Atlantic Flyer - November 2012 Issue

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ATLANTIC FLYER © 2012 • 27 Years In Publication

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

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IN THIS ISSUE: Stories: Good Times, Bad Times at Blakesburg Pilot Profiles Save Time North East LSA Expo Wellingtons to Halifaxes Little Getting Bigger!

Is It Too Late to Care?

Rise From Above - Tuskegee Airmen Live On The Island of Eleuthra The Wooden Box That Changed the World Best Kept Secrets: Romance Aloft Aviation’s Lost Generation(s)

Photo By Dan O. Myers

A Great Airshow Season is Ending

Airshows: 2012 Kaneohe Bay Airshow 2012 Oceana Airshow Thunder Over the Boardwalk North Georgia Airshow Milwaukee Air & Water Show

Fun Stuff: Classified Ads Cartoons: Chicken Wings - Smilin’ Jack Photo By Jim Deveney

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Editors & Publishers Richard Porter

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

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

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Columns 04 A NTIQUE ATTIC: GILLES AULIARD 06 BIG SKY: K EN KULA 08 SAL’S LAW: YOUR LEGAL EAGLE: SAL LAGONIA, ESQ 10 AIR TO GROUND: ROSE M ARIE K ERN 12 HOT AIR, WINGS, AND FLYING THINGS: JIM ELLIS 14 PLANE TALK: HERB HILL 16 BEYOND THE CROWD LINE: WAYNE GAULDIN 38 COMMON CAUSE: MIKE SULLIVAN

Information & Classifieds 15 CHECKPOINTS 18 AIRSHOW LIST 2012 20 ACCOMPLISHMENTS 20 LEARN TO FLY - FLIGHT SCHOOLS 27 CLASSIFIED A DVERTISEMENTS

Features 09 RISE FROM ABOVE25 MYSTERY AIRPLANE 11 THE ISLAND OF ELEUTHRA 22 THE WOODEN BOX THAT CHANGED THE WORLD 21 ROMANCE ALOFT 24 AVIATION’S LOST GENERATION(S)

Airshows 04 GOOD TIMES, BAD TIMES AT BLAKESBURG 06 2012 K ANEOHE BAY AIRSHOW 22 2012 OCEANA AIRSHOW 23 THUNDER OVER THE BOARDWALK 23 NORTH GEORGIA AIRSHOW 26 MILWAUKEE AIR & WATER SHOW

Cartoons 16 SMILING 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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Antique Attic

November 2012

by Gilles Auliard

The 59th edition of the Antique Airplane Association (AAA) Fly-In, traditionally taking place over Memorial Day weekend was, unfortunately, dominated by weather events and some bad news.

This year’s major theme was “From Cow pastures to Commercial Airways”, retracing the evolution of commercial aviation in the US from war-surplus single engine planes carrying mail under contract from the postal service in the early 20's to the multi-engine airliners of the late 30's.

To illustrate that theme, the fly-in featured the airplanes who participated in the 2012 American Barnstormers Tour (ABT), as well as a few significant types representative of the next step of commercial aviation, such as Addison Pemberton’s Boeing 40C or Greg Herrick Stinson SM-6000 tri-motor (in replacement of the well publicized Stinson model A).

Wednesday, official start of the fly-in, saw a level of activity not observed for a long time with swarms of airplane coming from all directions.

Amongst the numerous arrivals of that day, a contingent initiated from the Seattle area, joined by others along the way. Most noticeable amongst this flock were Jeremy Young’s Fleet model 2, Bob Juranich’s Waco YMF-3, Bill Juranich’s CommandAire and Russell Williams Ryan SC-W.

Good times, bad times at Blakesburg

ABT, reaching the end of their three weeks jaunt around the Midwest. Amongst them were Dennis Guentzel’s 1929 Waco ATO, Josh Brownell’s 1930 Waco ATO and Mark Lightsey’s 1936 Monocoupe 90A, all worthy of close scrutiny.

One impatiently awaited arrival was Walt Bowe’s newly restored Laird Speedwing, beating the Spokane crew to the punch, minus Larry Howard’s Laird LC-1-B. The airplane experienced an engine failure near Knoxville, Iowa. David Vopat, its pilot at the time, managed a masterful landing on a two-lane highway after dodging power lines and a truck minding its own business. This was accomplished in a textbook fashion, without any scratch to the airplane or the pilot/ passenger, and, under the watchful eye of the State Police, the unfortunate Laird was later towed to the nearby airport. This was a happy ending to an event which could have had much more serious consequences.

Friday saw only a few arrivals, as the forecast included the remnants of hurricane Isaac. Some attendees even decided to jump the gun and leave on that day rather than face the risk of being grounded for an unknown duration.

None-the-less, even this weather event could not deliver what every farmer in the Midwest was awaiting for: drought relief. With a 100 % cover for over two days, the amount of rain dispensed was quite disappointing and measured only in fractions of an inch. Clouds, mist and wind, for practical purpose, grounded the airplanes.

shining and period materials and techniques.

It would be too fastidious to enumerate all the wonderful machines present at Antique Airfield, neverthe-less, walking through the lines of airplanes, one could not miss the presence of two Spartans, rare Blakesburg visitors, one being Steve Marini’s 1937 model 7W, the other being Jim Savage’s 1939 example of the same model. Other rare sightings were two Staggerwings: Jimmy Rollison’s 1939 D-17S and Russ Latta’s 1944 example of this iconic machine.

To make matters worse, the news of Richard Bach’s accident reached the fly-in on Saturday, hitting the little community hard. It also set a more somber tone to the event, as he is, at the very least, part of the reason we were all gathering on that day. We all wish him a prompt and full recovery.

Sunday, otherwise known as departure day dawned grey and overcast, none-the-less well within the flying minimum requirements. Droves of airplanes took to the air to make it back to their various homes. By late morning, when the sun finally peaked through the clouds, they were gone.

By day’s end, more than 150 airplanes graced the field grounds, hinting to a banner event. Thursday started at the same pace, and by mid-morning, the 200 mark was reached. By the afternoon, temperature reached 99 degrees and the influx of airplanes slowed down to a trickle, as well as flying activity from the aircrafts already present on the grass.

However, some of the more prevalent airplanes attending the fly-in reached Blakesburg by midday, amongst them the fifteen or so fleet of airplanes participating in the 2012 edition of the

However, even in the worse possible conditions, Blakesburg has a lot to offer, and stories worth telling abound there.

When the dust settled, the (unofficial) final tally of the 2012 AAA Fly-In, stood at 290 airplanes, a number lower than in previous years. This is still a great performance, taking into account the doomsday scenario described by the forecasters, and other detrimental factors.

One of them is the presence of Hayden Newhouse, age 16, who made the trip from Rockford, Illinois, to Blakesburg in the family Aeronca C-3.

It was his first cross-country flight, accomplished in an airplane bought new from the factory by Richard Newhouse, his great-grandfather in 1931.

The event has been growing now for year’s -while retaining its family reunion feel-, thanks to the dedicated individuals who are finding new ways to promote the AAA, its activities, and Antique Aviation as an alternate way of life. For the AAA and its members, the sky is the limit.

Every year, a contingent of newly restored airframes make an appearance at Antique Airfield, some of them already observed at prior events, such as Walt Bowe’s 1929 Laird Speedwing -this year’s Antique Grand Champion- or Stan Sweikar’s 1929 Fleet 2, rewarded at AirVenture with a Silver Age Champion award.

Some others choose Blakesburg for their first public appearance, such as Chuck Doyle’s heavily modified Boeing-Stearman A75N1 or Bob Juranich’s Command-Aire 5C-3, an example of a restoration in the spirit of the 1930's, with nothing

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We have winners If you’re a pilot, you owe a debt of gratitude to at least one flight instructor. For some of us, the list of instructors and mentors is long. But whether your flying experience includes one instructor or dozens, you know that you could not have learned to fly without some expert guidance.

But for all our personal gratitude for the flight instructors and schools who coach us from tentative beginner to confident pilot, there is very little public recognition for these hardworking professionals.

We’re changing that. At AOPA’s Aviation Summit a few weeks back, I had the chance to recognize some exceptional flight schools and CFIs, the winners of the very first AOPA Flight Training Excellence Awards.

We received nearly 2,500 nominations for the awards. And the stories that emerged from the nomination process were impressive and inspirational. Among our winners are instructors who use social media to keep their students engaged; schools that take students on international fly-outs; and training programs that use simulators to save students time and money. At some schools, students can fly both the newest technically advanced aircraft and open-cockpit planes from a bygone era.

There’s no easy way to choose winners, but our awards committee did manage to narrow it down. Ultimately, we selected seven flight schools and three flight instructors as our first award winners. It’s our hope that the winners will serve as models and offer inspiration to other training programs and CFIs. I know there are many more schools and instructors that are creating great training environments for students. And we want to hear about them. Soon we’ll begin accepting nominations for the 2013 Flight Training Excellence Awards at flighttraining.aopa. org/awards. I hope you’ll nominate a CFI or flight school that has made a difference in your aviation journey.

2012 AOPA Flight Training Excellence Award Winners Flight School Awards Aviation Adventures, Leesburg, Virginia East Hill Flying Club, Ithaca, New York Rochester Aviation, Rochester, New Hampshire Summit Aviation, Belgrade, Montana The Flight School, Cypress, Texas Flight Instructor Awards Kevin Bradford, Dubuque, Iowa Timothy Miller, West Jordan, Utah Devan Shepherd, Shoreview, Minnesota Student’s Choice Award Aviation Adventures, Leesburg, Virginia President’s Awards Redbird Skyport, San Marcos, Texas Tailwheels, Etc., Lakeland, Florida

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November 2012

The Big Sky

by Ken Kula

2012 Kaneohe Bay Air Show

The 2012 Kaneohe Bay Air Show was presented aboard Marine Corps Base Hawaii on Oahu.

Unfortunately, that is 2400 miles west of the coast of California, and over 3800 miles from our air bases in Japan. Fortunately, there are some outstanding civilian and military aviators living in Hawaii, and timely logistical support provided by military airlifters and aerial tankers allowed mainland and Japan-based air show performers to take part too, allowing for a spectacular event in our 50th state in late September.

Historic Kaneohe Bay is rich in military aviation history. Originally a Naval Air Station, it was attacked on December 7, 1941 eight minutes before the main attack began at Pearl Harbor. More than two thirds of the thirty six Navy PBY seaplanes that were based at the station were destroyed in the attack; damage to concrete structures in the current Hangar 101 is still visible today. In 1952, the Marines took control of the base and have been there ever since.

To allow some smaller civilian performers and their aircraft to take part in the show, a C-5B Galaxy assigned to the Air Force Reserve's 439th Airlift Wing from Westover ARB carried a group between California's Travis AFB and MCAS Kaneohe Bay. The massive transport would serve as a static display aircraft during the air show too. The Blue Angels also left from California; Blue Angel #6, Lcdr. Dave Tickle said that their seven F/A-18s were refueled by a pair on KC-135 tankers 10 times during their 5.6 hour long trek.

Other team members were transported by a Navy C-40 Clipper (Boeing 737 transport) or aboard the team's C-130, "Fat Albert".

There was a great assortment of aircraft and performers from Hawaii included in the show. In the air, Hank Bruckner in his CAP-10C, and Clint Churchill in his Extra 300L flew aerobatic routines. There were a series of passes from Vintage

Mainland-based civilians performing in the air show included favorites Jacquie Warda (aka Jacquie B)in her red Extra, and world and national aerobatic champion Kirby Chambliss in his Edge 540. The jet engine-powered Flash Fire jet truck hitched a ride aboard the Westover C-5, and delighted the crowd too. Notable was Michael Combs' Remos GX light sport plane, which flew a series of passes during the show. Michael has now flown in all 50 states... a major goal of his "Flight for the Human Spirit" project that he began after recovering from a heart ailment that led to his being declared "clinically dead" more than once, a decade ago. His message is that it is never too late to follow your dreams! Hawaii's airspace was the last state he needed to alight in, and he waited more than two years to finally fly his Remos aircraft there.

Aviation's AT-6D, parachute teams, a sailplane and radio controlled aircraft. Alan Miller, who is an accomplished warbird pilot and instructor, flew two different acts each day in his 1946 Aeronca Champ. Collectively known as "Miller's Mach 4 Mayday", one part of his repertoire was akin to the familiar "flying farmer" routine (but with a definite Hawaiian flavor) and was performed at an amazingly low altitude and done barefoot - not even in flip flops! The other was a landing atop of his custom pickup truck at 55 mph. After his routines, he and his team drove their truck, with the yellow and red Aeronca still atop of it, into the static area and met with members of the audience.

U.S. military participation came from near and afar. The Pacific Air Force's F-16 Demonstration Team flew in from Misawa AFB, Japan, and a Marine KC-130J, part of the Marine Air Ground Task Force (MAGTF), was based at Okinawa. The Navy's Leapfrogs parachuted from a St. Joseph Missouri Air National Guard C-130. The C-17 aerial demonstration was flown by a nearby Hickam AFB-based aircraft, and the Hawaii Air National Guard featured a locally-based F-22 Raptor fighter on the ground too. The Hawaii Army National Guard displayed a new CH-47F Chinook, the first Guard unit to receive the new version of the 50plus year old design.

A group of locally operated airliners, including Hawaiian Airlines' first plane - a restored Bellanca CH-300 Pacemaker - were available for viewing.

Locally based military airplanes and helicopters were arrayed on the big ramp, representing all five Armed Services... Marines, Navy, Army, Air Force and Coast Guard. There were a large group of general aviation aircraft open for viewing too.

