios or cell phones. There are six Pittstown, Pennsylvania airports and three Potstown, New Jerseys. Not to mention a Potsdam, New York not that far away. Some of these airports use the same frequency to request clearance from flight service – so it is not a given that the specialist working radio will automatically know which airport you must be departing if you just say Pittstown. There are 24 Springfields and 16 Farmingtons in the U.S. The reason for stating the airport or town name in addition to the three letter identification is because the letter combinations are frequently similar within a given state. For instance, there are four airports in Alabama whose identifications are a combination of either Zero, eight and Alpha, or O, eight and alpha. (i.e.: A08, O8A) Zeros and O’s are often confused.

It is wise to positively identify the destination airport as well so that when the specialist talks to the ATC facility controlling the airspace the correct flight plan is used. There have been instances where more than one flight plan was filed for an aircraft off of the same departure airport, but going to different destinations. Sometimes this is because two different pilots filed, or one flight plan was filed by a student and another by his instructor. Sometimes a pilot files using DUATS and an hour later decides to refile to a different destination without removing the first flight plan.

To ensure your safety, always state the alphanumeric identifier of the airports you are departing from and flying to as well as the airport or town name and the state. Positive communication only takes a moment, but it keeps us all out of trouble.

Rose Marie Kern has worked in ATC for 30 years. If you have a question you can contact her email: author@rosemariekern.com

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Page 12

May 2013

Beyond the Crowd Line

brought to you by

Wayne Gauldin

Jim ‘Fang’ Maroney

….A Stand Up Airshow Performer…A Stand Up American

Known throughout the Airshow Community as a ‘Stand up’ Airshow Pilot, Jim Maroney, too, is a ‘Stand Up’ American. With 26 years of dedicated military service (USMC/Navy 8 years, - USAF Air National Guard, North Dakota – 18 years), Jim has flown a variety of military aircraft to include; TA-4J, F-4D, F-18 and F-16.

His military distinction earned him the rating of ‘Top Gun’ in 1983, and the titles of both Squadron & Group Commander. Jim’s planned military retirement for September 2011, was postponed with the events of 9-11, during which his squadron flew combat patrols over Washington, D.C. Inspired by his father, who flew P-51s off of Iwo Jima in WW II, Jim’s first flight was in a Piper Cub at the age of four. Attending airshows with his father, Jim began his flying career as an airshow aerobatic pilot in 1977. Flying the

DeHavilland Super Chipmunk, which is also best known as the aircraft flown by legendary airshow pilot, Art Scholl, Jim began dazzling crowds with the spectacular precision, grace and maneuverability of his high energy, low level performance. A true classic airshow aircraft, combined with the talents of a dedicated airshow pilot and aviation enthusiast, Jim’s aggressive airshow display includes tumbling lomcevaks, the ‘Waldo Pepper Loop’, and a pass in which Jim actually stands up in the cockpit!

When not flying airshows, Jim can still be found in the cockpit, as a Captain for a major airline, and as a Lead Line Check Pilot on the Boeing 767. An ICAS (International Council of Airshows) member, Jim is also an ICAS A.C.E. (Aerobatic Competency Evaluator).

Having recently purchased an MX-S, one of the highest performance, single seat, all composite aircraft on the market today, Jim’s airshow career continues to soar to new and exciting levels. A ‘must see’ performer and performance, spectators can anticipate Jim and MX-S to begin gracing the airshow arena this summer, in addition to the legendary Super Chipmunk airshow performance that he will continue to fly.

Jim currently resides in the Milwaukee area, with his wife Susan, a Research Bio-Chemist,

and is a member of the Dacy Airshow Team – a multi-faceted airshow team, providing professional airshow performers and quality support services to airshows and special events throughout the United States and Canada.

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Page 13

Page 14

May 2013

Hot Air, Wings and Flying Things by Jim Ellis Progressive Aerodyne and the Searey Amphibian Progressive Aerodyne Factory Tour The Progressive Aerodyne facility is surprisingly large and modern near a surprisingly small lake. My wife thought we were at the wrong

place, as it looks more like a hotel or upscale motel when seen from the road. And Lake Idamere looks more like a small pond. Lee Pfingston, who we had met at AirVenture, welcomed us and introduced us to CEO Adam Yang, and then gave us a tour of the factory where the Searey kits have been produced, and where the Searey S-LSA is being built. The company has been a kit company, selling 590 kits since 1992, but now is also selling a certificated S-LSA. All aircraft metal parts are manufactured in Tavares.

Fiberglass parts are subcontracted out to a facility in Tampa.

Lee showed us a crate which he said contained the entire aircraft except for the instrumentation, the engine, and the final color paint or decal coat. The crate was surprisingly small. The company has been approved to provide fast-build kits for the wings, flaps, and ailerons. A crate containing just the fast-build wings looked almost as big as the entire crate for the original aircraft kit. They also have an owner-assist building program at the factory.

There were several Seareys in

various stages of construction. One was barely begun, another was about half finished, and there were several nearing completion or complete. The basic hull is fiberglass with an aluminum keel and aluminum cockpit frame. A carbon fiber

hull is a $3800 option. It is 50-66 lbs. lighter than fiberglass,and stronger as well. Aircraft designer Kerry Richter said that the fiberglass has proven to be very strong over the 20 years the aircraft has been flying. But the lighter weight could be a significant advantage for the S-LSA where the Searey 1370 lb. maximum gross weight (less than the 1430 lb. allowed for amphib LSAs) will be a limiting factor.

the seats. Most fuel tanks are fiberglass, although it can be made of aluminum by special order. The baggage compartment is above the fuel tank. Lee showed us his personal new kit-built Searey. It had a Garmin 696, which would be standard in the Elite production Searey.

327 transponder and a PS Engineering radio and intercom. The Sport has a Garmin aera 500 GPS, while the Elite has an Advanced Flight Systems 5500 EFIS and a Garmin 696.

A Very Fun Demo Flight

The fabric covered wings have metal ribs and spars, a metal leading edge, and fiberglass wingtips.

Lee described the Dacron fabric as “30 year fabric”, although he said he had an aircraft where the Dacron had lasted 40 years. Pink colored “Dac proofer” is used to coat the Dacron. Lee said that normal paint will not stick to Dacron, so primer that sticks to Dacron is needed.

Basic white painting is done after the turtledeck is added and before the engine is installed. Trim can be decals or paint stripes, and is done after the engine is installed.

The factory normally uses decals.

There is a single 26 gallon fuel tank in the center of the fuselage (right at the cg) and right behind

Electric flaps are controlled by four buttons on the center console.

You pressed buttons to change the flap settings. Lee said the flap buttons are infinitely programmable.

The original settings were 14, 28, and 35 degrees. But the 35 degree position was too much and not very useful. The demo plane had flap settings of 10, 20, and 30 degrees in addition to full up. In the air, I found it to be a very easy system to get used to.

The gear switch is a single large toggle switch at the bottom of the center of the instrument panel. It does not have a wheel type knob on it like most retrac aircraft. Lee said that it will be possible on new kits and production aircraft to use the switch to drop one landing gear and not the other to drag one wheel in the water to assist in difficult wind conditions on the water near a dock or shore or to help in water taxiing in crosswinds.

There will be two models of certificated (S-LSA) airplanes, the Sport model with the 100 hp Rotax 912 ULS engine for $125,000, and the Elite model with the turbocharged 115 hp Rotax 914 UL and a carbon fiber hull for $144,000.

Both models have a Garmin GTX

When Lee introduced me to the company demo pilot, I thought I was flying with a seaplane instructor who was on their staff. I could not have been more wrong! Kerry Richter was my company demo pilot. It turned out he was the designer of the Searey; was President of the company; had over 8,000 hours flying Seareys; and over 10,000 hours total time. Needless to say, he really knew, and knew how to fly, the aircraft! The Searey was the 14th aircraft he had designed, and he was working on the design for a 4 seat version kit aircraft.

The production prototype (N982SR) had an Advanced Flight System Advanced deck 5500 glass panel display with synthetic vision.

It was one of the rare displays on the market with the capability to display a virtual steam gauge panel (although we flew using the more typical vertical tape gauges). Curiously, all the Seareys also came with a large airspeed indicator to the left side of the panel. I found myself relying on this and not the airspeed tape at critical times like takeoffs and landings.(I had to use the vertical tape display for altitude and the virtual steam gauge for the tach, which I had no problem with.) The prototype also had an aera 500 GPS of the instrument panel. Lee and Kerry said there

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was a lot of baggage space, but it turned out to be long and mostly narrow slots behind and above the seats under the wing pylon.

I had problems getting used to ground handling and the ramp was narrow, so Kerry taxied the plane down the narrow company ramp into the water. There are no toe brakes. The brake is a lever in the center console. The action was unique in that it moved with the throttle. You could be moving the throttle, and when you needed brake you squeezed the brake lever back toward the throttle lever with one hand. (It was easy and works better than it sounds.)

Lake Idamere was not much more than a small pond, but we didn’t need much more. The Searey website says the water takeoff run is only 350-400 feet, and that was about right. After takeoff, water that the plane had picked up on the nose ran in small streams up the windshield and dripped down onto our laps because Richter had the canopy still slightly slid back.

(It is possible to fly this plane with the canopies open on warm days.)

Discussing the carbon fiber versus the fiberglass hull, Richter said he would advise a kit builder not spend the extra money on carbon fiber, saying he would spend the extra money instead on an upgrade to the 115 hp turbocharged Rotax engine. He said the Searey will climb at over 1,000 fpm with the 914 engine. He said he has been able to take off solo in a Searey with a Rotax 914 starting near the hangar and getting off before he got to the grass, seemingly a not much more than 100 foot takeoff run!

Once up in the air, Richter demonstrated a departure stall. (And

Page 15

not very high up to be doing departure stalls: we never really got above 1000 feet AGL for the entire flight.) Pulling back really hard with nearly full power, the plane slowly dropped the nose down to slightly below the horizon with wings staying absolutely level.

Recovery was merely by reducing back pressure. When I tried one later, I found that the back pressure on the stick was so great that it was unlikely that anyone would experience an unplanned departure stall. I pulled back very hard and it never really stalled: it just hung on the prop at a high nose up angle.

Approach stalls are a gentle mush with some gentle rocking and the nose dropping very slightly, similar to a Cherokee “rocking chair’ approach stall.

Richter made a dramatic and radical turn to show me how the Searey is not susceptible to accelerated stalls. He yanked the plane into a steep banked turn, well beyond 60 degrees, possibly even approaching 90 degrees of bank at one point. The plane never stalled and seemed very controllable.

Inflight visibility is excellent, except maybe back by the wing.

It could use some sunscreens or sun visors. The slightly reclined seats were very comfortable. The molded stick was one of the nicest feeling ones I have ever flown.

The trim button on top was very easy to use and very responsive in all phases of flight. This isn’t a fast airplane. It is odd looking out to the side of the plane and seeing the retracted wheel sticking up in the air next to the fuselage, plus the wing struts and the wing float hanging down. Lots of draggy stuff out there! Typical speeds on the airspeed indicator: 45 mph at takeoff; 60 mph on final approach to a water landing; 95 mph max cruise at about 5000-5500 rpm. Richter said the Searey was capable of flying at loads heavier than the Light Sport category would allow. He said that the useful load was 500 lbs as a Light Sport. With 26 gallons of avgas, that would give a useful load with full fuel of just under 350 lbs.

(The 66 lbs. weight savings with carbon fiber could be significant.)

We flew to Lake Apopka, where Richter let me do a half a dozen water landings and takeoffs. Takeoff distance off the water was surprisingly short, even when I was flying. It gets “on the step” very

quickly. On my first takeoffs Richter told me I was holding the nose back much too long when I held it back floatplane takeoff style. All that was needed was to add full power, pull the stick back, and then almost immediately let it go forward. There are no water rudders to be pulled up on the takeoff run. (We did very little low speed maneuvering, and I suspect that the plane might lack for low speed handling with no water rudders.)

It was not easy telling when the plane was on the step, except that the speed on the water picked up very quickly, quickly over the 45 mph needed to take off. On one occasion, Richter did a high speed step taxi demo headed for the shore. With any other floatplane, I would have felt we were in danger of hitting the shore. The Searey got off the water and climbed with room to spare.

In an incredible demonstration of the plane’s stability and safety on the water, Richter pushed the stick forward while we were running on the step, and forced the plane into a porpoise! With other seaplanes or floatplanes, this would risking flipping the plane over or starting a worsening porpoise that would take the plane out of control. The Searey handled it with absolutely no problems, and came out of the porpoise merely by holding the stick steady at a neutral setting. An amazing display of the plane’s design/capabilities.

Richter liked to use low level flights over the water as a way to get the feel of the airplane. I had some difficulty getting used to determining how high we were off the water and getting the power setting right. I initially had problems knowing when to lift the nose, push it over for a roundout, and getting used to how high to fly above the water. On a couple of occasions we ended up doing an unintentional high speed landing.

Eventually I got the hang of flying just above the surface of the water.

It was a whole lot of fun! While my landings were respectable they weren’t necessarily things of beauty, unlike Richter’s. But then he had over 8,000 hours in Seareys and I was on my first flight.

