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Celebrating Twenty-Eight Years of In Flight USA
4
ON
THE
August 2012
COVER
DAYTON 2012 AIR SHOW By Mike Heilman and Joe Gust
T
he Dayton Ohio Air Show organizers had a tough decision to make when planning the 2012 show. Should they continue with the traditional third weekend in July or move the show date up two weeks in order to have the United States Navy Blue Angels as the headline act. The organizers choose to move the date up. Little did they know that the July 7 - 8 show at the Dayton Ohio International Airport would be held in record-breaking heat. The weather played a major factor in the attendance of this year’s show with the temperature at Saturday’s show reaching 102 degrees, and 91 degrees for Sunday’s show. The two-day event normally draws about 70,000 people and generates an estimated $3.5 million for the local Dayton area, but this year the crowd was estimated at just over 47,000 people. The Saturday show on average has the highest attendance, but this year only 19,000 spectators attended and the attendance Sunday was 28,000. The 2011 show drew an esti-
mated 65,000 people. Headlining this year’s “hot” show were the Blue Angels who performed both days in their F/A-18 Hornets. It was a homecoming for Blue Angel Pilot Lieutenant John Hiltz. “I grew up about an hour from Dayton in Fort Mitchell Kentucky. I have visited the Air Force Museum on multitude of occasions. I am very excited to showcase what we do in front of so many family and friends. Being able to show what the Navy does in my own backyard is a real privilege,” said Hiltz who flies the Number two jet in the Blue Angel diamond formation. The United States Air Force (USAF) was also represented at this year’s show. The highlight for many was the USAF Heritage flight of two QF-4 Phantoms and a P-51 Quick Silver. The QF-4 is a modified F-4 Phantom that is used as a remotely controlled target or with a pilot. The drone fleet is operated by the 82nd Aerial Targets Squadron at Tyndall AFB. The two QF-4 Phantoms made several solo passes in front of the crowd before Continued on Page 6
Gene Soucy and Teresa Stokes performing their wing walking act in hazy skies of the 2012 Dayton Air show. (Mike Heilman)
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TABLE Volume 28, Number 12
OF
CONTENTS
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August 2012
ON THE COVER COVER STORY
PHOTO FINISH
INDIANAPOLIS AIR SHOW
DAYTON 2012 AIR SHOW Story by Mike Heilman and Joe Gust
Story Begins.....Page 47 Photo Finish.....Page 57
Page 4
By Mike Heilman Cover Photo By Mike Heilman
FEATURES
COLUMNS
GAMA: Competitiveness of U.S. Aviation Industry....................8
A Brief History of Travel Aire By Edward H. Phillips ................................................10
NATA Selects New President ........................................................8
Using Your Noodle By Sidney Djanogly ..................................................11 Editorial: Good Old Days By Ed Downs ..............................................................12 Pride, Passion, Planes – A Day with the Patriots By Sagar Pathak ......................................................13 Flying With Faber: Eastern Germany By Stuart Faber ..............................................................29 What Was Hot at Oshkosh? By Ed Wischmeyer ....................................................39 Why, How and When the Sport of Air Racing Was Born By Alan Smith ..........................................................42 Are Pilots Control Freaks? By Herb Foreman ......................................................51
Aviation Ancestry: The Military Constellation by Scott Schwartz ....................17 From Skies to Stars: Speed is the Thing by Ed Downs ..........................26 What’s Up?!: In Case You Didn’t Know by Larry Shapiro ......................28 Homebuilder’s Workshop: RV-14 by Ed Wischmeyer ....................31 Safe Landings: What Would You Have Done?............34 The Pylon Place: Let’s Go Racing by Marilyn Dash ......................45
NEWS
NASA Offers Condolences on Passing of Sally Ride ..............27 GAMA Testifies on Alien Flight Student Program ....................40 Sun ‘n Fun Consolidates Organizations ....................................41 Wounded Warrior, Trauma Care ..................................................47 AirSatOne Optimizes SatCom with Flightstream AOC ............50 Cessna Grand Caravan EX ..........................................................50 Museum Honors Flying Tigers and American Forces ..............51
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
SPECIAL SECTION: NEWS FROM AIRVENTURE 2012.....................35-39
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Celebrating Twenty-Eight Years of In Flight USA
6
Dayton Air Show Continued from Page 4 joining up with the P-51 for the Heritage flight. The P-51 also flew a solo demonstration A B-52 “Stratofortress” from the 307th Bomb Wing at Barksdale AFB in La. made one pass over the airshow on Saturday. Two F-16 “Fighting Falcons” from the 180th Fighter Wing based at the Toledo, Ohio Air National Guard Base opened the show each day with several passes. Two civilian Jet acts performed at the Dayton show. The Warbird Heritage Foundation’s A-4B “Skyhawk” flew a solo demonstration. The A-4B is painted to represent an A-4C that was the only air-to-air kill by a Skyhawk during the Vietnam War. Lieutenant Commander Ted Swartz is credited with shooting down a MIG-17 over North Vietnam. Art Nails flew a privately owned British FA2 Sea Harrier during the show. Nails flew the Harrier in the Marine Corps and as a test pilot. The Tora! Tora! Tora! team recreated the Dec. 7, 1941 attack on Pearl Harbor at the Dayton show. The airplanes used in the show were built by TwentiethCentury Fox for the movies Tora! Tora! Tora! and Midway. Private collectors bought the planes after the movies and the Commemorative Air Force (CAF) got 13 of them. The CAF planes are replicas of the Zero fighters, Val dive bombers
Mike Goulian flies his Extra 330SC over the National United States Air Force Museum. Goulian is the three time member of the United States World Aerobatic Team. (Mike Heilman)
The Misty Blues jumped in the American flag each day of the show. The Misty Blues are the only all-women skydiving team in the world. (Mike Heilman)
Quick Silver P-51 makes a pass over the Dayton 2012 air show. It is painted with the markings of allied aircraft during the D-day invasion in World War II. (Mike Heilman)
August 2012
and Kate torpedo planes the Japanese used in the surprise attack. Mike Goulian was the headliner for the civilian portion of the show. Goulian performed a high-energy routine in his Extra 330SC. It has been 10 years since Goulian has been to Dayton, “I was last here in 2002 and the same people are here. That is what makes Dayton such a great show is the professionalism of volunteers. They know what they are doing” explains Goulian. Gene Soucy Air Shows performed a barnstorming and wing-walking act at the 2012 airshow. Gene Soucy and Teresa Stokes performed a wing-walking routine in their modified Grumman Ag Cat Stearman. Soucy and Stokes have been performing at airshows since 1988. Soucy also flew the 450 horsepower Showcat in a solo demonstration. The J-3 Piper Cub Celebrated its 75th anniversary at the 2012 Dayton show with a flying demonstration and static display. The Piper Aircraft Company built the J-3 between 1937 and 1947. A North American T-6 owned by the Tuskegee Airman National Historic Museum and used at the Tuskegee Army Airfield from 1943 to 1945 for pilot training performed a fly-by. The all-woman skydiving team, the Continued on Page 20
August 2012
www.inflightusa.com
7
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Celebrating Twenty-Eight Years of In Flight USA
8
A STORM By Craig L. Fuller President and CEO AOPA
S
ometimes, even on a beautiful summer day, you can tell there’s a storm coming. In the world of general aviation, this is one of those times. The leading edge will hit this fall and the storm could rage all winter long. Following the November elections, Congress will reconvene and take up something called “sequestration.” Congress will have a few weeks to slash the federal budget deficit dramatically. If they can’t reach agreement, sequestration will take effect on January 1, 2013, triggering automatic cuts across just about every sector of government in an attempt to reduce the federal budget deficit by
$1.2 trillion. If that happens, the consequences are frightening. The FAA’s air traffic organization will have to lay off an estimated 2,000 employees, including 1,200 air traffic controllers and 900 technicians. The agency also would likely close more than 200 contract towers. Another 600 safety and aircraft certification personnel would be lost through attrition and not replaced. The NextGen ATC modernization initiative would not be spared either, potentially receiving cuts of up to eight percent or $160 million. Along with budget cuts will come attempts to raise revenue. The battle over user fees that could follow will make our past fights over this issue look like a walk in the park.
IS
BREWING
The stakes are incredibly high. GA has some stalwart friends in Congress, including 186 members of the House GA Caucus and 39 members of the Senate GA Caucus. These supporters have repeatedly acted to defend general aviation, protect the interests of pilots, and prevent the imposition of new user fees. But come January 1, even their support may not be enough. None of the alternatives is pain free – and many are very painful. But AOPA is not waiting for the storm to hit before we take action. During the next few weeks, we will be attending both national party conventions. Together with the National Business Aviation Association, we will be recognizing federal, state, and local officials who support GA.
CLEAR PROP: NEW TRAINING EXPERIENCES Earn a tailwheel endorsement, fly a warbird, transition to a glass cockpit aircraft, go up in a hot air balloon, or just get back into flying during AOPA Aviation Summit in Palm Springs, Calif., in October. The desert mountain scenery promises to be spectacular, so take advantage of flight
training opportunities at nearby Jacqueline Cochran Regional Airport. AOPA will be providing free transportation from Palm Springs to Jacqueline Cochran Regional from Wednesday afternoon, Oct. 10, through Saturday, Oct. 13. These flight opportunities, open to AOPA members and
August 2012
nonmembers alike, coincide with Summit, which runs Oct. 11 through 13. This allows you to augment what you are learning in the air with educational and safety seminars on the ground at the Palm Springs Convention Center. The association has lined up a host of aviation experts to lead seminars ranging
We’re also encouraging our members to visit their elected representatives while they are in their home states this summer. It doesn’t hurt to remind lawmakers that people in their communities are depending on them not to agree to user fees that could damage GA. And, of course, we’ll be asking for help from the entire GA community when the timing is right. In the next few months, the proposals will start coming fast and furious. So now, in the calm before the storm, let me say thank you for supporting general aviation. All of us at AOPA are standing ready to defend our freedom to fly. I hope we can count on you to stand with us.
AT
SUMMIT
from technique to navigation. A new feature this year, the training opportunities showcase AOPA’s efforts to help more pilots get back in the air and become better, safer aviators. So pick your flying goal and find out how AOPA Aviation Summit can help you reach it.