Hawaii , and specifically Oahu's MCAS Kaneohe Bay was a great place to watch an air show. This year's show mixed some very talented local aviators with nationally-known performers. That's a main draw to an air show in Hawaii... unless you live there, you'll see a whole group of pilots and aircraft you'd normally not see on the mainland... and vice versa too. Plus, with a breathtakingly beautiful stage, it was a wonderful location to watch an air show.

Many thanks to Marine Corporal Vanessa American Horse and 1st Lt. Diann Olson of the Marine Corps Base Hawaii Public Affairs Office for their support and opportunity to cover this "air show in paradise".

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Legislative Challenges on the Horizon for General Aviation Sequestration, Continued User Fee Threats May Significantly Impact Industry I am pleased to tell Atlantic Flyer readers that there were some encouraging signs for the general aviation industry in the exhibit halls of the recently-concluded NBAA Annual Meeting & Convention in Orlando, Florida. Slowly, but surely, the leading market indicators of the health of our industry have stabilized and begun to point upward, and exhibitors and pilots alike seemed to share a more confident and positive outlook on the state of our industry that in recent years.

In addition, the general aviation community has recently achieved several notable legislative victories, including passage this year of a sweeping “Pilots Bill of Rights.” Despite these accomplishments, however, significant challenges loom that threaten the progress we’ve made.

One of these threats is “sequestration,” which could pose a number of significant concerns for the industry. Under a law passed last year, if Congress cannot slash $1.2 trillion from the federal deficit before the start of 2013, mandatory acrossthe-board budget cuts will automatically be imposed on every federal agency.

Concerned NBAA Members have asked me what the impact on business aviation will be if we go off the so-called “fiscal cliff.” The truth is that we are in uncharted territory; no one really knows precisely what specific programs will be impacted, or the extent of the impact.

That said, if the Federal Aviation Administration (FAA) suffers sizeable budget cuts, the effects on our community will certainly be adverse. For example, lower budgets could mean the agency will have fewer resources and staff to certificate new aircraft, avionics and engines, or to review and approve applications for new products.

Aviation system modernization could also be impacted, with development of a new, modern air traffic control system (“NextGen”) slowed or stalled completely if FAA funding were cut. In fact, it is not hard to imagine that day-to-day operations of the current air traffic control system would be adversely affected if money for controllers or facilities were slashed, with the potential consequences extending to your home airfield.

The risks to the nation’s air transportation system posed by sequestration are serious, but pilots

should be equally concerned about the inevitable attempt to balance the budget by raising revenue, especially through imposition of aviation user fees.

Although our community has more than 200 allies in Congress who either belong to the House or Senate General Aviation Caucus, the pressure to raise revenue will be intense. I encourage the Atlantic Flyer readership to make clear to your elected representatives that user fees are unacceptable, and could devastate an industry that contributes thousands of jobs to the Atlantic region, and across the United States.

NBAA will continue to oppose user fees, as well as any measure or action that negatively impacts our shared aviation community. I’m confident we can count on you to do so as well.

Sincerely,

Ed Bolen President and CEO

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November 2012

SAL’S LAW: YOUR LEGAL EAGLE D.C. @ 1B1: It is time to upgrade my aging Cessna and I am in the process of making some changes to basic equipment, including the tail beacon and related power supplies. This is likely to change the weight on the aircraft just a little and I need to know what the requirements are to re-calculate the weight of the aircraft, after adding specific permanent equipment.

Sal’s Law: With today’s dismal market for used aircraft, more and more people are looking to do some basic upgrades. That is usually a good investment and will keep the older birds flying for a very long time to come.

The FAA does not require a new weight and balance calculation for each change to the equipment in the aircraft, if it is only a “negligible” change.

Under advisory Circular 43.131b, the agency has set certain limits to weight changes that make some common sense. For example, if the empty weight of the aircraft is less than 5,000 lbs, a change of up to one pound is allowed without filing a new weight and balance. Between 5,000 and 50,000 lbs, up to 2 lbs is considered negligible.

Over 50,000 lbs, a change of up to 5 lbs is so considered. Changing the beacon to LED technology will likely lighten the overall weight, since the LED units generally do not have power supplies and are lighter and more powerful.

In addition to the change in weight, you should be

sure to also check the Center of Gravity requirements. Any CG change over .05% MAC is a trigger for a new weight and balance calculation and recording. Remember to always be sure that the proper indications in the maintenance log book need to be made, for the work done. If the weight and CG change are below limits of re-scaling, add the wording that the “equipment added results in a negligible weight change” to that record.

The reduced power load of the new LED technology is truly amazing and the difference is very noticeable. The added brightness will allow for better visibility of the aircraft and safer flying.

TR. @ JGG: I am having trouble with my local post office. How does that relate to aviation?

Simple, they put me through the third degree every time I try and mail my oil samples to the lab for analysis. They claim there may be postal restrictions. I always mal the sample in an approved container provided by the lab. The post master promised to get some guidance from his boss but still, we have no definitive answer. There ought to be a law!

Sal’s Law: LR, there is a law. Oil samples, mailed through the postal service to a lab for analysis are not hazardous, flammable or toxic material, by definition. Whose definition you may ask? I am glad you did; the one promulgated by the United States Postal Service under the United States Code.

There, they define hazardous material as any liquid

product that has a flash-point that is above 200 degrees F (93 degrees C). The average flash-point for used engine oil is 380 degrees F, which is well above the minimums, in their own regulations.

My suggestion is to be sure to use the container included with the oil analysis kit. This will prevent spillage. (Of course the clean up for any unlikely spill is to use those exotic chemicals called soap and water.) If you continue to have trouble, bring along this article which quotes the law the postal service should already have on file (since they wrote it); or ask the oil laboratory for a letter explaining why their product is not listed as hazardous or toxic. It’s probably a good idea to have the lab email you the letter, since we wouldn’t want it to get lost in the mail.

Memo: Our new presentation “Pilots Bill of Rights – Game Changer” is booking for the late fall and winter. This free presentation describes aviation law for general aviation – following the enactment of this important law. Drop us an email with your date requests and we’ll do our best to fill them.

Blue Skies all!

Sal Lagonia Esq., is an Aviation Attorney, Professor of Aviation Law and expert safety consultant who is a frequent speaker on aviation safety issues. Questions may be sent to Sal@LagoniaLaw.com or to his main office at 914-245-7500.

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Page 9

Rise from Above: the story of the Tuskegee Airmen lives on When you aim high, believe in yourself, never quit, be ready to go, expect to win, it means only one thing: “Legends” in my book. These groups of individual were the Tuskegee airmen known as the Red Tails . The story of their exploits was an inspiration for us all.

Today the Commemorative Air Force Red Tail Squadron based out of South St. Paul, Minnesota has taken this task to promote the Tuskegee Airmen legacy. A traveling exhibits which is sponsored by the Texas Flying Legends Museum in Houston, TX. and the CAF Red Tail squadron.

The Airmen: The Tuskegee Airmen were dedicated, determined young men who enlisted to become America's first black military aviators at a time when there were many people who thought that black men lacked intelligence, skill, courage and patriotism. They came from every corner of the country. Each of them had a strong personal desire to serve the United States of America to the best of his ability.

The black airmen who became single-engine or multi-engine pilots were trained at Tuskegee Army Air Field (TAAF) in Tuskegee Alabama. The first aviation cadet class began in July 1941 and completed training nine months later in March 1942.

Thirteen started in the first class. Five successfully completed the training, one of them being Captain Benjamin O. Davis, Jr., a West Point Academy graduate. The other four were commissioned second lieutenants, and all five received Army Air Corps silver pilot wings.

Four hundred and fifty of the pilots who were trained at TAAF served overseas in either the 99th Pursuit Squadron (later the 99th Fighter Squadron) or the 332nd Fighter Group. The 99th Fighter Squadron trained on and flew P-40 Warhawk aircraft in combat in North Africa, Sicily and Italy from April 1943 until July 1944 when they were combined with three other all-black squadrons to form the 332nd Fighter Group in the 15th Air Force.

Beginning with the 99th in North Africa and Sicily, all four Tuskegee squadrons (including saw combat. Most joined the fight in the European Theatre of Operations and their combat record proved their worth. For many years the Tuskegee Airmen were said to have never lost a bomber they were tasked to escort. These valiant pilots were credited with shooting down no less than 109 German aircraft while flying over 15,000 sorties during 1,500 missions. They earned 150 Distinguished Flying Crosses and 744 Air Medals, which is truly remarkable when one notes that only 445 of the 992 Tuskegee-trained pilots were ever deployed overseas for combat. 150 black airmen were killed in training and combat - making the ultimate sacrifice for the country that resented them so much.

Their combat record went a long way to changing the mindset of those they worked with; bomber

crews often requested them for escorts, enemy pilots respected their courage and they earned themselves a nickname "Red Tails" for the distinctive all-red tail surfaces they sported.

The Plane: Motivated by the Tuskegee airmen the CAF Red Tail Squadron’s was inspired to keep the story alive by not only restoring a P-51 Mustang once in 1990, but also a second time after the tragic accident that took the like of their squadron leader Don Heinz.

Remember “Aim high, believe in yourself, never quit, be ready to go, expect to win” The CAF P-51C Red Tail Project has become a major attraction at air shows and other venues across North America.

The aircraft is painted in the colors that represent all the personnel that served in the Tuskegee Project including pilots, bombardiers, and all ground support personnel. After white pilots requested the Tuskegee Airmen to escort them, Col. B.O. Davis named his plane By Request in honour of the Tuskegee Airmen’s perfect record. The colors represent the four fighter squadrons in the 332nd Group; the red and yellow cowling represents the 302nd Fighter Squadron; the A on the side represents the 99th Fighter Squadron; the yellow banding on the wings represents the 301st Fighter Squadron and the red tips on the wings represent the 100th Fighter Squadron.

Rise from Above Exhibit In addition to the Red Tail Mustang, the CAF Red Tail Squadron, introduced in July 2011 the RISE ABOVE Traveling Exhibit. This is a traveling exhibit, which is housed in a 53’ long semi trailer that has been turned into a theater with a 160-degree panoramic movie screen, and seating for 30 people. The climate-controlled theater shows an original film about the Airmen and their role in World War II and beyond. The RISE ABOVE Traveling Exhibit accompanies the Mustang to Airshows through out the United States, but also make stops at schools, museums and other venues so students and others who cannot get to an air show can hear about and learn from the Tuskegee Airmen.

JPG Flown by lead pilot Doug Rozendaal, the P-51C Mustang joined by the other CAF P-51D Mustang known as Red Nose piloted by John … “Skipper” Hyle. over the valley of Geneseo , (Photo from Michel Côté) against racism at home and abroad. Initially flying P-40 Warhawks and P-47 Thunderbolts. It is really when flying the P-51 Mustang Red Tails that they were recognized.

The late Don Heinzs and Doug Rozendaal, two of the major players in getting the Rise from Above traveling exhibit (photo from Pierre Lapprand) The movie highlights who the Tuskegee Airmen are and how they overcame so many obstacles to be allowed to train and fight as the first black U.S. Army Air Corps pilots. The courage and determination they all exhibited in the 1940s as they rose above adversity to meet their goals still has the power to inspire Americans today. In addition, the movie will give viewers the thrill of what it’s like to fly a P-51C Mustang! The film is entertaining, yet captures the essence of the story of these men, it is very emotional and breathtaking, especially the aerial sequence where you are in the backseat of the P-51 Mustang, Just amazing!

If the traveling exhibit is appearing at your airshow, please take the time and go see the movie.

You will not regret it.

“For more about the Tuskegee Airmen,http:// www.redtail.org

The traveling exhibit, which is housed in a 53’ long semi trailer that has been turned into a theater with a 160-degree panoramic movie screen (Photo from Pierre Lapprand) Men whose names will forever live in our memory accomplished their outstanding record during the Second World War. Each one accepted the challenge, proudly displayed his skill and determination while suppressing internal rage from humiliation and indignation caused by frequent experiences of racism and bigotry, at home and overseas. These airmen fought two wars - one against a military force overseas and the other

Keep the story alive Story by Michel Côté

Page 10

November 2012

“Air To Ground” by Rose Marie Kern With, the current plethora of online self-briefing options and the desire to continue to enhance service to pilots, Lockheed Martin Flight Services has searched for ways to save pilots valuable time when requesting a pilot weather briefing or filing a flight plan.

Developing tools intended to attract a technologically savvy customer base, LM created a method for the pilots to obtain their requested weather briefings with less repetitive information provided to the specialist. It gives the briefers pre-stored information to provide a faster response to the pilot’s needs.

The pilot profile is a data storage system designed to keep information on file in the flight service computers. Every time you file a flight plan there is data that is fixed and repetitive. This usually includes the aircraft call sign, type, and equipment, fuel on board, pilot name, phone number and home base.

Having this information pre-stored saves time during filing. The pilot profile also stores more complete data on emergency contacts. More than one aircraft can be stored, and a pilot who flies the same route over and over can save those flight plans for easy retrieval by the specialist.

Calling flight service from a stored phone number automatically inserts the pre-stored data into a flight plan mask. Only the new information or changes in the flight are provided to the specialist. .

You can file a pilot profile by calling the pilot briefing line 1-800-WXBRIEF. The best time to file one is in the evenings – after 5 p.m local time, when general call volume is lighter and you are less likely to compete with fellow pilots preparing to fly. Advise the specialist you would like to file a pilot profile.

They will ask you a series of questions covering all the data you choose to add.

As of November 5th you will be able to create pilot profiles for Flight Service online as well, you can ask the briefers for more information and the website.