With 30 degrees of flaps (the “4” button), the plane comes down with a pretty steep nose down angle and loses altitude quickly. But always feeling fully under control.

I used a low 500 feet MSL (close to 500 AGL in central Florida) above the lake surface as a downwind altitude. There was some winds causing some streaks in the water, and I flew parallel to the streaks on a downwind and landed into the wind parallel to the streaks.

Richter told me he often used even lower downwind altitudes since the Searey is so responsive. Crosswind operation on the water did not seem to bother the plane a bit, nor on takeoffs or landings. There was another privately owned Searey doing touch and goes on the large lake with us. In that area, the Seareys have their own frequency they use to talk to each other.

Most amphibians with high mounted rear engines have a definite pitch down tendency when adding full power. Richter demonstrated that this was not the case with the Searey. In level flight, he went from a very low power setting to full power. The nose just went down slightly, and it was very easy to bring it back up to level with very slight pull back on the stick.

The Searey is an airplane in which it is easy to get comfortable flying low. On my flight we never got much above 1000 ft. AGL. Except for being cautious around cellphone towers on the way back to the factory, I never felt uncomfortable. One has to be careful flying low though, and this could have been a factor in the Richard Bach crash in a Searey (reports say he hit wires on a landing approach).

This is an incredibly fun airplane if you live somewhere where you can do frequent water landings. It is certainly no high speed cruiser, but it is an incredibly comfortable and responsive FUN airplane! My wife, after her flight with Richter, compared the low and slow flying and water landings to being more like the balloon she used to fly than like my Cherokee and other fixed wing aircraft. She also noted “That plane has tremendous maneuverability.” (Totally unlike her balloon!)

If you are interested in an amphibian S-LSA, check out the Searey. Why wait for the Icon?

This one is a great little airplane with a proven history. The Progressive Aerodyne/Searey website is www.searey.com, and their e-mail is Sales@searey.com, and their phone is 352-253-0108.

Page 16

May 2013

AeroLEDs Enters the Airshow Business Via Red Star and the Dragon LEDs ameliorated.

With repositioning, the two aircraft now have symmetrical “headlight” beams which are very dramatic against a dark sky.

AeroLEDs President Nate Calvin has decided to put his products into a dual jet aircraft routine called Red Star and the Dragon. Piloted by Andy Anderson and Jerry Conley, the BAC167 Strikemaster and Viper 29 are flown in the only two-jet airshow routine east of the Mississippi River. They occasionally fly twilight or night shows with pyrotechnics and that is where the AeroLEDs connection comes in.

“The AeroLEDs will reduce heat and drag,” said Calvin, “while providing more intense light in a broader beam than the bulbs they replaced. The LEDs have a much longer life (50,000 hours); can handle greater vibrations and high g loads without issues. They’re ideal for airshow duty.”

Conley, who’s an aeronautical engineer, had to design special housings for the lights which are used to illuminate the smoke trails of the jets. For his own aircraft, the Viper 29 (an L-29 with a more powerful engine), Conley had to convert all the original Russian receptacles and reposition the landing light because of drag.

On Anderson’s aircraft, the intense heat of the old incandescent bulbs also raised issues on the ground for his jet which the

With the Blue Angels off the airshow circuit, Red Star and the Dragon have a bright future as a dual jet routine.

For more information on AeroLEDs visit www.AeroLEDs.com and to learn more about the two-jet team visit www.

RedStarandDragon.com.

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Page 17

Old Time Aviation A yellow Piper Cub was in a spin and went out of sight below the tree line along the Quaboag River. Cars pulled into the dirt parking lot from Route 9 with gravel, sand and dust flying. Car doors slammed. “Have they called the police”, people were calling. There was pandemonium in the parking lot. About then the same Piper Cub popped up from behind a small hill off the end of the runway and came in to land. The pilot, Gus Willet had purposely spun out of sight and had flown down the river. There was a collective sigh of relief, some smiling and some nervous laughter as the crowd realized they had been tricked. Then a ticket boy then went through the crowd selling airplane rides. Soon there was a line for rides.

Gus started hopping passengers and when the line was done he would do the same thing all over again. This was just a typical Sunday at the West Brookfield, MA airport in the late 40’s.

airplane had come low over her chicken coup and that all the chickens piled up crushing some. As she talked I thought how her voice sounded vaugely familiar and then I realized it was our neighbor; the one we never got along with. She did not recognize my voice as we had not talked for years. I quickly assured her that as soon as the pilot returned he would be called in and severely reprimanded. She was satisfied and I hung up!

Although buzzing was officially unapproved it certainly happened a lot.

One winter Gus was operating on skis with Cubs. He buzzed the hanger by approaching from the front and pulling the plane up with the left wing tip following the rise of the roof. The plane simultaneously had to clear a big maple tree located at the rear of the hanger. The wing tip was so close to the snow covered roof that some of the airport regulars looked around for a ladder to see if Gus had left a mark in the snow!

Of course alcohol and flying airplanes does not mix, but on occasion it happened. One example was when the owner of a PT-26 trainer showed up with his friend to do some flying. Both men were heavily under the influence of alcohol. Bert Marona went out and tried to talk the pilot out of flying but to no avail. They took off and were back in about one half an hour, however, they had three forty foot long pieces of black telephone wire draped around the leading edges of the wings. Bert went out again and talked to the pilot who was now sober as a judge; and very repentant.

He walked up and down the wing looking at the wires, thumping the wing and apologizing repeatedly. His friend was stone-faced and still under the influence. His only comment was; “I told you to go under them”!

On another occasion the maintenance manager, Bert Marona, was doing a test flight on a Navion. I went along for the ride. We happened to fly over my dad’s house as he was getting out a car from work. Bert was friendly with my dad and decided to enliven his day. He got back about a half a mile and laid on a good old fashioned buzz job, clearing the chimneys by a few feet. From there we went directly back to the airport about five miles away. We taxied up in front of the open hanger. When I got out of the airplane the phone was ringing so I walked over and answered it. The voice on the other end was a very agitated woman complaining that some

One day an older gentleman who lived in the area came in and sat down on the hanger steps. After a while he told me; “You know during Prohibition they used to use this field to fly in liquor from Montreal at night in a biplane”. “They used to load up one cockpit full”. I asked him how he knew and he told me; “I put the smudge pots out so they could see where to land”.

About The Author: Harvey Smith has A&P and Private Pilot ratings and has a BS in Aeronautical Engineering.

E-Mail: harvx@AOL.com

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Page 18

May 2013

2013 Airshows Please be sure to check for up to date information about the airshow of your interest by checking their website.

Many last minute changes are possible. Shows with lines through them have been cancelled.

Dates Name

Location

Websites 4/27-28 Warriors & War birds WWII Weekend EQY Monroe, NC ` www.warriorsandwarbirds.com/ 4/27-28 Maxwell AFB Airshow MXF Maxwell AFB, AL www.maxwell.af.mil 4/27-28 MCAS Beaufort Airshow NBC Beaufort, SC www.beaufortairshow.com/index.asp 4/27-28 Westmoreland County Air Show LBE Latrobe, PA www.palmerairport.com/ 4/27-28 Pacific Coast Dream Machines HAF Half Moon Bay, CA www.miramarevents.com/dreammachines/index.html 5/3-5 AirPower over Hampton Roads LFI Langley AFB, VA www.jble.af.mil/ 5/3-5 Central Texas Airshow TPL Temple, TX www.centraltexasairshow.com/ 5/4 Dyess Big County Airfest ABI Abilene, TX www.bigcountryairfest.org/ 5/4-5 Manassas Open House & Air Show MNZ Manassas, VA airboss@schultzairshows.com 5/4-5 Defenders of Liberty Airshow BAD Barksdale AFB, LA www.barksdaleafbairshow.com/ 5/4-5 Sheppard AFB Airshow SPS Sheppard AFB, TX http://sheppardairshow.com/ 5/4-5 Planes of Fame Airshow CNO Chino, CA http://planesoffame.org/ 5/4-5 Virgina Regional Festival of Flight SFQ Suffolk, VA www.virginiaflyin.org/ 5/11 Auburn Opelika Airshow AUO Auburn, AL www.facebook.com/AuburnOpelikaAirShow 5/11-12 Hawkins Field Air Show JAN Jackson, MS www.jmaa.com/JAN/ 5/11-12 Thunder Over the Blue Ridge MRB Martinsburg, WV www.martinsburgairshow.com/ 5/11-12 Madness Over Minter MIT Shafter, CA http://minterairshow.com/ 5/17-19 Warbirds Over the Beach 42VA Virginia Beach, VA www.militaryaviationmuseum.org/airshows/warbirds-over-

the-beach-show-may-2012 5/18-19 Wings Over Wayne GSB Seymour Johnson AFB, NC www.wingsoverwayneairshow.com/ 5/18-19 Fairchild AFBSkyfest 2013 SKA Spokane, WA www.fairchild.af.mil/ 5/18-19 Jacksonville Sea & Sky Spectacular Jacksonville, FL www.jaxseaandsky.net 5/22-27 Quarter Century Celebration COU Columbia, MO www.salute.org/ 5/24-25 Ranger Fly-In & Airshow F23 Ranger, TX http://rangerairfield.org/6/show/ 5/24-26 Hollister Airshow CVH Hollister, CA www.hollisterairshow.com/ 5/25-26 Lynchburg Regional Airshow LYH Lynchburg, VA www.lynchburgairshow.com 5/25-26 New York Air Show at Jones Beach FRG Wantagh, NY www.jonesbeachairshow.com 5/31-6/2 Wings Over Gillespie SEE El Cajon, CA http://ag1caf.org/ 6/1-2 Virginia Beach Patriotic Festival Virginia Beach, VA www.patrioticfestival.com/oceanfront-air-show/ 6/1-2 Rockford AirFest 2013 RFD Rockford, IL www.flyrfd.com/airfest.html 6/1-2 Rochester Int’l Airshow ROC Rochester, NY www.rochesterairshow.com/ 6/1-2 Waterloo Air Show CYFK Waterloo, ON www.waterlooairshow.com 6/7-8 Thunder on the Lakeshore Airshow MTW Manitowoc, WI www.manitowocairshow.com/ 6/7-9 23rd Annual World War II Weekend RDG Reading, PA www.maam.org/maamwwii.html 6/8 Charleston Air Expo CHS JB Charleston, SC www.charlestonairexpo.com/ 6/8-9 Golden West Regional Air Show MYV Marysville, CA www.goldenwestflyin.org/ 6/8-9 OC Air Show Ocean City, MD www.ocairshow.com/ 6/14-16 Indianapolis Air Show MQJ Indianapolis, IN www.charlestonairexpo.com/ 6/14-16 CWH Hamilton Intern’l Airshow CYHM Hamilton, ON http://airshow.warplane.com/ 6/15-16 Thunder Over Michigan YIP Ypsilanti, MI www.yankeeairmuseum.org/airshow/ 6/15-16 Denton Air Show DTO Denton, TX http://denton.schultzairshows.com/ 6/15-16 Wings & Wheels Air Expo TEB Teterboro, NJ www.njahof.org/calendar.htm 6/15-16 Wing Over Gaylord GLR Gaylord, MI www.wingsovergaylord.org/ 6/21-23 Spectacle Aerien Intern’l Bagotville CYBG Bagotville, QC www.saibagotville.com/english/ 6/22-23 Vectren Dayton Air Show DAY Dayton, OH www.daytonairshow.com/ 6/22-23 Quad City Air Show DVN Davenport, IA www.quadcityairshow.com/ 6/26 Thunder over the Boardwalk Atlantic City, NJ www.atlanticcitynj.com/acairshow.aspx 6/28 AFMC Freedom’s Call Tattoo 2013 Wright-Patterson AFB, OH www.wpafb.af.mil/tattoo/ 6/28-30 Great Lakes Intern’l Airshow CYQS St Thomas, ON www.greatlakesinternationalairshow.ca/ 6/29-30 National Cherry Festival Airshow TVC Traverse City, MI http://visit.cherryfestival.org/air-show 6/29-30 RI National Guard Airshow OQU North Kingstown, RI www.riairshow.org/ 6/29-30 Cape Girardeau Reg. Air Festival CGI Cape Girardeau, MO http://capegirardeauairfestival.com/ 6/30 Stars & Stripes Air Show 0BZ Warren, VT www.jimparkerairshows.com/ 7/3-4 Fair St Louis Airshow CPS St Louis, MO http://fairsaintlouis.org/fair-saint-louis/air-show/

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7/3-4 7/3-7 7/4 7/4 7/5-7 7/6 7/6 7/12-14 7/12-14 7/13 7/13-14 7/13-14 7/13-14 7/13-14 7/20-21 7/20-21 7/24 7/24 7/25-27 7/26-28 7/27-28 7/27-28 7/29-8/4 8/2-4 8/3-4 8/9-11 8/10-11 8/10-11 8/13 8/16-18 8/16-18 8/17 8/17 8/17-18