GAMA TESTIFIES BEFORE SENATE AVIATION SUBCOMMITTE ABOUT COMPETITIVENESS OF U.S. AVIATION INDUSTRY The Senate Aviation Subcommittee, chaired by Senator Maria Cantwell (DWA), today held a hearing on the state of the U.S. aviation industry and how the industry can maintain its global leadership. Pete Bunce, President and CEO, testified on behalf of the General Aviation Manufacturers Association (GAMA). In his testimony, Mr. Bunce under-
scored several items that are key to the success of aviation manufacturing, including improving the Federal Aviation Administration (FAA) product certification process, addressing airspace management and aviation infrastructure issues in emerging aviation markets, and making key investments in research and development and workforce training in
the United States. “GAMA commends the leadership of the Subcommittee for convening this hearing which is of vital importance to the competitiveness of the aviation manufacturing industry,” said Pete Bunce, GAMA's President and CEO. “We appreciate the fact that the hearing highlighted so many issues that GAMA believes are
key to the future growth of GAMA companies. We look forward to continuing to work with the Subcommittee on initiatives that will lead to a stronger general aviation industry and also increased job opportunities for our citizens”. GAMA’s written comments can be accessed online at: http://www.gama. aero/node/11517.
NATIONAL AIR TRANSPORTATION ASSOCIATION SELECTS NEW PRESIDENT The National Air Transportation Association (NATA) Board of Directors is pleased to announce the selection of Thomas L. Hendricks as the association’s new president. He succeeds James K. Coyne, who has served as NATA’s president since 1994. Hendricks will start his duties on Sept. 1, 2012. Hendricks most recently served as the senior vice president, safety, security and operations for Airlines for America, where he was responsible for all core airline technical and operational functions. He was also responsible for developing and shaping advocacy and policy positions on flight operations, safety, engineering, air traffic
management and security. “I am pleased to be joining NATA at such a critical time in aviation,” said Hendricks. “Aviation drives our global economy, and I understand well the issues and opportunities we face. I look forward to working with NATA members and other stakeholder groups to continue improving an environment that puts safety first and enables general aviation to play a critical role in delivering service, creating jobs and facilitating commercial growth.” “We are proud to add Tom Hendricks to our team and to have him lead NATA,” said Jim Sweeney, NATA chairman. “Tom
brings a wealth of aviation experience and knowledge to the National Air Transportation Association. His experience and success with driving policy and advocacy programs will bring the visibility that NATA needs to grow and to continue to be a strong influence in the aviation industry.” “I am pleased that the board has chosen someone of Tom’s caliber to take the reins at NATA. I look forward to working with him as he transitions into his new role,” Coyne said. Hendricks previously worked with Delta Air Lines as director of line operations and a chief pilot for flight operations in Atlanta, Georgia. During that time,
Hendricks represented Delta on several key industry groups. Hendricks has also testified frequently before U.S. Senate and U.S. House of Representatives subcommittees on safety, security and aviation operations. A retired Air Force Reserve colonel and career fighter pilot, Hendricks served on active duty as a United States Navy officer on the USS Midway (CV-41) and as an instructor pilot at the United States Navy Fighter Weapons School. A native of Fairfield, Ohio, Hendricks graduated from The Citadel in Charleston, South Carolina, with a Bachelor of Arts in Mathematics with secondary emphasis in Business Administration.
August 2012
www.inflightusa.com
9
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Reach the Summit It should come as no surprise that AOPAâ&#x20AC;&#x2122;s Aviation Summit is one of my favorite events of the year, and our entire team is busy getting ready to welcome thousands of pilots to Palm Springs this October 13 through 16. (Z ^L Ã&#x201E;UHSPaL V\Y WSHUZ 0 ^HU[LK [V [HRL H TVTLU[ [V ZOHYL the excitement with you, and invite you to join us for what promises to be the most vibrant Summit yet. Palm Springs is a favorite Summit location, and the only place you can see dozens of aircraft, large and small, taxi down city streets in the Parade of Planes. Following the parade, the planes will be positioned around the convention center, where you can get an upclose look at the best general aviation manufacturers have to offer. Meanwhile, inside the convention center hundreds of exhibitors will show off the latest avionics, newest pilot gear, and best services. >OL[OLY `V\ HYL SVVRPUN MVY H UL^ Ã&#x2026;PNO[ IHN VY H UL^ NSHZZ JVJRWP[ `V\ JHU Ã&#x201E;UK P[ HUK [Y` P[ V\[ YPNO[ OLYL There are also endless learning opportunities with dozens of seminars. Topics include medical issues, fun destinations, JOHUNPUN [LJOUVSVN` ^LH[OLY Ã&#x2026;`PUN I\`PUN `V\Y Ã&#x201E;YZ[ HPYWSHUL aircraft maintenance, and many more. Specialized tracks make it easy for you to choose the seminars that match your interests and experience level. Whether you are new to GA or have thousands of OV\YZ PU [OL SLM[ ZLH[ `V\»SS Ã&#x201E;UK ZLTPUHYZ [OH[ JHU OLSW THRL `V\Y Ã&#x2026;`PUN ZHMLY HUK TVYL LUQV`HISL ;OPZ `LHY MVY [OL Ã&#x201E;YZ[ [PTL ^L»SS HSZV IL VMMLYPUN H ^OVSL UL^ YHUNL of learning opportunities, giving you the chance to earn a tailwheel LUKVYZLTLU[ Ã&#x2026;` H ^HYIPYK [YHUZP[PVU [V H NSHZZ JVJRWP[ HPYJYHM[ NV \W PU H OV[ HPY IHSSVVU VY NL[ J\YYLU[ HM[LY H OPH[\Z MYVT Ã&#x2026;`PUN Whatever your goal may be, experts at AOPAâ&#x20AC;&#x2122;s Aviation Summit can help you reach it. After a full day of shopping, learning, and training, itâ&#x20AC;&#x2122;s time to play, and weâ&#x20AC;&#x2122;re offering a variety of social events, including a charity golf [V\YUHTLU[ ¸( 5PNO[ MVY -SPNO[¹ ILULÃ&#x201E;[ [OL *HSPMVYUPH +YLHTPU» 9LZVY[ 7HY[` HUK L]LU H >PSK >LZ[ +LZLY[ (K]LU[\YL 0M `V\ Q\Z[ want to relax among friends, old and new, be sure to stop by the (67( 3V\UNL H[ [OL :WH 9LZVY[ *HZPUV (UK [OH[»Z Q\Z[ H ZTHSS [HZ[L VM ^OH[ ^L OH]L PU Z[VYL @V\ JHU Ã&#x201E;UK out more and make your plans at www.aopa.org/summit 0 JHU»[ wait to see you there!
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n the wake of the war to end all wars, the budding aviation industry in the United States was built by men who had the vision, determination and courage to give wings to their dreams. Three such men were Walter H. Beech, Lloyd C. Stearman and Clyde V. Cessna. All three joined forces late in 1924 to form Travel Air, Inc., and initiated manufacturing operations in cramped quarters at the rear of the Kansas Planing Mill at 471 West First Street in downtown Wichita, Kan. The company’s first biplane, dubbed the Model A and powered by the ubiquitous and often cantankerous 90-horsepower Curtiss OX-5 engine, was chiefly designed by Stearman and was similar in appearance to the “New Swallow” he created in 1924 for the Swallow Airplane Manufacturing Company. Priced at $3,500, selling the Model A proved a difficult task for salesman Beech. Potential buyers, however, soon realized that the new Travel Air was superior, if only by a small margin, over the war-surplus Curtiss “Jennies” and Standard J-1 biplanes. As orders for the Model A increased, Stearman designed the Model CH – a much larger airplane featuring an enclosed cabin seating four people, with the pilot still seated aft in an open cockpit where he could “hear the wind in the wires.” The flood of orders for Travel Air’s Model A soon outstripped the original shop’s ability to keep pace, and operations were relocated to a larger building on West Douglas Avenue. Throughout 1926 the company’s employees built a series of airplanes including the improved Model B powered by the new and expensive Wright J-4 static, aircooled radial engine of 200 horsepower Continued on Page 14
The first facility used by Travel Air was located in downtown Wichita in an old planing mill behind the Broadview Hotel. Manufacturing of the Type "A" biplane was soon moved to a larger building on West Douglas Avenue.
In 1927-1928 Travel Air built a small fleet of Type 5000 cabin monoplanes that provided reliable service for National Air Transport's route between Chicago and Dallas. By 1929 the company was producing a series of modern, cabin-class monoplanes such as the Type 6000B that proved highly popular with companies and corporations of the day.
The company's “bread and butter” airplane throughout its short existence was the Type 2000 biplane powered by a 90hp Curtiss OX-5 or OXX-6 engine. More than 600 Type 2000s were built, representing nearly 50 percent of total production from 1925-1932.
