Atlantic Flyer April 2015 by Atlantic Flyer

Voice of the General Aviation Community ATLANTIC

april 2015 Volume 30 issue 4

Angelflight NE’s Mission Millville Air Show New Bedford drops Fees Sal’s Law: FAA Violations Air-to-Ground: SE-SAR GA Scholarships Alton Bay Ice Runway Thaws NE Safety Expo 2015

Kirby Chambliss stays grounded with Social Media Millville Air Show

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Contents

Columns

10 Atlantic Flyer Awards Flying Club 11 Sal’s Law by Sal Lagonia, Esq. 12 Air to Ground by Rose Marie Kern

Features 4 5

New England Safety Expo by Jim Ellis Alton Bay’s Ice Season Ends by Ken Kula

Private ● Corporate ● Commercial FBO’s ● Flight Schools

David Hampson

Fax: (781) 274-0307

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

Social Media vs Hangar Talk

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by Brian Columbus

Atlanticflyer.net

Our Mission: The Atlantic Flyer newspaper strives to be the “Voice of the General Aviation Community.” We are committed to publishing news and topics of interest to our readers. Editor/Publisher Brian Columbus - brian@atlanticflyer.net Art Editor Carra White - whitehousemedia.co.uk

10 13 14

Advertising Sales

Millville

Air Show by Bill Sarama

Charles Manley, by Giacinta Bradley Koontz New Bedford Airport Checkpoints & Classifieds

About The Cover – Kirby Chambliss is five-time U.S. National Aerobatics Champion, World Aerobatics Champion and two-time Winner of the global Red Bull Air Race series. In this issue, Team Chambliss shares how Kirby stays in touch with his fans via social networking. Photos courtesy of Red Bull Air Race

For information about advertising opportunities please contact us via phone or email: advertising@ atlanticflyer.net Contact Us Atlantic Flyer, c/o Prop Jockeys, LLC, 4 Research Drive, Suite 402, Shelton, CT 06484 Tel: 888-47-FLYER Checkpoints, Stories, Photos & Comments can be submitted via Email: editor@atlanticflyer.net Copyrights Atlantic Flyer is published by Prop Jockeys, LLC.Copyright 1985-2015 by Prop Jockeys, LLC. All rights reserved. Reproductions or distribution of all content is prohibited without written permission from the publisher.

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New England Safety Expo 2015 by Jim Ellis

Take your life to new heights

The FAA held its annual New England Aviation Safety Expo at Daniel Webster College on Saturday, March 28, 2015. It was well attended with more than 200 pilots others interested in attendance. There were 28 different courses and sessions to choose from with time blocks ranging from one to two hours for each session.

ichael Goulian opened the Expo as the Keynote Speaker, giving an animated talk about safety lessons from his experiences as a Red Bull Air Race pilot. Highlighted were Red Bull efforts to make water crash survival a near certainty. Red Bull pilots initially resisted the training, where they were taught to stay in their plane, breathing from a standard oxygen bottle, until the safety crews arrived in a promised 30 seconds. They became believers when Brazilian pilot Adilson Kindleman crashed in the water on a training run and was pulled out of his plane in only slightly more than 30 seconds. Goulian also used a near-crash of his own to highlight how one should not fly when too stressed or tired. After taking a red eye flight to London after flying at AirVenture Oshkosh, and not getting enough rest, Goulian hit a pylon, had his plane bank very steeply, and nearly had the wingtip hit the water. He no longer schedules flying commitments so tightly that he cannot get sufficient rest before challenging flights. With so many possibilities with 28 sessions offered, one could only get a small sample of the wisdom being offered in the many courses. Here is some useful wisdom from two, Military Aircraft Collision Avoidance and UAS’s. Military Aircraft Collision Avoidance This session was presented by Major Ryan Nugent, Squadron Flying Safety Officer for the 143d Airlift Squadron of the Rhode Island National Guard flying out of Quonset Point, Rhode Island. Some of the highlights of his briefing: ■ Different types of military aircraft: Where they are from, where they fly ■ C-130J: Quonset Point, RI: Fly low level routes, often in central Massachusetts, sometimes below 1000 ft. AGL. When you see one, look for others ahead and behind; they often fly in trail. ■ UH-60 Blackhawks: Another low flyer. Sometimes a single ship,

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April 2015

but sometimes fly in groups of 2, 3 or 4. One problem is that they are painted in camouflage and fly low, often against a background of trees. ■ F-15C: Based in Barnes-Westfield, MA moved from Otis AFB, Cape Cod. Fly Air Defense missions and in Yankee MOA (New Hampshire and Maine), but usually at altitudes of 5,000 to 10,000 feet or higher. Expect to see them up close if you bust a TFR or if you fly into Barnes-Westfield. ■ F-16C: Based in Burlington, VT and will be transitioning in the future to F-35As. Also fly in the Yankee MOA, but sometimes at lower altitudes. Another one you can expect to see up close if you bust a TFR. ■ KC-135: Based in Portsmouth, NH and Bangor, ME, you can expect to see them practicing approaches into Pease/Portsmouth or Bangor, ME (at or near pattern altitude, but especially on final or beyond the end of the runways after takeoff). Also in the Yankee MOA or AR tracks. Surprising fact: A diagram was presented showing where most mid-air collision threats come from. Less than 5% of all mid-airs are head-on. 35% are from directly behind, and 23 ½% are quartering from behind on both sides. Unmanned Aerial Systems (UAS) The FAA is trying to be Safe, Efficient, and Timely when it comes to regulating UASs. But “industry is galloping along ahead of us”. “But we want to take into account the needs of all users.” The FAA representatives there stressed the need for anyone considering using a UAS commercially (either by the waiver process or when the new regulation is finalized) to take and fill out an Aircraft Registration form (which they had a plentiful supply of at the session). All commercially-flown UASs will have to have an FAA aircraft registration.

Aircraft Sales Flight Training Aircraft Maintenance Aircraft Management Republic Airport (KFRG) 1300 New Highway, Farmingdale, NY 11735 FAA positions on UASs: (1) The FAA controls all airspace, including airspace below 400 feet agl. (2) The UAS is an aircraft. (3) A UAS is flown by a “pilot in command”. (4) An “Unmanned Aircraft” is an aircraft “operated without direct human intervention from within or on the aircraft.” (5) Part 91.13, the “careless and reckless” reg, will apply even in Category G airspace. The new UAS regulation will be Part 107. It will probably come out in final form by the end of 2015. The Congressional law mandating the regulation has told the FAA to leave hobbyists (primarily RC modelers) alone. Private recreational use is allowed below 400 feet agl, with an aircraft weighing less than 55 lbs., away from congested areas and where no compensation is involved. It is recommended that such operations

631-454-0626 www.flyNFI.com info@flyNFI.com be conducted per the guidelines of the modeling community (Academy of Model Aeronautics: AMA). The FAA sees their role as Education, Compliance, and Enforcement. Education is being stressed now. A website,www. knowbeforeyoufly.org has been established by the FAA and user community representatives to educate small UAS users on airspace and other considerations. The FAA representatives noted that state and local law enforcement officials presently have the largest role in enforcement of drone use. They also noted that states are implementing UAS regulations, and local communities and businesses are also establishing limits. Signs have been seen at ski areas saying “No drones” and the word is that Old Orchard Beach, Maine is likely to ban drones.