Page 19

Dubuque Air Show & Fireworks DBQ Dubuque, IA http://dubuquejaycees.org/events/fireworks/ Battle Creek Airshow & Balloon Fest BTL Battle Creek, MI www.bcballoons.com/ Tacoma Freedom Fair Air Show Commencement Bay, Tacoma, WA www.freedomfair.com/ Fair Saint Louis : Air Show St. Louis, MO http://fairsaintlouis.org/fair-saint-louis/air-show/ Evansville Freedom Festival EVV Evansville, IN www.hadishrinersfest.com/ Thunder over Cedar Creek Lake TYR Tyler, TX http://tocclairshow.com/ Truckee Tahoe AirFair

TRK Truckee, CA www.truckeetahoeairfair.com/ Gary’s South Shore Air Show GYY Gary, IN www.garyairshow.com/ Geneseo Air Show D52 Geneseo, NY www.1941hag.org/index.html Pensacola Beach Air Show Pensacola Beach, FL www.visitpensacolabeach.com/what/airshow.php AirExpo 2013 FCM Eden Prairie, MN www.airexpo-mn.org/ Airdrie Regional Air Show Airdie, Alberta, Canada www.airdrieairshow.com/ Olympic Air Show OLM Olympia , WA www.olympicflightmuseum.com/airshow.php WingNuts Flying Circus K57 Tarkio, MO www.wingnutsflyingcircus.com/ St Cloud Air Show STC St Cloud, MN www.stcloudairshow.com/ Alberta Intern’l Air Show Lethbridge, Alberta, Canada http://albertaairshow.ca/ Frontier Days Airshow CYS Cheyenne, WY www.cfdrodeo.com/ Rocky Mountain House Airshow Rocky Mountain House, Alberta, Canada www.rockymtnhouseairshow.com/ Tri-City Water Follies PSC Kennewick, Pasco, WA www.waterfollies.com/ Oregon International Air Show HIO Hillsboro, OR www.oregonairshow.com Fort St. John Air Show Fort St John, British Columbia, Canada www.fsjairshow.com/ Thunder Over Delta Country ESC Escanaba, MI www.upairshow.com/main.php EAA AirVenture Oshkosh 2013 OSH Oshkosh, WI www.airventure.org/ Seafair Boeing Airshow BFI Seattle, WA www.seafair.com Milwaukee Air & Water Show Milwaukee, WI www.milwaukeeairshow.com/ Abbotsford International Airshow YXX Abbotsford, BC www.abbotsfordairshow.com/ Fargo Airshow FAR Fargo, ND http://fargoairsho.com Wings Over Vermont BTV Burlington, VT www.wingsoververmont.org/ CAF Bluebonnet Airsho BMQ Burnet, TX www.bluebonnetairshow.com Greenwood Lake Air Show 4N1 West Milford, NJ www.greenwoodlakeairshow.com/ Rocky Mountain Airshow BJC Broomfield, CO www.cosportaviation.org Armed Forces Day / Airshow CYQQ CFB Comox, BC www.comoxairshow.ark.com Park County Wings & Wheels Powell, WY www.pcwingsnwheels.com/ City of Chicago Air & Water Show GYY Chicago, IL www.explorechicago.org/city/en/supporting_narrative/ events___special_events/special_events/mose/chicago_air_and_water.html 8/17-18 Wings Over Wine Country Air Show STS Santa Rosa, CA www.wingsoverwinecountry.org/ 8/17-18 Chilliwack Flight Fest Chilliwack, BC Canada http://chilliwackairshow.ca/ 8/17-18 Wings Over Camarillo CMA Camarillo, CA www.wingsovercamarillo.com/ 8/17-18 Lancaster Community Days Airshow LNS Lititz, PA www.lancasterairport.com/Common/EventsPromotions/Com

munityDays/tabid/77/Default.aspx 8/17-18 New Garden Festival of Flight N57 Toughkenamon, PA www.newgardenflyingfield.com/ 8/23-24 The Airshow of the Cascades S33 Madras, OR www.cascadeairshow.com/ 8/23-25 Dover AFB Open House KDOV Dover AFB, DE www.dover.af.mil/ 8/24 Defenders of Freedom Open House OFF Offutt AFB, Bellevue, NE www.offuttairshow.com/ 8/24 Airshow 13 MTO Mattoon, IL www.colescountyairport.com/ 8/24 Fly Iowa 2013 PRO Perry, IA www.flyiowa.org/fly_iowa.shtml 8/24-25 KC Aviation Expo MKC Kansas City, MO www.kcairshow.com/ 8/24-25 Thunder Over the Valley Santa Maria, CA www.smmof.org/airshowinformation.aspx 8/24-25 Festival of Flight Air & Car Show N57 Toughkenamon, PA www.newgardenflyingfield.com/ 8/24-25 Wings Over Waukesha Air Show UES Waughkesha, WI www.wingsoverwaukesha.com/ 8/24-25 Defenders of Freedom Airshow Offutt AFB Belevue,NE www.offuttairshow.com/ 8/25 Oakland County Intern’l Open House PTK Waterford, MI www.ociaopenhouse.org/ 8/28 Milwaukee Airshow Milwaukee, WI www.milwaukeeairshow.com/ 8/28 Rotary Brantford Charity Air Show Brantford, Ontario, Canada www.facebook.com/pages/Rotary-Brantford-Charity-Air Show/111992042168784 8/30-9/1 Watsonville Fly-In & Air Show WVI Watsonville, CA www.watsonvilleairshow.org/ 8/31-9/1 NAS Patuxent River Air Expo NHK Patuxent River, MD 8/31-9/2 Cleveland National Air Show BKL Cleveland, OH www.clevelandairshow.com/ 8/31-9/2 Canadian International Air Show YYZ & YT Toronto, ON www.cias.org/ 9/6-8 SkyRaid Over South Jersey Medford, NJ www.facebook.com/SkyraidOverSouthJersey 9/7 Fort Scott Airport Day FSK Fort Scott, KS http://fortscott.com/september.php 9/7 Wings Over Waukegan UGN Waukegan, IL www.waukeganairshow.com 9/7 Vail Wheels & Wings Show EGE Gypsum, CO www.vailautoshow.com/wheels-and-wings 9/7-8 Catalina Air Show and Festival AVX Avalon, CA www.catalinaairshow.com/ 9/7-8 Restigouche County Air Show CYCL Charlo, NB http://villagecharlo.com/ 9/7-8 Chippewa Valley Airshow EAU Eau Claire, WI www.chippewavalleyairshow.com/ 9/7-8 Wings of Freedom Air Show SDY Sidney, MT www.sidneymt.com/events/airshow.asp 9/8 Cape Air Kirksville Air Fest IRK Kirksville, MO www.kvairfest.com/

Page 20

May 2013

Hits Your Target!

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.

Get in touch and we will help you

Hit Your Target !

Richard@AFlyer.com 203-458-3348

Gift Subscriptions are available Call Sandy at 203-458-3348 or email sandy@aflyer.com

FLYING CLUBS Looking for Fellow Enthusiasts Want to fly? Want to share the experience with others? You may want to consider becoming a member of a Flying Club.

A flying club or aero club is a not for profit, member run organization that provides its members with access to aircraft.

Some clubs also provide flight training, flight planning facilities, pilot supplies and associated services, as well as organizing social functions, fly-ins and fly-outs to other airports and so forth.

Most flying clubs own and rent small general aviation aircraft. However some clubs also exist to provide access to more specialized aircraft, such as vintage planes, aerobatic planes, helicopters and gliders.

There are two types of flying clubs - equity flying clubs, and non-equity flying clubs. In an equity flying club, each member of the flying club “buys in” to the club and owns a share of all the club’s aircraft. The member then pays both monthly dues, which cover the fixed costs of ownership (hangar, insurance, annual maintenance, etc.), and an hourly rate for his use the airplanes in the club. In a non-equity flying club, the members do not own a share of the aircraft.

Members may still pay an initiation fee (usually much smaller than an equity flying club), a monthly fee to help cover the fixed costs, and an hourly rate to use the aircraft.[citation needed] If you are already a member of a flying club and want Atlantic Flyer readers to know more about your organization... contact Sandy for info about getting into the paper. Sandy@AFlyer. com or 203-458-3348.

LEARN TO FLY LOCATIONS Connecticut Action Multi Rating 155 Tower Avenue Groton, CT 06340 860-449-9555 www.mward42.tripod.com Connecticut Flight Academy 20 Lindbergh Dr Hartford CT. 06114 869-722-9667 www.ctflightacademy.com

239-430-9220 Shawn@eaa-fly.com www.eaa-fly.com Maine Southern Maine Aviation Sanford Regional Airport (KSFM) 199 Airport Road - Main terminal Sanford, ME 207-324-8919 wwwsouthernmaineaviation.com

978-774-7755 www.beverlyflightcenter.com Eagle East Aviation 492 Sutton Street North Andover, MA 01845 www.eagle-east.com

Westfield Flight Academy-BAF 111 Airport Road Westfield, MA 01085 Twitchell’s Airport & Seaplane Base 413-568-5800 (3B5) - 40 Airport Road www.fivestarflight.com Future Flyers of CT Turner, ME 04282 New Hampshire 94 Wolcott Rd Contact: Dawn or Dale Twitchell Concord Aviation Services Simsbury, CT 06070 www.twitchells3B5.com 71 Airport Road 860-819-3717 Concord, NH 03301 Massachusetts http://futureflyersct.com/ 603-228-2267 Alpha One Flight School Premier Flight Center - HFD 246 South Meadow Road www.mv.com/ipusers/confbo Hartford-Brainard Airport Plymouth, MA 02360 Green River Flight Center 58 Lindbergh Drive 508-747-1494 11 Aviation Drive Hartford, CT 06114 Keene, NH 03431 Berkshire Aviation Enterprises,llc Contact: Gary Ciriello 603-352-2599 (GBR) - 70 Egremont Plain Rd. www.PremierFlightCt.com Great Barrington, MA 01230-0179 Florida Hampton Airfield GreatBarringtonAirport.com Europe-American Aviation Tail Wheel Instruction Diamond Brilliance Flight Center Beverly Flight Center 9 A Lafayette Road 200 Aviation Drive N, Suite # 6 West Side North Hampton, NH 03862 Danvers MA 01923 Naples, FL 34104 603 397-0367

Monadnock Aviation 80 Airport Road Keene, NH 03431 603-357-7600 Rochester Aviation 238 Rochester Hill Rd Rochester, NH 03867 603-479-6845 www.flyskyhaven.com Signal Aviation Services 58 Airport Road West Lebanon, NH 03484 603-298-6555 New Jersey Andover Flight Academy PO Box 239 Andover, NJ 07821 973-786-6554 www.andoverflight.com/ New York Randall Airport P O Box 3062, 100 Airport Rd. Middletown, NY 10940 845-343-5965

North Carolina ISO AERO SEVICES 1410 North Kerr Ave Wilmington, NC 28405 910-763-888 Pennsylvania Gateway Aviation 1730 Vultee Street Allentown, PA 18103 Contact: Bradley Snyder 610-797-7942 Brad@gateway-aviation.com www.gateway-aviation.com Rhode Island North Central Flight Center North Central Airport (KSFZ) 300 Jenckes Hill Rd. Smithfield, RI 02917 www.ripilot.com 401-413-4093 South Carolina Ellsworth Aviation 764 East Smith Street Timmonsville, SC 29161 843-229-4845 www.instrumenttraining.com

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MYSTERY AIRPLANE Name this aircraft for a FREE subscription to the Atlantic Flyer!

If you have an answer, email it along with your mailing address to Sandy@AFlyer.com. Answers for this aircraft are due by May 15th.

Page 21

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Page 22

May 2013

Electric Flight -- Are We There Yet? In a word, 'no'.

The electric aircraft industry does not yet exist. There are highly qualified pioneers trying to keep up with the rapid evolution of electric component technology. They have prototyped more than two dozen different electric aircraft and more are appearing monthly. Overall, it's 1903 all over again.

According to the U.S. Department of energy, in December, 2012, there were 75,000 electric vehicles registered in the United States. There are not yet any FAA registered electric aircraft here -- it will be big news when the first one gets its 'N' number.

Some of the reasons for the lag are technical, some are more philosophical. The first question 'in the air' is: why would anyone buy an electric aircraft? Why are they appealing? The answers parallel the rationale consumers use when buying an electric car. They are quiet. They are clean to refuel and maintain. They are perceived to be a good thing for the environment. Electric motors are more efficient than internal combustion engines; they can produce their rated horsepower continuously, while reciprocating horsepower occurs at peak rpm. E-motors are have less mass and take up less room compared to an equivalent IC engine. Brushless motors last practically forever. They are nearly vibration-free. E-motors bring the user out of the petroleum pipeline and its fluctuating costs and availability, and into the ever more green and more cost controlled power grid. And, (take it from a man who built who built an electric car) there is nothing like the experience of electric propulsion.

The 'fun factor' is the appeal of prototype LSA and experimental aircraft being tested, flown and demonstrated

by US innovators like Randall Fishman of Electric Aircraft Corporation, Dale Kramer at Lazair, and many others.

The bugaboo is the same for electric vehicles and aircraft -- battery life and reliability, which equates to time and distance traveled without worry. Experimental electric aircraft today can stay aloft for between 1-2 hours, leaving a 1/2 hour 'reserve' in the battery pack. That's plenty for most sport pilots. If you decide that day to work in and out of the pattern, the life of the battery pack will be much shorter (take-off uses a lot more amperage from the pack than straight and level flight).