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PILOT PROFILES SAVE TIME One question you may be asked is your certificate number. This was designed to be an easy way to bring up your information originally, but that plan was abandoned when it was discovered that the older certificate numbers were also U.S. Social Security numbers. This box can be left blank since the specialist can search for a profile by using either the pilot’s name or any phone number used on the profile, or you can create one – such as a user name.

If your last name is common, specialists may end up scrolling through a long list. I suggest that you choose a “certificate” number easy for you to remember. If you are the sole owner of an aircraft, use that tail number. (Do not use it if multiple pilots use the same aircraft or if you own multiple aircraft.)

Another option is to use your last name and a number, such as an area code.

An example would be Smith505.

Whatever phone numbers you provide for the pilot profile will stimulate your information to drop into a flight plan mask. Your cell phone, home or office phone can be used, but only if you are the only pilot calling from those numbers. Whenever someone uses a “common source” phone number, such as an FBO number, the computer will post the flight plan mask of whoever filed that phone number first, which probably will not be you. For that reason, FBO numbers are discouraged. Briefers taking your call will verify the pilot’s name and aircraft call sign to ensure they have the right data.

Keep in mind that flight service still provides a comprehensive briefing service to the flying public free of charge. All data used through the internet is generated initially by the same sources, such as the national weather service, the national NOTAM office and the FAA. Many pilots using these sources limit their research to current and forecast data at the destination stations, and frequently overlook en route information that is critical to a complete understanding of the challenges they will be facing.

The briefing specialists at flight service study the fluctuating weather conditions continuously during their shifts. Pilots are encouraged to learn as much as they can from all sources prior to flight. Even if you like to use the internet and television to sketch a general overview of the weather, call flight service to fill in the picture. You can call for an abbreviated briefing to get one or two items, such as NOTAMs, at your destination. Flight Service is required to ensure you have the adverse conditions and temporary flight restrictions as well.

Flight Service has changed considerably during the past few years, but the mission remains the same – to enhance the safe and efficient flow of air traffic. Most of the briefers are not just talking to the aviation community. As pilots, meteorologists, search and rescue volunteers, balloonists, CFI’s and more, they are part of the aviation community.

Rose Marie Kern has worked in ATC since 1983. To ask questions you can contact her email at author@rosemariekern.com.

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Page 11

The Island of Eleuthera, Harbour Island, Part 1

has a famous restaurant that many of the locals and tourists frequent; we couldn’t wait for dinner later that evening.

The Bahamas is privileged to have many islands and they all seem to have a different feel and culture. The most recent island we visited was an island known as an “out island” called Eleuthera; its name loosely translates to mean Freedom. The island consists of 110 miles of unspoiled beaches, each beach with its own character and most completely deserted.

We set out to adventure on Harbour Island in a golf cart that was arranged by the Rock House staff and found several beautiful beaches while also sampling tropical cocktails overlooking marinas on the bayside of the island. As we drove about the locals waved and made us feel at home all the while we observed the beauty that is the Bahamas through 18th century colonial architecture and small rolling hills. We took pictures, motored around in the golf cart remembering to drive on the left and took it all in, after all it’s the Bahamas.

After flying our trusty Grumman Tiger two hours from our South Florida base, we were greeted with fresh breezes and beautiful waters of the Bahamas. We landed at the north end of Eleuthera (MYEH) and cleared customs. This was an extremely easy process. We then climbed in an awaiting cab and took a 5 minute ride to the ferry boat dock on the east side of the island. After paying the ferry staff we were now standing at our destination, Harbour Island.

Upon returning to the Rock House, we enjoyed a cocktail and visiting with the owners and other guests. I was struck about how simple it all can be and yet we were only a two hour plane ride from our home. Relaxing is the best (and only) thought that came to mind as a brief gentle rainshower began as we sat under cover by the pool.

That evening, we were treated to a multicourse dinner situated in the British Colonial main house with a staff that catered to every need without being intrusive. From the fresh fish and exquisite wine list to the great company, the Rock House is as much a great place to stay as an experience not to be missed.

Harbour Island is noted as where the rich and famous play.

It’s true. Sightings have included Jennifer Aniston, Cameron Diaz, Uma Thurman, past presidents, Mick Jagger, Robert De Niro, Jimmy Buffett, the list goes on. The pink sand beaches are not only large but beautiful. Many a Sports Illustrated swimsuit issue has been photographed on the stunning beaches. The local folks are very kind and pleasant. Shopping can be found about the island and in the “town” area near the resort. Keep in mind the out islands of the Bahamas are minimal and by no means an overdeveloped resort area that can be experienced in South Florida.

The following day we monitored the weather, got a ferry ride back to the mainland of Eleuthera and climbed in the Tiger to move to our final destination for the week ahead, Governors Harbour, and the Mon Soleil House on French Leave Beach. In the next article we’ll experience the Island ‘Ting, buying fish on the beach, swimming for Conch, and more of the island of Eleuthera.

We stayed at the Rock House (www.rockhousebahamas. com) which is just to the south of the ferry dock. This is a well-known and very quaint Bahamas resort. The resort consists of a small group of ten individually appointed rooms and each have a name and theme. Our room was close to the pool which has beautiful cabanas lining the edges. The resort also

By Herk Strumpf Herk Strumpf is a vintage airplane enthusiast and freshly minted Bahamas pilot who loves the people and tranquility of the Bahamas. He is currently looking for a way to justify a flight to the Bahamas for his favorite seafood, Stone Crab Claws. herkstrumpf@ymail.com

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Page 12

November 2012

Hot Air, Wings and Flying Things by Jim Ellis After a Presidential Delay, EAA 106 Northeast LSA Expo A Success The EAA 106 Northeast LSA Expo, held at Lawrence Airport in North Andover, MA was held on Sunday August 19, 2012. It was originally scheduled for Saturday August 18, but President Obama visited the Greater BostonGreater Manchester area grounding all aircraft on Saturday, so EAA 106 did a good job of rescheduling.

There were 16 Light Sport aircraft which flew in for display, a surprisingly large number. Included were the Evektor SportStar, the Evektor Harmony, the Pipistrel Sinus motorglider, a Vans RV-12, a Zenith Ch 701, a Jabiru J230, an Arion Lightning, a Bristell, a CT LS, a Sting S3 an AT4 as well as a Gobosh 700, an A22 Valor, a Just Aircraft Escapade, a Kitfox, and a Legend Cub on amphibious floats.

Vans Aircraft representative Mitch Lock once again flew up from Maryland with the RV-12. The ungainly looking CH 701 had a Yellow nose, but otherwise was polished bare metal. It had full span flaperons, and full span slotted flaps on the front of the wings. Inside it had a single stick with a Y-shaped extension on top between the seats (not one of my favorite configurations). The Flight Design CT LS was down for the day from the rental line at Hampton Airport in NH. Finn Arnold was there to introduce his Kitfox, which he had built. It had a large baggage compartment, which Arnold said would hold two folding bikes. Arnold said that most aircraft which have the flaperon design (such as the Eurofox/Aerotrek) trace their lineage back to the Avid Kitfox. Another owner/ builder, Charles Reilly, brought his Just Aircraft Escapade, which he said he built in a factory assisted building program in the Just Aircraft South Carolina factory. The Escapade looks a lot like the Kitfox and the Aerotrek, with fabric covered wings and rear fuselage.

It also has a very large baggage compartment.

John Rathmell brought the Bristell, a beautiful sleek low wing aircraft. A couple pilots made the comment it looked too big and solidly built to be an LSA. It had a metal wing with noticeable rivets, a 3-blade prop, an LED landing light, and good baggage space (which was filled with John Rathmell’s luggage and be-

longings.) One of the most interesting features was the TruTrak EFIS. John showed me three screen presentations available on the TruTrak EFIS: One had the HSI type upper presentation, but with half round dials for airspeed and altitude rather than vertical tapes. Another had the new standard presentation with vertical tapes. And amazingly, there was a presentation with virtual steam gauges! (I had often wondered why Garmin and Dynon didn’t offer this on their displays as a selectable option, especially since Garmin has a virtual steam gauge panel page on their handheld GPSs already.)

There were also ongoing Young Eagles flights throughout most of the day. EAA 106 members coordinating the Young Eagles flights said around 25 kids got airplane flights. There were also four scheduled seminars throughout the day. Cliff Allen presented a morning seminar on “Sport Pilot and Light Sport Aircraft Rules and Safety”. Dr. Richard Warnock followed with a presentation on “Your Flight MedicalCommon Medical Issues and What’s Disqualifying”. (This one has always struck me as a little odd for a Light Sport Expo, given that one of the selling points for Light Sports is that you can avoid the FAA medical.) In the early afternoon was “Terrafugia Transition Status” presented by Terrafugia CEO Carl Dietrich.

The last presentation of the day was “Building and RV-12”, presented by Mitch Lock.

I found the Terrafugia Transition Status presentation to be the most interesting, as it gave a look into where the now-flying Terrafugia Transition is in its march to production and sales. Dietrich said that the Terrafugia Transition is still in development. It is entering Phase 2 of six phases of test flying.

It is in Phase 1 of six drive phases. Most test flying will be done at Plattsburgh, NY, a former USAF SAC bomber base which has a two mile long runway, and low traffic counts.

Dietrich said that the Terrafugia Transition is intended for “Solving Pilot’s Biggest Problems” (as defined by an MIT study), which he identified as (a.) Mitigating weather sensitivity (you can always land and drive if the weather gets bad); (b.) reducing high ownership costs (By making it a Light Sport aircraft and by allowing it to be kept in a home garage); (c.) Eliminating limited mobility at air-

ports (you fold up the wings and drive away); and (d.) Reducing long door-to-door travel time (you keep it in your garage, drive to the airport, and fly to your destination).

Terrafugia is based in Woburn, Massachusetts, where they presently have 24 employees. They also are a subcontractor to AAI for the DARPA-funded autonomous aircraft (which looks like a winged HumVee with a helicopter rotor and pusher prop). Dietrich said that low volume initial Terrafugia Transition production will be in their 19,000 square foot facility in Woburn. They expect to be able to build 30-40 per year there. They are willing to move to a larger production facility when production starts anywhere they can get financing assistance. They are in contact with economic development groups around the country. When asked if they are they sufficiently funded, Dietrich said they don’t have all the money they need, but they are confident it will be there when they need it. He said they are getting investment inquiries.

The Terrafugia Transition base price will be $279,000. They have a $30 million order backlog. It is designed to fit into a garage space 22 feet long; 8 feet wide; and 7 feet high. The Terrafugia Transition will have no flaps. It will have a parachute in the nose of the aircraft.

The fuel system is totally ethanol compliant.

In response to a question, Dietrich said they haven’t tested the windshield wipers in flight.

The Proof of Concept design flew in 2009.

(Terrafugia Vice President Dick Gersh calls the high straight ahead hops up to several hundred feet over the long Plattsburgh runway “Wright Brothers moments”.) A video was shown of the latest production prototype version of the Terrafugia Transition flying on June 12, and actually departing the pattern at Plattsburgh. (It is a much better looking aircraft than the Proof of Concept model.) It took off after a 1000-1300 foot takeoff roll.

(With only test pilot Phil Meteer on board.)

It is designed to be able to clear a 50 foot obstacle in 1700 feet, but Dietrich said he would want 2000 feet. He said they have already done extensive stall testing. They have not yet done spin testing, but they intend to do it. In summary of its flight characteristics, he said “It is flying very nicely right now.”

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Page 13

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November 2012

Plane Talk by Herb Hill Just before his 91st birthday, I met and interviewed Flight Lieutenant Douglas Newham, retired RAF WWII navigator, of first a twin-engine bomber, then a four-engine one. He’s modest, but received a DFC, (Distinguished Flying Cross). He served in the RAF Bomber Command in England, North Africa, India and Burma.

First, his early days: “After elementary schooling I attended Kingsbury County School, and left school at 17 to work in the Post Office Engineering Research Station as a ‘youth-in-training.’ There were several distinct research groups - mechanical, radio, and many aspects of telephony. I was in the laboratories of the Carrier Group, and attended City and Guilds technical classes twice weekly.

“I next went to a group designing, building and installing components for the Chain Home radar stations to be installed around the English and Scottish coasts. Later, during the London blitz, I volunteered in the Air Raid Precaution organization, at work and in my home district becoming familiar with dealing with incendiary and high explosive bombs. I was on frequent and regular night-time duty at the local A.R.P. small blockhouse. My main job, upon a raid easing up, was to go out at night on my motorcycle and locate fallen bombs, directing the ambulance, fire and emergency teams to the locations. I recall once lying in a burning loft, spraying water on a burning incendiary bomb. There was also an amusing incident when, having heard a bomb fall nearby, I eventually located the crater site in the large back garden of a house - with one very dead pig nearby and another one happily snuffling around the crater's edge. Repeated hammering on the house door eventually woke the inhabitant, and I told him of the excitement that he’d clearly missed. He was just shutting the door on me when I asked, ‘What are you going to do with the remaining pig?’

He replied, 'Just put it in the outside toilet, and I’ll look after it in the morning.'

“In 1941 I secured release to volunteer as aircrew for R.A.F. Bomber Command. From the outset I was anxious to train as an Air Observer combining navigation, bomb-aiming and air-gunnery. My closest and long-term school friend had joined the RAF shortly before the outbreak of hostilities, but was killed during an operation over Belgium at Dunkirk time.

“As a trainee Observer I trained entirely in Great Britain, often in conditions of poor weather such as I would later experience on operations, rather than in the excellent conditions of Canada or Rhodesia. My navigation and bombing flying training was primarily in Blenheim and Hampden aircraft on the Isle of Man. Final pre-operational training, when trainees of all aircrew categories were formed into operational crews, was on Whitley aircraft at Kinloss, near Inverness..