August 2012
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USING YOUR NOODLE By Sidney Djanogly
W
hen was the last time you practiced a simulated approach to a forced landing? If it’s been a while, you might be a little shy to try one when it’s the only safe way out. About 18 years ago I was invited to a wedding in Mexico City. My accountant and friend Don had never flown before – in any plane. I mentioned the trip to him and he was excited about coming along after his busy tax season. I had flown in Mexico before and knew the hardest part of the flight would be the 11,000-foot mountains surrounding Mexico City. We flew our rented Piper Cherokee from Los Angeles down the Gulf of California to Guadalajara, stopping for fuel in Los Moches and Mazatlan. We had good VFR weather, which is typical for western Mexico. I filed our flight plan, always a requirement in Mexican airspace, and left Guadalajara for Mexico City about noon. Again, good VFR was forecast, but my previous experiences flying in Mexico taught me the best weather information was whatever I saw off the nose of the plane. Over the mountains about 200 miles west of Mexico City, a towering
cumulus began to form. In a matter of minutes, we faced a solid line. We had plenty of fuel so we decided to head back to Guadalajara and wait for better weather, but as we turned around we realized that the storm line had encircled us. The ceiling began to lower. Soon the mountaintops were obscured. We dodged the buildups for a few minutes, but as the turbulence and the hail got worse, I decided I had to get the airplane on the ground right away. I had been practicing simulated forced landings for about a week before our trip, as part of the commercial pilot training. Without hesitation, I formulated a plan. I picked out a clear spot on the side of a mountain, above the timber line, and flew the Cherokee onto the mountain facing about 45 degrees uphill. At that angle the ground roll was extremely short. We had been lucky to avoid the rocks and we parked the airplane sideways on the hill. We were thankful to be on the ground safely, knew more or less where we were, and were sure to be rescued as soon as our overdue flight plan was noticed by the Mexican authorities. We were sure that we’d found the most desolate spot on earth, but in just a few minutes, we were approached by
about a dozen men on horseback carrying rifles. Had we survived our emergency landing only to be victims of the local banditos? Two things probably spared us from harm. In my Spanish dictionary I found the word for “ lost” – Perdido – and the men became our allies. Still they wanted us to give them some of our valuables. They were fascinated by us and the airplane, but mostly by our cargo. We had
filled the back seat and the baggage compartment with a load of Manichewitz kosher noodles for the chicken soup at the wedding ceremony. The men began devouring the noodles raw. The noodles and a bottle of tequila were enough to begin a party celebrating our arrival. As word spread, people began arriving from all directions. We had worn light white Continued on Page 18 P.O. Box 5402 • San Mateo, CA 94402 (650) 358-9908 • Fax (650) 358-9254
Founder ..................................................................................................................Ciro Buonocore Publisher/Editor................................................................................................Victoria Buonocore Managing Editor ........................................................................................................Toni F. Sieling Associate Editors ........................ Nicholas A. Veronico, Sagar Pathak, Richard VanderMeulen ..................................................................................................................................Russ Albertson Staff Contributors ......................................................................S. Mark Rhodes, Roy A. Barnes, .....................................................................................Clark Cook, Larry Nazimek, Joe Gonzalez, ........................................................................................Alan Smith, Herb Foreman, Pete Trabuco Columnists..................................Stuart Faber, Scott Schwartz, Larry Shapiro, Ed Wischmeyer, ..........................................................................................Marilyn Dash, Ed Downs, Anthony Nalli Production Editors ..............................................................................Anne Dobbins, Toni Sieling Copy Editing ............................................................................................................Sally Gersbach Advertising Sales Manager ........................................Ed Downs (650) 358-9908, (918) 873-0280 Web Design ..................................................................................................................Josh Nadler In Flight USA is published each month by In Flight Publishing. It is circulated throughout the continental United States. Business matters, advertising and editorial concerns should be addressed to In Flight USA, P.O. Box 5402, San Mateo, Calif. 94402 or by calling (650) 358-9908–fax (650) 358-9254. Copyright © 2008 In Flight Publishing. In Flight USA is not responsible for any action taken by any person as a result of reading any part of any issue. The pieces are written for information, entertainment and suggestion – not recommendation. The pursuit of flight or any action reflected by this paper is the responsibility of the individual and not of this paper, its staff or contributors. Opinions expressed are those of the individual author, and not necessarily those of In Flight USA. All editorial and advertising matter in this edition is copyrighted. Reproduction in any way is strictly prohibited without written permission of the publisher. In Flight USA is not liable or in any way responsible for the condition or airworthiness of any aircraft advertised for sale in any edition. By law the airworthiness of any aircraft sold is the responsiblity of the seller and buyer.
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Editorial
August 2012
By Ed Downs
GOOD OLD DAYS
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recent conversation with friend and fellow writer, Steve Weaver, sparked some memories and brought to mind a safety issue that has heads spinning in the magical world of FAA training gurus. As “old” pilots often do, we reminisced about the days when basic skills and common sense were considered “high technology.” Today’s version of “high technology” has progressed in the manner one might expect when having crossed into a new millennium, but some are concerned about that progression. This writer turned back the mental clock and joined Steve in remembering how simple, and potentially frightening, the “good old days” really were. My “good old days” began in the mid 1950s. The flight school I flew with sold a “student pilot course” which included 12 hours of dual instruction in a Champ, and a 20-hour ground school. The cost was $175, including materials. The idea was that you were “issued” your student pilot certificate (solo and cross country endorsement) at the conclusion of the 12hour program. After this, you were welcome to rent their Champs and go flying. Whether or not you decided to get a pri-
vate certificate so you could carry passengers was optional. There were no multiple endorsements, no 90-day “solo sign offs,” or multitude of authorizations. The Champ had only a wind-driven generator that spun fast enough to recharge a battery if flying at about 10 mph above cruising speed, meaning the battery was constantly going dead! The low frequency radio could transmit on only one frequency and you tuned the receiver like a Motorola console radio out of the 1930s. There was no starter or workable nav system. With 12 gallons of fuel, all-important in-flight decisions had to be made in about two and half hours, or the “in flight” part of the trip came to an abrupt end. Drawing lines on big, 25 cent, sectional charts was the order of the day, with a whiskey compass and E-6B your only navigation tools. Knowing where you were and having alternatives in mind were essential, as even a mild wind could greatly affect your flight. But somehow, in some way, those old planes (Champs, Luscombes, Cubs and TCrafts), and the planning it took to fly them, taught this pilot the need for self reliance, careful pre-flight prep, and
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“heads up” situational awareness that has served me well to this day. My planes became bigger, the speed of sound less of a challenge and the curvature of the earth visible. Advanced avionics, early heads-up displays, followed by full digital cockpits all entered this pilot’s 55-year career. I was excited to see this incredible technology entering the world of general aviation and, like many other aviation professionals, figured that safety and functionality of light aircraft would increase exponentially. But I was wrong, as were a number of other aviation experts, like the FAA and NTSB. While overall safety stats have improved markedly over the last half century, they have basically gone flat since 2000. The NTSB and FAA have, however, noted that a new type of accident seems to have entered the picture. While it is acknowledged by one and all that the modern, high technology cockpits should increase situational awareness and safety, the reality is different. The fact is, pilots are losing control of perfectly good airplanes, unable to properly manage feature rich integrated flight systems (instrument displays, data accessibility, auto flight capabilities and, recently, smart phone and tablet applica-
tions). Lack of positional awareness is at the top of the list, but confusion and the cry of, “What’s it doing to me now?” can reach the point where actual control of the airplane is lost. The FAA and NTSB correctly conclude that these advanced technologies do offer all the potential benefits claimed by their manufactures. The obvious problem is a lack of training in their use. The FAA now requires all curriculums for Flight Instructor Refresher Clinics (FIRC’s) to include a discussion about high technology aircraft. “Scenario based” training that includes the use of complex technology is a mandated FIRC subject. While these training efforts are well intended, it is this writer’s opinion that one important element is being missed: basic skills in pre-flight planning. An ever-increasing number of airplanes used for flight training incorporate moving maps and GPS technology, often combined with a detailed aviation database. Students frequently supplement “steam gauge” technology with handheld devices. Such hand-held devices may be used as primary nav systems for sport pilot check rides, and private pilot Continued on Page 16
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PRIDE, PASSION, PLANES– A DAY WITH THE PATRIOTS By Sagar Pathak
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f you hear a plane overhead, and you look up to see what kind it is, then it’s safe to assume you love aviation. And most of us can trace back to the moment when that love first started. For me, like millions of others of children, it was at an airshow. Back in May I got to spend the day with 20 of these folks who live and breathe aviation at the March Field Airfest. They are an all-volunteer team who maintain and fly the six sleek, all-black L-39s that make up The Patriots Jet Demonstration Team. The day started at a jarring 0630. For those of you who don’t speak military time, that is way too early for a Sunday morning. But it’s an airshow day, and soon the calm skies would be filled with the sound of jets! First order of business: fuel up the people. Who knew this is what really makes planes fly! And then it was off to March Air Reserve Base for the pilot’s brief. Every airshow day starts off with all of the performers gathering to discuss details of the airshow. The Patriots were represented by Dean “Wilbur” Wright, lead pilot and former USAF Thunderbird, and John “Boards” Posson, left wing. At the Pilot’s Briefing, the Director of the airshow gave an in-depth review of the schedule, including any changes in the ordering, an up to date weather brief, reminders of the show layout, and how the show was handling early departures (including our request to leave before the Thunderbirds). For the Patriots, this would just be the first brief of five. Even
(Sagar Pathak)
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(Sagar Pathak) though I was just barely waking up at 9 a.m., the pilots were in airshow mode and alert for all of the information. After exchanging pleasantries with a few of the performers, it was time to file the return flight’s flight plans and then head back to the jets on the hot ramp. The hot ramp is where the planes that are performing stage. Since it’s a beehive of activity, with planes and vehicles moving around, the airshow public is kept at a safe distance away. As we walked across the ramp to the jets an hour later, Wilbur told me that this was just the first of several safety briefs they would have. We had just finished the overall brief for the airshow, and it was time for a Team brief where they discuss the team schedule for the day. Here they would learn when the pilots would be getting ready, take off times, what to do after they land and when to start packing up to head home. In this business, the more information you have, the better the chance that things will run smoothly. Even though these are all volunteers who do this for fun, on airshow days, each and every one of them is as professional as the Blue Angels, Thunderbirds or Snowbirds. Each of the six L-39 jets has a pilot, and a dedicated crew chief. Then there is an announcer, a safety observer, music specialists, and a bevy of other volunteers who handle whatever the day could throw at them. They work with each other at the half dozen airshows that the team will be at throughout the year, cultivating relationships and solidifying Continued on Page 22
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A Brief History of Travel Air
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Continued from Page 10 as well as the company’s first cabin monoplane – the Type 5000. Based on an earlier design by Clyde Cessna, in 1926 the new monoplane won a contract from National Air Transport for eight airplanes. These were eventually assigned to various routes between NAT’s airline hubs at Chicago, Ill., and Dallas, Tex. The epic, solo flight of Charles A. Lindbergh between New York and Paris in May 1927 resulted in a nationwide epidemic of “aviation fever” that swept from coast-to-coast. In the months following Lindbergh’s achievement hundreds of new flight schools, airframe and engine manufacturers came into existence. It suddenly seemed as though the sky was the limit, with Lindbergh’s “Spirit of St. Louis” doing for aviation what Henry Ford’s humble Model T had done for the automobile industry decades earlier. Lindbergh’s success, however, not only ignited widespread interest in flying but also spawned development of air races, and among the more spectacular was a completion sponsored by pineapple king, James Dole. He offered a $25,000 prize for the first commercial airplane to span the 2,400 miles between California and the Territory of Hawaii. Travel Air was inundated with at least 17 orders to build highly-modified airplanes for potential contestants, but only two orders were honored – one from Hollywoodbased pilot Art Goebel and another from aviator Benny Griffin. Both airplanes would be Type 5000 cabin monoplanes modified for long-distance flying in accordance with customer specifications. Goebel’s ship was christened “Woolaroc” in honor of his sponsor, oil magnate Frank Phillips, and Griffin’s was dubbed “Oklahoma” in honor of his Oklahomabased supporters. When the Dole race began on August 16, 1927, eight airplanes and their flight crews were ready for departure. Of these, both Travel Air monoplanes took off without incident but Griffin soon returned to the Oakland airport and withdrew from the competition, citing an overheated Wright J-5 engine as the cause. Goebel and his U.S. Navy navigator, William Davis, were first to land at Wheeler Field near Honolulu, 26 hours, 17 minutes after leaving Oakland. It was a tremendous victory for both men and for the Travel Air company, and served to further advance its reputation as a builder of sturdy, reliable airplanes. Fueled by a booming economy and America’s unwavering hunger for everything aeronautical, in 1927 Travel Air had relocated to new facilities on East Central Avenue about five miles from downtown
In September 1929 Travel Air stunned the aviation world with the Type R monoplane that won the free-for-all event at the National Air Races. Flying at an average speed of 195 mph during the race, the sleek speedster defeated the best the U.S. Army and Navy could muster and helped accelerate the transition from biplane to monoplane designs.