Alton Bay’s Ice Runway Season Ends T by Ken Kula

he ice runway at New Hampshire’s Alton Bay lasted for almost seven weeks in 2015, enduring multiple snowstorms, bitter wind , drifting snow, brutal cold, and finally some late winter thawing before shutting down for the season. Usually a seaplane base on Lake Winnipesaukee, the state and federally licensed aerodrome is the only facility of its kind in the “Lower 48” whose landing surface changes from water to ice during the year. According to information posted on their Facebook social media page, the airport was open for 22 days, and had about 366 landings. The first day of operation occurred on January 23, 2015, and its final day that the runway was open was March 11th. Melting at the vehicle access ramp (snow plows, maintenance trucks, emergency vehicles, etc.) onto the frozen lake was the reason given as to why the facility shut down when it did this year. The month of February brought a handful of moderate snow storms which contained winds that led to some heavy drifting. The amount of snow and drifting

led to the intermittent closure of the runway and taxiway. Snowbanks of 3 to 4 feet were noted, sometimes requiring lowwinged planes to back taxi on the runway to the parking ramp. Cold temperatures and colder wind chill readings affected operations too. It was difficult to remain open continuously, to say the least. When the weather did cooperate and volunteers were able to plow and clear the ice surfaces, a weekend day would attract scores of planes to the 3,000 foot runway. There were times when an impromptu VFR holding pattern occurred overhead until a parking spot on the ice ramp opened up. Ideal conditions on aircraft movement surfaces included a thin (half an inch or so) coating of snow on the runway and taxiway that assisted with traction and braking. The parking area in early March was bare ice; volunteers, pilots and passengers pushed and slid planes into a parking positions rather than use engine power and brakes. In fact, a motto heard by many a pilot that visited Alton Bay was to “stay off of the brakes!”. Only a few short months from now Lake Winnipesaukee will go “ice out” and the seaplane base will be active again. Local volunteers noted that the “liquid” part of the year is much more tranquil than that of the busier “solid” ice runway season that just ended; here’s hoping that the summer weather is more tranquil than this winter’s conditions too.

Atlanticflyer.net

By Brian Columbus, Publisher

Is Social Media modern Hangar Talk? A

lot has changed in our society since the days of barnstorming. In today’s day and age it seems that people are transfixed by the digital devices in their daily lives. Many in General Aviation have purposely stayed “off the grid” of social media or even blamed this form of communication as a substantial reason for a decline in the pilot population. I was recently dining out at an airport restaurant with a couple fly-out buddies when I was confronted by an unknown fellow $100 Hamburger pilot. “What are you messing with on your phone…? You can’t file a flight plan on your Facebook!” he scoffed. Admittedly, I was at first taken aback by the harsh tone of my fellow aviator (he was wearing an AOPA hat). After all, I was updating Atlantic Flyer’s page on Facebook which is part of my duty as a modern publisher. I responded “You can’t file yet on Facebook, but there’s an app for that and it’s called Foreflight.” He responded ”Seriously…? Can you show me how?” It was what some people would call “a teaching moment” both literally and figuratively. My ‘new best friend’ and I chatted for a full twenty minutes sitting on the old diner’s counter stools. After looking at some applications on my iPhone and then iPad, we conversed about our aircraft, favorite destinations, airport rumors and the practical applications of airmanship. In other words, we had a Hangar Talk like any other amicable prop-jockeys. “But I just can’t see the value in this social media stuff,” he lamented. “It seems like a colossal waste of time.” I admitted that it certainly can be a waste of time, just like anything else. But then I got on a soapbox, “If you love aviation, there’s something for you on social media. If you like warbirds, check out the Commemorative Air Force on Facebook. Did you skip a year of AirVenture, you can go onto YouTube and see video of what you missed. If aviation art is your thing, you can go on Flickr and see hundreds of paintings by Ron Cole. Got a thing for heavy metal… check thousands of airliner photos on Twitter. If you don’t like what you find there…post something better.” After our friendly exchange, we tradedemail addresses and I invited him to drop me a note to let me know if he found anything worth his time. About two weeks later, I received an email stating my new BFF “…wants to be Friends with you on Facebook.” It was a pleasant surprise, but far from shocking. Social media is an incredibly valuable communications platform that allows users to share experiences, discover new opportunities and connect with people through a digital infrastructure. As someone who uses a variety of media to evangelize general aviation, I wanted to share my experience with three of many, many interesting people in GA who are using social media in ways that are worthy of your time.

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April 2015

The Aerobatics Pilot Kirby Chambliss

The Video Blogger – Steve Thorne of Flight Chops

Josh “Mr. Aviation 101” Flowers Share Aviation

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hen he’s not pulling 10-G’s during a stop on the Red Bull Air Race circuit, the two-time series Champion Kirby Chambliss takes time to engage his fans via Facebook, Twitter and Instagram…and it says so right on his Zivko Edge 540 race plane. “These platforms provide a richer experience for fans that wouldn’t happen without social media,” said the Captain of Team Chambliss. Obviously, most air race fans can’t follow Kirby across the globe to watch all eight races in seven different countries during a season. However, social media allows fans to experience the thrills of each race and follow his progress remotely – and many, many do. They say ‘a picture is worth a thousand words,’ but apparently photos of aerobatics are worth a lot more than that. Chambliss has the largest social media following of any RBAR pilot with nearly 100,000 Facebook fans and over 15,000 Instagram followers. According to Team Chambliss, the best part of using social media is getting to meet the fans they’ve gotten to know online at real world events. “It is our way of bringing aviation front and center, like having a party and everyone is invited,” said Kirby. Judging by the number of likes, comments and fan selfies with the airshow pilot, the feeling seems mutual.