Discussion of the technology supporting electric aircraft

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is confusing if you are not an engineer, and if you are, trade-offs lurk in every equation and assumption. Inventors, entrepreneurs and corporations (like GE) are now embroiled in an informal race to find the safest, most efficient, most practical GA or LSA, that can be legally registered, and that is also affordable to the average weekend pilot. And that pilot shouldn't have to be concerned about managing fluctuations in her lithium-polymer battery pack (just as she does not worry about the flow rate of Avgas to her Lycoming injectors).

Here are some basic pieces of the e-aircraft puzzle: 1). Electric motors. These can be permanent magnet (like a sewing machine motor), 3-phase, ( inexpensive, can pull heavy loads) or brushless (more torque per watt, quieter, no maintenance). Though e-motors have far less mass than internal combustion engines, designers still want the most efficient - per - pound motor, knowing that the battery pack, even lithium chemistry batteries, are going to be very heavy. Lighter 'pancake' motors are arriving on the scene, and designers are excited about their kw per lb potential (motors are rated for their potential energy, kilowatts, which is watts x 1000. One kw is roughly = to 1.34 horsepower. (electric). Electric horsepower (generally agreed upon) is 2.5 times IC horsepower. A 20kw motor is roughly equal to a 67 hp engine, though their power curves differ. A 20 kw motor can be used for Part 103 aircraft and do the job nicely, and can weigh only 30 pounds. The FAA is working right now with e-aircraft designers like Randall Fishman to establish parameters that correlate to UL Part 103 and LSA internal combustion requirements.

2). Batteries. Lithium is the current trend. Lithium battery chemistries are three to four times more energy dense than lead acid, and amp-hour to amp-hour, three to four times lighter. You'll hear about lithium-ion, lithium-polymer, and the latest innovation because of its very long cycle-life: lithium-nickel-manganese-cobalt-oxide. Even with their lighter weight, it still takes 5-8 kw to keep an ultralight in the air for 1.5 hours. Lithium batteries, much more energy dense and therefore less stable than lead-acid, have to be carefully managed, because heat tends to build up if they are discharged or charged too rapidly or unevenly. Most are from China, and quality control is still an issue. There are rudimentary battery management systems (BMS) being used, but they need to be monitored by a human.

Famously, Boeing tripped over the requirements of their lithium battery packs and suffered two runaway thermal reactions (RTRs) that could have been prevented. From my perspective, they didn't have in place an robust enough BMS monitoring system that would have shut down the pack, nor was the pack adequately cooled. Sealing them up in a lead box will contain the RTR, but won't prevent it. Reaction to these incidents has created public relations problems for the electric vehicle movement at exactly the wrong time.

3). Controllers. Also known as Speed Controllers. They accurately draw power from the battery pack and to the motor. Controller technology can increase efficiency by adjusting power curves. They can be programmed for specific applications. They have USB ports to dump data to be analyzed. There are very efficient ones on the market right now.

4). Chargers. Automobile charging stations (euphemistically called "Juice Bars") are popping up everywhere. Drivers plug in for a few hours while having lunch or shopping, and extend their range for the day. At the CAFÉ Green Flight Challenge in 2011, a 240 volt 40 amp charger (powered by clean geothermal energy) proved it could recharge 12 aircraft simultaneously at 9600 watts. Prototype LSAs and ULs can expect to wait 4-6 hours to recharge, but fast charging technology is just around the corner.

5). Regeneration. Until battery packs resemble Star Trek energy cells, regen is the holy grail of solving most of the problems stated above. Regen is putting amperage back into the battery pack. E-cars like the Prius and Tesla have regenerative braking systems that convert heat created by braking or gliding back into electricity. But only a small amount of charging happens. Aircraft versions of this solution so far have been reversing props when the craft is 'gliding'; and/or using solar panels. So far there is no way to beat the 2nd Law of Thermodynamics and substantially recharge a battery pack in flight.

To o many to list!

Call fo r details.

6). Airframe design. The limitations of all of the above presently require that the aircraft design most resemble a motor glider. Aerodynamic efficiency is paramount (reducing wind resistance, turbulence, skin friction); light weight (carbon fiber and other composite technology are used almost exclusively); high wing aspect ratio (power-off gliding ability); and the technology to insulate the batteries from extreme temperature changes.

Cessna has made test flights with an all electric 172 Skyhawk, using Panacis brand lithium batteries. Panacis has several US military contracts, including supplying ground power to the F-35 fighter.

Web Site: www.flygreenriver.com

Part One of A Two-Part Feature by Dale Robinson (Dale is a journalist and amateur electric car builder, and is building an electric ultralight in Guilford, CT. The opinions here are from his experience and are his own).

Dust off that plane and fly to Green River for maintenance specials!

Green River Aviation and Maintenance LLC Located at Keene NH (EEN) (603) 357-8302

www.AFlyer.com

Page 23

Coming Soon...Part Two: A Survey of theExperimental and Ultralight electric aircraft flying today, and a look at some of the major safety and reliability hurdles.

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Jim Tamposi, Sr. was founder and owner/operator of Nashua Aviation and Supply and also an incorporator of Daniel Webster College. Influencing numerous generations of aviation industry leaders, Jim’s life-long efforts have advanced the field of aviation throughout New Hampshire.

In recognition of Jim Tamposi, Sr.’s lifetime contribution to New Hampshire aviation education, NHAHS Board Member Tom Haas has issued a challenge to match dollarfor-dollar all contributions, up to $10,000, made to the historical society on behalf of James Tamposi, Sr., with proceeds to be used for ongoing aviation education programs at the Aviation Museum of New Hampshire. We welcome your participation.

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Page 24

May 2013

Missionary Pilots Face Struggles, Share Joy Missionary Aviation Fellowship (MAF) operates a fleet of 142 aircraft around the world. Multiple branches of MAF serve on almost all of the world's continents (although Antarctica stands alone). One branch of the organization is based in Nampa, Idaho and is known as MAF-US. The US-based group operates 57 aircraft, serving more than 600 Christian and humanitarian organizations around the world through aviation support, communications services and by providing educational technology support for spiritual and material aid. The MAF-US organization operates in distant lands such as Haiti, Indonesia, Mozambique, and the Democratic Republic of the Congo. The flying service supports its own missionaries in these countries, and lends assistance to other evangelical and civilian agencies too.

While at the 2013 EAA Sun N Fun event, I got a rare (for me) opportunity to speak with a flying missionary. Brian Shepson is the chief pilot of the training department of MAF-US, and has extensive experience as a flying missionary. When he was seven years old, he met a missionary pilot who stayed with his family, and was amazed how one could combine aviation technology with a religious ministry. Since that day, he knew he wanted to be a flying missionary. After studying both religion and aviation in college, Brian began to follow his calling, and alongside a missionary career, he has added the aviation credentials of a commercial pilot, certified instrument flight instructor, and airframe and powerplant mechanic.

He spent many of his early years in Ecuador, flying to and from muddy landing strips carved out of the jungle where more than 22 feet of rain fell every year. He estimates he has over 12,000 landings in the Ecuadorian jungles alone! Today, he works as an evaluator and trainer for hopeful MAF pilots before they go into the field. His extensive experience - 27 years with MAF in various capacities - is a testament to overcoming challenging conditions and using aviation as a useful tool for carrying out missionary work.

Here are just a few of the interesting anecdotes I learned from Brian during a wide-ranging conversation we had during an hour at Sun N Fun. Long the backbone of the MAF-US flight operation, there is a fleet of 26 Cessna 206s in use, along with around a dozen other miscellaneous piston engined aircraft. The flying business is changing at MAF though, as turbine-powered aircraft are more common; 8 Cessna Caravan/Grand Caravan 208s, 6 Quest Kodiaks, and a pair of Beech Super Kingairs operate in various locations. Avgas is very difficult to find in many of the localities where MAF-US operates, and a jump into turboprop-powered aircraft is as much a necessity due to fuel availability issues as it is for performance and payload reasons. Jet fuel is readily available at major airports due to turbine-powered airliners. There are very

downhill slope are common requirement s for MAF-US pilots.

few stockpiles of fuel - both avgas or jet fuel - at most outlying air strips due to the cost of transport and lack of a country's roadway infrastructure. Most MAF flights are planned with enough fuel to travel to and from remote landing areas, with an additional hour's worth of flying reserve fuel aboard. In fact, many 20 to 30 minute flights over mountainous terrain can't be accomplished by road travel (the roads just don't exist), and walking the route takes more than a day to complete (and that's without hauling cargo too). An airplane is a valuable timesaving tool in these cases. Avgas, when it can be found, is much more expensive than jet fuel too... in some Indonesian areas it runs about $18 per gallon if you can get it at all. MAF-US's fleet of Cessna 206s may soon be parked due to the lack of fuel, and Brian noted that they've been looking for a diesel engine retrofit for their 206's for 20 years.

Many of MAF-US's aircraft are modified by the organization to withstand the rigors of flying freight and passengers under difficult conditions. Airframe inspections and engine performance monitoring are very important reports.

Most flying is done in non-radar conditions, and 2-way communication isn't guaranteed , even though some flying may be under IFR rules.

Aircraft are equipped with ever-important GPS equipment, for navigation as well as for position reporting/flight tracking purposes. Pilots and flight managers strive for safe flight operations under trying desert and jungle conditions, training to minimize risks. Unusual skills, such as climbing into a landing in upslope conditions or falling into the air when departing from a

Working in different countries brings some interesting cultural challenges. Learning the national, or "trade" language is a skill most missionaries accomplish before setting foot into a distant country. Fluency of local languages is also a necessity, especially when one is trying to gain trust of people who have seldom seen airplanes (or even motor vehicles). Many countries have Christian backgrounds and large populations, and government acceptance of religion is the norm. In some countries and regions though, the name "missionary" is not trusted or accepted. MAF-US operates in certain countries under a different name and slightly different operating style, but somehow their faith and ideals still shine forth. When asked whether the airplane or the people are viewed as the greater gift, Brian explained that the people are the gift, and the airplane is a tool to convey their gifts. By learning the local language and customs, the gift that people bring - whether it is God's word, or the materials for a new school, are both brought forth by this tool... the airplane.

In parts of the world that Missionary Aviation Fellowship pilots fly in, aviation is a key tool in life-or-death situations. Brian remembers that in the jungles of Ecuador, venomous snake bites were unfortunately a common problem, and flights to far away hospitals seemed to be requested weekly for life-saving treatment.

Problems pertaining to childbirth were another reason for frequent medical transport requests.

Some of the joy that missionary pilots receive is knowing that many of these patients recover and survive due to the timeliness of treatment afforded by air travel. Even countries not accepting of many religious beliefs have allowed MAF and other organizations to operate during times of serious need, regardless of their affiliation.

A very special Cessna Grand Caravan (N917KS) was scheduled to fly from the U.S. to the Democratic Republic of the Congo, in Africa during April, 2013. This aircraft will augment the few airplanes MAF-US operates in the eastern half of the country. This Grand Caravan was flipped over onto its back and extensively damaged during the untimely tornado that ripped through the 2011 EAA Sun N Fun event in Lakeland. MAF-US purchased the damaged aircraft, had its major structures repaired and rebuilt, and less than two years later began preparations for flying it to Africa. The almost-like-new aircraft was to leave Florida, gain extra fuel tanks in Bangor Maine so as to extend its nonstop endurance up to 14 hours, and press on eastward when weather conditions allowed. On Thursday April 18th, N917KS departed St. John Newfoundland's International Airport , flight planned across a

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large portion of the Atlantic Ocean enroute to the Azores islands. Further stops would be made before it reached its new operating territory, and begin a period of aircrew training headed by none other than Brian Shepson.

The Grand Caravan heading to Africa is another tool for Missionary Aviation Fellowship -US to accomplish its goal to spread "... the love of Jesus Christ through aviation and technology so that isolated people may be physically and spiritually transformed!". Providing airlift for medical and logistical needs isn't always easy for missionary pilots, but being able to fulfill those needs is a gift that the aviators are happy to give.

Story and photos by Ken Kula

Are you a

PLANE SPOTTER?

For those whose eye is easily caught by the sight of an aircraft.

Do you like to take photos of planes you see? Each year the Atlantic Flyer receives photo entries for the Photography contest that have stories connected to them. Stories that are important to the photographer. Others take photos of aircraft because they haven’t seen one before or conversely its an old favorite. Their are many points of view! And we don’t want to wait until next year to see some more.

It has been decided that an opportunity is needed for aircraft enthusiasts to share their photos. So, we invite our readers to share one of their own favorite photos along with a paragraph describing the what, when, where, and why the it was taken.

Each month we have submissions we will choose a photo to share. Will yours be next? Please send your photos and paragraph to Sandy@aflyer.com.

PLANE SPOTTER

My Very Own Tie-down Spot I just signed a lease on a tie-down spot at my local airport today. Got a good deal too.