In the wake of the stock market debacle in October 1929, Travel Air eventually collapsed under the weight of the Great Depression and closed its doors in September 1932. The Type 12W sport biplane was among the last designs produced by the Travel Air Division of the Curtiss-Wright Airplane Company. Wichita. During the next two years four additional buildings would be built in an effort to meet demand for biplanes and the new, cabin-class Type 6000 series monoplanes introduced in 1928. The Type 6000 was an evolutionary outgrowth of the Type 5000 but was aimed specifically at the flying businessman and corporation. More than 150 were built between 1928 and 1931, including a highly-customized Type A6000A for famed actor and pilot Wallace Beery and another for Harry Ogg, president of the Automatic Washer Company, predecessor of the Maytag Corporation. Together these airplanes were the most expensive Travel Airs built costing about $20,000 each–a staggering sum for 1929. In addition to guiding the company skillfully since the departure of Cessna and Stearman in 1927, president Walter Beech recognized the immense value of good publicity. The Dole Race had proved that, but Beech wanted more. Ever the aviator, Walter worshipped speed and when engineer Herbert Rawdon approached him in 1928 with plans for a racing monoplane, Beech was hooked. Teaming with fellow engineer and sheet metal craftsman Walter Continued on Page 16
August 2012
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Celebrating Twenty-Eight Years of In Flight USA
Editorial
Continued from Page 12 applicants my use them during a check ride as a supplemental system. As an active CFI who teaches numerous weekend test prep classes and conducts his share of flight reviews, I am stunned to see a disturbing trend. Many Private Pilot applicants who attend my classes have already flown a dual (or even solo) cross country, or have a significant number of hours. Only a small percentage of these students know how to read a sectional chart or plot a basic course. They have no understanding of the VOR airway structure. Many even have difficulty dealing with a compass, not knowing that it has 360 degrees. It has now become common that at least half of the students attending instrument classes have never flown with a VOR or even heard of an ADF, both the main line standard of FAA instrument written exams. I ask flight review applicants to show up with a short cross country (chosen by me) planned, ready to discuss the route, nav aids and airspace being traversed. I frequently see nothing more than a piece of paper with the three letter designators for each airport written down and a puzzled look. The applicant explains, “I will give you the rest of the info when the GPS is fired up.” In other words, pre-flight planning takes place after the radio master switch is turned on! More and more, pilots simply enter airport designators and follow the little airplane. Their total situational awareness depends upon the mileage scale set on the GPS display. They simply turn to
August 2012
keep the little plane on an electronic line, without regard to headings or wind effect. Traffic pattern entries and communication procedures are determined as the destination is approached by calling up the electronic database. It is this writer’s humble opinion that such myopic flying is a recipe for disaster. The old tradition of charts on the kitchen table the night (or perhaps days) before a flight, complied with clearly stated FAR’s in Part 91 created an overall awareness that is missing from the “after engine start” form of pre-flight planning. Seeing the entire flight laid out before you means that valleys, mountains, complex airspace and the path to alternate airports are implanted in one’s mind simply because they are visible on a piece of paper. The mere act of writing down radio frequencies or perhaps hand diagramming the traffic pattern and airport layout means that the active decision making process for a flight is well under way long before the tie down chains are removed. Simply following the electronic marvels now available to pilots means that one is heavily engaged in the cognitive processes of assessing and trying to understand what electronic devices are telling you. In other words, it is “brain intensive” work, meaning that one must constantly be interpreting information, versus flying a planned scenario that is already in place. Any event or situation that arises which is not being foretold by technology becomes a task requiring significant multi-tasking. Such a workload Continued on Page 19
A Brief History of Travel Air Continued from Page 14 Burnham, by the late summer of 1929 Rawdon had supervised construction of a radical speedster that was soon dubbed “Mystery Ship” by the Wichita press, chiefly because of tight security imposed by Beech. Powered by a supercharged Wright Radial engine rated at 420 horsepower, the new Type R was capable of speeds approaching 220 mph and featured a streamlined, lightweight welded steel tube airframe, wood wings and one of the earliest applications of the NACA engine cowling that reduced cooling drag significantly. Flown by Doug Davis, the airplane won the prestigious free-for-all event at the National Air Races in September at an average speed of 194 mph, soundly defeating the best the U.S. Army, Navy and commercial competitors could offer. Beech was elated. Just as he had hoped, the Type R had thrust the name Travel Air into forefront of American aviation.
The company’s consistent success during the past five years led to its absorption into the giant Curtiss-Wright aeronautical conglomerate in August 1929. The aviation boom was still on the rise and so was Wall Street, but the bubble finally burst in October and the ramifications were devastating. As 1930 gave way to 1931, many aviation companies ceased to exist as the onset of the Great Depression tightened its stranglehold on the seemingly unstoppable American economy. Among the victims of that debacle was the Travel Air Company. Only a small number of airplanes were completed in 1931, and in September 1932 Curtiss-Wright closed the doors forever. Company employee Roy Edwards was the last to leave. As he snapped the lock closed on the factory door, it signaled the end of a pioneering airplane company. Yet it would live on in the memory of the men and women who had made Travel Air the “Standard of Aircraft Comparison.”
August 2012
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Aviation Ancestry by Scott Schwartz
SEEING STARS - THE MILITARY CONSTELLATION – PART II
S
ince the first flight of a Constellation didn’t take place until Jan. 9, 1943, it should come as no surprise that the U.S. Army Air Force (USAAF) was very interested in this fast, high-flying transport aircraft. World War II was well under way and, after all, the Constellation could out run the Mitsubishi Zero fighter in level flight (theoretically, anyway). Well, the initial plan was to allow the 80 Constellations being built for the airlines to be delivered to those airlines, but the airplanes themselves would actually be owned by the government. The USAAF would then receive another 180 Constellations (designated as C-69s) directly. In reality, the USAAF decided to take all of the Constellations that were already on the production line, and ordered more. A total of 313 Constellations were ordered, but only a fraction of these were ever delivered to the Army. This is because the Wright R-3350 was turning out to be far from reliable. Many readers will know that the B29 was powered by the same engine, and that one of the XB-29 prototypes crashed due to one of the engines catching fire, killing Boeing test pilot Eddie Allen and the whole flight crew – not to mention 14 people on the ground. This did not bode well for the Constellation though the initial test flights of the XC-69 yielded favorable results (indeed, Boeing’s Eddie Allen was “loaned” to Lockheed because of his experience with the R-3350 engine and was supposed to have said that the aircraft worked so well that he was no longer needed. This was a month before he lost his life in the XB-29 crash.) All aircraft using the R-3350 were temporarily grounded. The trouble was apparently traced to the design of the R-3350’s carburetor, and flight testing of the XC-69 was resumed in mid-June of 1943. Once again, problems – this time in the form of leaking fuel tanks – appeared. This problem was resolved in April of 1944; but other problems like engine overheating and fires continued to plague the aircraft. It became so bad that Lockheed flat out accused Wright of poorly designing and building the R-3350. Lockheed even went so far as to recommend that the USAAF replace the R-3350 engines with Pratt & Whitney R-2800s. In response, the Army simply insisted that R3350 production cease until its problems were resolved. Naturally, this delayed the testing of the C-69 even further. On top of this, the
VC-121E Columbine III, which was used by President Eisenhower. Presumably, this photo was taken prior to the complete restoration of the aircraft. (Courtesy of the National Museum of the United States Air Force)
Columbine III on display at the National Museum of the United States Air Force. This aircraft was named by the then First Lady for the official flower of her adopted homestate, Colorado. (Courtesy of the National Museum of the United States Air Force) C-69 became less relevant to the Army’s needs as the war wound down. So, most of the successes achieved with the C-69 were symbolic in nature. One such instance occurred in 1944 when Howard Hughes flew a C-69 from Burbank to Washington D.C. The trip was made in less than seven hours, and the aircraft averaged 346 MPH along the way. Incidentally, this C-69 was painted in TWA colors (but, it had a military serial number), and it was to be handed over to the Army upon its arrival in Washington. Another aircraft, the original XC-69, had the distinction of being the last aircraft ever to be flown by Orville Wright, who was allowed to briefly take the controls during a flight that had departed from Wright Field. And, finally, another C-69 was flown from New York to Paris, in August of 1945. This flight was intended as a demonstration of the C-69’s transcontinental capability. After all, the C-69 was intended to be a high-speed, transcontinental, troop-transport. Nevertheless, the war had more or less passed the C-69 by, with the Army opting for the lower-flying, slower Douglas C-54 Skymaster. Further, as the R-3350’s problems were ironed out, the needs of the B29 program took priority. Consequently,
only fifteen C-69s were ever delivered to the Army. After the war, most of them were sold as surplus. Eventually, Lockheed converted them into airliners. The old XC-69, which was briefly considered for conversion to Pratt & Whitney R2800 power, was sold to the Hughes Tool Company. Lockheed then bought this aircraft and converted it into the L-1049 “Super Constellation” prototype. There is only one surviving C-69, painted in TWA livery. This aircraft rests at the Pima Air and Space Museum. The lackluster success of the C-69 did not mark the end of the Constellation U.S. military service, however. Lockheed introduced the L-749A version of the aircraft, which was supposed to be a more “economical” Constellation, in 1947. With the ability to carry 1,555 gallons more fuel than the previous versions, the L-749A was supposed to meet airline requirements for a long-range airliner. During the following year, the newly-independent United States Air Force (USAF) bought ten L749A cargo aircraft, which were to be designated as C-121As. The chief differences between the C-121A and the civilian Model 749A was the former’s reinforced floor and a large cargo door in the