hat do you get when you cross an experienced television producer with a candid general aviation pilot with a fun loving spirit…? You get Steve Thorne and his finely crafted YouTube series called “Flight Chops”. The series focuses on Thorne’s aerial exploits and his desire to share his “experiences, both the highs and mistakes” of his various flights as a weekend-warrior private pilot. His philosophy is that “the aviation community will stay stronger if we stay humble and share our knowledge.” Every two weeks, he serves up a new video to more than 25,000 subscribers on YouTube. Episodes cover an array of aviation topics including tail-wheel practice, warbird training, aerobatics and more. However, the overriding theme is proficiency…hence the name of the series. Steve also has an interesting set of “Canadian bacon” sideburns to drive home the theme, which is just part of his charm. Above all else, authenticity is the key to being successful in social media which explains part of why Flight Chops is so successful. Steve explains “This whole thing as about the experience - I am just a guy that rides along and lets the viewer experience it through my eyes. My work in TV is a constant source of frustration, because of the disconnect between the creators and the viewers.” Flight Chops is more than a one-way video feed explained Thorne. “I cut out all of that and can interact directly with the viewers. The whole process is intimate and rewarding from both sides - I get to hear immediately what works and what doesn’t, and they are confident knowing I heard their feedback, because I can reply directly to them.” These shared experiences not only entertain, but help motivate other pilots to safely move beyond their comfort zone to explore deeper flight experiences within general aviation.

osh Flowers began using social media under the moniker “Mr. Aviation 101” a little over five years ago, back when he was a very young student pilot from Austin, TX. As his name implies, Josh used Facebook, Twitter and YouTube to chronical his flight training and evolution of a budding aviator. His first videos show a then 14-yr old taking an introductory flight in a Cessna 172. Over the course of several years, his audience shares his experiences of learning, challenges and growth on his journey. Along the way, they too get to learn what it’s like to be a young pilot gaining confidence with every adventurous flight. It’s a highly personal journey and viewers get to meet his friends, family and girlfriend Brooke, as they explore the great state of Texas and beyond. It’s not a scripted reality show – it’s real. This makes Josh and, more importantly, general aviation that much more approachable and interesting to a young-adult audience. Today, Josh is an experienced private pilot, college student, social media maven and co-founder of ShareAviation.com, which is billed as “the largest social network for pilots, aviators and airplane enthusiasts in the world”. Started in 2014, they put a focus on building a community by encouraging four basic practices posting aviation content, peer-to-peer learning, experiencing camaraderie with fellow users and living beyond the computer screen through attendance of aviation events/activities. To date, the community boasts several thousand members from all across the country. They have been growing so well, that in 2015 AOPA decided to partner with them to help expand the community. As of earlier this year, the site had users in all 50 states and over 22 countries. For his part, Josh sees a bright future with social media in general aviation. ““We set out to do something different, something that had never been seen before in the general aviation community. I always say that ‘aviation is worth capturing,’ and with all of the tools available to our users and the full backing of an amazing organization like AOPA, we truly can capture the magic of flight and share it with the world. That’s what ShareAviation is all about.”

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

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

Mark R. Baker President & CEO, AOPA

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

Atlanticflyer.net

By Bill Sarama

The 2014 Millville Air Show A Private Show That Opened To The Public M illville, New Jersey, had an air show last year in 2014. You might have missed it. Plenty of people did. It didn’t advertise much. Not too many even knew about it, unless you lived in Millville, a sleepy little town in southern New Jersey, about one hour from Philadelphia, and Atlantic City and maybe two hours down the Turnpike from New York. But Millville has an important resident who lives nearby, Mr. Thomas J. Duffy, Esquire. That’s right, ‘Esquire’; he is a lawyer. A ‘Philadelphia lawyer’ to boot. But Tom is a different kind of a lawyer. Why? Because Tom Duffy loves airplanes. So what? Many people like airplanes. But Tom not only likes them, he flies them, he is a pilot and better yet, he owns them. Warbirds to be exact. More so, he shares that love of airplanes with the public when he shows off his warbird collection plus a

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April 2015

few extra warbird fly-in friends at Millville Airport for his own private air show that was open to the public. That happened September 27th in 2014. I guess it should have been called the ‘Tom Duffy Warbirds Air Show’ when 31 warbirds showed up at Millville that Saturday for a fun-filled day. In a recent story Jeff Lyons, of law journal The Philadelphia Lawyer, wrote “Some people collect stamps, others have baseball card collections and Thomas J. Duffy has a lot of watches. ‘I don’t know at what point you become a collector as opposed to a guy with a lot of watches,’ said Tom Duffy, a founding Partner and veteran trial lawyer of Duffy and Partners, ‘but my real passion is aircraft, specifically, World War II planes, or warbirds, as they are known to us aviation enthusiasts.’” By most accounts, Duffy would be considered a warbird collector. He

owns eight: a P-47 Thunderbolt; a P-51 Mustang; an FG-1D Corsair; a Mark IX Spitfire; a Piper Cub L-4; a Grumman Widgeon; a T-6 Texan; and a B-25 Mitchell bomber. He keeps most of his aircraft here at Millville Airport but has another hangar at Red Lyon Airport in Burlington County and keeps the B-25 in Ocean County, NJ. Finally, Tom also has two ‘regular’ planes: a Cessna 172 and a Beechcraft Baron. Tom got hooked on flying and airplanes from his father, who learned to fly after WWII. He’d go up with his Dad in a rented seaplane in southern New Jersey. Tom graduated law school at Temple in Philly and then started taking flying lessons. Ten years later he really ‘caught the bug’. Bad enough practicing law, but Tom also found time for commercial, multi-engine, instrument, and seaplane ratings. Each aircraft he owns required additional type

ratings: TBM Avenger, Spitfire, P-47, Corsair, and B-25. Surprisingly, the P-51 is a Standard Category Aircraft per Lyons and does not require a type rating. However, the B-25, with multi-engines and a weight limit, requires a copilot. Duffy has over 4,000 hours in flight time – Not bad for a busy lawyer. He explained, “Part of the idea of my collection was to have a plane representing every mission from the Second World War. There are fighters, bombers, bomber escorts, trainers, patrol and liaison class aircraft. No matter what the mission was, there’s an airplane for it.” The L-4 Cub was his first warbird purchase. Next he set his sights on a T-6 Texan. A T-6 owner tried to discourage him because Texans were too hard to fly. Tom had tail-dragger experience but needed experience in a more advanced

version so he bought a BT-13 basic trainer. With that under his belt and reading a lot of T-6 manuals he bought the Texan and learned to fly it well. Now confident and proficient in high-powered tail draggers, he then purchased and got ratings in TBM Avenger, Corsair, Spitfire and the Mustang. He did most of his check rides for the FAA in Chino, Calif., the warbird capital of the West. But he said his scariest moment was his FAA check ride in the Corsair, a big ‘ol fighter where he was all alone. At least in the T-6 you had a G.I.B. behind you. He said, “All of a sudden you realize – you are going to be flying a Corsair, alone, because there’s no way for anybody else to be in there with you! The thing that hit me as I moved down the runway was ‘I’m a 50-year-old guy in a 60-year-old airplane with a 1900 horsepower that’s way more valuable than anything I thought I’d ever own. I better get this right!’” he said. He actually acknowledges his mortality when he explains that he doesn’t really ‘own’ the airplanes. He says he is simply “Taking care of them and letting people see them when I fly them, but someday I’ll be gone and just like a Renoir or a Van Gogh, these works of art still will be around and