Paid a year in advance, so that scored me a 10% discount. For the first time in my 50 years on the planet and my 20 years flying around it, I finally have a place of my own at an airport! And all for just under a thousand a year. Just don’t tell my wife. Yet. It’s not because she doesn’t like flying. No, that’s not it at all. She’s the opposite of the spouse who wants nothing to do with “those little planes.” In fact, she loves flying in little, four-seater singles and twins, at least with me at the yoke. That makes me a lucky man because I love to fly her places. She’s flown right seat with me through a couple of emergencies, including a total electrical failure, on a moonless night, into an unfamiliar airport.

What was her reaction to those near-calamities? Yawns. Just yawns. Now that’s trust you can take to the bank!

And I’m not saying don’t tell her because of the particular airport where I leased my spot.

It’s her favorite, mostly because it’s only about 8 miles from our house. It’s the one she calls “that cute little airport just down the road,” even though we live in a sprawling urban area.

Worst-case scenario, a 30-minute drive in heavy traffic will put us in the parking lot and on our way.

No. The reason not to tell her that I paid a year in advance to lease a tie-down spot is because, well, I don’t actually own an airplane. Yet. My wife might think spending money on an empty tie-down spot to be a little cart-before-the-horse of me.

I don’t. I think it’s just good horse sense. The way I see it, it’s good planning. You wouldn’t buy a car without knowing where you’re gonna park it first, right? Or as they taught me at the airlines: Proper Planning Prevents Piss Poor Performance.

A geographically undesirable airplane is a pain. It leads to increasingly poor attention paid, increasingly expensive maintenance and a nagging sense of dread because you know you should be spending more time together. The next thing you know, the accumulated resentment from all that neglect leads to yelling and screaming and the wife, unable to stand it another minute, pressuring you for a separation--demanding that damned plane MUST BE SOLD… And there will be no selling of the airplane I don’t own yet! After all, I’ve made a big investment. The amount of money and time that I spent building my piloting skills demands that I treat them with respect. It demands that I maintain them through diligence and practice. It demands that I listen to my wife, since she drummed those three sentences into my head.

Turns out my wife is very wise. I don’t know if she got that way after watching me let flying slip away into the background of my life for almost three years, or after watching a part of me waste away along with that. All I know is that I need to listen to my wife.

She’s the one who motivated me to push back against the gravity of workaday life and get back into the air. She helped me find the strength to get airworthy again, renew my medical, and pass my BFR after an eternity of self-imposed grounding. Thanks to her, I’m renting aircraft again. Life is good, all over again.

Some people say “behind every great man is a good woman.” I say “behind every good man is a great copilot.” Without her, I wouldn’t be where I am today: standing in front of my very own tie-down spot at my local airport.

Check it out. Ain’t it a beaut? (insert photos here) Great location, too—right in front of the terminal building!

"Republic Airport in Farmingdale is a general aviation airport and is the third busiest airport in New York State.

The airport is visited by many different commercial and military aircraft during the course of the year, including a recent visit by a restored Fairchild C-123K Provider transport aircraft, tail number 54-664. This aircraft is the one of a few flying C-123 models in the US and this is maintained by Air Heritage Inc, out of Beaver County, PA. The aircraft came to Long Island for a one-day filming shoot for a potential movie project."

Photo by Ken Neubeck

Truth be told, I owe it all—as in this yearlong lease on a tie-down spot at a 10% discount at the cute little airport just down the road—to my wife. As a matter of fact, I owe it to her to make this next logical move in my aviation evolution. You know what I’m talkin’ about. Yeah baby, that’s right. The big move. The one thing that will really let folks know that I am on the scene and here to stay—a cookout.

On my very own tie-down spot.

That’s when I’ll show my wife the sweet deal we got on our very own little slice of airport heaven.

Story and photo by Victor Kilo

Page 26

May 2013

Sun-n-Fun 2013 For more than 20 years each Spring I have make the journey to Lakeland for the Sun-n-Fun experience. Looking back at the photos and stories from prior years it is remarkable how much the show has changed and evolved. While the War Bird line has changed a bit, the new aircraft and avionics offerings have exploded. Much has been written about the LSA impact on the industry with differing views; however, one cannot help but notice the ubiquitous presence of these aircraft at Lakeland. Walk with me now on a tour of the flight line and displays at Sunn-Fun 2013.

The only remaining airworthy example of the Curtis SB2C Helldiver graced the flight line once again this year. This dive bomber was produced for the U.S. Navy and first flew in 1942.

7,200 of the model were produced by the end of the war. The SB2C is powered by a 1900 hp Wright R-2600. The Curtis was considered a slow but highly effective aircraft for carrier based operations.

Owner Dana Burkhart relaxes next to her beautifully restored 1956 Cessna C-172. Dana flew the newly painted aircraft from California in just over 20 hours, arriving on Thursday before opening day.

ing the many tables full of aviation related parts may just motivate me to go home and clean out the hangar so that I will have room for someone else’s treasure.

The Auto Gyro is operated as a fun sport aircraft but has also seen service with law enforcement agencies. Available as a kit or factory built aircraft, the Auto Gyro joined the LSA crowd at Paradise Airport, a grass strip on the Sun-N-Fun grounds at Lakeland. The Gyro is Rotax powered, cruises at 95-110 mph and has a takeoff roll of about 300 feet.

Guarding the entrance to the EAA Museum is the only Mooney M20T Predator in existence.

This two seat canopy equipped version of the M20 design was built for the USAF Enhanced Flight Screener competition. Mooney was unsuccessful in that effort, however this lone Predator is now on display for all to see and appreciate.

Opening aviation to the next generation of pilots is an important part of Sun-n-Fun. This year the agenda included a full range of youth programs. Here two of the next generation of pilots enjoys a ride in Kid Air III.

The Maxair XP503 is a Rotax powered LSA originally designed in Australia as a single seat ultralight aircraft. The LSA version has two seats and is Rotax powered. It cruises at 75 mph and stalls at 34, making it an excellent platform for aerial photography as well as just fun flying.

An over flight of T-6 aircraft was part of 75th anniversary of the “Texan”. First placed in service in 1938, more that 17,000 of these aircraft were built, counting the many variations. The T-6 served as a trainer for thousands of pilots who would go on to fly P-51s and almost every other aircraft that saw service in WWII.

One man’s treasure, as they say… The Parts Mart was full of treasures brought to Lakeland in the hope of moving items to someone else’s hangar and perhaps generating a profit. Survey-

The Discovery 201 is a Russian developed and certified aircraft that will be offered for sale worldwide. U. S. certification is pending.

Components for the five seat high wing twin will be manufactured in Russia and assembled in Melbourne, Florida. A new Discovery will set you back just under one million bucks.

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than seven decades after it started life as a military trainer.

Simulator technology has advanced at a fast pace in recent years. Multiple Redbird Jay sims were available on the field for demonstration.

The Jay concept is simple: open the box, plug in and start flying. No separate computer, software or monitor is required. Various training simulations are available and new ones will be offered on a regular basis to make sure training remains relevant to real world flying.

By almost any measure Sun-n-Fun 2013 was a success for all who participated. If you have never make the journey to Lakeland, or if you are a regular at the annual event, plan now for a week in the Sun at next year’s spring break for pilots.

Story and photos by Mike Likavec

Bending the Air in the Dynamic SuperSTOL Just reported SuperStol empty weight at 720 pounds, yielding a useful load of 600 pounds. A kit is $36,500 or quick-build at under $40,000. When ready as a SLSA, SuperSTOL is expected at about $105,000 ready to fly.

Much has been written about the heroic action of the Tuskegee Airmen, not to mention the popular motion picture. Sun-n-Fun visitors had to opportunity to learn more about this legendary group of WW II pilots as well as admire this P51 bearing the Tuskegee logo.

A great pastime for photographers and pilots alike is to sit near the arrival end of the runway and watch the arriving aircraft. This T-34 make a flawless approach and landing at Lakeland at the height of arrival time on Tuesday.

While no one aircraft or even type of aircraft can represent Sun-n-Fun, for me the spirit of the flyin, and the entire aviation community, is best represented by the Vintage aircraft that are restored and flown by aviators who may not have been born when their aircraft first took flight.

We cannot show you all of the aircraft at Lakeland, so here is one of my favorites, the Stearman, still flying and delighting visitors, more

By all accounts - and none to the contrary (that I personally heard) - the "new and improved" Paradise City was an out-of-the-ballpark home run hit. On the final day of Sun 'n Fun 2013, John "Lites" Leenhouts gave his closing review. He noted attendance was up somewhat on Tuesday through Thursday and down a bit on other days, but he highlighted the great success that was Paradise City, the new permanent home of the LSA Mall. The area was chock full of exhibitors, up almost double from last year.

Flying went on all day long as predicted, even during the main airshow. Twice I flew in on aircraft I was evaluating while watching aerobatic aircraft twist and turn over the main runway. I know of no accidents or incidents so major kudos to the 186-person-strong volunteer staff under area chairman Dave Piper's direction. They dealt with many new changes and nearly every detail appeared to go as planned.

Many aircraft provided dozens of demo flights for prospective customers and other interested parties. In his closing remarks, Lites noted more than 600 operations from the Paradise City runway on the day prior; it must have run into several thousand for the week. An exotic mix of airplanes was smoothly handled with rotorcraft (both gyros and light helicopters), fixed wing, trikes, and motorgliders flying at the same time, without any apparent conflicts. Powered parachutes, paragliders, genuine Part 103 ultralights, and electric powered aircraft primarily flew dur-

ing the morning and evening when winds were less active.

Among the most active aircraft was the Highlander SuperSTOL from Just Aircraft.

Company leader Troy Woodland kept his distinctive aircraft flying nearly all day every day and he wowed the crowd with the aircraft's extraordinary takeoffs and landings. Hitching a ride was challenging as media reporters and prospective customers clamored for an experience aboard the unusual machine. I finally got my opportunity toward the end of the week and you'll be able to go along as we strapped video cameras all over the aircraft ... two in the cockpit, one on the wing strut, and a unique view from the tailwheel looking forward. Troy and I flew (yes, while the main airshow was smoking up the sky over Sun 'n Fun's main runway) and we did seven landings, mostly at nearby South Lakeland Airpark.

The aircraft leaps off the ground as its automatically deploying two-section slats move forward at liftoff angle of attack. What is truly amazing is the landings. My senses seemed to be lying to me as we approached so steeply and slowly, the sensation felt closer to that of a helicopter.

As we approached the long turf runway at South Lakeland, Troy established a high rate of descent with the stick fully aft — as far back as it could go, where it remained through touchdown. I felt I could walk as fast as we were moving across the ground just before the tailwheel first touched terra firma (it isn't truly walking speed, but it is very slow, perhaps no more than 25-30 mph). The large tires and the 20-inch stroke oleo strut handled every landing without the slightest rebound. A tailwheel with its own shock absorber help. Meanwhile, SuperSTOL behaves cooperatively with great roll authority down to 30 mph. It showed no tendency to drop a wing; clearly the articulating slats and huge elephant ear Fowler flaps make the short chord work exceptionally hard. On each takeoff Troy pushed on full power from the 100-hp Rotax 912 and moved the joystick to the instrument panel. The tail came up very quickly thanks to large tail surfaces. At level attitude, he relaxed the joystick and pulled on a bit more than one notch of flaps (while holding in the detent button). This causes the retracted slats to move forward and off we went. After accelerating on climbout the slats retract and we cruised around the pattern at about 90 mph. Smaller tires can be fitted without losing the fantastic shock absorbing effect and you can then see about a 100 mph cruise, Troy indicated. Here's perhaps the best part of all: While SuperSTOL looks gnarly and extreme sitting on the ground, it is a complete pussycat in the air, willingly doing the pilot's bidding and exhibiting uniformly gentle flight characteristics. A hearty congratulations to Troy and his team including partner Gary Schmitt.

Page 28

May 2013

2013 Photography Contest - Reader’s Choice What a wonderful response to the photo contest. Lots of photos came in The Grand prize winner will receive a VIP package from our friends and it was hard to narrow the field! Our panel of judges chose these finalists at Old Rhinebeck Aerodrome. It consists of free and unlimited access to for the six categories of photos. Now its your turn. the activities of the Artist, Authors and Photographers week-end August 18-19, as well as a photo flight to take air-to-air of one or more of the Please choose one favorite from each category... and pick your overall airplanes of the Old Rhinebeck fantastic collection.

favorite for the Grand Prize, for a total of seven picks.

The week-end will also be an opportunity to meet Gilles Auliard, our staff writer/photographer, and work with him on a story that will be pubPlease email your entries to: Sandy@AFlyer.com lished in the Atlantic Flyer under your name. or send to: Atlantic Flyer 800 Village Walk #289 Guilford Ct 06437

Each category winner will receive one of John Cilio’s books. See www.VintageFlyer.com.

For the best view see the finalist’s photos online at www.AFlyer.com.

Please submit your votes by June 9th.

Air to Air: Photos taken from one flying aircraft of another flying aircraft.

A

C

B

Artistic: The topic of the photo may fit

another category but something about the elements of composition (color, lighting, textures, emotion) make us go oooooo! or wow!

B C A

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Page 29

A

C

B

Airshows: Photos taken at an Airshow: Eg. Performers, people, a composition that captures the essence of the airshow experience.