fuselage. C-121As were later used during the Berlin Airlift and as VIP transport aircraft (VC-121s). Among the most famous of the VC-121s was an aircraft that was named Columbine (a one-of-a-kind VC121E) which was President Dwight D. Eisenhower’s presidential transport aircraft. By 1968 though, the C-121A had been completely withdrawn from service. But, still, the Constellation lived on in military service, albeit in a different form. Back in 1950, the U.S. Navy had contracted for 11 cargo variants of the Lockheed Model L1049B Super Constellation. And, prior to this, the Navy had ordered this same airframe as the WV-2 – an early AWACS-type aircraft. Well, the new cargo aircraft – first designated as the R7O and later becoming the R7-1 – was actually delivered to the Navy before the WV-2, because, as a cargo/passenger aircraft, the R7-1 was easier to build. First flying in 1952, the R7-1 could be converted from cargo to passenger aircraft relatively quickly. Typically, the Navy removed at least some of the passenger seats on long, over-water flights in order to make room for life-rafts. A couple of R-71s were used to re-supply Arctic bases, and one of them is still there to this day. It had crashed during a landing attempt in 1970. By 1962, there were fifty R7-1s in the Navy’s inventory; during that year, 32 of them were transferred to the USAF, which referred to them as C-121Gs. The 18 aircraft, which had stayed with the Navy were re-designated as C-121Js. One of these remained in service as the Blue Angels’ support aircraft until it was replaced by another Lockheed product- a C-130-in 1971. For its part, the USAF had ordered its own version of the Super Constellation, which it designated as the C-121C. At first glance, the C-121C was similar to the Navy version. However, there were some differences. For one thing, the C-121C had square windows instead of the round ones found on the “J” model. Further, the C-121C could accommodate troops (and their gear), passengers, or 47 stretchers. And the seats could be stowed under the floor so that cargo could be carried. Like the civilian versions, the military variants of the Super Constellation were powered Wright R-3350 engines that were equipped with “power recovery turbines.” Also known as “turbo-compound” engines, the theory behind their operation was simple: the piston engine’s exhaust gases were routed through a turContinued on Page 19
Celebrating Twenty-Eight Years of In Flight USA
18
Using Your Noodle
ed and one of the gauchos offered to guide me to the closest telegraph office. I told Don to broadcast mayday on 121.5 if he saw an airplane flying overhead. I left him with the airplane and began a threehour ride down the hill, through the woods, and eventually arrived at a tiny telegraph station next to the railroad. I wrote a message about our forced landing to the commandante at the Mexico City Airport, loosely translated it into Spanish, and the operator sent it. I felt confident
Continued from Page 11 clothing to stay comfortable in the tropical heat. They thought we were angels sent by God with a strange new kind of food to celebrate the feast of St. Guadaloupe. When the peyote smoking began, we knew it was time to plan a way to get out of there. In my confused state I asked a silly question – where was the closest telephone. I don’t think there was a telephone for 100 miles but the “ tele” part connect-
that the authorities would begin our rescue as soon as they received the message. A few minutes later my smile faded as the telegraph replied in Spanish, “ This is not company business. This telegraph is only for company business.” I rode three more hours with my guide back up the hill to the airplane. As we approached in the dark, we beheld the eerie sight of Don locked inside the airplane with the red rotating beacon on, and bonfires raging only feet from the fuel
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tanks. It’s amazing the airplane didn’t explode. Everyone from miles around had come to see this strange event. Some were praying, some were dancing and others were sampling the kosher noodles for the first time. It took a couple of hours to settle the crowd down and convince them that we should continue the party in the morning. Wet, sore, scared and cold, we shivered our way through the night, wondering if we’d freeze in our sleep. We awoke to a clear, cool morning and planned our escape. Using the handbook in the PA-28, we calculated the distance necessary for our takeoff roll. We used the numbers for a flat takeoff roll, and figured that the roll downhill would only help matters. We cleared the rocks from our “ runway” and placed rock piles on the sides every 100 feet so we could monitor our progress and abort if we needed to. We performed a miniannual inspection on the airplane and were happy to find no damage. We knew we had only one chance to do it right before we woke the townspeople and the craziness began all over again. We decided that despite the wedding and the chicken soup we’d get the airplane as light as possible by unloading the rest of the noodles. Don and I said goodbye to one another, just in case our plan ended tragically. We lined up the nosewheel, started the engine, set the flaps for a soft field takeoff and started to roll. The downhill roll acted like a catapult and soon we were flying. Climbing was easy in the smooth, cool morning air. As we passed the pile of noodles atop our mountain home, we realized that we hadn’t taken any pictures of our bizarre stopover. We wished we had pictures, but they weren’t worth going back for. Instead we promised ourselves a hearty breakfast at the Mexico City airport. As we flew I was glad I had practiced those simulated forced landings. If I hadn’t had the confidence to perform one, we might have gotten eaten up trying to dodge the mountaintops while escaping the thunderstorms. Upon arrival at Mexico City, we proceeded to the commandante’s office to close our flight plan from Guadalajara. If we had depended on the Mexican search and rescue to come after us, we’d still be there. Our flight plan had never made it into their system.
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Aviation Ancestry Continued from Page 17 bine, which turned a drive-shaft that was connected via a fluid coupling to the engine’s crankshaft. The idea was that the turbine provided extra power to turn the engine’s crankshaft. That was the theory. In reality, the system was prone to failure – so much so that the set-up was some-
Editorial Continued from Page 16 increases reaction time and can quickly overwhelm a pilot that is not intimately familiar with the operation of complex information systems. When proper preflight planning has taken place, technology becomes a resource multiplier, not just another task to be accomplished. High technology cockpits, be they installed or hand held, are becoming the norm. They are terrific! Anyone who tries to take this writer’s GPS and electronic database away is going to have a fight on their hands! But, the kitchen table is still where every flight I take begins. Current charts are neatly tucked into a flight kit that is easily accessible from the left seat. Active charts, and a flight log, are snapped into a kneeboard. By the time this pilot launches on the delight of a flight not in the vicinity of my local airport, I can actually sketch my flight, terrain, airspace considerations and, in today’s world, known TFR’s. So here is your assignment: Put technology to use and fire up the search engine of choice. Enter “Stephen Coonts” a Viet Nam Navy pilot, aviation author (Flight of the Intruder and many more) and visit his website. Look for his book “Cannibal Queen” (Pocket Books, a division of Simon & Schuster, 1992) and order a copy. It is the story of Stephens’s relationship with his son as he flies a 1942 Stearman around the country, landing in all 48 states. Hidden within the pages of this delightful true adventure are remarkable examples of planning and decision making, told in the context of real world flying, not in the format of a text book or ranting editorial. It is a great read, wonderful gift and will change your views on what flying is all about. Okay, are these the simply the meanderings of an old guy who misses the “good old days” when technology did not rule the world? You bet! But I hope the reader will give some thought to the realities of current safety stats and … wait a minute … that was my smart phone reminding me to take a nap – see you next month!
times referred to as a “parts-recovery” turbine. Still, the USAF received its first C121Cs in 1955, and the type was retired in 1973. One variant of the turbo-compound Super Constellation remained in service a little longer, though. This was the EC-121 Warning Star.
The idea of using the Constellation as an airborne radar aircraft germinated in 1949, when the U.S. Navy took delivery of two Model L-749 Constellations and had them fitted with large radomes on top of, and underneath, the fuselages. The two aircraft were designated as PO1Ws, and their use confirmed the feasi-
bility of operating powerful radar equipment on aircraft. This paved the way for development of the next airborne warning variant – the WV-2 (the PO-1Ws were re-designated as WV-1s in 1952), which was based on the L-1049 Super Constellation. To Be Continued….
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A replica of the Nakajima B5N or better known as “Kate” flying over the Dayton area. The “Kate” is part of the Tora!Tora!Tora! demonstration team. (Mike Heilman) Continued from Page 6 Misty Blues, opened the show each day by jumping in the American flag and then performed a team jump later in the show. The only surviving member of the crew of the “Enola Gay,” Dutch Van Kirk, made an appearance at the show. Van Kirk was the navigator on the B-29 that dropped the first atomic bomb on Hiroshima, Japan. The Dayton Air Show had on static display one of aviations unique aircraft, the US Air Force E-3 Airborne Warning and Control Systems or better known as AWACS. The AWACS is a modified Boeing 707 and there are only 32 in service with the Air Force. The rotating radar dome on top of the E-3 is 30 feet in diameter and six-feet thick in its center. There were several military and civilian aircraft on static display at the show. U.S. Air Force aircraft on static display were a C-17, KC-135R, EC-130J, F15E, F-16 and the OC-135B “Open Skies.” U.S. Navy static aircraft included E/A-18C and SH-60 helicopter. The U.S. Army had two helicopters on display, a UH-60 Blackhawk and a AH-64D Apache. Civilian aircraft on display were a P-51, B-25 and DC-3. The 2012 event organizers faced many obstacles before the airshow began. A month before the show one of the main
The Blue Angels diamond flies in tight formation. The four diamond pilots will fly only 18 inches apart during several of their maneuvers. (Mike Heilman) acts, the Brazilian Air Force Smoke Squadron, cancelled due to budget constraints. One of the top Warbird attractions, the B-17 Yankee Lady also cancelled the day before the show due to mechanical issues. Show organizers have proven that despite the cancellations and excessive heat they can still put on a world-class airshow.