someone else will have to take care of them.” It was certainly appropriate that Tom Duffy had his air show at the Millville (KMIV) to show off his warbirds. The Millville Army Airfield became known as ‘America’s First Defense Airport’ because nearly WWII 1,500 pilots trained in gunnery practice there with the Republic P-47. The Millville Airport was dedicated on August 2, 1941 after being a local flying club since 1939. The first contingent of Army Air Corps personnel arrived on December 17, 1942. In January of 1943 the Millville Army Air Field opened as a gunnery school for fighter pilots. It started with Curtiss P-40 Warhawks and after a few weeks were replaced by the new P-47’s with the 361st Fighter Group. In October 1945 Millville AAF was declared excess property and turned over to the City of Millville. The original Base Headquarters and Link Trainer Building today house the Millville Army Air Museum. Besides WWII artifacts the museum has an A-4F Skyhawk from VA55 / USS Hancock and a C-23 US Army Short Sherpa in its backyard. The military recently returned to Millville Airport with

the Boeing Aircraft Corporation facility being used as final check out center for the 61 new upgraded versions of the MH47G’s for the US Army Special Operations Command for the 160th Special Operations Aviation Regiment (Airborne) (SOAR) Command based at Ft. Campbell, KY. Millville has two active runways: 10 / 28 at 6,002 x 150 feet and 14 / 32 at 5,057 x 150 feet. On Saturday of Millville, Tom Duffy had 31 restored warbirds on static display with no flying other than warbird arrivals and departures. Yes, there were a small amount of locals on the flightline and there even was a car show, but the real fun part of this air show was having a special ticket as personal guest of Duffy to his all day Hangar Party. My friend Don Spering, noted aviation photographer and NJ friend of Duffy, got me a ticket to it (Thanks, Don !) and it was a sight to see. This year the theme was the musical “South Pacific” in WWII regalia. The ID Passes were done in imitation brown driftwood. The hangar insides were decorated in straw curtains on the walls, straw umbrellas on the tables, large Pacific Island mural paintings on the walls, with hostesses, waiters, bartenders, and even the guests

all dressed in Hawaiian sun dresses and untucked Hawaiian shirts. The one rule for all guests was that guys had to wear an untucked brightly colored flowered Hawaiian Shirt and ladies, had to have a brightly colored Hawaiian Sun Dress. (Good ‘Ol Amazon came through and I was able to get a bright Hawaiian Shirt at the last minute.) There was lots of buffet Hawaiian Food, South Pacific hors d’oeuvres, of course Hawaiian Punch, South Pacific Beers and Wines, and Blue Moon kegs of beer. Tom also got a sixpiece band playing 1940s Glenn Miller music and hired the Manhattan Dolls, a trio that sang 1940s music in the style of the Andrews Sisters. Three girl bartenders wore Top Gun blue denim dresses and Rosie The Riveters served food. There was even an ancient “Hawaiian God Of War” – a macho guy dressed in Hawaiian Straw outfit carrying a spear in one hand and a skull in the other and wearing a warrior facemask! It was a fun party. You really thought it was a hangar in the Pacific War. Tom’s guests from Duffy and Associates, his friends and his aviation buddies all enjoyed it. Oh yes, the Airplanes, all 31of them! There was everything from the P-51D Mustang to a Chinese Nanchange CJ-6 and everything in between…even Tom’s Cessna 172!

What a show!

The 2014 Tom Duffy Air Show was small but fun, especially Tom’s special South Pacific Hawaiian Hangar Party. The 2015 Millville Wheels and Wings Airshow is scheduled for Saturday and Sunday, May 9th and 10th, 2015. This is going to be a BIG ONE! The U.S. Air Force Flight Demonstration Squadron Thunderbirds is scheduled to appear. There will be lots of flying and lots of statics. Come and join us in Millville, New Jersey in 2015 for what promises to be a great air show!

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The Unheralded Mechanic of 1903 by Giacinta Bradley Koontz

harles Mathews Manly – In 1903, Manly built a successful aircraft engine which could have powered the Wright brothers’ flight for miles instead of feet. (Photo: Society of Automotive Engineers) The birth date of Charles Edward Taylor [1868-1956] on May 24th is now recognized nationwide as Aviation Maintenance Technician Day. In 1903 Taylor built a 12hp, 4-cylinder inline engine, weighing 200 lbs, which powered the Wright brothers’ famous first flights. Lesser known is Charles Mathews Manly [1868-1927,] Taylor’s contemporary, who could tie for the honor of America’s first aircraft mechanic.

Langley’s Air Runner

Samuel Pierpont Langley [1834-1906] was the Smithsonian’s third Secretary (in 1887) who had experimented with small models of flying aircraft using rubber bands and later, models powered by miniature steam engines. He tested his inventions from boat-like structures on the nearby Potomac River and, in 1896 one drone flew nearly a mile. Manned flight was generally deemed science fiction at the time. Nevertheless Langley gained the attention of the U.S. War Department, and in 1898 contracted to build a flying machine funded by a grant of $50,000. Langley called his invention the Aerodrome (after the Greek words, “air

Outstanding Flying Club 2015

5 201 A AT L

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East Hill Flying Club, Ithaca, NY

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

rd awa

runner.”) As his assistant to oversee all design and construction, Langley chose Manly who was completing his studies in Mechanical Engineering at Cornell University in New York. In exchange for his apprenticeship, Manly was assured to receive his degree from Cornell in absentia. Langley hired automobile inventor Stephen Marius Balzer of New York to design the Aerodrome’s power plant, specifying that the gasoline driven engine weigh no more than 100 lbs, and yield 12hp. He planned to affix two engines to the Aerodromeproducing a total of 24hp. If there was an “also-ran” of America’s first aircraft engine mechanics it would be Balzer, who began, but could not finish, a radial, five-cylinder engine. After nearly two years without success, Langley cut Balzer loose and sent Manly to collect the inoperable engine parts. A search in Europe during the spring of 1900 also failed to secure the engine they needed. Back in Washington, D.C., Manly convinced Langley that he could redesign Balzer’s inoperable collection of parts into one machine of higher horsepower. America’s first successful radial aircraft engine By September of 1900, Manly had reworked the Balzer design into an experimental engine which ran for three to four minutes, when cooled with watersoaked cloth. The engine produced 18 ½ hp, at 715 rpm, weighing 108 lbs. To eliminate the added weight and difficulty of adjustments, Manly’s memoirs describe, “a multiple-sparking arrangement whereby only one battery, one coil and one contact maker were utilized for causing the spark in all five cylinders . . .the high-tension circuit distributing the sparks to the proper cylinders at the proper time.” Constant testing to overcome the inevitable problem of overheating was essential as the engine design had increased to 40hp. Every carburetor tested proved unacceptable, flooding with gasoline. Manly resolved this problem by filling the fuel tank with lumps of gasoline-soaked tupelo wood. Historian James Tobin wrote that Manly’s engine “looked like a five-pronged star inside a wheel. It was built almost entirely of steel, with brass bushings, and cast-iron

ATLANTIC

April 2015

pistons and liners for its five cylinders.” By December 1901, Manly had coaxed 51hp from the engine which he noted, “with water weighed about 207 lbs.; without fly wheels, a little over 191 lbs.” Affixed to the Aerodrome hanging from the ceiling on springs ten feet above the floor of the Smithsonian’s lab, Manly’s engine survived every known test element, including a 30mph wind.