A

C

B

Classic and Vintage Planes: Self explanatory, the main topic is the classic or vintage aircraft.

A

B

C

Family and People: These are photos that focus on the people within an aviation scene.

C

A

Scenic: These tend to be photos taken from an aircraft offering a lofty vantage point. They may also be scenes from the ground with an aviation theme.

B

Page 30

May 30

TICO AIRSHOW: WARBIRDS, WIND AND TBIRD WRAPUP What began in 1978 by the Valiant Air Command as a casual weekend where warbird pilots could showcase their aircraft and kick off the east coast airshow season has evolved into an anticipated annual event.

Best known as TICO, the gathering offers the perfect remedy for the winter blahs, and has traditionally been the first real warbird show of spring.

Held at the Space Center Executive Airport in Titusville, Florida March 22-24th, the VAC’s show brought together around forty warbirds and hosted what was to be the ad hoc swan song of the USAF Thunderbirds.

A record crowd estimated at 50,000 poured onto the airport grounds over the weekend, the number of attendees bolstered by the final pre-sequestration performance of the popular jet team.

Although there was no military presence outside of the Thunderbirds due to federal budget cuts, privately-owned jet warbirds provided plenty of zoom and boom over the Space Coast.

Especially nice to see flying was the sleek two-place F104 from Starfighters Aerospace.

Based at nearby NASA JFK Space Center, the organization currently operates the largest fleet of privately-owned Mach 2 aircraft in the world.

These former Century series fighters are used to test rocket components and tracking sensors as well as microgravity experiments. The F104, known as “a missile with a man in it” made several blistering passes each day, flown by company director Rick Svetkoff.

Winter Park-based Skyhawk Ventures brought a pristine A4 Skyhawk. Piloted by Larry Elmore, the A4 made low-level bombing runs down the runway, accompanied by a huge wall of fire courtesy of the enthusiastic pyro team.

The warbird ramp was lighter than in past years, no doubt due to the fact that the VAC moved the TICO show date up a week to accommodate the Thunderbirds. Two other Florida airshows the same weekend pared down the number of aircraft attending, but there was still a satisfying gaggle of T6s, T28s and T34s. A sprinkling of WWI replicas, PTs, BTs and more modern trainers filled out the field. Heavy metal was represented by the VAC’s flagship C47, Jerry Yagen’s lovely B17 “Chuckie”, and Tom Reilly’s B25 accompanied by Doug Matthews flying cover in the P51 “The Rebel”.

nirs, spectators could also buy rides in a UH-1 Huey and AH-1 Cobra provided by the Sky Soldiers Demo Team.

Sunday’s show was slightly abbreviated due to an approaching cold front that was forecast to bring in severe storms late in the afternoon.

Ahead of the front were very gusty winds that Airboss Ralph Royce said would make flying “sporty”, and many of the lighter aircraft wisely stayed on the ground.

Blowing dust and dark clouds didn’t keep the crowd away though, and the show went on as planned. The Thunderbirds wrapped up the weekend with a final precise and noisy demonstration that was bittersweet because of the uncertainty of when or even if the military sequestration will end. Love the jet teams or merely tolerate them, their absence will be felt strongly at many airshows nationwide this year.

Shortly after the airshow ended, a huge thunderstorm with strong winds and torrential rain rapidly blew through the airport. A few tents were casualties, but fortunately most of the show planes had departed, were tucked away in hangars or securely tied down on the ramp, so no aircraft damage was reported.

Revered by the warbird faithful, “The Master of Slow Rolls” Matt Younkin wowed the crowd with an excellent acro demonstration in the Beech 18. Younkin, who says he learned most of his skills flying R/C airplanes, kept his act low and in front of the crowd despite breezy conditions and was a pleasure to watch.

Other aerobatic acts were John Black in a Super Decathlon and a crisp performance by Mike Goulian in his Extra 330.

The VAC’s huge inventory of static warbirds filled an entire ramp that was also lined with numerous vendors. Besides shopping for souve-

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Come to Titusville and you will find that the VAC holds dearly to its upbringing as headquarters for Florida warbirds. Their museum, located on the east side of the airport, is certainly worth a visit. A large collection of artifacts and memorabilia is neatly displayed, there is a newly completed Vietnam era hangar, and the 30,000 square foot main hangar is often full of aircraft in various stages of restoration.

Although times have changed in the airshow world, two things remain constant: the VAC will continue to keep the interest in warbirds alive in Florida, and if it’s March, its time for TICO.

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Page 31

Aviation Museum

R

Dan Schrager’s

NAS Wildwood

at the CAPE MAY COUNTY AIRPORT Open Year Round Rain or Shine

F for tun enti he fam re ily!

June 10, 11, 12 American Pride Days see www.usnasw.org for details 500 Forrestal Rd Cape May County Airport Rio Grande, NJ 08242 (609)886-8787 “Supported in part by a grant from New Jersey Department of State, Division of Travel and Tourism”

“L-4s to G-4s”

Private • Corporate • Commercial Operations

Dan Schrager

Civil Air Terminal, Third Floor Hanscom Field, Bedford, Mass. 01730

(781) 274-0303 fax: 781-274-0307 email: dan@planeinsurance.com web: www.planeinsurance.com

Page 32

May 2013

Let a Classified Ad Go to Work for You! Selling Your Airplane Or Aviation Products?

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plus $.70 per word. Minium charge is $55.00. City:___________________________________State:___________ Zipcode:___________________

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Page 33

Experiencing the “Wings of Freedom”: Flying on the Collings B-17 “909” My wife had wanted to fly in the B-17 for several years. Her father had been a radioman in them during World War II, and she wanted to get a look at a small piece of his early life. (My wife’s name is Susan Sparks. Her father’s aptitudes were all as a very capable accountant, but with a name like Sparks the military assignment people’s perverse sense of humor meant he was going to be a radioman.)

In September 2012 the Collings “Wings of Freedom” tour passed through Central Massachusetts, stopping first at Worcester Airport.

Walk-through tours of the B-17 and the B-24 were $12 for adults or $6 for children. Planes available for viewing including the B-17 (909), the B-24, a North American A-36 (the dive bomber predecessor to the P-51 Mustang, a Navy Grumman Wildcat fighter with its wings folded, and an older style P-51C Mustang claimed to be the only one flying with dual controls selling very pricey flights. (And we saw it making at least one paid flight with a snarling low pass over the airport.)

Flights (rides) on the B-17 and the B-24 were $425 per person (which included walk-through tours of both airplanes). Flights advertised as “instructional flights” (which I assumed meant that you would actually get to fly the plane) in the P51C were listed at $2200 for a half hour or $3200 for a full hour. I am tempted to go for an hour in the P-51C next year. Looks like I will have to keep my old 2004 Ford Taurus going for a few more years to fuel my costly aviation habit!

Around 5 pm those of us scheduled for the flight lined up in front of the plane for a preflight briefing from the flight engineer. Nine passengers flew on the Friday afternoon flight out of Worcester Airport. There were two young girls, probably around 12-14, my wife, and 6 men in addition to the crew of 3. The flight engineer cajoled a couple of men who would be going for a B-17 ride to “live the experience” and help him pull through the props on each of the engines (“9 blades each engine”). I wisely decided not to volunteer, as it looked like a lot of work and the two volunteers looked like they had second thoughts by the time they got to the third engine. (Besides, I had been an officer in the Air Force, and I think it was highly unlikely that the officers ever “pulled blades through”.)

For the flight, you climb in the tail entry with

no ladder to assist you. For ground tours through the B-17, you climb up a specially prepared ladder through the left front entry (under the cockpit), climbing in under the cockpit to the top turret gunners area. You could then pass through the very narrow passageway through the bomb bay to the radio operator’s area and then back to the more open waist gunners’ area in the tail.

There were 10 seats and seat belts on the plane.

Possibly the two best seats were up front behind the pilots, which they announced and filled first.

The radio room, over the wing behind the bomb bay, was called next. My wife and I chose to sit in the radio compartment as it was where her father would have been. I got to sit on the small radioman’s chair, while my wife and one other man sat on the floor with big leather cushions behind their backs. There were 5 other similar floor/back cushion seats in the rear compartment where the two rear waist gunners would have been. The remaining four people sat there.

909 was not configured to allow access to the tail gunner’s station at the very rear of the plane.

The radio room was right over the wings.

Other than the bombardier and navigator’s compartment in the very nose, it was probably the most spacious spot in the plane. There was a small window on each side looking out over the wings, so there was some (but not great) visibility for the radio operator. Looking out at the wings my impression was that the wings were not especially long, but they were very wide and thick. The radio room was behind the relatively small bomb bay. There was a very narrow passage up the middle of the bomb bay. It came out just below the top gunner’s station. From there one could climb up to the cockpit, or crawl down under the cockpit to the bombardier and navigator’s area in the nose of the plane. (We were encouraged to walk around the plane after it was airborne, but it everything was tight and narrow and it was not easy to walk or crawl around.) I was surprised how small the bomb bay looked. There were two sets of bomb racks side by side, but there was room for only one column of bombs front to back.

There were two sets of control cables running along the top of the inner compartments of the plane. (We had been warned not to grab these or hold on to them while we were walking around the plane.) One was likely from the pilot’s controls and one set from the co-pilot’s controls, providing some redundancy in case one set was shot out. Near the front of the waist gunners’ area, and just behind the radio operator’s compartment, is the ball turret in the floor of the plane.

There was an opening in the top of the plane about 4 feet by 4 feet at the rear of the radio operator’s area at the very back of the cabin-like area on top of the plane. As long as you didn’t try to poke your head up too high, you could get a good view of the tail, as well as the runway and the city climbing out. I got a good look at the airport and runway as we climbed out. Surprisingly enough, the top of the plane sheltered

it and there was very little wind.

The flight was advertised as 30 minutes, but it seemed to be longer than that. Surprisingly enough, everyone that wanted to go up front got to go, even though there were 9 of us on board.

We seemed to be flying no higher than around 1500 feet AGL. We flew to the Quabbin Reservoir before turning around to head back. The bombardier’s seat in the very nose of the plane, looking out through the small completely clear nose, was probably the most impressive location in the plane. It had outstanding visibility, and seemed way out in front of the plane. (Probably disconcertingly so when being attacked by enemy fighters or flying through flak barrages.) It was also one of the noisiest, being quite near the spinning propellers. The navigator sat right behind the bombardier, under the pilot. The navigator had a relatively large chart table with a swing light, and a radio compass above it. The navigator had a swing-out chair under the chart table.

I got an impressive view of the city of Worcester and Worcester airport as we made our long sweeping turn from downwind to base to final.

(The crew appeared to make it a long sweeping turn, not squaring the downwind to base or base to final turns.) Surprisingly enough, when the pilots made a 180 degree turn back into the parking space in front of the Worcester Airport terminal ramp, they used just the squeaky brakes, not differential power.

We had taken off before the B-24, so we got to see the B-24 come in for a landing just after we had exited the B-17, and it appeared to make a more graceful landing than we had in the B-17 (it had seemed like we had a little hop back into the air when the wheels touched down for the first time). From my ground tour of the B-24, the B-24 appeared to be a more crew-friendly airplane. The interior was larger with more room to move around. It had two bomb bays to the B-17’s one. Where there was a passage from the spacious rear of the plane to the bomb bay narrow passage, there was even a step down built into the floor. It appeared that the waist guns could be swung into the plane when not in use with doors covering the openings, while the B-17s just had open air holes (fortunately closed in with plexiglas for the tour flights) Story and photos by Jim Ellis

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May 2013

C L A S S I F I E D S AIRCRAFT FOR SALE

1949 Cessna 140A on 1650 EDO floats, TT2500, 90 HP w/1700 hrs., annual 5/13. $35,000. 315-638-2566.

1948 Navion. TTSN 5834 hrs, E185 Engine 788 SMOH, Hartzell HC-D2V20-7C. GNS430, GI106A G/S, KX155, AT50A, PMA6000M-C - 4 place intercom. All AD’s. Also, spare E185. $39,000. Rich 508-540-3091 rdupee@gmail.com.

Cessna 150 1961: TT 3657, Eng 1510, comp. 70's all 4, RT328 NAV/COM, shoulder harness, strobe, hangared, annual 09/13, $15,000. 716-877-1082 1968 C150H, 4200 TT, 1355 SMOH, 59 STOH, GNS430 w/ GI106A, KX-125, KT-76A, PMA6000MC. New carb, new windows 2005, good IFR trainer. $22,000. 781 862-2746, sgrobstein@alum.mit.edu 1984 PIPER WARRIOR II based in Mass. Approximate airframe 6743; engine 2013 (50 since top overhaul);dual King digital com/ nav with GS; audio panel;King DME;King ditigal ADF; built in 4 place intercom;push to talk on yolks;King transponder;cabin and wing covers;wing lights;heated engine block; 8 on interior and exterior;IFR certified; new DG; altimeter Price $29,000.00 Email at honsmk@comcast.net

AIRCRAFT WANTED Cessna 172RG Cutlass Wanted-Will pay cash for Cutlass located in the New England/New York.

Call Jim @ 917-415-8118.