Gene Soucy and Teresa Stokes performing their wing walking act in hazy skies of the 2012 Dayton Air show. (Mike Heilman)
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Pilot Art Nails makes a high speed pass in his British FA2 Sea Harrier at the 2012 Show. Nails Harrier is the only privately owned combat jet that can take off straight up. (Mike Heilman)
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Continued from Page 13 friendships. They travel from all over, from California, the Pacific Northwest, and even Canada. After a few minutes of answering questions, the team breaks off on what seems like a bunch of random activities. But what seems like chaos, is actually everyone taking care of their own specific tasks to get these six jets launched in time for the 500,000 people in attendance. And while most airshow acts are one plane, The Patriots have six of them. And being the only civilian owned and operated team in the U.S., they do it with class and safety. To give it some perspective, the USN Blue Angels have six jets also, but more than 100 people to make sure those jets get up in the air, but the Patriots do it with 20. At 11 a.m. it was time for the pilotsâ&#x20AC;&#x2122; brief. Only an hour after the airshow brief, they were at it again. Safety, safety, safety. With a quick time check to synchronize watches, Wilbur shares with the pilots and safety observers the information from the airshow brief, such as weather. They then go over the exact time to the minute when the jets start, taxi, take off, altitude they will rendezvous and hold at before the show starts, primary frequencies, back up frequencies, alternate fields to land at should Marchsâ&#x20AC;&#x2122; runway become unusable, fuel calculations, hazards in the area, and numerous other items. A few hours before they were joking about all the coffee brought in, and now it was as if they were planning a precision mission. And with that, it was time to tend to other preflight duties. The next hour and a half went by very quickly and before I knew it, it was 12:30 and time for the pilots to do a final walk around and jump in the jets. They greet their plane captains who help them get strapped into the cockpit.
(Sagar Pathak) Used as a military jet training in several countries, these L-39s have ejection seats to help the pilots get out of danger. Then the calm and quiet afternoon was broken when the six Ivchenko AI-25 engines roared to life and howled to an unbearable scream with the help of a Sapphire-5 APU. A flurry of hand signals, and it was time for the jets to taxi out one by one to the runway. I jumped in the van and drove out to show center to get ready for the take off. The crowd that had been scattered amongst the vast show grounds were now pressed up against the fence line in anticipation of the jetâ&#x20AC;&#x2122;s taking off. And with a short introduction, from Jon â&#x20AC;&#x153;Jugheadâ&#x20AC;? Counsell who also happens to hold the world record for ejection speed, Patriots number one through four launch Continued on Page 24
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Continued from Page 22 in a diamond formation take off, followed shortly by number five and number six. And just like that, the high impact show starts with all six jets in tight formation from right over the crowd. With the distinctive M on Box Springs Mountain in the background, the jets scream in at more than 400 mph to the crowds cheers. The next 30 minutes are full of death-defying maneuvers. Two jets line up, head to head, one from the right, the other from the left on a collision course. And a split second before they collide, both roll 90 degrees to the side and pass right by. To the crowd, and this photographer, it seems very close, but in reality, both pilots communicate with each other and maintain offset routes to miss each other. Showmanship at its finest! At one point during the show it was a non-stop barrage of planes coming at you from each and every direction. From the left and right, then just as you lock eyes on them, another screams overhead from behind you, startling everyone. Some jets go high in the sky, and another flies so low to the ground you feel as though you need only to reach up to touch it. This high-energy, big-impact show is the culmination of more than 100,000 combined hours of flight experience and years of formation training. And these guys make it look so easy, right down to the graceful touchdown. Finally, to the cheers of those half million spectators, the act was over. We roll back to the hot ramp and greet the jets as they taxi back and shut down. A round of handshakes with the crew chiefs, fellow pilots, crowd autographs, and time for a quick break before jumping into the Patriots air-conditioned trailer for a post flight briefing. Outside the team starts scrambling to pack up and get the jets fueled and ready to depart for the hourlong flight back to their home base of Byron, Calif. But Wilbur and Stache had a more important task. They were going to give 15 Boy Scouts and their parents their first up-close look at an L-39 and light their spark for the love of aviation. What I didn’t know was that the Patriots don’t just do airshows. They are also a non-profit group that spreads the love of aviation in the hearts of children of all ages though various community outreach programs through their newly built 35,000 square foot hangar/museum at their home base in Byron, Calif. Randy Howell put it best on why they fly airshows, “We fly these shows so we can inspire our nation’s youth to pursue the
(Sagar Pathak)
(Sagar Pathak) magic of flight. And whenever we can’t bring the kids to Byron to teach them about planes, then we bring the planes to the kids, like here at the March Airshow.” After a group picture with Wilbur and Stache, it was time to finish packing up and getting ready to fly home. I helped out however I could, but just like launching the jets, everyone had a task and got the job done to get those jet’s launched. We got the bags in a waiting truck, loaded up the trailer, and started the jets. There wasn’t enough time to make sure that they taxied, so we had to get moving immediately. I was happy to be flying back in the Patriots support jet, a Westwind Jet Commander with Randy and John. This was my first time in this classic private jet. With a narrow window before the Thunderbirds’ performance, we had to be ready to launch seven jets. It was going to be tight. Naturally the Jet Commander was parked at the exact opposite end of the airfield. With the show still going on, we drove past the mile long crowd line and then waited for a March ARB C-17 and KC-135 to land. Time was ticking down and our take off window was getting closer. But we got to the jet in time to do a safe preflight and get the engines started. A quick call to the Air Boss for taxi and take off clearance, and it was time to fly home. Once we reached cruise altitude at 27,000 feet, I asked Randy if he could give me a detailed rundown of the systems of the Jet Commander. He asked if I was a pilot, and of course I replied yes. Maybe it was my ear to ear smile of being Continued on Page 26
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August 2012
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Celebrating Twenty-Eight Years of In Flight USA
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From Skies to Stars
By Ed Downs
SPEED This column continues to speak to the natural synergies between flying and amateur astronomy. An evening of stargazing contains many aviation like elements. One must “pre-flight plan” the evening’s activities just as if a long, cross-country was going to be undertaken. Star charts are studied as if they were aviation charts, and an “observing log” is created to guide the astronomer. Magazines like “Sky & Telescope” (www.skyandtelescope.com) contain an eclectic selection of articles and star charts specifically designed for each month of the year. Special sections within the magazine even suggest “places to fly” in the form of dividing viewing into object categories. Numerous star chart applications are now available for computers, tablets and smart phones. A check of the weather is made once the planning is complete, hoping for limited cloud coverage and modest winds. A telescope being shaken by an unstable atmosphere is no fun to use. Finally, the car is loaded up, a check list used to make sure all the goodies and gadgets needed to optimize viewing fun are onboard and our amateur astronomer is ready for “take off.” Once at the viewing site, another commonality between amateur astronomers and pilots emerges. We are both in a hurry. While old timers, and those who take pride in truly knowing the stars, carefully match star charts to the sky to locate target objects, observers like this writer want to get right to the “oohhhs
August 2012
IS THE
and aahhhs” of viewing celestial wonders. This characteristic is not unlike a group of pilots launching for a joint fly-in activity. Some relish the adventure of traveling in a Cub while others demand the speed of a Bonanza. Both enjoy the experience of flying, but at a different speed. The question is, “do telescopes have different speeds?” Yes, they do. In this case, the reference to speed means “how long does it take to acquire the object to be viewed?” Experienced amateur astronomers possess the ability to simply look into the sky, quickly spot what they are seeking, and manually align their telescope with astounding accuracy. This writer is working hard to be one of these guys, but for now, envy will simply have to do. It is not unlike hanging out with a fellow pilot who has flown everything and always makes perfect landings. Fortunately, we “newbies” now have tools that allow even the most inexperienced beginner to be rewarded with exciting viewing, quickly. Generically referred to as “go to” telescopes, computer driven guidance systems are available that guide the viewer to the desired object quickly and accurately. “Go to” technology comes in many shapes and sizes. Smart phone applications are now available that allow one to use an adapter that actually attaches the phone to the scope. The application allows selection of a target, presents a “bull’s-eye” display with arrows to show you which way to push the telescope.
THING
Almost all major telescope manufacturers now have some form of integrated “Push-To” technology available. This writer’s 12” Orion Intelliscope is so equipped, adding a scant $189 to the purchase price. With a price bump of between $600 and $800 over the base telescope price (some excellent, ready to go, full up “Go To” telescopes run just under $1,000) and one can move up to full “Go To” and “Tracking” technology. This means that once told which object to locate (the tracking computers may hold over 40,000 celestial objects), the telescope will simply fire up sophisticated electric motors and drive the telescope to point directly at the object. These more advanced systems will then track the object – keeping it in view center – even though the Earth and planets insist on constantly moving. At the upper end of the technological spectrum are telescopes with tracking and drive systems so accurate that sophisticated astro-photography is possible, producing images that rival those of the pros. Inexpensive “Push To” technology recently allowed this amateur to acquire the spectacular Lagoon Nebula (M8) in only minutes after arriving at the viewing location. More than 5,000 light years from Earth, this spectacular cloud of hot, interstellar, dust is more than 100 light years wide and contains hundreds of new stars. It is called Lagoon Nebula because a dark cloud of cooler gases is surrounded by a glowing nebula (meaning “cloud” in Latin) of hot gases. The
Lagoon Nebula is a nursery for new stars that are being formed as large clouds of dense gas within the nebula collapse under the weight of their own gravity. It is spectacular! But, there is a word of caution. Like advanced aircraft instrumentation, Go-To technology requires knowledge to use. A simple alignment process is needed, meaning you must locate a few select stars for alignment purposes. Early models (perhaps more than five years old) were not as good as those available today. Be careful! Many, cheap, box store telescopes have Go-To claims screaming at you from multicolored boxes that promise fully automatic operation. Their claims of high magnification are often overrated if not just plain false. To find reliable Go-To telescopes, look for models sold by dedicated telescope distributors or web-based manufacturers’ catalogs. Before you buy, do some “window shopping” by attending an observing night with an astronomy club near you. Visit http://nightsky.jpl.nasa.gov/clubmap.cfm for club information. Finally, the true fun of astronomical studies comes from learning about the heavens, not just looking at them. The fun and splendor of amateur observing quickly fades if one simply jumps from one object to another. Go-To technology, like advanced GPS based navigation, should be used to enhance your navigation skills (in this case celestial), not replace them.
A Day With the Patriots Continued from Page 24 in a private jet (my very first time), or the twinkle in my eye like those Boy Scouts, but on cue, John said he wanted a quick break and Randy told me that it might be a little easier to explain if I jumped in the right seat. For a good 20 minutes, I backed Randy up on the radios and got to adjust the altitude for the autopilot. And somewhere over the central valley, 12 people strapped in to L-39s saw us fly right past them. With the speed of the Jet Commander 60 kts faster then the L-39 formation, we got to Byron airport a solid 20 minutes before them. And just like hundreds of times before, Randy set the Jet Commander down on the piano keys and as light as a feather. I saw the end of the runway approaching really, really
bags, and grab a drink of water, the four ship, followed shortly by the two ship, was on final approach for the overhead break for runway 30 at Byron. And as light as Randy touched the jet command, each of the L-39s floated in with their pilots and crew. After a few pictures it was time to bring each of the jets into the newly built hangar. And just like that the day was over. To think, 12 hours before I was in Southern California to watch an airshow.