Unchartered Territory and Unknown Pioneers

Many unknown tradesmen worked on the construction of theAerodrome although most had no idea what the final concept was to be. Six men known to have worked under Manly’s supervision could be added to our list of America’s first aircraft technicians: R.L. Reed, C.H. Darcey, G.D. McDonald, H.O. Webb, R. Newham, and a man known only as “Mr. Endriss,” who among other duties, made a case for, and then tested, the Aerodrome’s tachometer. Langley had neither flown a glider nor seen one fly. He designed theAerodrome based solely upon the calculations of other studies. On August 8, 1903, Manly supervised the launch of a one-quarter scale model of the Aerodrome from the top of their 50-foot houseboat in the middle of the Potomac River. It glided for a few seconds before a graceful splashlanding, which Manly took as proof that a mannedAerodrome would be successful. When the full-scale Aerodrome was finished, it had a wingspan of over 48 feet,

Balzar-Manly Radial Engine (Photo: Udvar-Hazy -NASM)

providing a full spectrum of training to members. They also operate and conduct their own maintenance on a fleet of six aircraft including Cessna 152’s, C-172’s, Mooney 201, a Flight Design CT Light Sport and a Citabria for aerobatics. In addition to a well-maintained fleet with modern avionics, the Club has its own maintenance hangar, office, pilots lounge and training facilities. They even have their own fuel farm that helps keep rental rates low - $99 to $149 fuel included. Club Manager and Chief Instructor David St. George sums up EHFC by saying “it’s about our people.” The club’s nearly 200 members include student pilots, an FAA Gold Seal Instructor/Designated Pilot Examiner and a full range of pilots in between the two extremes.

sat 11 feet off the ground, and was over 52 feet in length. Manly’s engine turned two pusher propellers. Tobin described it as the “shape of a gigantic dragonfly.” Although the power plant had been extensively tested, the same was not true of the full scale Aerodrome frame which was never subjected to basic manned-gliding tests. At this point there was no choice but Manly as test pilot, who knew that whatever happened to the Aerodrome also happened to him. Manly’s safety did not appear to be high on the elderly Langley’s list of concerns in the final phase of his project. In addition to being physically ill, he was under duress from government officials calling for results. Both Langley and Manly were stressed by a hounding pack of newspaper reporters on land and in boats on the Potomac. On October 7, 1903, and again on December 8, 1903, the Aerodrome was propelled off the houseboat platform only to immediately buckle and plunge into the river below. Manly barely escaped drowning. The weak structure of the Aerodromewas severely damaged, as was the reputation of Langley’s experiment at the expense of government funding. Just ten days later, Orville and Wilbur Wright’s successful flights at Kitty Hawk caused Langley’s work to be dismissed as an irrelevant failure. By association, the remarkable achievement of Manly’s radial engine remained obscure for decades. It is now on display at the Smithsonian’s Udvar-Hazy museum captioned as the “Balzer-Manly Engine.” While still active as an engineering consultant, Charles Mathews Manly died of a heart attack in 1927. In his honor Manly’s colleagues at the Society of Automotive Engineers created the annual Manly Memorial Medal for the best new aerospace invention. Giacinta Bradley Zoontz is an aviation historian and author of numerous books. This story is taken from “Aviation Campfire Stories” which are “True Stories of America’s men and women in aviation before WWI.” This book, along with her other titles, can be purchased at Lulu.com.

Camaraderie amongst the group is kept strong with frequent meetings, safety seminars, fly-outs and good communications through social media, online scheduling and robust website. We heard from a number of members including one who has been a member of the club for nearly 40 years. His reasons for membership are simple: “The opportunity to have fun. Above all, flying is fun! Being able to share that fun with nearly 200 like-minded people has been an absolute blast. Whether it’s a trip up Cayuga Lake, or down the Hudson Corridor or to Oshkosh for Airventure, being an EHFC club member is a ton of fun and a wonderful outlet.” For more information on East Hill Flying Club, visit their website at http://www.ehfc.net or call (607)257-1313.

Aviation Scholarship News

Plymouth Aero Club offers 2015 Scholarships

Plymouth Aero Club Awards 2014 Winner (Left to right) Committee Chairman Bob Marchese, Pete Conner, Wesley Carroll of Bridgewater State, Steve Blanchard, Ellen Blanchard and Dennis Smith.

he Plymouth Aero Club is, once again, offering two $2,000.00 aviation scholarships. Anyone who is a resident of Plymouth County, Mass. or has an affiliation with Plymouth Municipal Airport is encouraged to apply. The

scholarships can be used toward study in an accredited program that leads to a career in aviation including professional pilot, aircraft mechanic, avionics repair, or aviation management. Licensed pilots seeking advanced training in their aviation career are also eligible to apply. Plymouth Aero Club, a non-profit group of pilots based at Plymouth Airport, works to promote the love of flying that Club members share. The annual scholarship award encourages candidates who dream of aviation to achieve their goals. Interested candidates can receive information that includes all candidate requirements and an application form by emailing Mr. Bob Marchese, Chair of the Plymouth Aero Club Scholarship Committee, at bobmarchese@comcast. net. The deadline for applying is April 30, 2015.

Whirly-Girls Awards 2015 Scholarships

hirly-Girls International, a nonprofit, educational and charitable organization dedicated to advancing women in helicopter aviation, has announced the winners of their 2015 Whirly-Girls Scholarships. Colleen Chen, Vice President of Scholarships, made the announcement March 1 at the WhirlyGirls International annual banquet during the HELI-EXPO convention in Orlando, Florida. The banquet also celebrated the 60th anniversary of Whirly-Girls, an organization founded by Jean Ross Howard Phelan in 1955 so female pilots could share information and camaraderie. Chen also announced a significant new scholarship commitment for the 2016 Scholarship Program. Guidance Aviation has agreed to offer a Helicopter Instrument Rating Scholarship that includes 30 hours flight training in a Robinson R44 helicopter and 45 hours in the X-Copter helicopter Aviation Training Device, plus fees, ground instruction and online training and all college course

tuition fees. As a follow-up to the announcement of the scholarship from Guidance Aviation, Joni Schultz, WhirlyGirl Vice President of Operations, asked for a continuing commitment through a show of hands from those sponsors in the audience who offered scholarships in 2015. All of the 2015 sponsors agreed to continue their scholarships. Established in 1974, the WhirlyGirls Scholarship Fund is a 501(c) (3) public charity that administers scholarships valued at more than $90,000. The Scholarship Fund is replenished annually through the efforts of the Whirly-Girls Auxiliary, charitable contributions and also through merchandise sales at their trade show booth. Whirly-Girls International is a non-profit 501(c)(3) organization. For more information about Whirly-Girls scholarships, visit: www.whirlygirls.org or contact Colleen Chen, (603) 616-9246, wgvpsch@whirlygirls.org.