PARTNERSHIPS/ SHARES/CLUBS

CT Flying Club Based at 7B6 near BDL. 1974 Warrior - IFR, AutoPilot, Very affordable, 24 hour access, GPS with XM weather, hourly rate with no extra assessments. Call Bob 860-985-7124 for details.

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.

Beverly MA (BVY) Own 1/4 share of Cessna 182 (N97993) IFR equipped full auto-pilot, dual VOR with glide slope, Garmin 430W GPS with traffic, Mode S Transponder, storm scope, HIS. Hangared, recreationally used, not heavily used by other partners, dues $250/month, $110 hour usage wet. Share bought 3 years ago for $30,000 selling for best offer. Lightspeed Zulu Headsets, more included. Contract John Powell at 978-2391732 or JohnMPowel1@Gmail. com CT - Oxford Flying Club (KOXC) Two IFR Archers plus IFR Cessna, GPS 430/530 in all, well maintained, active friendly membership, liberal booking, top instructors, students welcome! Www. oxfordflyingclub.com, info@oxfordflyingclub.com.

Seeking members for CT Flyers, a 20 member KSNC(Chester, CT) based flying club . Two IFR certified aircraft, Cessna 172 (G430 IFR certified) and a Piper Dakota (Garmin AERA-560). Costs include a one time equity share purchase and reasonable monthly flying fees. Online scheduling. For more information call Ken Soeder at 203-641-6102.

1/4 Share 1989 MOONEY M20J 201SE, Based In Lawrence (KLWM), 2675 TTSN, 1442 SFRM, 140 SPOH, Always Hangered. Full King Digital Avionics FD/GPS Coupled Autopilot w/ Alt Hold, Stormscope, Air Brakes and much more. Exterior and Interior 9/10. Inexpensive High Performance Aircraft, $250.00/Mo., $20.00/Hr Maintenance, $10.00/Hr Engine Fund Plus Fuel. $29,900 or Best Offer Call Joe 781-718-0160 Nashua NH (ASH) Own 1/15 Share of Cessna 172 Queen City Aero Club 1974 Cessna-172M (N20172) IFR equipped with dual VOR with glide slope, GNS430W, 100 SMOH, and Power flow exhaust. $3,990 share, $45 monthly dues, $45/HR flight time (dry). For Info contact Tony Joyce at 603765-8853 or tj@joycecool.com Nashua NH (ASH) Own 1/15 Share of Cessna 182 Boston Center Flying Club 1974 Cessna-182P (N52916) IFR certified including ownership of T-Hanger, Dual VOR with glide slope, GNS430, Garmin 496, 100 SMOH, and S-Tech 30 Autopilot. $7500 share, $880 dues, $40/HR flight time (dry). For Info contact Tony Joyce at 603-7658853 or tj@joycecool.com Join Snoopy's Group - a very affordable, members only, non-profit flying club with two well maintained IFR C-172's at KWST. 401742-4182 NY Flying Club at ISP/MidIsland, 1/10 Share for Archer II (8235S) IFR Certified ,GPS, Auto PIlot, Current Annual, Well maintained, $110 Monthly, $95 Wet Tach, $6500.

AIRCRAFT PARTS & EQUIPMENT PARACHUTE SHOP – inspections, repairs, repacking, sales new & used. www.parachuteshop.com.

Pepperell Airport, Mass. (978) 433-8550.

Propeller Parts Market has a vast inventory of all makes and models of aircraft propellers. Call Chris or Doug at (772)-464-0088 or visit us at www.propellerparts market.com

Closing Date for the

June Issue

is

M a y 17 t h

Under jacks for sale: 1 set of 10-ton Regency, 1 set of 6-ton Regency with all extensions. Call 954-857-7918 or 413-863-5297

SERVICES INTERIORS - Custom interiors at great prices. Large selection of leathers and fabrics. From minor repairs to complete interior makeovers. We can do it all at Aero Design. Call Tom 413-568-7300.

Tues. through Sat., 8-5.

JB AERO & Son - 32 years experience re-covering fabric covered aircraft. Complete restorations, inspections, alterations, repairs and engine overhauls. 802-434-3835. http://fabricaircraft.com/ Twin County Aviation Services, Hillsville/Galax, VA (KHLX) Annuals, STC's, general mainatenance including wood, tube, and fabric.Hangaring space in heated 100 x 100 hangar with 24/7 security. Scott: 276-728-2162.

HANGARS 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 772-494-9893 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 Hangar for Sale Laconia (LCI), north hangar #8. 30K or best offer.

Assessed 31k, Taxes 562; Condo Fees 1,300. Call Bob 603-455-9894 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/pho-

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C L A S S I F I E D S

Affordable Hangars Available, all sizes. Located on a gated airport, individually locked hangars, electric included, paved or concrete floors. Month to month leasing. Please call 570.265.4900. Bradford County Airport (N27), 415 Airport Road, Towanda, PA 18848. Phone: 570-265-4900.Fax:570-2659825. www.bradfordcountyairport.com.

Visit us at: The Bradford County Airports Facebook Page http://www.facebook. com/pages/Bradford-CountyAirport-N27/141046669267939 tos/kloeppel and call Rick: Recycled pilots LLC at: 603-526-7730 PSM - Pease International Tradeport, End Unit. Electric bifold and overhead doors. Clean and dry. Immediate occupancy, lease available. Call 978-556-5936.

PSM Pease NH - T-Hanger for lease - Full fab, concrete floors, elec bi-fold doors, lights, skylights, Call 603-661-9090. Available immediately.

Kit Hangar for Sale: All or part, 3600SF, 57' Bi-fold door, Sussex Co. Airport (FWN) Private Sale, Do Not Call Airport. njliaisonac@ gmail.com for info.

Sussex N.J. (FWN) new 65' X 62' hangar to share $250/mo elec. door, concrete floor, new paved taxiway 973-600-2657 Would like to share T-hangar at GOM or WSP. I have a low wing LSA; would fit nicely with highwing single. 860-434-8608 10-day instrument rating. Retired

TRAINING & INSTRUCTION Air Traffic Controller will train you. You get actual in the clouds experience. Up to 40 hrs in PA28150 with Garmin 430W GPS. $6495. No Simulator. I work with one student at a time. www.instrumenttraining.com or call 843-6012427.

MULTI-ENGINE TRAININGSeneca I, Westfield Flight Academy - 6 hours dual and 3 hours

Multi-Engine Rating - $1995: Accelerated training in New England. 7 hours flight time, plus 3 in a Redbird FMX AATD, guaranteed. Initial commercial multi-engine programs available starting at $4995. Call 207-358-8774 or visit GetMultiEngineRating.com.

Flight School and Aircraft Rental Center Opening.

Plymouth MA. Five beautiful aircraft. Hiring all positions. Pilots and CFI’s needed immediately. tigereye2@comcast.net or 508747-7776. ground- $2,149.00. Block time rates available. BAF BarnesWestfield, MA Call 413-568-5800 or Steve 413-222-3766 FREE !!! Rusty? Need to get current? CFII, MEI, likes to stay busy! Call for free instruction. Michael Truman 617-924-6000.

EMPLOYMENT OPPS AVIATION WRITERS wanted.

Atlantic Flyer seeks stories, features, articles with photos, on any subject relating to aviation. First person O.K. Payment upon publication. First rights only. Atlantic Flyer, 800 Village Walk #289, Guilford, Conn. 06437.

CFII WANTED established flight school Barnes-Westfield Airport (BAF). competitive wages, full time opportunity, associated with Westfield State University Aviation Management Program, new facility. Send resume (michelle. grassi@yahoo.com) to Westfield Flight Academy, 111 Airport Rd., Westfield, MA 01085.

PILOT JOBS - Current Pilot and CFI job listings updated daily.

Helping pilots and CFIs find jobs since 1997! Www.FindAPilot.com PILOTS WANTED. Part Time.

One hour drive of ACY. Experience in Piston Six Seat HPSE CFII preferred. Corporate Flight Department. Please send resume to FlyPTi@aol.com

PILOTS WANTED. Part Time.

One hour drive of HVN. Experience in Piston Six Seat HPSE CFII preferred. Corporate Flight Department. Please send resume to FlyPTi@aol.com

REAL ESTATE Land for sale: 4 acres@ north end of runway 5/23 "Hartness State Airport", Vermont. Ride your bike on woods trail about a mile to the airport. Underground power and septic system are in. View of Mt. Ascutney! Fly in, we'll pick up. 802- 263-5704. The Brown's therock@tds.net. Asking $78,000.

Business Space available, Hillsville/Galax, VA (KHLX) 24' x 80' office space and FBO Roughed in for full bath. Build-out to suit.

Scott: 276-728-2162.

HANGAR DOORS - Accept-

MISCELLANEOUS ing orders, The X-treme Hangar Door. Unique inexpensive Custom Built Manually Operated Hangar Door Kits. Easy assembly by one or two people with a step ladder, any size, can ship anywhere! Call or e-mail to request an Information Flyer. Contact Jon Estis at info@ campredwood.net or cell, 914213-1878.

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 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

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

r e m m le Picture Classified Ads u S Sa FREE COLOR and 15% off total price List your Aircraft, Hangar, Real Estate, etc.

Benefit from a color picture with your text. $0.70 per word + $35.00 a picture, then 15% off Offer in effect for June, July, August issues

Contact Sandy for details

Sandy@AFlyer.com or 203-458-3348

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May 2013

CHECKPOINTS

Submit your group’s events.

Email Sandy@aflyer.com New England (CT, ME, MA, NH, RI, VT) May 5: Fitchburg Airport, Fitchburg, MA FPA Pancake Breakfast Family Flyin 8:00am 11:00am. Come down and have fun at the fourth annual FPA Pancake Breakfast Fly in.This is a great day where people bring their families down, the kids play in the grassy area, and share flying stories over pancakes! Breakfast served from 8am - 11am Pancake Breakfast Cost: $6 http://www.fitchburgpilots.org Contact: Matt Scales Phone: 9783450373 May 11: Southern Maine Aviation, Sanford, ME. Young Eagle Flight Rally, pancake breakfast and barbeque lunch. 9:00am - 3:00pm Contact: Steven A Richard Phone: 207 432 6464 May 11: Westchester County Airport, White Plains, NY. Fly-In Breakfast sponsored by the Westchester Aviation Association Panorama Flight Service, 9am – 2 pm – Cessna Skycatcher LSA rides. New Cessna Airplanes on Display, Open Cockpit Bi-Plane Rides, Safety Seminar.

Information – 914-798-0822 May 17-19: Danielson Airport, Danielson, CT Comanche Pilot Training Flight Clinic 8:00AM - 5:00PM If you’re a Comanche pilot, get Comanche Specific Training. Full day of Comanche systems, operational do’s & don’ts, find out how they operate normal and abnormal situations. Hands on systems clinic, feel, touch & see the Comanche systems while A/C is on jacks. Expert Dual Flight training from a experienced Comanche ATP, CFII, MEI. Flight Review & IPC available. Be a better more knowledgeable, safer and more confident Comanche Pilot. Singles & Twins. Make your reservations now. Contact: Dennis R. Carew Phone: (920) 749-9558 May 18: New Bedford Regional Airport, 7th Annual Aviation Fun Day 10-4. Festivities include: Antique cars, Static Displays, Plane and Helicopter rides, Fire engine and Train rides, Flight Simulators, Aerial Demonstrations, Food, Entertainment and much more. Sponsored by Atlantic Aviators Chapter of Women in Aviation and the New Bedford Regional Airport. For additional information: www.atlanticaviators@ yahoo.com.

May 18: Concord Airport will be celebrating International Learn to Fly Day. Representatives from EAA and AOPA will be on hand, as well as our Flight school staff between 8:00 AM and 2:00PM. If you have ever considered learning

to fly, please stop by and say hello. Complimentary burgers and dogs between 1100 and 1300.

June 8: Orange Airport (KORE), Orange, MA. EAA Chapt 1478 annual Flyin - 9:00 AM 2 PM - a beautiful airport in a rural setting - two well maintained runways or land in the grass hot dogs and hamburgers - guest speaker. Contact Dan Bergeron, Phone: 413-427-9190. dan. pat.b@gmail.com June 15: Bennington Morse State Airport, Bennington Vermont (DDH). Picnic/Seminar at 1130: PICNIC, pot-luck or contribution; 1230: Share a close call that you learned from as a pilot or passenger. Followed by a Spot Landing contest. Rain or Shine. Contact: Roland Smith docponds@sover.net June 20-23: Lawrence Municipal Airport.

No.Andover, MA – FLY in a 1929 Ford Tri-Motor !! EAA’s immaculate 1929 Ford Tri-Motor will be making it’s eastern New England tour stop at the Lawrence Municipal Airport (492 Sutton St, N.Andover, MA). Take this once-ina-lifetime opportunity to experience the magic of flight in the world’s first mass-produced airliner! Advanced ticket discount at: www.

FlyTheFord.org Hosted by EAA Chapter 106 www.106.EAAchapter.org Contact: EAA106.

TriMotor@gmail.com July 13: Lawrence Municipal Airport.