“Once qualified as operational aircrew I and my crew were first posted to 156 Squadron, operating Vickers “Wellington” aircraft from Warboys in Huntingdonshire. This was one of the early target illuminating units which preceded formation of the Pathfinder Force. However, when this latter

Wellingtons to Halifaxes: RAF navigator Doug Newham, WWII force was established, we and other less experienced crews, were moved elsewhere. Meantime however I had gained unequalled training in the new radio-navigational aid ‘Gee.’ “I then was an Air Observer on 150 Squadron, still on Wellingtons. Our early operations were from Kirmington in Lincolnshire, and involved bombing targets in Germany, and dropping sea mines at low level in the entrances to French ports used by German submarines and supply ships. We, as a crew, certainly faced a steep learning-curve to gain proficiency and expertise---and to survive!

“In November 1942 a small detachment of 150 Squadron participated in the North West African invasion, to be based at Blida, tucked against the Atlas mountains inland from Algiers. Living conditions were fairly basic, but trading with the local Arabs secured an old primus stove for cooking, and wooden packing cases were used as material from which to construct the essential bed and table.

“Bombing operations continued throughout that winter of 1942/3 against German targets in Tunisia, Sardinia and Sicily. It was on a raid on the port of Ferryville that my bomb-aiming scored a direct hit on the lock-gates with a 4000 lb. blockbuster bomb. A number of 150 Squadron aircraft and crews were lost due to enemy action, bad weather and accidents, but the overall loss-rate was significantly less than it was over Europe at that time.

This was the first major piece of luck in my career.

At this stage only three of the thirty nine navigators with whom I had trained at Jurby were then still alive - 92% of us had been killed.

Following completion of my first tour of 30 bombing operations in early 1943, I returned to Great Britain by troopship to 10 Operational Training Unit at R.A.F.Abingdon. Here I was an instructor to navigators in the final stages of their training. Although at this time still an N.C.O. I was selected to attend the prestigious Staff Navigator’s Course. This was fantastic, truly at university standard, with masses of mathematics, astronomy, instruments, magnetism. Being the sole N.C.O. on the course I had little social life of an evening, but that permitted me to devote myself to my studies, I was a ‘swot,’ (diligent student) and I obtained excellent results.

“I received my commission just as I returned to Abingdon to continue instructing. To my chagrin I then discovered that, as a result of this new qualification, I was obliged to serve in the instructor role for a minimum of a further year before being released to return to operational duties.

“Even today, some of my old pupils tell me that I had outstanding ability and enthusiasm as a navigation instructor and that I taught them more about practical navigation than any other time in their training. Frankly I don’t think I was any better than others.

“Why, having survived my first operational tour, was I so keen to again face a highly dangerous future, when I could have continued as an instructor? Like many survivors, I felt personal demand to again face unfavorable odds, the war was still at a tough situation, and to fly again on operations was my prime personal role.”

During the unsettled and worrying days of the 1930’s, given the rise of Hitler, the British Air Ministry in England issued specifications for a twin-engined medium bomber. What follows is Newham’s assessment of early bomber aircraft of the RAF from 1939 to 1945. As Newham indicates above, he flew first in twin-engine aircraft. The three manufacturers responded to the specs as follows.

Handley Page produced the ‘Hampden’, Armstrong Whitworth the ‘Whitley,’ and Vickers the ‘Wellington,’ all in 1936, and aircraft of each went to operational squadrons. Newham flew in all three types, each briefly following.

The Hampden: nicknamed‘Flying suitcase’ because of slab-sided, twin-tailed narrow fuselage.

Twin .303 machine guns swivel mounts above and below fuselage. Bomb load 4,000 pounds, but negatives: slower speed and poor defensive capabilities eventually relegating it to sea mine-dropping off German-occupied ports and harbors. Also had inconvenient and isolated crew accommodation.

The Whitley: AKA ‘Flying coffin’ for square section fuselage, also twin-tailed. Power operated four .303’s between rudders as well as nose .303.

Bomb load 4,000 to 8,000 depending on mission distance. Initially participated in early raids on German homeland, later deployed on anti-sub ops with Coastal Command, and carried some of the first ASV radar detection equipment. Solid and dependable, but was slow, uncomfortable, and could be freezing cold on a long flight.

The Wellington, AKA ‘Wimpy’ after a comic strip character: had unique construction: apart from main spar and metal leading edge to wings, geodetic lattice covered the rest in drum-tight fabric. Twin power-operated .303’s in nose, four .303’s in tail. Ubiquitous, it served in Europe, Mediterranean, and Far East. It too had anti-sub duty by day and night with ASV radar, torpedoes, depth charges, and Leigh-light searchlight. An amazing 11,391 were built. Newham was a navigator in the type in the 150 and 156 squadron: “I was an operational navigator/bomb aimer in Bomber Command on low level mining operations in channels used by U-boat and enemy cargo shipping along the Atlantic Coast, on bomber operations against targets within Germany, and later participated in the invasion of N.W. Africa (Dec. 1942) where we were bombing targets in Tunisia, Sicily, and Sardinia.

“The Wimpy had good performance (for those days), carried a good bomb load (including the ability to carry a 4,000 lb. block buster, had reasonable defensive capabilities, was easy to repair after being damaged, and was comfortable and convenient.

“A pristine one’s on display at the RAF Museum in Northern London, another at the old Vickers factory site in southeastern London. It had been on a training flight and ditched in a Scottish loch.

It was recovered after about 10 years on the bed of the loch and is in remarkable condition thanks to the fresh water. It permits a wonderful view of the unique geodetic construction.”

Next time: Recollections of some sorties

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CHECKPOINTS

Page 15

New England (CT, ME, MA, NH, RI, VT)

NOV 4: 7B6 Skylark Airpark Warehouse Point, Connecticut, USA 8:30 AM - 11:00 AM. Pancake Breakfast Sponsored by EAA Chapter 1310. Enjoy hot pancakes, sausages, and scrambled eggs. Also fruit cup, juice, milk and coffee.

You won’t leave hungry, since it’s all you can eat for a $6.00 donation. Contact: Lindsey Pell, info@eaa1310.org, 860-281-1310.

Eastern (DE, MD, NJ, NY, PA, VA, WV) NOV 3: DAN Danville Regional Airport. Danville, VA. 8:00 AM Averett University Flying Cougar’s Pancake Fly-In The Flying Cougar Flight Team is made up of a dedicated group of individuals working together to achieve one common goal; Aviation Excellence in a competition environment. The team competes at NIFA (National Intercollegiate Flying Association) competitions against other aviation clubs and universities. In order to reach out into the aviation community, the Averett University Flying Cougar Flight Team is hosting a donation based pancake fly-in. We hope you can join us!

Contact dtschaffer@aumail.averett.edu or (717)377-0230.

NOV 24: Commemorative Air Force Hangar, Franklin, VA. Pancake Breakfast Fly-In. 08:00 - 10:00. EAA Chapter 339 in conjunction with the Old Dominion Squadron of the Commemorative Air Force is having our monthly Fly-In Pancake Breakfast. Menu includes pancakes - regular and blueberry made with homegrown blueberries, homemade sausage, bacon, eggs, orange juice, and coffee. All for only $6.00 donation. http://339. eaachapter.org. Contact: Connie Jones. Phone: 757-679-8842.

Southern (AL, FL, GA, MS, NC, SC, TN) NOV 3: KHYW Conway-Horry County Airport Conway, SC 9:00 AM 3:00 PM EAA Chapter 1167 Fall Fly-in EAA Chapter 1167 will be having our annual fall fly-in again this year.There are usually 40 or more aircraft of all types including ultralight, light sport, and general aviation. Conway airport is easy to get into and has fuel on field. Gene Baker will again be preparing his whole hog BBQ as well as his famous chicken gumbo for a small donation. Airplanes, food, and great company - don't miss this one!

Contact: Wayne Robinson, nospam@mrwebman.com, 843-450-3654. http://eaa1167.org NOV 3 S79 Green Sea Airport Green Sea, SC 9:00 AM - 5:00 PM EAA 1167 Fall Fly-in & BBQ EAA Chapter 1167 is sponsoring our annual Fall Fly-In and BBQ. Gene Baker will again be preparing his famous whole hog BBQ as well as chicken gumbo and all of the fix'-in's. All you care to eat for one low donation. We start serving at 11:30 a.m. Green Sea Airport's (S79) runway is in great shape so fly in if you can or drive if want!

We usually have 40 plus aircraft! Contact: Gary Smith, gs092196@sccoast.net, 843-756-5735. http://eaa1167.org NOV 3: X06 Arcadia Municipal Airport Arcadia, FL 9:30 AM - 3:00 PM Spot Landing Contest Spot landing Contest/ Fly-in Please join us for a day of flying fun. Safety first is the theme as the day starts off with a “Safety Briefing” at 9:30am and then the contest starts at 10:30 am. Pilots that pre register and participate in the contest will get a free lunch. First, Second & Third place prizes will be presented. Contact: SpotLandingContest@gmail.com to register and get contest rules and any information you need. Hope to see you here!

NOV 8: KMBT Murfreesboro Municipal Airport Murfreesboro, TN 6:30 PM - 11:59 PM EAA 419 Murfreesboro Chapter Monthly Meeting Fly-in Lunch every second Saturday of the month 11 a.m. to 1 p.m.at Hangar #1 (Quonset Hut). Monthly chapter meetings are every second Thursday of the month at 6:30 p.m. in the lobby of the Terminal/Administration Building.

NOV 10: KMBT Murfreesboro Municipal Airport Murfreesboro, TN 11:00 AM - 1:00 PM EAA 419 Murfreesboro Chapter Fly In Lunch Fly-in Lunch every second Saturday of the month 11 a.m. to 1 p.m.at Hangar #1 (Quonset Hut). Monthly chapter meetings are every second Thursday of the month at 6:30 p.m. in the lobby of the Terminal/Administration Building.

NOV 10: EVB New Smyrna Beach Municipal Airport New Smyrna Beach, FL. 8:00 AM - 11:00 AM Timeless Wings and Wheels Fly-in Breakfast held at Airgate Aviation the 2nd Saturday of every month from 8:00 am until 11:00 am. Drive-in/Fly-in/Walk-in, all are welcome. Rain or shine. $5.00. Contact: Carole Norville, sapp.carole@knights.ucf.edu, 386-314-4499 NOV 10: Stag Air Park, Burgaw, NC. 0930 - 1400 EAA Chapter 297's Fall Fly-In will feature a BBQ lunch, antique and British sports car displays, a 50-50 raffle and trophies for Longest Distance Flown In and Peoples' Choice. Dash Plaques will also be available. http://www.eaa297.org Contact: John Grigsby Phone: 910-270-9774 NOV 10: Sugar Valley Airport, Mocksville, NC. The Spirit of Aviation: Outstanding Women and Today's Opportunities. 8:00am - 12:00pm.

Please join us at Sugar Valley Airport to celebrate the accomplishments of outstanding women in aviation and to explore the many opportunities in aviation today. Meet and hear about the inspiring experiences of women who are contributing to aviation in a variety of ways—designing jets, serving in the military, flying helicopters, soloing around the world, breaking records, giving FAA check rides, and more. Refreshments will be served. http://www.sugarvalleyairport.org. Contact: Lee or any volunteer on duty.

Phone: 336-998-3971 NOV 10: Jenkins County airport, Millen, GA. Keith Brock Memorial Fly-in 2012. 10:00 AM - 4:00 PM. A "Celebration" in honor of Keith Brock who passed away in 2006 and was the host in the years prior to that.

Food will be available on the field between 10:00 AM and 2:00 PM. Enjoy grilled hot dogs and hamburgers, egg rolls, sweet tea, sodas. So come around 10:00 AM to look at the aircraft coming in before eating, then stay as long as you like. Many aircraft including conventional, light sport, experimentals, ultralights, powered parachute, gliders. http://jcmservices. net/calendar.htm#Brock2012. Contact: Don Gay. Phone: 478-982-8526 NOV 17: EVB New Smyrna Beach Municipal Airport New Smyrna Beach, FL 9:00 AM - 2:00 PM Open Hangar Day Come out and see what the mechanics at American Aero Services are working on. WWII figther and bomber aircraft will be on display. Admission is free, but please bring a pet food donation for the Southeast Volusia Humane Society. 333 South Street New Smyrna Beach Airport. Follow us on facebook. Contact: gary@americanaeroservices.com, 386-423-7700 NOV 24: SYI Bomar Field-Shelbyville Municipal Airport Shelbyville, TN. 7:30 AM - 9:30 AM Shelbyville Fly-In Breakfast Come and join us for one of the best fly-in breakfast events in Middle Tennessee! Contact: Susie Henderson, susiehender@gmail.com, 931.680.9652.

Send your checkpoint information to Sandy@AFlyer.com

CAP Flying Association Have you ever looked at a good-looking plane and just said, "man I wish that was mine"? Well, with the CAP Flying Association (no current affiliation to Civil Air Patrol), you can be a true partner in a beautiful, well-maintaned, excellent equipped (IFR yes!) Cessna 172!

We are the one of the longest running flying clubs in existence and are the only true fractional ownership group operating a Cessna 172 at a great affordable price! Conveniently located at KHFD, pilots enjoy 24 hour access, online booking, and great availability. Worried all the good days will always be booked? Don't! We make sure everyone gets an equal chance to have access for a weekend trip, and if planned far enough ahead, you can take our plane for over 10 days at a time! You only pay while the Hobbs is ticking!