SAL’s law

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

I was recently involved in an FAA investigation and would like to request a copy of the tower transcript from the flight. The violation involves an “unauthorized takeoff”, saying that I departed a towered airport without clearance. The airport facility consists of a contract tower and a CFI advised me that only FAA towers are required to provide transcripts. Can I use the Freedom of Information Act? What alternatives do I have? AF @ EMAIL

AF, this used to be a huge problem in the defense of airman. We would request transcripts and other discovery material from the investigator, only to be told that the agency had used a contract or third party provider and the material was not “discoverable”. That was then and this is now. After passage of the Pilot’s Bill of Rights (Part 1), that rule was changed and the agency must now provide the subject of an investigation, all discoverable material, even from third party providers. This is only fair and further levels the playing field and allows us to see what information is lodged against the alleged violator. My recommendation is that you not ask for the material through the Freedom of Information Act but rather through the discovery process. There are numerous reasons for this. The FAA is very good about providing requested material and even audio recordings (although you will have to pay for the reproduction). But better yet, seek professional assistance in any violation. Your license may depend upon it.

Sal, my aircraft is currently beyond its annual inspection period and has been sitting on the ground since last fall. I recently moved to a new location and now it’s time to move the aircraft but there are no mechanic facilities at my old airport and no way for me to have the annual done before I leave. Is there any way I can move the aircraft legally? DC @ EMAIL

2015 ATLANTIC

awards

T Shown (L to R) are Rebecca Joseph, Katrina Hallgren, Savannah Christy, Cristina Gonazalez Ordriozola, Banumathi Cole, Tracey Zedeck, Kate Garrison, Alexandra Thorsen, Nicole Cabana, Venida Hayes, Megan McCall and Sabine Buehlmann. (Not pictured: Jessica Martin and Margot Taylor).

his year Atlantic Flyer will be honoring the very best of the General Aviation Community. Every month, our Readers will nominate those businesses and individuals who represent the very finest within GA. Starting in March, we will recognize the honorees of that month’s selected category in the print issue of Atlantic Flyer, at our website and on our Facebook page.

DC, your problem is not uncommon and the FAA has a procedure for doing so. You will need what they call a “Ferry Permit” which is a temporary authorization to fly the aircraft, outside of the yearly inspection as required in FAR 91.409. A Ferry Permit requires an application to the local Flight Standards District Office (FSDO) and will necessitate a cursory inspection by a mechanic. That mechanic must declare the aircraft airworthy. If all your ducks are in a row, the FAA will allow the flight for the specific purpose of repositioning the aircraft to the new facility. No other flying is authorized during this period, so one last 100 dollar hamburger is not in your cards. For those with aircraft used in commerce that require 100 hour inspections, you may exceed the 100 hour time period by up to ten hours, but only for the purpose of repositioning the aircraft to the inspection. Interestingly, the time enroute to the inspection is deducted from the 100 hours for the next inspection (doesn’t really make sense except it is a way of sanctioning the late inspection). The FAA explains, “The excess time used to reach a place where the inspection can be done must be included in computing the next 100 hour inspection.” Sal’s Law Memo: My office receives a great many calls each day on the status of the third class medical legislation that has been proposed. A quick update is that the legislation has now been submitted to Congress as part of the Pilot Bill of Rights (Part 2). There is a 90 day comment period that precedes most votes in Congress and anyone who wishes to comment on the issue should do so through their elected officials. The new proposal is widely supported and is backed by good hard statistics, with a good chance of passage, but not without consistent comments from constituents.

Nominations open for Outstanding pilot shop

Let’s face it…pilots like their flight gear. Although we used to have to make routine trips to purchase charts and other supplies, today those trips have been replaced by the “online experience”. But there’s nothing better than walking into a well-merchandised Flight Shop to try out the latest and greatest air-gizmos first hand. This month, we are seeking recommendations for Outstanding Pilot Shop. Awards consideration will be based upon customer testimonials and overall retail presentation.

To nominate a Pilot Shop please send us a message that includes the location and reasons for nomination via email: Awards@AtlanticFlyer.net or via our Facebook page. Nominations are due by April 30, 2015.

Atlanticflyer.net 11

air-to-ground by Rose Marie Kern

Surveillance Enhanced Search & Rescue (SE-SAR)

iding the breeze in your own small aircraft provides a sense of freedom and a lifting of spirit like nothing else. Yet, there is always the possibility that something can go wrong and you can’t exactly pull over on a cloud when you hear your engine cough. Search and Rescue has been the primary responsibility of Flight Service for VFR aircraft since it was created in 1920. That is the reason behind filing a VFR flight plan, so if something forces you to land and you can’t get to a phone, you always know that within a half hour of your ETA, flight service will begin looking for you. That has been the way it was done for almost a hundred years, and it has saved many lives. The only catch is that they will not begin the search until after you should have reached your destination. If you have a four hour flight and are forced to land during the first hour, that means no one is going to start looking for three and a half hours. Some pilots ask the Air Route Traffic Control Centers to follow them as they fly, and if the Center is not busy they will comply. It is not mandatory for them to do so if you are VFR, and since VFR aircraft tend to fly low, they may terminate flight following because they cannot see you on radar. If you are on radar and suddenly disappear they must initiate search and rescue immediately if they cannot contact you. Over the past several years this has caused them to launch unnecessarily when a small aircraft simply went out of radar and radio range due to a low altitude.