No.Andover, MA – FREE – 2013 NorthEast RV & Canard Fly-in (lots of homebuilt planes to view) with many seminars (all free) throughout the day. There will be seminars for pilots (such as Flight Medical and more) as well as for seminars about building your own aircraft (such as a hands-on basic Metal workshop, Composites, DAR inspection, Electrical, and more). Note: EAA Chapter 106 hangar is behind GATE 4 (off Holt Rd) on the north ramp side of the Lawrence Municipal Airport. For more detailed information, check www.106.EAAchapter.org for event web page with seminars, schedule, maps, info for pilots flying in, etc. Rain date: July 14 Aug 6: Wiscasset Municipal Airport, Wiscasset, ME Wings Over Wiscassett: Voices of Freesom 9 am - all day. All day FREE event. Food, music, static displays, antique cars, kids and family activities and entertainment. AIRSHOW with the Texas Flying Legends Museum and fireworks. Fundraiser for non-profits including Maine Aeronautics Association which support youth aviation programs and local Veterans programs, as well as community support to other non-profits.http://voicesoffreedom.org Contact: Dennis St Pierre Phone: 207-514-3885 Eastern (DE, MD, NJ, NY, PA, VA, WV) Third Saturday May - September: Cooperstown NY (K23) Old Aeroplane Fly In Pancake Breakfast, 7am -11:30 all you can eat, great food, real Maple Syrup, great coffee. Lots of grass, no fences. Voted one of the best breakfast in the NE. info 607-547-2526.

May 5: Piper Memorial Airport, Lock Haven PA (LHV) Pancake Breakfast Fly-Drive-In - 8 AM - 12:30 PM All you care to eat pancakes, REAL MAPEL SYRUP, eggs, sausage, potato patty, OJ, Coffee & Tea. $8 Adults, $4 Under

age 10, Under age 5 FREE. Benefits Sentimental Journey Fly-In. 570-748-5123 Piper Aviation Museum Open 9 AM - 4 PM. J3cub@kcnet. org - www.sentimentaljourneyfly-in.com May 19: Williamson-Sodus Airport (SDC) near Rochester, NY 49th Annual “Apple Blossom Fly-In Breakfast”. All you can eat Pancakes, Eggs, Sausage, Hot Coffee, Apple Juice and Applesauce. Adults $7.00, Children $4.00, Airplane Rides $30.00. Fly-In over beautiful blossoming apple orchards, Lake Ontario, and Sodus Bay as you line up on final for a Great Breakfast, Antique and Classic Car Display, Airplanes of all sizes, experimentals and ultralights, Flying Toy display and Sale, and lots more. 3800’ x 60’ Runway & Taxiway. Plenty of Ramp Aircraft parking. For more info www. williamsonflyingclub.com or contact Eric Mehserle at (585) 671-1234 or mehserle@rochester. rr.com June 1: Kline Kill Airport, Ghent, NY FlyIn Pancake Breakfast, 8am - 12noon pancakes, eggs, sausage, OJ & coffee, all for only $6.

Plenty of parking for both aircraft and cars at one of the most picturesque grass airfields in the Northeast. Prizes! For more info visit www. eaa146.org Please note: fuel is NOT AVAILABLE at Kline Kill Airport (NY1), fuel is available at Columbia County Airport (1B1), 5 NM SW. http://www.eaa146.org/ Contact: Eric Beebe Phone: 518-598-3832 June 2: Sidney,NY (23) Fly-In, Drive-In,or Walk-In Breakfast, 8am-1pm, Sponsored by the Fagan Flyers. Orange juice, pancakes, eggs, real maple syrup, and beverages. Featuring live music, crafts, displays, 50/50 raffle, and airplane rides. For more information please call (607) 561-2346, or contact www.faganflyers.com June 2: D52 Geneseo Airport Geneseo, NY Geneseo Fly-In Pancake Breakfast 7:00 AM 12:00 PM Fly-In Breakfast including pancakes, eggs, ham, sausage, juice and beverages $8 adults $5 kids 5-10 and under 4 FREE Contact: Austin Wadsworth office@1941hag.org 585243-2100 http://1941hag.org June 19-22: William T. Piper Memorial Airport, Hanger 1 ( LHV ) in Lock Haven, PA. 28th annual Sentimental Journey to Cub Haven.

Contact Kim Garlick 570-893-4200 or j3cub@ kcnet.org Sept 14: Kline Kill Airport, Ghent, NY FlyIn Pancake Breakfast, 8am - 12noon pancakes, eggs, sausage, OJ & coffee, all for only $6.

Plenty of parking for both aircraft and cars at one of the most picturesque grass arifields in the Northeast. Prizes for furthest flown and furthest driven. For more info visit www.eaa146.org Please note: fuel is NOT AVAILABLE at Kline Kill Airport (NY1), fuel is available at Columbia County Airport (1B1), 5 NM SW. http:// www.eaa146.org/ Contact: Eric Beebe Phone: 518-598-3832 Sept 21: Baltimore, MD. Essex Sky Park annual Wings Wheels fly-in - Essex Sky Park (W48) Baltimore, MD. Essex Skypark w48. Essex Sky Park Annual Wings Wheels fly-in. Start time 9 AM. Fly-In or Drive In Free Tee shirt for all pilots that fly in. Fly-bys Vintage AircraftExperimental Aircraft-Light Sport aircraft- Fuel

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on field- Aviation safety Seminar We are outside the ADIZ- Grass Roots aviation at it best. Check our web site for pilot fly in information. Custom Cars-Vintage cars-Hot Rods - Contact: Brian Dolan 443 831 7609, Email: essexskypark@ hotmail.com Oct 19: Medford, NJ. Breakfast at the Flying W Airport Runway Cafe w/Spin Training - Upset Recovery - Flying W Airport - Runway Cafe (N14) Call Freeflight for more info at 609-2650399. Or Call Bob McGuigan at 856-979-3190 or email Bob @ aerobatNJ@yahoo.com Southern (AL, FL, GA, MS, NC, SC, TN) Apr 27-28: Monroe, NC. Warriors Warbirds WWII Weekend - Charlotte Monroe Ex Airport (EQY) It will be a great weekend celebrating the greatest generation with special WWII guest speaker, re-enactors, encampments, vehicles, static display aircraft and daily musical performances the Victory Stage. Saturday night April 27th will feature a WWII hangar dance and dinner. 7 per person 12 and under free Dance/ dinner tickets are 30 or 50 per couple. Contact: Robert Yanacsek, Email: ryanacsek@warriorsandwarbirds.com May 31 - Jun 2: Savannah, TN. Ladies Love Taildraggers Fly-in - Savannah-Hardin County Airport (KSNH) Join us for a fun, long-weekend at the 4th Annual Lady Taildraggers Flyin!

Friday lunch fly-out or lunch at KSNH. Friday night BBQ dinner at KSNH. Poker Run and Flyout Lunch Saturday. Hangar Party and Dinner Saturday evening. Camp with your taildragger or group hotel rate. Raffle, door prizes and guest speakers. Registration required. Contact: Judy Birchler 317-506-2737, Email: judy.birchler@ gmail.com Jun 22: Beaufort, NC. Fly - In and Pig Pickin’. Michael J Smith Field (MRH) Join us for a Fly-In and Pig Pickin’. More information to follow. Contact: Jerald Gartman 2522472575, Email: jgartman7@embarqmail.com See the current entire list online at www.AFlyer.com

Virginia Regional Festival of Flight 1911 Ely-Curtis Pusher and Spirit of Freedom C-54 Ray Batton, the President of the Virginia Aviation Council announces that the 1911 Ely-Curtis Pusher replica built by Bob Coolbaugh and the Berlin Airlift Spirit of Freedom DC-4 will attend the upcoming 2013 Virginia Festival of Flight May 4-5. The Ely-Curtis Pusher visited many airports and aviation events around the country during the 100th anniversary of US Naval Aviation during 2011. It's place in history is highlighted by being the first airplane to take off and land on a ship. This reproduction is a stunning aircraft to see and especially to inspect Bob's craftsmanship.

The Berlin Airlift Foundation's C-54, the Spirit of Freedom, will pay a return visit to the Festival of Flight. This 4-engine flying museum commemorates the heroic role played by pilots and crews of cargo aircraft, especially the C-54, in supplying food, fuel, and a variety of supplies needed by the residents of Berlin after the Soviets closed the borders to land transport during 1948-1949. The Spirit of Freedom will be on display and open for tours of the interior after arriving Friday afternoon.

A new feature this year is an aerobatic performance on Sunday 1pm to 2pm by Kirk Wicker flying his Stearman. With Kirk piloting, Jane Wicker performs her unusual, and especially

daring, wing walking display. Kirk finishes with a J-3 Cub Flying Farmer routine. The airport will be closed by NOTAM during these performances.

During the weekend see and examine the dozens of aircraft and talk to the owners and builders. Browse aviation vendor displays, some who will be offering demonstration flights. Attend aviation-related educational forum and workshop sessions. There will also be a Womans Tent with expanded demonstrations and activities. Plan to arrive early for the 8am to 11am Pancake Breakfast.

Get into the air at the Festival of Flight by taking a ride in a helicopter. If you are a kid, 8-17 years old, bring a parent on Sunday and take a Young Eagles flight after the airshow. Rides will be given starting at 2pm but registration for the rides is available Saturday and Sunday. Or if you are flying in, test your flying skill by participating in the triangular course of the Rally Adventure on Sunday morning.

If you are flying in, increase your safety by studying the fully illustrated Arrival Procedures on our web site for both GA and Ultralights.

You'll find excellent 100LL fuel prices, either self-service or full service. Unlike most airports, you can purchase self-service 91+ AKI ethanolfree auto gas. If you want to reserve a space for your RV camper, sign up early on the web site. See full information and fees at www.VirginiaFlyIn.org.

Fitchburg Municipal Airport 567 Crawford Street Fitchburg, MA 01420 Hours: 8am to 5pm 7 days a week, 8am to 7pm in summer.

For more info. please call: 978-345-9580 or visit us at www.Fitchburgairport.com Minutes to Rte. 2 & I-190

•Full Service 100LL & Jet-A •Two Full-service maintenance facilities •Restaurant open 7 days a week for breakfast & lunch •Courtesy car available for transient customers •No tie down fee with fuel purchase •Tie-downs and hangar space available •Privately owned T-Hangars for rent

Page 38

May 2013

JOIN US ON JUNE 8th

Fitchburg Municipal Airport, (KFIT) Fitchburg, MA Aircraft Maintenance & Repair Authorized Dealer

Services: •Annual & 100hr inspections •Major & minor repairs •Engine & cylinder changes •Fabric repair & recovering •Windshield & window replacements •Prop balancing

557 Crawford Street, Fitchburg, MA. 01420 (978) 343-5727 AUTUMNAIR10@AOL.COM

PIONEER AVIATION CORP. Turners Falls Airport

Montague, Mass. 01376

(413) 863-9391 Phone & Fax

Bruce Bohonowicz

FOR SALE 172M 1000TT

TIRED of BIG CITY PRICEs? CALL !!!

• Annual - 100 hour Inspections • Major & Minor Repairs • Engine or Cylinder Changes

Fly with 100LL FLIGHT

INSTRUCTION & RENTALS IFR CEssNA 172N $89 PER hOuR wET

for details see

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500 Forrestal Rd Cape May County Airport Rio Grande, NJ 08242 (609)886-8787

www.AFlyer.com

Page 39

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Fly for Less Than You Imagined Now Get Your Sport Pilot License at 4 Locations

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Urban Aviation Services, Inc. We specialize in Tail-wheel Instruction.

J3 Cub and Citabria available for transition training and rentals David Clark Headsets Best Price Anywhere.

Call or email for a quote!!! (508) 344-8930

TAILWHEEL training since 1976.

Excellent Trainer for your Sport Pilot License.

Email: efuiav8@gmail.com

FLY FOR LESS THEN YOU WOULD EXPECT! Now at 4 convient locations. Contact us to schedule a flight.

Northampton Airport Northampton MA, 7B2 413-584-7980 www.fly7b2.com

East Hill Flying Club Ithaca NY, ITH 607-257-1313 www.ehfc.net

Full Glass Panels Garmin Weather Full Auto Pilot No Medical Needed

Premier Flight Center, LLC Hartford CT, HFD 860-724-2245 www.premierflightct.com Chesapeake Sport Pilot Stevensville, MD W29 410-604-1717 www.chesapeakesportpilot.com

30

VIP AVIonIcs Inc. - VIP AIrcrAft MAIntenAnce •FAA Repair Station #TH5R223N

•Radio Class I&II

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Call us, visit us; see what “Excellence is Standard” can do for you!

One-Stop-Shop • Custom Installation • In-Aircraft Servicing Autopilot Repair and Overhaul • Avionics Component Repair • Aircraft Maintenance • Instrument Repair and Overhaul

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AFTER Recent Garmin G500,GTN750, Avidyne TAS 605 and Insight G4 installation.

• • • • • • • • • • • • • • • Is your 406 MHz ELT operating correctly? We have the test equipment.

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(800) 260-1800

info@vipavionics.com

VIP is the only FAA-certified repair station in the Northeast able to offer the convenience of all your aircraft work completed in one location.

Experience the team of experts working together to make your aircraft perform as it was meant to perform.

(860) 525-5713

www.vipavionics.com

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