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Page 16

Beyond the Crowd Line

November 2012

brought to you by

Wayne Gauldin

should consider the invite seriously as well. In my regional area there are 5-6 “small” shows that attract less than 10,000 guests. They are similar to my show, small local events that pull in guests from towns and cities up to 2 hours away. These air show fans are dedicated community people and are thrilled when they can share their passion with their friends and neighbors. From a business perspective it would be a challenging proposition to have a “locals only” event as far as the performers go. My crowd loves the local guys but they also know that there is more out there. We have My air show friend Hugh Oldham is a good source of thought provoking ideas. Via email we have tossed around the idea that perhaps to survive, air shows might consider adopting the NASCAR model where there are little regional tracks and then a smaller group of big, national event tracks. Each track gets the kind of drivers and events that it can support. Simply put, you are pretty unlikely to see a top tier NASCAR driver on Saturday night at a local track that has one grandstand for 200 people and everyone else is sitting on the overlooking hill. The young “up and comers” get their start and get track fever in their blood as they hone their skills at this local track.

If they are skilled enough and talented enough they can move up and someday feel the hot asphalt of Charlotte Speedway under their shoes.

It’s a great model and it is hard to argue with the success story. But is it a good model for air shows?

I am certainly not an expert, my air show planning resume only dates back 11 years and all in a small city in, <GASP>, rural Utah! But here is my argument for small shows to consider chasing the high profile performer or for the “big” acts to consider throwing in a few small shows with all the high profile events on the schedule.

Keeping an excited grass roots fan base is crucial for our industry. I thought about my show, granted our budget is nothing like an major metropolitan area air show like Cleveland, Sun’n’Fun, or Salinas but does that mean we should never consider asking someone like Mike Goulian, Jacquie B, or The Patriot jet team to the show? I would say, if you can make the budget work, why not? Performers

made efforts to pull from all over the Western US to stir in a new performer each year. Talking with an organizer of one of the other regional shows, he has the same concern – how do you keep a small show fresh and exciting if all you do is have the “same” show each year. I have found it hard as an organizer to only consider, if we use the NASCAR model, only local talent. I mean no disrespect to my local pilots – they are fabulous and do an excellent job! But I would like to add the occasional “top tier” performer. I’m saying I’d like to see Jeff Gordon show up at the local track once in a while. At this point I do have to say it can happen! Thanks to Jerry Kirby and Dale Snodgrass my little show hosted the Black Diamond jet team in 2011. My guests are still talking about it even though they realize I probably will not get a team like that again for a long time. The “local guys” are the bread and butter of our show but it was awesome to have a “spicy tuna roll” on the menu once!

For the local guys getting to work with the top level performers can be inspiring. Can you re-

Little getting bigger member a time when you got to meet someone special to you? Maybe it was meeting Bob Hoover, Ed Shipley, Sean Tucker or Dan Buchanan at a show or on the floor at the annual ICAS convention. For the up and coming performer, meeting someone with a much deeper perspective and range of experience can be a real motivation. I know we had a couple of pilots who were excited to meet and chat with Dale Snodgrass at our show in 2011. Watching how the “big guns” put their act together and perform, regardless if you are flying a piston or turbine aircraft, opens new avenues of thought. For me, the organizer, hosting a major national act was an experience that I feel made for better subsequent shows. It helped us to think about situations like, what do you do when a performer pops their parachute accidentally the afternoon before the big show?! You send a volunteer with the chute and a M3 BMW on 3 hour round trip drive to get it repacked! Jacquie B recommended we host a vintage reception in our WWII officers club, and although it was a couple years later, the reception we held was a big success.

My feeling here is that small shows need the opportunity to rub shoulders with the established industry leaders. It helps keep the grass roots air show magic alive. The kind of opportunity a smaller venue provides, where the crowd and sponsor demands are a little less is important.

Many of the thousands of air show guests are not going to make it to a “big” show unless they can get a taste at the smaller local events. I understand that sponsors pay the bills and make it possible to chase the dream in many cases. Believe me as an organizer I know that without sponsor support the show does not go on. But I feel strongly that given the chance, to fly a small show can really make a big impact on strengthening the entire industry.

There is no question I am a small show dreaming in a big way. But I think that small shows are where many people make their first contact with aviation and get excited about it. And they come back year after year because it is local and a part of their community. And it does ignite a dream that if fed, soon carries the dreamer to the point where they will take a journey to one of the “big” shows.

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Page 17

The Wright Brothers’ Wind Tunnel: The Wooden Box That Changed the World It was a large, wooden, box six feet long and 16 inches square. It resembled a shipping crate, but it was actually the Wright Brothers’ wind tunnel, a device that changed the world.

The Wright Brothers’ were the first experimenters to use a wind tunnel to help create the world’s first, successful, powered airplane. The Wrights, however, did not start out planning to be aeronautical engineers with their own wind tunnel.

In the late 1890s, when the Wrights began their research and study of aviation, there was a significant body of information related to the lifting properties of wings. Otto Lilienthal, a German mechanical engineer and hang glider pilot, had produced much of that information. It was based on his scientific experiments and glider flights and was highly regarded by aviation experimenters.

The Wrights had tremendous respect for Lilienthal. They thought he had successfully resolved many of the questions related to the lifting property of wings. The Wrights believed that, of the various challenges they faced, the issue of lift would be the lessor of their concerns. Unfortunately, their 1900 and 1901 glider experiments invalidated that belief.

1900 and 1901 Gliders In 1900, the Wrights designed and built a glider to test their innovative idea about aircraft control, which they called wing warping. Their glider needed wings large enough to lift the weight of the pilot and the glider at a relatively modest angle of attack into a relatively modest oncoming wind.

Fortunately, there existed a formula for determining the size of the wing area. That formula required knowing the weight to be lifted, the speed of the wind, and two other factors. One of them was a constant for the medium through which they would be gliding, which would be air. For that constant, the Wrights chose a widely accepted value they thought Lilienthal had used in his work.

The other factor they used in their calculation was a coefficient related to the lifting power of the type of wing they would use on their glider, at a given wind speed, and angle of attack. For that coefficient, the Wrights used a value from a table prepared by Lilienthal.

Using the formula available to them, the Wrights calculated the size of the wings for their biplane glider, which they flew at Kitty Hawk, North Carolina in 1900. Unfortunately, their glider failed to produce the desired lift.

They then flew their glider as a kite. Using fish scales attached to the lines connected to the glider, being flown as a kite, they measured the amount of pull on the lines. That information, along with the angle of the lines, the angle of the glider relative to the wind, and the wind speed, enabled them to calculate the amount of lift produced by their glider. Unfortunately, the lift was much less than what their calculations said it should be.

In 1901, the Wrights built a much larger version of their 1900 glider and still had the same problems with inadequate lift. Their measurements and calculations showed the lift was one third of what their calculation said it should be.

Simply making the glider larger had not solved the lift problem. The Wrights were at a loss for an answer to their problem. Clearly, the formula they were using was predicting more lift than the wings of their biplane glider were capable of generating.

The Wrights suspected they were using too large a value for the constant when air is the medium. They also thought the coefficient of lift factor from Lilienthal’s table might be incorrect. It was difficult to know if one or both of these factors were the source of the error.

The Wrights did some preliminary experimental work with small, scale, model wings to try and clarify the problem. That work led them to believe they needed to develop their own tables related to the lifting capabilities of various types of wings. The next step was to build a wind tunnel in which to conduct their tests.

Wind Tunnel Prior to the Wrights, a few experimenters had done limited work with wind tunnels. There were, however, no off-the-shelf plans for wind tunnels, and the Wrights were on their own in creating their wind tunnel.

Building the wooden box for the tunnel was the easy part. Developing the testing apparatus to put inside their wind tunnel was the real challenge. In addition to lift data, the Wrights needed drag data; because, when a wing creates lift it also creates drag. However, what they really wanted was not the actual lift and drag of various wings but the coefficient of lift and drag, which could

then be placed in the formula they used to make their wing size calculations.

To collect the needed data, the Wrights had to visualize the movement of a device inside their wind tunnel, the geometry of the angles that were generated by that movement, and trigonometric relationships of those angles that would give them the needed information. Also, they did not want to involve the constant used when air is the medium; they would deal with it as a separate issue. The Wrights, therefore, had to visualize something that most people could not have visualized.

The Wrights called their devices balances, because they balanced the lift of a wing mounted on them against another force. The Wrights built their balances out of bicycle spokes, old hacksaw blades, and small pieces of metal.

The balances were rather crude looking, particularly the lift balance. Yet, they turned out to be very effective.

For the lift balance, the Wrights calculated the coefficient of lift by measuring the lifting capability of a wing, with wind blowing in the wind tunnel, against the force of the same wind on a flat metal plate. The test wing was mounted on the upper part of the balance. For smoother operation of the balance, the metal plate was cut into four metal strips that were mounted on the lower part of the balance.

As a fan blew air through the tunnel, at about 20 miles per hour, the various parts of the balance moved. That movement provided a measurement of an angle in degrees on a protractor, which was part of the balance. The Wrights then readjusted the balance to eliminate the drag created by the wing and a second reading of an angle in degrees was taken. Using trigonometry, the Wrights converted the value of that angle into a coefficient of lift. The process was repeated for the wing at various angles of attack to the wind blowing through the tunnel.

The Wrights placed the same wing on their drag balance, which did not require the four metal strips, because the lift of the wing was balanced against the drag of the wing. Also, that balance only required a one step process to obtain a reading for an angle in degrees on a protractor. Using trigonometry, the Wrights converted the value of that angle into the ratio of drag to lift. By multiplying the ratio of drag to lift by the coefficient of lift, which they had previously calculated, the Wrights calculated the coefficient of drag. Then, they continued to take readings at the same angles of attack used for the lift balance tests.

To get the airflow properly adjusted in their wind tunnel required a month of preliminary tests with approximately 200 wings. Those wings were six square inches of small pieces of sheet metal that had different shapes. Some were tested as a single wing, while others were tested as a biplane combination. Each wing was tested at various angles of attack.

The Wrights conducted extensive tests on approximately 50 wings or wing arrangements. It took three weeks of hard work to gather a massive amount of data. They also compared that data to the data they had obtained on their 1900 and 1901 gliders, when they were flown as kites. From all that data the Wrights created a wing with the best lift to drag ratio for their 1902 glider.

1902 Glider and 1903 Powered Flight Oddly enough, the wing the Wrights created for their 1902 glider was not one they had tested in their wind tunnel. The wing was based on a composite of several different wings they had evaluated. It is unclear why the usually methodical Wright Brothers took that approach.

One factor might have been that, when analyzing their data, their wind tunnel was no longer available for further research, because it had been disassembled. Therefore, the Wrights utilized their experience and engineering judgment to create what they thought was the best wing for the 1902 glider.

The 1902 glider turned out to be a winner. While it was only slightly larger than the 1901 glider, it had the lift capabilities the Wright Brothers had been desperately seeking. At long last, the Wrights were able to conduct hundreds of glider flights to perfect their glider and its control system. The 1902 glider led to the successful 1903 powered aircraft that is now in the Smithsonian Air and Space Museum in Washington, DC.

The Wrights’ original wind tunnel no longer exists and for many years the balances were misplaced and thought to be lost. Unexpectedly, they were located and now reside in the Franklin Institute in Philadelphia.

To this day, the Wright Brothers’ 1903 powered aircraft continues to overshadow their wind tunnel experiments. However, their wind tunnel really was the wooden box that changed the world.

By Ronald R. Thomas

Page 18 November 2012

AIRSHOWS 2012 11/-3 Blue Angels Homecoming Air Show NPA NAS Pensacola, FL BA, FINA, FJ, RSJT www.naspairshow.com/ 11/3-4 Wings Over Homestead ARB HST Homestead ARB, FL TB, GK, BDJT, FINA, TAS, MGA, RHUA, YA www.wingsoverhomestead.com 11/5 Jacqueline Cochran Air Show TRM Thermal, CA

www.jacquelinecochranairshow.org/ 11/9-11 Aviation Nation

LSV Nellis AFB, NV TB, AM, HP51

www.nellis.af.mil/aviationnation/ 11/10-11 Stuart Airshow

SUA Stuart, FL ASAT, JMB, OTTO, LF-N, BDAG, FJ, RHUA, IB, RSJT www.stuartairshow.com/

AM ASAT AV-8B BA BC BCAF BDAG BDJT BSA CARB CCG CHA CHO CP CRT CSH DAV DB DD DDA DJ DM DW EA EHA EOD F/A-18 F-22 FC FCT FFC FFJT FINA FJ FX

You can view the entire season on our website at www.AFlyer.com.