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Advances in technology now offer a better solution. There are several companies which have designed and are now selling satellite position reporting devices, like the one produced by SpiderTracks, which will send out a signal every six minutes as you fly along. The signal is picked up by satellite and relayed to a ground location. Flight Service now offers a way for you to marry that technology with your flight plan to achieve the quickest

and most efficient search and rescue process known for VFR aircraft. You can now file your flight plan (free) on the LMFS PilotWeb Portal (https://lmfsweb.afss.com/Website) and register your satellite position reporting device with Lockheed Martin Flight Service. Known as Surveillance Enhanced Search and Rescue (SE-SAR), once you activate the flight plan, the flight service computer monitors your progress until you cancel the flight plan. At any point, if your signal stops moving, stops reporting, or you send an SOS, the computer alerts flight service and the Search and Rescue process begins at that point instead of hours later after your ETA. The computer keeps a history of the signal as it tracks across the sky, which narrows the search area dramatically if a physical search is required. Because it is satellite based, not ground radar based, you can be flying at any altitude or over any kind of terrain. An icon of your aircraft shows up on their computer screen superimposed over the terrain with dots trailing behind it like bread crumbs showing the path you’ve flown. One of the other advantages of using the PilotWeb portal for self-briefing and flight plan filing, is that you have direct control in activating and cancelling your flight plans. As you set up your personal profile you can register your email and click on a box that says EasyActivate/EasyClose. After that, whenever you file a flight plan you will get an email a half hour prior to departure with a link you can click and automatically activate the flight plan. Half an hour before your ETA another email is sent. Whenever you land you simply click that link to close your flight plan. You can still call on the radio or phone as well. The PilotWeb is very easy to use, has great weather graphics and allows you to self-brief with all the same data that flight service has available. (did I mention it is free?) As well as being able to file flight plans online, you can activate and cancel VFR flight plans by text or email. The site also has the Airport Facility Directory and VFR/IFR chart information loaded and easily available. There is a plan language option called NextGen which will spell out the meaning of TAF’s and FA’s if you don’t want to work at interpreting the National Weather Service’s abbreviations. Surveillance Enhanced Search and Rescue is the next logical step in making it easier for people to find you if things go wrong. It’s a safety net that provides peace of mind to you and to your family, knowing that you can fly cross country anywhere and those whose purpose is to be there for you in an emergency will be able to find you with greater ease and efficiency than anytime before.

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

by Barbara Sica

Angel Flight NE Flies on a Mission of Healing

hat would you do if you or a loved one was diagnosed with a life-threatening illness that required traveling hundreds or even thousands of miles away for medical treatment? If you’re like most, the first question you would ask is “How will I get there?” This is the exact question the Derosier family of St. Agatha, Maine faced when both parents were diagnosed with cancer and the only treatment was located in Boston, MA. Their mother, Carol, required care at Beth Israel while their father, Richard, required care at Brigham & Woman’s. Travel in a car even in the best of weather could take from 8 to 9 hours one way and not to mention the expense of overnight accommodations. Not only was the Derosier family dealing with heartbreaking diagnoses but now the logistics of travel was just as a big concern. They were then told about Angel Flight NE – a nonprofit that arranges free air transportation so patients can access life-saving medical care that is not readily available to them either do to their geographic location or lack of finances to travel commercially. From the first call to Angel Flight NE, the children of Carol and Richard felt some relief to know that one leg of this journey would be taken care of and their parents would be in safe hands. Angel Flight NE arranged nearly 70 flights for their mother, Carol and 25 flights for their father, Richard. All for free – there was never a

charge for the air transportation and there was also the opportunity for their family to accompany them when they were able to providing them support during a difficult time. Both Carol and Richard lost their battle with cancer but the Derosier family credits their parent’s gift of time with them to Angel Flight NE. To give back not only to Angel Flight NE but also to the Edgar J. Paradis Cancer Fund that supported the Carol and Richard as well, the Derosier family along with close friends founded the Angel Snowfest Fundraising Event. This year’s second annual event was held on Saturday, March 7th at the Lakeview Restaurant in St. Agatha, Maine. More than 350 people attended this daylong event to raise funds and awareness for these two worthy nonprofit organizations. Activities included snow shoeing, luminary walks thru the woods of St. Agatha, a homemade chicken stew dinner, spirits served from a hand carved ice bar crafted by Carol and Richard’s son-in-law from ice blocks taken from the pond near the family home and live music. Through their tireless efforts, the family, friends and supporters raised $25,000 this year. If you would like to learn more about Angel Flight Northeast and how you can help to ensure distance is never an obstacle for patients to access medical care or know someone who could benefit from this organization’s services, visit www. angelflightne.org or call 978-794-6868.

New Bedford Airport seeks increased general aviation traffic

‘

bitter winter that caused substantial ‘pilot hibernation’, a group of tenants, including individual aircraft owners, banded together to better communicate with airport management. The group now has frequent meetings with airport management to help grow and improve activities on the field.

Two-year old Odin and mom Elizabeth are transported by AFNE Volunteer Pilot Roger D. (left) from Martha’s Vineyard to Boston. Young Odin is a patient at Dana Farber Cancer Institute in Boston. AFNE President Larry Camerlin (right), staff and volunteers of Angel Flight Northeast help provide air transportation at no cost to those who need it.

General aviation is welcome here…’ that’s the message the New Bedford Airport Commission wants to convey. Following a $30 Million airport expansion/ improvement project that was completed in late 2014, the airport began charging $10 landing fees on aircraft as small as 3,000 lbs. However, in an initiative aimed at increasing traffic at the airport, the Commission agreed at their March meeting to suspend that policy pending further review. Aircraft heavier than 5,500 lbs are still subject to the landing fees which have been imposed since the year 2000. “The airport commission has sent a clear message that they want transient traffic to come back to New Bedford.” said Chris Cunningham, General Manager of Colonial Air. “We voiced the flying public’s concerns, they listened, and we commend them for it.” added Rick Araujo, General Manager of NorEast Aviation. “The FBO’s have played a crucial role in getting the policy revisited, and are eager to take the process to the next level.” After a

legislation. It’s easy, quick, and important. The GA community has waited too long for thirdclass medical reform, and this legislation could finally get it done. Under PBR2, pilots flying recreationally in a wide range of aircraft would no longer need to obtain a third-class medical certificate. The bill would allow private pilots to make noncommercial VFR and IFR flights in aircraft weighing up to 6,000 pounds with up to six seats. Pilots also would be allowed to carry up to five passengers, fly at altitudes below 14,000 feet msl, and fly no faster than 250 knots. PBR2 also includes a provision to

ensure that pilots can fly under the new rules even if the FAA fails to comply with the bill’s provisions 180 days after enactment. And while that’s a top priority, it’s not the only benefit the legislation offers. PBR2 also would improve the notice to airmen (notam) program by establishing a rating system to prioritize notams, including TFRs in the program, and creating a repository to maintain the information in a way that makes it accessible to the public. That system would be considered the sole source location for pilots to check for notams. The legislation would also protect pilots from enforcement action if a notam is not included in the repository and prohibit enforcement of notam violations if the FAA hasn’t finished the system within six months of PBR2 being enacted while providing an exception for national security. To help pilots facing enforcement actions, PBR2 would ensure that data collected by

contract towers and other outsourced FAA programs is subject to the same Freedom of Information Act requirements as data from the FAA itself. The exception would be aviation safety action reports, which are designed to prevent accidents by encouraging voluntary reporting of safety concerns by employees of FAA contractors. The measure also would protect pilot certificates by preventing the FAA from requiring a re-examination of a covered certificate holder without clear evidence of wrongdoing or unsafe behavior. I’m optimistic that we can get medical reform this year with your help. So, if you haven’t taken action already, please contact your legislators and ask them to cosponsor H.R. 1062 in the House and S.571 in the Senate. The form to send is online at www.aopa.org/take-action. When voters get involved, lawmakers listen.