(Sagar Pathak) fast, but with a tap of the breaks we make a left run and just pulled onto the ramp of
the newly built hangar. After a few minutes to unload the
August 2012
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NASA OFFERS CONDOLENCES ON THE PASSING OF PIONEERING ASTRONAUT SALLY RIDE In a space agency filled with trailblazers, Sally K. Ride was a pioneer of a different sort. The soft-spoken California physicist broke the gender barrier 29 years ago when she rode to orbit aboard space shuttle Challenger to become America’s first woman in space. “Sally Ride broke barriers with grace and professionalism – and literally changed the face of America’s space program,” said NASA Administrator Charles Bolden. “The nation has lost one of its finest leaders, teachers and explorers. Our thoughts and prayers are with Sally’s family and the many she inspired. She will be missed, but her star will always shine brightly.” “Sally was a personal and professional role model to me and thousands of women around the world,” said NASA Deputy Administrator Lori Garver. “Her spirit and determination will continue to be an inspiration for women everywhere.” Ride’s contribution to America’s space program continued right up until her death at age 61 on July 23. After two trips to orbit aboard the shuttle, she went on an award-winning academic career at the University of California, San Diego, where her expertise and wisdom were widely sought on matters related to space. She holds the distinction of being the only person to serve as a member of both investigation boards following NASA’s two space shuttle accidents. She also served as a member of the Review of U.S. Human Spaceflight Plans Committee, also known as the Augustine Committee, in 2009, which informed many of the decisions about NASA’s current human spaceflight programs. However, Ride’s place in history was assured on June 18, 1983, when she rocketed into space on Challenger’s STS-7 mission with four male crewmates. “The fact that I was going to be the first American woman to go into space carried huge expectations along with it,” Ride recalled in an interview for the 25th anniversary of her flight in 2008. “That was made pretty clear the day that I was told I was selected as a crew. I was taken up to Chris Kraft’s office. He wanted to have a chat with me and make sure I knew what I was getting into before I went on the crew. I was so dazzled to be on the crew and go into space I remembered very little of what he said.” “On launch day, there was so much
excitement and so much happening around us in crew quarters, even on the way to the launch pad,” Ride said. “I didn’t really think about it that much at the time . . . but I came to appreciate what an honor it was to be selected to be the first to get a chance to go into space.” Ride joined NASA as part of the 1978 astronaut class, the first to include women. She and five other women, along with 29 men, were selected out of 8,000 applicants. The class became known as the “Thirty-Five New Guys” and reported to the Johnson Space Center the next summer to begin training. Ride trained for five years before she and three of her classmates were assigned to STS7. The six-day mission deployed two communications satellites and performed a number of science experiments. Following that historic flight, Ride returned to space on another shuttle mission, STS-41G in 1984. The eight-day mission deployed the Earth Radiation Budget Satellite, conducted scientific observations of Earth, and demonstrated potential satellite refueling techniques. She was assigned to a third flight, but transitioned to a role on the Rogers Commission that investigated the Challenger accident after that shuttle was lost in January 1986. When the investigation was completed, she accepted a job as a special assistant to the NASA administrator for long range and strategic planning. Ride left NASA in 1989 to join the faculty at the University of California, San Diego, as a professor of physics and director of the University of California’s California Space Institute. In 2001, she founded her own company, Sally Ride Science, to pursue her long-time passion of motivating girls and young women to pursue careers in science, math and technology (www.sallyridescience.com). Continued on Page 32
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1982 BEECH B200 KING AIR (SN: BB-1059) 11,491 hrs. TT, 2615/2615 on factory new 42 engines (March, 2005)! Hartzell/ Raisebeck Quiet Turbofan Propellers (1458 hrs/892 hrs in '08 & '09). Collins equipped w/SPZ 200 & 500 AP/FD, GNS-XLS FMS, KMD-850 MFD w/position from FMS, TCAS 1, KGP 560 EGPWS, RDR-2000, WXC1000+, Airshow 410, Elliott Aviation Sound Mgt. Sys., Complete Raisbeck mods (except HF gear), Wing Lockers, Ex. Stacks, Aft Strakes, Enhanced Performance Leading Edge Wing, etc. New KA-350 style interior and paint 9-2005 and exceptionally clean! MSA Modular Window Shades & Aft Vanity. Current Part 135 w/fresh Phase 1. Two owners since new. All logs and NDH. Ready for immediate inspection and delivery from KCXP, Nevada....................$1,045,000
1980 CESSNA 182Q/PETERSON 260/SE STOL 1767 TT, 447 SFRM/FWF, Garmin 430W, KX-155 NAVCOM, STEC 50 A/P, Garmin GTX-327 TXP, PS Eng. PMA-7000MS Audio Panel, EDM-700, Custom Metal Inst. Panel, ALT VAC Sys., Kts-2-U Speed Mods., Stby Att. Gyro, BOSE Headsets, Converted in 2/2001. Like New Paint, Leather Int. & Glass! Fresh Annual, N. NV Based...............................$189,500
1964 PIPER COMANCHE 400 4353 TT, 197 SMOH, 215 SOH, KMA20 TSO Audio Panel, 2-KX175B TSO Radios, 2-VOR 209 w/Digital Readout, KLN135A GPS, KN64 DME, Narco AT 50 Transponder w/Encoder, STEC 50 w/NAV and GPS Coupler, Radar Altitude, Electric Trim, Gear Lobe Fairings, NDH, Complete Logs and more.......................................
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1978 CESSNA TU 206F 2793 TT, 370 SFRM Garmin GNS 530W, KX-165, KCS-55A HSI, STEC 60-2 A/P, Insight GEM, Dig FF, T-Plus Intercooler, Cargo Pod (installed), Wheel Pants & more, P+I 7+/10, Fresh Annual Insp., NDH & All Logs. An exceptionally low time T-206 with no corrosion! ..............$174,500
New 2009 ZODIAC CH 650 XL SLSA 46 TT Since New (Ferry Time Only), Garmin 396, GMA-340 Audio Panel w/MB, SL-40 Nav/Com, TruTrak DigiFlight II, Dynon EFIS D-l0 w/Battery Backup, Wheel Pants, Electric Trim (A+E), Dual Brakes and more. Zodiac 6Zu-1 thru 6Zu4 modifications complied with 1/2010 and 0 or Best Offer NDH ...................$94,500
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4318 TT, 1449 SMOH, (Fuel Injected IO540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual Due 2/2013 ........
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August 2012
t’s summertime...okay, so you already knew that. I am hoping you know most of this critical and important advice, but just in case you don’t, consider this a gentle and kind reminder. Please don’t make me send you to your hangar. By now you already know the warm weather care and feeding of your airplanes, at least I hope so. So, what about the summer rules for you and your adventurous friends – have they been briefed? Here are a few simple answers for comfort, and to some even more simple questions: How should I dress for long warm trips? Loose, moisture wicking clothes . . . Looser-fitting shoes as your feet may swell a little more than usual in the summer heat. Please don’t tell me you’re still sitting on a wallet or billfold – that must be the “King” of bad. I could devote an entire column to this subject. Have you not noticed that those in uniform that wear flight suits always have those above mentioned items tucked away in one of their many sleeve, side, or leg pockets. They never sit on them. You can try it yourself on a 10- to 15-hour leg of your next flight. If you can walk after that, call me. By then you’ll know the answer and so will the doctor explaining why you have pain and numbness in your back and legs. This is when I wish I could spell sciatic nerves . . . but I can’t. I can promise you that many of your very sensitive parts will feel numb if you sit on one of those lumps for too long. I always feel a little silly suggesting you have water – plenty of water – on board for many reasons. Survival is a good one, first aid is another, and just because I said so isn’t the worst reason. I hope I wasn’t offensive; I have to believe you already knew this. Sunscreen weighs nothing, so take some, along with a chapstick, some hard candies to stick under your tongue and maybe a clean towel or wash cloth. If you haven’t already packed a hat, what are you waiting for? BTW, there are many types of sunscreen, some just for your face . . . yep! My wife just yelled out, don’t forget to mention nutrition bars... chocolate melts, these do too but not as much. Wait, she’s yelling again – okay, I’ll tell them – sunglasses, she said you need sunglasses, remember, she said it, I didn’t.
Larry Shapiro Haute Hangar Design Advice I always remember the first airport hangar tour I took back about 12,500 days ago. We visited some very old and tired hangars that were being held up with old broom handles and duct tape. It was that or all those old bookcases full of outdated manuals and shelves with an assortment of oils, plus a heap of over-stuffed and worn-out chairs and sofas. It was a bit of culture shock and amazement to see this eclectic collection of pure, over-the-top stinky, dirty and very stained junk. These settings make a frat house rec. room look like an O.R. – get my drift? That’s the good part. The bad part was that we actually sat in and on those 1940 to1978 treasures. BTW, they’re still there, I just needed a closing date. I was also pretending to be thankful that these pieces were locked in a hangar and not sitting on top of a dumpsite where birds might eat them and die. Hey, you in the back . . . I heard that! Okay, I’ll tell you why I was on this tourde-hangar-junk. I was escorting the AP manager and the fire department on their annual tour – the one they do every decade. I am only sharing this, and a picture with you to let you know that this interior decorating still exists, plus the addition of a few large and small fridges, microwaves, motor scooters, air compressors, computers and TVs. (even though they never seem to work in a hangar). I’m not even going to address the hangar wall art – not without a protective mask on – not over my nose, but over my eyes. In conclusion, my thanks to all of you for your efforts and phobia, of being afraid to throw out all that priceless/ worthless junk. My special thanks to that special man that actually lived in his no-plumbing-or-electrical-stuff hangar, along with his Stearman and a dozen-plus cats. You have never left my mind even after all these years and your departure from this earth. I have still not met anyone quite like you, with maybe the exception of that down and out claim jumper that was living in my golf cart. Continued on Page 30
August 2012
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29
Flying With Faber
A VISIT
I
have taken deliberate steps to entitle this article “Eastern Germany” and avoid the term, “East Germany.” Technically, since 1989, the politicalgeographic region of East Germany no longer exists. In 1945, Germany was divided up for occupation by the victors of WWII. The United States, United Kingdom, and the Soviet Union agreed on the division of Germany into occupation zones. Of course, we also relinquished most of Eastern Europe to the USSR, but that is another story. The portion under Soviet control was comprised of the area of the present-day German states of Mecklenburg-Vorpommern, Brandenburg, Sachsen, Sachsen-Anhalt and Thüringen. In the center of this new group of colonies was the city of Berlin, which was itself divided into two cities, East Berlin and West Berlin. As readers might recall, life was dismal, if not oppressive for residents of East Germany. Known as the German Democratic Republic, there was nothing democratic about the country. Residents were liberated from one dictator (Hitler) only to be tethered to another (Stalin). Thanks to the Marshall Plan, West Germany blossomed and flourished into one of the most prosperous and democratic countries in the world. The social and economic world of East Germany stood still – or fell backward. During my recent visit to Eastern Germany, I listened to horror stories from older members of the population about how they suffered under the Soviets. They loved the American liberators and wished that they had been their occupiers. War-torn buildings remained in ruins for many years or were replaced by barrack-type structures. Life in every respect, from schooling to employment was suppressed and viciously regulated.