Ace Maker Airshows GCA Greg Connell Airshows PW Patty Wagstaff AeroShell Aerobatic Team GFA Granley Family Airshow PYRO Rich’s Incredible Pyro Marine Harrier GK Golden Knights QS Quick Silver P-51 US Navy Blue Angels GKA Greg Koontz RBA Red Bull Airforce Bill Cornick Airshows GOA Grayout Aerosports RDT Raiders Demo Team Blastards/CAF GR Gary Rower RHUA Rob Holland Ultimate Airshow Black Daggers GSA Gene Soucy Airshows RSD Red Star and the Dragon Black Diamond Jet Team GST Geico Skytypers RSJT Red Steel Jet Team Bill Stein Airshows GW Gary Ward RV Rick Volker Chuck Aaron - Red Bull Helicopter HP51 The Horsemen Flight Team SB Canadian Snowbirds CC Gerner Airshows IB Indy Boys Inc. SCA Super Chipmunk Airshow Jim Maroney Canadian Harvards IEAT Iron Eagle Aerobatic Team SDT Team Oracle - Sean Tucker Canadian Hawk One JBA Jacqueline B Warda SE Screaming Eagles Parachute Team Carol Pilon - Third Strike Wingwalking JBD John Black Super Decathlon SFA Stewart Family Airshows CAF Red Tail Squadron JC Julie Clark-American Aerobatics SJT Shockwave Jet Truck Canadian Skyhawks JCW John Collver Warbird Airshows SKIP Skip Stewart Airshows DAV Flight Team JKNG John Klatt SNT Smoke -N-Thunder Dan Buchanan Airshows JMB John Mohr Barnstorming SSA Spencer Suderman Dr. D Old-time Aerobatics JMEL Jon Melby SSD Sky Soldiers Demo Team Dacy Airshows JW Jane Wicker-Swing Time SWWT Silver Wings Wingwalking Team Doug Jardine KCA Kevin Coleman Aerosports TAS Team Aerostar Dan Marcotte KCRB Kirby Chambliss Red Bull TB Thunderbirds David Windmiller KPA Kent Pietsch Airshows TORA Tora Tora Tora Eddie Andreini L-39 Hoppers L-39 Jet Demo TPAT Trojan Phlyers Aerobatic Team Ed HamillAirshows LF-N USN Leap Frogs TRV Team RV Explosive Ordnance Detachment/CAF LLFT Lima Lima Flight Team TW Tim Weber F-18 Super Hornet MBS Misty Blues Skydiving Team VA Vertigo Airshows -Bob Carlton F-22 Raptor MCA Matt Chapman VB Vicky Benzing Fred Cabanas - Cabanas Aerobatics MFF Mig Fury Fighters VE Valient Echos Fowler Carey-VintageThunderbird MGA Michael Goulian VIPA Viper Airshows Franklin’s Flying Circus MP Melissa Andrzejewski Pemberton WB USAFA Wings of Blue Flash Fire Jet Truck MR Manfred Radius WHF Warbird Heritage Foundation Jan Collmer Airshows MV Mike Vaknin WT Wild Thing Airshows -Steve Stavrakakis Fighterjets Inc. MWLO Mike Wiskus & Lucas Oil Airshows YA Younkin Airshows Firebirds Xtreme NAA Navy Aerobatic Airshows - Clyde Zellers YAF Yankee Air Force

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Page 19

“We're Gonna Make Pilots With It!” Editor, flight instructor wins the EAA grand prize Cub! Office hours at World Airshow News magazine(www.airshowmag.com) end at 5 p.m. daily, so when the phone rang at about 5:30 on Monday, September 10, Editor-at-Large Jeff Parnau didn't answer. Moments later when his cell phone rang he picked up - and he couldn't believe what the caller was saying.

EAA Sweepstakes Chairman Tim Casserly informed Parnau, of East Troy, Wisconsin, that he had just won the grand prize in EAA's Win the Cub Sweepstakes Monday - a completely restored 1940 Piper J-3 Cub! “I thought it was a prank," he said, figuring one of his many aviation contacts through the magazine or his FBO East Troy Aviation might try to pull one over on him. But after he was convinced it was indeed legit, his cynicism turned to shock.

"Nobody was more surprised than me."

According to Elissa Lines, EAA vice president of development, there were some 865,000 entries for this year's sweepstakes. All the submitted entries were deposited and shuffled in an Oshkosh Corporation-built concrete mixer, then Casserly, of EAA Chapter 22, drew the six prizewinners, and Dick Knapinski of EAA's communications office announced the winners.

Parnau, EAA 598254, said his wife, Sandra, and her father filled out and mailed sweepstakes coupons that were included in his EAA Sport Aviation magazines.

What Do We all have to Do once a Year anD not KnoW What It WIll reallY cost? no It’s not taxes It Is Your annual aIrcraft InspectIon!!

He had recently sold a Skybolt and was looking into acquiring a Taylorcraft for his flight training operation, located on East Troy Municipal Airport (57C) just southwest of Milwaukee. So winning the Cub certainly comes at a fortunate time.

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Jeff has a couple hundred hours of taildragger time, but he's only flown in a Cub twice - once with air show performer and WAN contributor Greg Koontz. "We landed on a truck," Parnau said, referring to Koontz's "Clem Cleaver" air show comedy routine.

EAA chose the Cub for the 2012 sweepstakes grand prize to commemorate the 75th anniversary of the iconic taildragger. It has less than 100 hours on it since a complete airframe restoration and overhaul of its Continental A-65-8 engine. Restored to original condition, the airplane includes factory wheelpants, TrickAir Sport 1500 snow skis, sealed struts, Slick magnetos, and a 12-gallon wing tank.

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Page 20

November 2012

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FLYING CLUBS Looking for Fellow Enthusiasts

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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.

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

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

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

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

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

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

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

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

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Page 21

Best Kept Secrets #7: Romance Aloft If you or your significant other follow romantic trends, you know that aviation has become a key ingredient for high profile match-making. A popular dating show on TV showcases fantasy dates that often include helicopter tours and small plane transport, sometimes incorporating skis or floats. Perhaps that is the reason for increased interest among the viewing public for the grand gesture of taking a date for a spin, proposing in a plane, or even involving planes or airports in a destination wedding. Dare I suggest that the inside secret of the aphrodisiac side effects from flying is going mainstream?

Any holiday or special occasion is enhanced when we can enjoy it from the air!

When part of our family turned up at Deep Creek Lake, MD, for a pre-wedding get away, my daughter, who had recently earned her Private certificate, texted us from her job at Washington County Airport (AFJ) to see if anyone wanted to fly.

There is only one answer to that: Yes! So she rented a Piper Cherokee Warrior for the evening and flew to Garrett County Airport (2G4) to meet us, then took our engaged couple for a spin. We did not realize until afterwards that it was a first small plane ride for both bride and groom. They had a wonderful time, emerging from the plane wearing matching after-flying grins.

As the rest of our gang herded themselves off to get dinner at nearby Mountain State Brewery, it dawned on me that the plane would be just sitting there, lonesome, while we ate. So, I asked my husband if he wanted to go up with me while I did a few landings to stay current. He did. We flew, enjoying scenic Deep Creek Lake from the pattern. We got our grins, rejoining the family just as a delicious assortment of flatbread pizzas arrived. After dinner, we drove our baby back to the airport and watched her fly off into the sunset. The perfect end to a perfect evening and a festive start to a holiday weekend!

GARMIN AVIONICS SEMINAR FIXED WING & HELICOPTER DEMO EQUIPMENT November 5, 2012 4PM- 6PM

SAVINGS Buy Any 2 Avionics Products Receive $350 Discount Buy 3 or More Avionics Products Receive a $500 Discount &Receive a $500 Maintenance Credit!

Garmin Bucks Show Discounts (Must Use within 3 Days of Show)

By Linda Sue Boehmer, aka the “Pink Lady” Photo: Author at Washington County Airport (AFJ), just prior to launching our first mission into the FRZ to College Park Airport (CGS) to scoop up our college girl.

Seminar Speakers

Mike Kerrigan-Garmin Representative Sean Adams-PCA Avionics Manager

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Page 22

November 2012

Oceana 2012 Air Show After three successive shows of rainy cold weather, finally, crisp autumn air and clear skies graced the Virginia Beach area venue.

Friday evening the public was invited on base for a Twilight Show. Back dropped by a majestic sunset, most of the daytime acts performed but with a different perspective- glowing afterburners, dazzling sparklers and bright flames. The Legacy and Super-Hornet F/A-18s flew in full afterburner, Dan Buchanan’s Hang Glider and Bill Leff ’s T-6 Texan were laden with sparklers, and John Mohr’s Stearman and The Black Diamond Jet team’s MIG-17s’ flames illuminated the night sky. The U.S. Tailhook Navy Legacy F/A-18C with Corsair and U.S. Air Force Heritage Flight F-16C with F-4Q inspired historic pride. Bill Braack’s Jet Car lit up the entire area before the grand finale fireworks. Afterwards, the crowd was invited to the Officers Club to meet the performers and enjoy some libation.

Bob Finch This year’s theme, “…and our flag was still there”, recognized the 200th anniversary of the War of 1812. With Rob Reider announcing, the British Red Devils Parachute Jump Team opened the show by bringing the colors to show center as sixteen year old Sara Yaden sang the National Anthem. Sara’s father is a Navy Commander currently serving with the Nurse Corp. in Afghanistan.

The two day show maintained its custom of equally mixing civilian and military performers.

This year saw the return of some familiar civilian acts- Kevin Coleman’s Extra 300, Bill Leff ’s T-6 Texan, Dan Buchanan’s Hang Glider- as well as new comer Roger Buis’s Otto the Helicopter.

Heads turned and jaws dropped when John Mohr cut the engine on his flame-throwing, smokebelching bi-plane. John then raced Bill Braack’s flame-throwing, smoke-belching Jet Car- always a favorite of young and old alike.

(owner of Richies Incredible Pyro) has been providing the pyrotechnics for the Oceana show, will be retiring at the end of the year. Sunday the crew “destroyed” the airfield in a send-off to their boss.

Jim Deveney Dan O. Meyers Dan O. Myers Further military demonstrations were provided by the Legacy F/A-18C and F/A-18F Super Hornet.

The Legacy F/A-18C was later joined by the SBD-4 Dauntless for the U.S. Navy Tailhook Flight. The Dauntless is the only flying example in the world.

Other sectional flights included the Yak-9/L-39 and F-4Q Phantom/ F-16C Viper U.S. Air Force Heritage Flight. The existing Phantoms, used as target drones, will soon be exhausted and replaced with retired F-16As. The F-4/F-16 combination was a first for Oceana, one that the audience is probably still talking about! Another first for the show was The Black Diamond Jet Team, consisting of four ice-camouflaged L-39s and twin MIG17s. These guys stole the show! Their four ship L-39 diamond performance was reminiscent of the Air Force Thunderbirds and Canadian Snowbirds.

The MIG solos flew in mirror image with coordinated low passes. And once again this year, the U.S. Navy Blue Angels flew a near perfect show.

Bob Finch

Jim Deveney I have been watching the Blue Angels for 35 years and this was my last opportunity to see them this year. This is the best Blues team I have witnessed. Congratulations to team leader Captain Greg McWerther and the 2012 team.

Dan O. Myers

Bob Finch

Jim Deveney Oceana is the home to every East Coast Navy squadron and the base was proud to demonstrate those asset’s capabilities. Traditionally the military show opens with the Air Power Demonstration, with mock airfield attacks including pyrotechnics, followed by the multi-ship Fleet Fly-By and F/A-18E simulated refueling. Rich Gibson

Jim Deveney Unfortunately for those that look forward to taking pictures of static display aircraft, the ramp offered very little inventory- just three Navy planes and no representation from the U.S. Air Force. Next year’s show is scheduled for September 21 and 22.

Story by Dan O. Myers

Dan O. Myers

www.AFlyer.com

Page 23

2012 North Georgia Airshow

Thunder Over the Boardwalk August 17th marked the 10th year for the popular Thunder Over the Boardwalk air show in Atlantic City, NJ. It was estimated that 800,000 people lined the Atlantic City and nearby Margate and Brigantine beaches to watch the action. The performances were hot and so was the weather with well over 90 degrees registered on the beach and a heavy haze making viewing and performing difficult.

mance short. But it was not the only encounter with birds during the performance- announcers reported earlier in the show that a pass was missed due to a bird in the way. Only the final show pass was missed according to airboss David Schultz.

Despite the heat, haze and shortened show by the Thunderbirds, the crowd had a great time.

Story and Photos By Robert Cherry Unless Otherwise Noted Bob Finch

The show opened with the US Army Golden Knights flag jump to the national anthem. The New Jersey Air National Guard 177th Fighter Wing brought 4 F-16 Fighting Falcon’s for a formation fly-by and later joined up with a KC-135 tanker from the 108th for a simulated refueling demonstration. The 504th from McGuire showed off the massive C-17 Globemaster and the Delaware ANG 166th Air Wing did a C-130fly-by. The US Coast Guard helicopters demonstrated a sea rescue, and the New York ANG 103rd performed a pararescue demonstration with a dozen jumpers parachuting into the sea. Each year David Schultz Airshows arranges a surprise flyby and this year was no exception with an appearance from the B-1 bomber. The crowd was thrilled to see two F-4 Phantoms at the show this year.

Civilian performers included The Raiders Demonstration Team, which performed a 2-ship demonstration early in the show and returned later for a full 6-ship routine. Jim Beasley Jr. was busy as well, flying his Spitfire early in the show and returning later with the P-51 Mustang “Bald Eagle” for a low aerobatic performance. Beasley Jr. later teamed up with the F-4 Phantom’s for the USAF Heritage Flight. The Geico Skytypers performed a 6-ship show with their SNJ’s followed by a race with the Miss Geico speedboat. The Black Diamond Jet Team put on an impressive performance with solo pilot Dale “Snort” Snodgrass making several low passes over the water. The PPG Read Eagle Airsports Pitts put on a crowd pleasing demonstration.

The headline act this year was the USAF Thunderbirds. The crowd was surprised by several sneak attack passes this year and the T-birds looked tight until a bird strike cut their perfor-

Bob Finch

Bob Finch

Really a good show this year. Weather wasn't great but still had a good time. Travis Reynolds did a great job putting on the show. Grey skies did make the Super Hornet smoke look good.