a new pilot’s bill of rights

egislators in both the House and Senate recently introduced bills known as the Pilot’s Bill of Rights 2 (PBR2) that could finally bring long awaited third-class medical reform and other protections. Within a couple of weeks of introduction, that legislation had earned 15 cosponsors in the House and 16 in the Senate—and more than 31,000 AOPA members had written to their elected officials asking them to show their support by becoming cosponsors themselves. Whether or not you’re an AOPA member, I hope you’ll get in touch with your members of Congress and ask them to support the

Colonial Air is one of three FBO’s that sought landing fee relief at New Bedford Regional Airport (KEWB) in New Bedford, Massachusetts.

Colonial Air, Noreast Aviation and Sandpiper Air have even joined together with the Airport Grille to offer an added incentive to visit the airport. From March 15th until June 30th aircraft that fly into EWB and make a fuel purchase of 20 gal. or more from a participating FBO will receive a certificate for $5 off their lunch or dinner that day at the Airport Grille. “All businesses at the airport want to increase traffic, so teaming with the Grille made perfect sense.” said Melissa Whelan from Sandpiper Air. The program has been well received so far, and the airport hopes to see it grow as spring returns to the frozen northeast.

Atlanticflyer.net 13

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

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5/6/15

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

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ATLANTIC

April 2015

Coming soon! Allantic Flyers 2015 Air Show Calendar

Classifieds

Beautiful Airpark Lots available at CABLEHEAD AIRPARK (CCA3) in PRINCE EDWARD ISLAND, CANADA. View our location at www.cablehead.weebly. com & www.golfpei.weebly.com Then come see us, we’ll make a deal you’ll feel good about! 902-961-2311 whittypei@gmail.com 18 NEW nested T-hangars available for pre-sale at KTAN. All weather units, radiant gas, modern pilot lounge. Sizes up to 48’ bi-fold doors available. Prepayment provides purchase discount. Go to www.hangarme.com T-hangar for Sale or Lease at KGHG, 45’ x 35’ - $48,500. Contact John at 617-331-4575 or seacov19@yahoo.com Nashua NH (ASH) Own 1/15 Share of Cessna 172 in Queen City Aero Club. 1974 Cessna 172M (N20172) IFR, GNS430W, 200 SMOH, $3,990 negotiable, $45/month dues, $45/HR flight time (dry). Well-maintained aircraft, solid financial club. Jerry Ross 203-415-7728 or jeraldpross@gmail.com Nashua, NH. Boston Center Flying Club –Membership available. 1974 IFR C-182p with GNS430 GPS, Auto Pilot, Club owned hanger. $40/Hr Dry and $880.00 per year. $7,000. 8000 Hr TT 200 SMOH. Tony at tj@joycecool. com or 603-765-8853. KBDR (Bridgeport, CT) Box Hangar 42 x 32 For Sale. 30 Year lease w/ electricity & lights; Asking $67,500. 203323-1000 or BradLouth@yahoo.com

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

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

Advertiser locations

Own 1/4 share of Cessna 182 (N97993) at Beverly MA (KBVY). IFR equipped full auto-pilot, dual VOR with glide slope, Garmin 430W GPS with traffic, Mode S Transponder, storm scope, HSI. Hangared, recreationally used, not heavily used by other partners. Lightspeed Zulu Headsets, more included. Asking $18,000. Contact John Powell at 978-239-1732 or JohnMPowell1@Gmail.com Tow pilots and flight instructors wanted at Franconia Soaring. Build tailwheel time in our Cessna L-19 warbird, or CFI time in our gliders in the scenic White Mountains of NH. Tailwheel and/or CFI experience is required. We can help you earn your CFIG. Contact Shawn Brown at (978)764-6082 or shawnbrown@charter.net for more information. Visit us at www.franconiasoaring.org”

121 Restaurant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Action Multi Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 The ADlog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Aero Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Aerox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Aircraft Cylinder Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 AOPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Aviation Insurance Agency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Berkshire Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Cawleys Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Columbia Air Sales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Monroe Exec. Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Nassau Flyers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Port City Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Reeves Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sal Lagonia Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Sky Manor Air Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Southbridge Airport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Southern Maine Aviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Sport Aviation LLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Stellar Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

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aviation crossword by Herb Hill

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5 6

11 12

16 17

19 21

22 24

Across

DOWN

Interstate plebe Piper hobo Aeronca’s Ali Piper two-door sedan Canadian UC-78 water bird North American horsy fighter Swift biplane Rearwin in overdrive Lorne Greene’s Beech Luscombe/Aeronca 4-door car Piper baby bear Vultee L-13 half man, half horse Thurston waterbird Stinson traveler Vought’s pirate plane Lockheed bolt from the sky Piper fast walker Beech stylish charmer Piper knight’s weapon Spartan Aircraft’s corporate official 36 Laird problem’s answer 37 Piper single-seat aerial bike

1 Stinson pioneer vehicle 2 Commonwealth aerial

4 6 8 9 10 11 13 14 17 19 21 23 24 25 26 28 30 31 34 35

Across 27

37 36

Chuck Norris Piper’s William Tell plane Cessna rush-hour traveler Royal Beech Ten-sport American Champion Piper naval warship Republic naval constructor Grumman feral feline fighter Cessna desert travel group Mitsubishi zilch fighter Superfulous aerobatic plane DeHavilland dam-builder Aeronca’s head of police Dependable Stinson Grumman waterfowl Luscombe opera-haunter Riley July 4th firework Blue-mood taildragger Chatty Russian plane

Last month’s answers

3 4 5 7 12 14 15 16 18 20 22 26 27 29 30 32 33 38

1 GREEN 5 GPS 7 AILERON 9 PISTON 11 FUSELAGE 12 LIFT 15 WHEELS 17 VALVE 21 CARBURETOR 23 TRIM 24 SPINNER 25 GEAR 28 RED 29 THRUST 31 ANTENNA 32 POWER

DOWN 2 ENGINE 3 TAIL 4 PROPELLOR 6 STRUT 8 COWL 10 MAGNETO 13 FLAP 14 THROTTLE 16 ELEVATOR 18 AUTOPILOT 19 CAMSHAFT 20 CYLINDER 21 CRANKSHAFT 22 WING 26 RUDDER

Atlanticflyer.net 15

ATLANTIC

April 2015