Photos by Carl Wilcox

Page 24

November 2012

AVIATION’S LOST GENERATION(S) Wow! Sobering statistics!. Having spent many decades in and around the general aviation business, it seems to me that I should be smarter about this industry but some things continue to confound me. One of those things is the reason for what I call the lost generation or generations of aviation. First, let’s define a generation. Wikipedia says it is somewhere between 20 and 30 years. If that is the case, then we are looking at either a lost generation or a lost generation and a half. At fly-ins, safety seminars, shows like Sun & Fun, Oshkosh and the like, talk amongst the old timers (gosh, I’m one of those now!) gravitates to the golden days of flying when airplanes were cheap and plentiful and flying for business or pleasure was taken up by the thousands.

The statistics seem to confirm these facts. Between 1976 and the end of 1979, 67,217 general aviation aircraft were manufactured and sold. Thirty years later from 2006 to the end of 2009 there were only 11,090 aircraft manufactured and sold, a staggering 83.5% drop.

During those years in the ‘70’s, student starts averaged approximately 202,000 per year compared to approximately 80,000 per year between 2006 and 2009, a 60% downturn. Even when you argue that there are fewer airports because of all the residential and commercial building and development, you would be wrong. In 1980, there were 4.814 public use airports in the US compared to 5,175 in 2010 (it should be noted that the highest number of documented public airports was in 1993 when we reached 5,538. We have since declined from that pinnacle in the last 17 years.) Compare this with a 40% population increase, 220 million in 1977 compared to 308 million in 2010, and the aviation downturn is even more enigmatic and shocking.

So what happened? Where did our people go? Is aviation becoming obsolete going the way of the blacksmith, ice delivery man or typewriter repair person? Will learning to fly for the sheer fun of it languish on the sidelines like an old 8 track tape that collects dust on your shelf, having no use other than being a conversation piece?

Lots of questions, not a lot of answers but here are some the things that may point in a direction of what our industry has been going through and where it may end up. Aviation was 70+ years old in the 1970’s and is now more than 100 years old. The advent of deregulation in the late ‘70’s changed the way people traveled and changed the perception of the airlines as a business.

Prior to deregulation, flying commercially was still somewhat of an unknown commodity. Tickets were expensive, routes were limited and airline pilots were compared in prestige to doctors and lawyers. Deregulation changed all that. In 1981, Airlines like People Express debuted offering low cost, no frills flying and attracted the masses. We could argue that making flight available to more people should have made it more inviting for individuals to want to learn to fly but clearly it didn’t. Perhaps, some of the thrill of flying was eliminated by making it so available. The numbers clearly indicate that many, many more people were exposed to air travel in the current generation then in the past; 310 million passengers flew in 1980 compared to 713 million in 2010.

How about the prestigious vocation of an airline pilot, what happened here?

Deregulation took away the prestige and the income. Airline pilots along with doctors and lawyers were in the highest percentiles of income earners in the 1970’s. Today, 20 something year old flight instructors take a pay cut to go to work for the regionals in hope that there are experiencing a temporary financial inconvenience for a permanent improvement. In many cases, that is not the rule. The airlines, in today’s iteration, have no loyalty or business staying power and giants like Pan Am, Eastern and TWA are long gone memories. For the thousands and thousands of workers who toiled year after year for these grand old flying companies, their benefits, their stock options and their retirement plans went to the same resting place, they disappeared and became worthless.

So once again a review of the facts. Today, there are more people in the US with more exposure to flying but with less interest, less student starts, less aircraft sales and less of a future for the general aviation industry.

At the shows, the old timers often mention cost as the reason that aviation doesn’t attract as many new customers. Comments are often heard like, “Why in 19 and 76 my first brandy new Skyhawk straight from the factory only cost $28,000.” Today, a new Skyhawk is $307,000. They say flight instruction was only $30 to $40/hour including the flight instructor; today it can be $225 to $275/hour depending on location and age of the airplane. Obviously, aviation is not the only industry affected by inflation. In 1976 a Chevrolet Malibu cost about $3,600. Today, a Malibu is around $21,000. So, when comparing apples to apples based on airplane acquisition inflation versus new automobile inflation, aviation outpaced auto inflation by a factor of about 5. A car today costs 6 times as much as it did in 1976 and an airplane about 11 times as much.

Flight training is around 8 times as much. While we can argue that this higher rate of inflation in aviation could be and probably is a factor in the startling statistics mentioned at the start of this piece, I am hard pressed to believe that that is the sole reason. With a 40% increase in population and the availability of pre-owned airplanes that come at a lower cost, I doubt this is the only factor. Statistics also show that the number of new aircraft registrations which indicate transfer of ownership of pre-owned aircraft is also extraordinarily low. This means that individuals are not only not buying new airplanes but passing on used ones as well.

What other factors are we facing as an industry that is eroding our base and draining the life blood from our veins?

Perhaps there has been a paradigm shift in the way we think and act as Americans and in the way our young people progress in society. I am a baby boomer, a helicopter pilot in Vietnam and someone who was in high school on November 22, 1963 when JFK was assassinated. In addition to taking college preparatory classes in high school, I was required to take gym and shop including car mechanics and even home economics (which meant learning to cook). At 15 and still a year away from my learner’s permit, I drooled over my first car, a 1952 Plymouth with a blown engine handed down to me from my older sister. I took that engine apart, bolt by bolt and put it back together and, while never getting it to the point of running well, did get it running. We played sports in the streets and in playgrounds, worked with our hands and were transfixed by live reports on TV and radio when in June of 1969 man first set foot on the moon. I am old enough now to have seen two generations (maybe three depending on your definition of a generation) and clearly during my first generation, young people were more mechanically inclined.

Our leaders often bemoan the fact that we no longer produce anything in this country. That means we no longer use our hands to make things and maybe that also means we are losing or have lost interest in how things work.

If our mothers and fathers don’t come home from the factory describing how they helped build this or that then we may never have the values instilled in us about thinking about how things work. If I suggest that kids today are less mechanically inclined should it follow that they have less interest in flying?

I would hypothesize that, yes, that is the case. You sometimes need to get your hands dirty when you are a pilot. You have to perform a preflight, understand what makes the airplane tick and be aware of your place in the overall system of a successful flight. From what I can tell, young people are no longer required to take shop in high school. Gym is an elective and home economics went the way of Beaver Cleaver’s mother. We are in a virtual world where teenagers stay tuned to their smart phones and iPads and don’t have time or the interest to look up to the sky. You do not have to preflight your Microsoft Flight Simulator or Microsoft Flying program and while these virtual worlds should bring more young people to the reality side of the equation it, in fact, seems to do the opposite. Since our young people can fly to any airport in the world in their virtual airplane why bother with the real thing.

This is a very scary thought for me. I love aviation. There is nothing I don’t like about the business of aviation and I want to see it flourish. How do we bring back a vibrant industry? How do we maintain a mystique about flying? In the 1950’s and ‘60’s there was still the talk of fighter pilots and Aces from World War II and Korea. Flying brought images to mind of adventure and glory and there was no media frenzy every time an airplane slipped off a runway. Airports were open spaces without fences and we didn’t worry about terrorists or shoe bombers.

The answer is with our young people and with those of us who do this for a living or who do it because they find life less fulfilling without it. We must get young people engaged in the world of flying and each of us in the industry should take a personal responsibility to mentor a young person or persons with that goal in mind. We hear stories about children with no free time because of their structured lives chock full of activities that are pressed upon them. Parents stressed due to multiple driving responsibilities taking their son to baseball practice and the daughter to dance class. A trip to the general aviation side of our local airports must somehow become a stop in their busy world. We must get them from the virtual to the real and engage them with the miracle of flight.

For my part, I am asking local middle schools to consider a day trip to our FBO to see what this side of aviation is all about. It should be noted that when I discussed this idea with the NBAA, FAA and Westchester Aviation Association (WAA), and mentioned I wanted to gear this to 7th graders and up, I was told I had the wrong age group. It surprised me a little but impressions on young people need to be made when they are in the 4th, 5th and 6th grades. I’m sure bringing in older kids is not a problem but the psychologists tell us younger is better.

The event we are planning will include a brief discussion of what makes airplanes fly together with career opportunities in the industry. A walk through an

www.AFlyer.com

Page 25

active maintenance hangar, a trip to the FAA Tower, taking a seat in the front or back of a corporate jet or smaller private aircraft or whatever is available. This will not be a one time “do my duty” and then forget about it deal. My interest will be to offer these tours on an ongoing basis. I want to offer this experience during the school year and throughout the summer. At most, it will take 2 or3 hours of my day 2 or 3 times a month. A small price to pay to give back to an industry that has made me rich in ways that only those of you who fly can understand.

Dan Schrager’s

Jon Boyd is Director of Sales & Marketing for Panorama Flight Service a FBO located at Westchester County Airport in White Plains, NY. With more than 14,000 hours of flight time, mostly in helicopters, Jon has spent 40 years working in the aviation industry and has commercial, instrument and Instructor ratings in helicopters and airplanes. As a helicopter pilot in Vietnam, Jon received commendations including the Silver Star and Purple Heart. His civilian helicopter career involved operations including aerial crop spraying, aerial advertising, aerial tours, executive transportation, helicopter cargo transportation and, for many years, provided airborne traffic reports for a major New York City radio station.

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E DuPont - Toughkenamon, PA • B Church - Chester S.C. F Cerullo - New Castle, DE • J Bergstrom Braintree, MA E Huber - Cranberry Township, PA • R Compton - PA L Hammer Montpelier, VT • G Gibbons R Morris Norwich, England

Douglas RD-4 Description Manufacturer: Douglas Base model: RD Designation: RD Version: -4 Nickname: Dolphin Designation System: U.S. Navy / Marines Designation Period: 1931-1962 Basic role: Transport Specifications Length:45’ 3” Height:15’ 2” Wingspan:60’ 0” Gross Weight:9,734lb Propulsion No. of Engines:2 Powerplant: Pratt & Whitney R-1340-96 Horsepower (each): 450 Performance Max Speed:149 mph Ceiling: 15,100 ft

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.

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Page 26

November 2012

Flight Design’s CTLS has proven its ability to cross oceans.

Flight Design has lined up briefing and planning resources for buyers interested in taking a European tour in their brand-new CTLSi. The promotion, announces this month, also presents the option of flying home to North America for pilots with an extra measure of adventurous spirit.

Photo courtesy Flight Design

The company is booking production and delivery slots for 2013 Crossing the Atlantic Ocean in an LSA is not as farfetched as some might think: Flight Design boasts three successful circumnavigations to date. An Indian Air Force crew completed a 2007 circumnavigation in a Flight Design CTSW, making it around the world in 80 days. A paor of Swiss pilots circled the globe in 2010, flying two Flight Design CTLS equipped with extra fuel.

More recently, Slovenian pilot Matevz Lenarcic circumnavigated in a Pipistrel, crossing nearly 2,000 miles of trackless ocean on the longest leg.

Flight Design is offering expert guidance and pilot briefing services for new owners who opt to take delivery in Germany, and embark from the factory on a European tour in their new LSA. “We believe we’ve created a new and incredibly exciting way of delivering added value to our customers,” Flight Design USA President Tom Peghiny said in a company news release, offering to treat our newest owners to a unique and special level of service in another part of the world.”

For those whose spirit of adventure stops short of crossing oceans, the company will arrange to have the new aircraft shipped across the Atlantic.

Milwaukee Air & Water Show The Heat was gone, and that was good. Funny how the "August" type heat of June and July, dropped back to the more comfortable temps of June. It certainly worked for The Milwaukee Air & Water Show. The evolution of an air show has been a topic I have addressed repeatly, as the years add on to several "mid-west" events, and it is no different this year for Milwaukee. Even without a Military Jet Team, Milwaukee's line up was just flat out fabulous! Headlined by one of the few Mid-west performances by the F-22 Raptor, you know the crowds were going to come out. They did, in spades. A very large crowd on Saturday and very good crowd on Sunday, simply means that a lot of people got to see a wonderful demonstration of some of the best air show performers in the world!

The show started early with over an hour of "high performance" water acts. It is exciting to watch these small, but very powerful personal water craft, and see what can be done in the hands of professional performers. Some of the worlds best were in Milwaukee, and the crowd loved watching them strut their stuff !

The air show kicked off with the United States Navy Leap Frogs, jumping in with the beautiful Stars & Strips. They used a big C-130 Hercules for their launch platform, and were spot on target! The crowd always reacts with positive energy to these world famous and highly touted Navy Seals. And the jumpers were circled by the "no name 4 ship." I must say here that these guys; Matt Chapman, Bill Stein and The Firebirds (Jack Knutson & Rob Holland), have routinely become one of the best acts in any show....and they are not even "officially" a team! They circle the jumpers, occasionally do a "tease" and then perform a full, 4 ship act. They are just great! And the final maneuver of their routine is a 4 plane switchblade that just "Wows" the crowd. Yep...I like them! Matt, Bill, Rob and Jack all flew solo routines too, as well as the 2 ship Firebird routine. All very good! Michael Wiskus provided action packed Pitt's action, with his usual high energy, low altitude performance. Micheal Goulian was the "new guy" on the block, and all the crowd could say was, "why haven't we seen this guy sooner?" He was simply amazing! And Lima Lima has never been better! Their 6 ship choreograph in the sky was "pure pleasure" to watch. As for the Black Diamond Jet Team, ..... one word for this show; awesome! With 5 planes on Saturday, they would have been the stars of almost any show. They were crisp. They were tight. They were good. Ya baby!

The military had the USAF C-130 and the Wisconsin ANG KC-135 to fill the "big airplane" slots. With almost 6000 hours in the KC-135, it is one of my favorites! :-) One aircraft that neither I had nor most of the rest of the crowd had seen before was the USMC MV-22 Osprey, tilt rotor craft. Straight wing airplane or helicopter, all depending on the tilt of the rotors. Fun to watch and crowd loved it. We also had 4, T-38 Talon training jets do a fly by, well received by the audience. The US Navy provided the power and noise of the F/A-18 Super Hornet, demonstration team. Fabulous performance again. The F-22 Raptor was spot on with a typical "star wars" type performance. This plane still flat amazes me! But the icing on the cake was the Heritage flight between the F-22 and a P-38 lightning. A sight to behold, with a historic formation of aircraft, not often seen in the mid-west.

So as to evolution...this air show is growing by leaps and bounds. A wonderful over water site, enthusiastic leadership, and a very supportive community. The crowds just continue to grow and this show has no limit for growth. It was an honor for me to back as the show announcer, and I look forward to many years to come.

By Herb Hunter

To have copies of the Atlantic Flyer delivered to your aviation related business or airport lobby, email Sandy@AFlyer.com or call 203-458-3348 We can send bulk for Special Events Give us at least a month lead time.

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Page 27

C L A S S I F I E D S AIRCRAFT FOR SALE 1977 Piper PA28-161: IFR cert, 239SMOH, 4600TT, Annualed 9/12, Garmin GPS 430W, KNF 80 plus King radio, new seats and carpets, paint 3-4, interior 8, 4-place intercom, tannis heater, Milleneum cylinders, new cover, no damage history. Nashua, NH. $49,900. arghamsari@yahoo.com, 781-7716969.

1978 Cessna 172N Skyhawk II: TT-2769, FMOH 1312, SN# 1727100, N1437E, No Damage, Never A Trainer, All Logs, 2nd Owner, Long Range Tanks, IFR, V Compass, GPS Airmap, Headsets - 4 Place Intercom, Tannis Preheater, $33,000, FOK Westhampton, NY, Contact# 631921-2666

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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 Han-

email: info@nhflying.com Join Snoopy's Group - a very affordable, members only, nonprofit flying club with two well maintained IFR C-172's at KWST. 401-742-4182 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. gered. 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 New Hampshire Flying Association (www.nhflying.com) has an opening for a new member.

Very nice 1982 A36 Bonanza, full IFR (+backup instr), KFC-200 AP w/ alt hold, Garmin GNS-480 GPS, Garmin aera 796 GPS (w/ XM weather), Aspen EFD1000 PFD, hangared at Nashua Airport (KASH): $140/hr wet (tach time) + $268/mo dues+$300 appl. fee+$1700 share price. Contact Jeff Sutton 978-846-5571 and/or

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HANGARS Minute Man Air Field 6B6 Tiedowns from $40, Hangar & Office Space, Always Low Fuel Prices www.MinuteManAirField.com KPYM HANGAR FOR RENT 40' wide X 30' deep T Hangar w/ elec. Bill Snow CFII 772-4949893 LAWRENCE, MA (LWM), THANGAR: Electricity and lights, 42’ electric bi-fold door, Electric Winch, clean and dry with epoxy floor, Heated club house with bathroom nearby. Available November through April. $450 per month.

Call 978-697-6002 Light Twin T-Hangar at SFM. 44' or 48' T hangars with 14' high doors. 42' T-hangars. Heated corporate hangar w/ 55' x 16' door.

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Concord, NH First class T Hangars for sale or rent from $525/ month. Bifold doors with automatic latches, full foundation and frost wall, insulated floor and ceiling, pilot lounge and more. www.eastcoasthangars.com or contact: Don Hebert, 603-848-8877, info@eastcoasthangars.com Prices have been Substantially Reduced!!! T-Hangars, Newport, NH. (2B3) sale or rent, built 2007: 42' bi-fold doors, heavy duty insulation, excellent lighting at beautiful Parlin Field (2b3). Low fuel prices and the 'Lil Red Baron Mexican restaurant on the field. See pictures at: www.flickr.com/photos/kloeppel and call Rick: Recycled pilots LLC at: 603-526-7730 PSM - Pease International Tradeport, End Unit. Electric bifold and overhead doors. Clean and dry. Immediate occupancy, lease available. Call 978-556-5936.

Blairstown, NJ (1N7). T & Rectangular Hangars available for singles to turbo props. 908-3628965, jdair@embarqmail,com.

Sussex N.J. (FWN) new 65' X 62' hangar to share $250/mo elec. door, concrete floor, new paved taxiway 973-600-2657 Hangar & tie-down space available at Cherry Ridge Airport (N30) in N.E. PA. Only 1/2 hour from New York. Tie-down 35.00 per month & hangars are 125.00190.00 per month. 50 x 3000 paved runway. V&B aircraft maintenance on field @ 570-253-5181, Restaurant open Fri-Sun 7-3, 570-2535517. More info 570-253-5181.

Closing Date for the

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Page 28

November 2012

C L A S S I F I E D S REAL ESTATE

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AVIATION WRITERS wanted.

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Page 29

Deadline Extended to Nov. 1 for Whirly-Girls 2013 Scholarships

The Whirly-Girls International has extended the deadline for their 2013 scholarships to Nov. 1, 2012. The total worth of the nine scholarships is more than $45,000. Eight of the scholarships will be available to Whirly-Girls in good standing while a ninth offers a female rated pilot the opportunity to earn a helicopter add-on rating. Winners will be contacted shortly before Heli Expo 2013 in Las Vegas in March 2013, where they will be awarded their scholarships. Complete rules, descriptions and applications are available at http:// www.whirlygirls.org/wg-scholarships.

The scholarships are as follows: American Eurocopter Flight Training Scholarship Sponsored by American Eurocopter, this scholarship will give a Whirly-Girl the opportunity to attend an AS350 Turbine Transition Course at the American Eurocopter Factory School in Grand Prairie, Texas, USA.

Robinson Helicopter R22/R44 Safety Course and R44 Scholarship This scholarship, sponsored by Robinson Helicopter, provides a WhirlyGirl currently flying Robinsons the opportunity to attend the Safety Course and build R44 time. Robinson provides this 3-1/2 day course in Torrance, CA, USA, including 5 hours of R44 flight time. The course includes 2-1/2 days of classroom instruction, awareness training, SFAR 73, in the R22 and R44 helicopter systems. One day is devoted to maintenance, pre-flight inspections, and flying with an experienced RHC pilot. The course is open to any rated helicopter pilot who has at least 3 hours in the R22 or R44 helicopter. This course is required by most insurance companies and serves as a CFI refresher.

FlightSafety International Bell 206 Initial Pilot Scholarship Sponsored by FlightSafety International, this scholarship is awarded to a Whirly-Girl who possesses at least a Private Pilot Helicopter license and has landing currency in a helicopter. (Note: the applicant need not have landing currency in a Bell 206.) This training program includes initial type training, recurrent training, and inadvertent IMC training using the world’s first Bell 206 FAA Level 7 qualified Flight Training Device. This five-day course consists of academic training and six hours in the FTD. Training will be available at FlightSafety’s Helicopter Learning Center of Excellence in Lafayette, LA, USA. Course value $10,000.

Advanced Mountain Flight Training Scholarship This scholarship is provided in memory of Keiko Minakata, WG# 1339.

This scholarship gives a deserving Whirly Girl the skills to cope with turbulence, rugged terrain, landing zone selection, in mountainous and canyon areas, with special emphasis placed on decision making. It also provides the skill needed to fly all sorts of private and commercial helicopter missions that require off-airport landings anywhere in the country, regardless of altitude or terrain. It's a real confidence-builder, especially if the pilot has very little experience in off-road operations. It includes 1/2 day extensive ground school with 5 hours of flight time. The pilot taking this course should preferably have 500 Rotorcraft hours and be current in the MD500 series or the Schweitzer/ Hughes 300 series, but this is not mandatory. The training will take place in

the MD500. Training will be at Western Helicopters Inc., Rialto, CA.

Aviation Specialties Unlimited Scholarship Sponsored by Aviation Specialties Unlimited (ASU), this Night Vision Goggle (NVG) scholarship will be awarded to a career minded Whirly-Girl who needs an initial or a recurrent Night Vision Goggle (NVG) endorsement for a flight position, such as airborne law enforcement and airborne EMS to a variety of government agencies. The NVG course will go to a Whirly-Girl that possesses the following prerequisites: Commercial Rotorcraft Rating and Instrument Rotorcraft Rating, Current Class II Medical, 500 PIC flight hours in Rotorcraft or more, Turbine transition (preferable BH-206). The selected applicant will receive 8 hours of academic training and 5 hours of turbine instruction. The value of this scholarship opportunity is $7,000. Training will be conducted at Gowen Field Airport, Boise, Idaho.

Aircraft Ditching Course Scholarships (two offered) These two scholarships are provided by Survival Systems USA and provide two deserving Whirly-Girls the knowledge and skills necessary to react to an aircraft-ditching emergency, care for themselves in a sea survival situation, and to participate to the maximum extent in their rescue. The pilots taking this course should have at least a private pilot license and are required to have no physical limitations that would prevent them from participating in strenuous physical training. Training will be at Survival Systems USA in Groton, CT.Whirly-Girls Memorial Flight Training Scholarship This new scholarship is provided by the WGSF, Inc., and now combines the Phelan International and Doris Mullen Flight Training Scholarships. This scholarship provides $6,000 and is given in memory of our founder, Jean, and her husband Jim Phelan, along with the memory of Doris Mullen who lost her life in a fixed wing accident in 1968. This scholarship provides ANY WhirlyGirl a chance to UPGRADE her current rating. (It is typically applied toward Commercial, Instrument, Instructor, ATP, Long Line or Turbine Transition Training.)

Whirly-Girls Helicopter Add-on Fight Training Scholarship FOR FEMALE PILOTS RATED IN AIRCRAFT OTHER THAN HELICOPTERS. This scholarship, funded by the WGSF, is provided this year in memory of Bob Vetter, WG Auxiliary member and husband of Bev WG#459.

It provides $6,000 to assist a certificated female pilot, does not currently have a helicopter rating, in earning her add-on helicopter rating. Applicant will be evaluated for evidence of intent to work in the helicopter industry.

Formed in 1955 by Jean Ross Howard Phelan, today the association numbers more than 1,374 members from 42 countries. The organization is dedicated to advancing professionalism in helicopters, while providing women helicopter pilots a forum for the exchange of information and opportunities.

For information on Whirly-Girls International and the Scholarships or to donate to the scholarship fund, please visit www.whirlygirls.org.

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Page 30

November 2012

COMMON CAUSE

BY

MIKE SULLIVAN

I mean really, does anyone care about flying anymore? Or saving money anymore? Or the damn accident rates? Or staying proficient? Or exactly why the student pilot retention rates so low? Why don’t we pilots care enough to take some positive actions? Maybe I’m just impatient, but let me give you some recent examples.

Over the past five years, we have explored any number of topics that impact the accident rates and the high costs of flying. It was suggested that perhaps the insurance companies would offer lower rates to those pilots who volunteered to retake their FAA pilot exams every year or two. All you had to do was ask your insurance company underwriter if they would consider this, as everyone involved would benefit: less accident losses, and less insurance premiums. Over this past year, not one pilot even asked at Oshkosh.

In a similar vein, it was suggested that you install a fuel flow monitor, sometimes in conjunction with the installation of an engine monitor, to supplement those uncalibrated ancient fuel gauges that came with your plane. Since this was likely to reduce the number of accidents attributed to running out of gas, perhaps your insurance company would reduce your rates. Likewise for installing a backup vacuum system or at least a low vac warning light; same for installing a backup electric attitude indicator. Over the past year, not one pilot even asked their insurance company underwriter about the possibility.

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What will it take for us to reduce the instances of landing accidents? Don’t take my word for it: look for yourself on the FAA website, under Data & Statistics, and recent incidents. No wonder people are afraid to fly in small planes or even enroll in a student pilot training class! Perhaps slowing down on final might help; maybe 1.2 Vso or 1.1 Vso might be better. Paying attention might also help. If we reduce the number of incidents, we will reduce the number of accidents, which will reduce the number of fatalities, which is good.

Maybe some practice is clearly called for? OH NO! Not me, my landings are fine. Denial is great for the ego, but the accident stats don’t lie: it can happen to any of us with the slightest of distractions at that critical moment.

So why did you land with the gear up? Or run off the end of the runway, or ground loop? Let me go put my boots on before you start talking. Are you really as good a pilot as you think? The truth might hurt. Look at the statistics.

The current situation of high accident rates and a declining pilot population is not going to stop without positive intervention and action by each one of us. You have got to care. Or maybe you don’t care? You got your license, your plane, and your own way of flying…too bad about the other guy. So what if it gets so expensive that others can’t afford to experience aviation? So what if we don’t nurture the next generation of pilots? Let the death spiral begin: less pilots, too many used planes, airport sales and closures, less fuel sold, decreasing availability and increasing prices, etc. Passive acceptance of each of these individual events will lead to their inevitability. And who will be left in sufficient numbers to resist the user fees? Think it’s a one time battle? Think again. Freedom is not free.

Common Cause: You can stop this depressing trend by first getting your own house in order. Get out of your rut and look around at what’s happening in the larger sense. Act locally. Keep your plane in good shape. Keep up your own proficiency. If either needs work, just go do it. Ask your insurance company to be a partner in the process, not just one more cost of flying. Take a kid for a ride. Take an adult for a ride. Get off your butt and talk or write to your elected representatives. Make constructive noise, and constructive suggestions. So you joined AOPA or EAA or NBAA. So what? Make use of them. Get on the team. Get in the action. Make a difference. Got a better idea? Let’s hear it.

Mike Sullivan CSMEL, CFI/MEI C177pilot@Live.com KHEF C-177RG

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