A Re-Visit to East (Eastern) Germany I first visited Germany in the late 1960s. During that period, and almost until the German reunification in 1989, a journey by train from West to East Germany was an onerous and scary experience. The immaculate passenger cars of the West German trains were sleek and comfortable. As you crossed the border into East Germany, a change of trains
TO
EASTERN GERMANY
was required. The contrast between the two Germanys was striking as soon as you re-boarded. The passenger cars to which we transferred were cheerless, filthy and uncomfortable. It was difficult to tell if the train conductors were who they said they were or were military spies dressed as conductors. The feeling was that you were on a train headed from freedom to which you would never return. During the American occupation, the western portion of Berlin soon returned to vibrancy. As soon as you crossed Checkpoint Charlie into East Berlin, oppression cloaked the atmosphere. Today, however, you can’t tell the two Berlins apart – beauty and vivacity are everywhere.
The Stately Regent Hotel Berlin Lobby. (Regent Hotel Berlin) I decided to try two hotels in Berlin. The first was the venerable Regent Berlin. To me, this is one of the premiere hotels in Europe and has joined the list of my world favorites. The huge guestrooms are luxuriously furnished, each with a generously sized marble-clad bathroom, a walk-in shower and a deep comfy tub. Although this is a traditionally designed hotel, it boasts a state-of-theart fitness center and cutting edge communications technology. Perfectly-positioned in Berlin’s historic Mitte district and boasting an unforgettable view of the Gendarmenmarkt Square – home to the prime museum, theatre and entertainment venues – the Regent Berlin is just a short stroll from key landmarks such as the Brandenburg Gate, the Reichstag and the Opera House. Framed by a worldrenowned trio of exquisite 18th century cathedrals and the iconic Concert Hall, yet easily accessible from local airports, it offers a convenient and stylish gateway to the city’s best history and cultural attractions, together with outstanding upscale shopping facilities at the world-famous Friedrichstrasse. For more information,
contact: Regent Berlin Charlottenstraße 49 10117 Berlin-Mitte Germany, www.regenthotels.com /EN/Berlin
Stuart J. Faber and Aunt Bea a production of my favorite opera, The Barber of Seville.
Luther Country Dramatic Lobby and Aquarium Radisson Blu Hotel Berlin. (Radisson Blu Berlin) Radisson Blu Hotel, KarlLiebknecht-Strasse 3 - D-10178 Berlin, was an exciting surprise. I’ve never quite seen anything like this upscale European version of Radisson Hotels. The ultramodern Radisson Blu offers 427 guestrooms and suites, each providing exceptional views of the Berlin cityscape. Every guestroom features high-speed internet access and convenient amenities including trouser press, international television stations and well-equipped bathrooms. All rooms and suites exemplify a purist style that reflects urban trends, with dark wood and warm tones creating a relaxing atmosphere. At the Radisson Blu Hotel, Berlin, you can experience innovative concept dining at the hotel’s on-site restaurant HEat. The fresh interior design of the restaurant HEat, the show kitchen with international delights and the splendid view of the Berlin Cathedral create an unforgettable experience. I ordered wiener schnitzel (Germany’s progenitor to American chicken-fried steak), and it was the best I have ever had, hands down. The veal was moist and tender and the crust was crackling and not greasy. For more on this great hotel, visit www.radissonblu.com/hotel-berlin. I roamed around Berlin for a few days – and nights – Berlin never sleeps. Checkpoint Charlie, the remnants of which are just a few blocks from the Regent, was not easy to locate. Today, all that remains is a parking lot with a few plaques. I also visited the Brandenburg Gate, the Holocaust Memorial which, ironically is just steps from the bunker (also now just a parking lot) where Hitler and Eva brought the Nazi era to a close by taking their lives. More exciting, I visited the Berlin Opera House and enjoyed
Luther Country, located in the heart of Germany and comprising the states of Thuringia and Saxony-Anhalt, is where Martin Luther primarily lived, worked and changed the religious and sociological history of the world. Martin Luther, the Father of the Reformation, spent most of his life (1483-1546) in the neighboring German states of Saxony-Anhalt and Thuringia. About halfway between Berlin and Frankfurt, this region is celebrating the Luther Decade, the 10-year build-up to 2017 and the 500th anniversary of the Reformation. A mere two-hour drive from Frankfurt or Berlin, Luther Country is fast becoming one of the most attractive areas for U.S. travelers to Europe. The places where Martin Luther lived, worked, preached and taught are all in close proximity. In the buildup to 2017 and the 500th anniversary celebration of the Reformation, a visit to Luther Country not only provides a walking history for those interested in Luther’s life, but along the trail are some of the most picturesque and pristine parts of Germany. The official U.S. website, www. visit-luther.com, provides detailed information on the many possible ways to explore Luther Country, as well as a directory of U.S.-based travel companies offering customized trips. Continued on Page 30
Martin Luther’s last residence. (Copyright IMG)
Celebrating Twenty-Eight Years of In Flight USA
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August 2012
Flying With Faber Continued from Page 29
Lutherstadt Wittenberg Church at Night. (Copyright Wittenberg Kulture e.V)
Wittenberg-Where It All Began Known as the Birthplace of the Reformation, Luther spent most of his life in Wittenberg. In those 35 years, he was first a monk and student, then a professor and priest; he sparked the Reformation with his 95 Theses; he married and had a family; he continued to write about and teach the new faith; it was here that he was buried. You can visit the Castle Church, the door upon which Luther supposedly nailed his 95 Theses. While the original wooden door no longer stands, a massive bronze memorial door marks the spot that changed world history. Martin Luther’s grave is inside the church. St. Mary’s the ‘Mother Church of the Reformation’ is the oldest building in town. Here, Martin Luther preached, was married and baptized his six children. On Christmas Day 1521, the first Protestant service was held. Luther House, a former Augustinian monastery and now a museum, was
Luther’s home. The highlight is Luther’s Living Room; full of atmosphere, it has the original desk and 500-year-old period furnishings. This is where Luther talked with university students, conversations that we can still read about in the book ‘Table Talks’. Although famously known as the “Cradle of the Lutheran Reformation,” Wittenberg has much to offer in addition to Reformation history. The main street is called the Cultural Mile, a reminder that 500 years ago the university was an intellectual powerhouse in Europe, attracting inventors, philosophers and many others. The Cranach Courtyards commemorate painter Lucas Cranach, who lived in Wittenberg for around 45 years. As well as a busy art studio, Cranach owned a farm, a printing company (he printed copies of Luther’s New Testament in German) and a pharmacy. One of the grandest houses in town is the 1536 former home (now a museum) of Philipp Melanchthon, Luther’s best friend and colleague.
Christmas in Wittenberg. (Copyright Wittenburg Kulture e.V.)
Worthy of mention are the old streets with historic buildings and cozy restaurants. Throughout eastern Germany, whenever I walked by a restaurant which served authentic German cuisine, I couldn’t pass it up. Most popular dishes include sausage plates with sauerkraut and boiled potatoes, wiener schnitzel, red cabbage, roast duck and my favorite, huge beef or pork knuckle bones the size of my T-210 turbo. Brauhaus, in Wittenberg, is one of the best.
Wiesbaden, Schmalkaken & Eisenach The charming town of Wiesbaden, a city of cobblestone streets and 18th century buildings, was one of our stops. I was anxious for this visit because I wanted to have a look at the historic Wiesbaden airport. In the spring of 1929 the WiesbadenMainz airport was opened. Private and sport flying grew in popularity in Wiesbaden through 1933 when the Third Reich came into power. Soon thereafter, flight training was organized for future Luftwaffe pilots. During WWII, the field was a fighter and bomber base – as many as 40 bombers took off every three hours. Wiesbaden was the target of numerous allied bombing missions and at one time as many as 76 bomb craters were counted on the runway. To this day unexploded ordnance from those bombing raids is occasionally found during construction projects close to the airfield. In late March 1945 Fliegerhorst Wiesbaden was abandoned by the
Schmalkaken in the evening. (©Tourist-Information Schmalkalden) Luftwaffe and occupied by advancing American soldiers. U.S. troops remained on Fliegerhorst Wiesbaden after the war, and in September 1947, the U.S. Army Air Corps became a separate service – the U.S. Air Force. At that time in 1948, Fliegerhorst Wiesbaden was designated Wiesbaden Air Base and was the home of Headquarters U.S. Air Force in Europe. During the Berlin Airlift of 1949, airmen from Wiesbaden distinguished themselves in support of “Operation Vittles.” C54s and C84 “Flying Boxcars” of the 60th Troop Carrier Group flew missions daily from Wiesbaden to Tempelhof Airport in the beleaguered city of Berlin. During one day’s operations more than 80 tons of food and supplies were airlifted from Wiesbaden Air Base. The streets on Wiesbaden Army Airfield are named after servicemen that gave their lives during the Berlin Airlift. Today, USAG Wiesbaden hosts a number of military units and service organizations, including 5th Signal Command, the Headquarters of the V Corps, the 66th Military Intelligence Continued on Page 32
What’s Up Continued from Page 28
A few sensitive but respectful words Have I ever mentioned how much I love “senior” pilots? I don’t use the word “old” because it lacks the respect I want to give them. I have the privilege of knowing some of these great aviators. No, I’m not talking about the famous airshow ones, I’m talking about the ones I get to share many of my semi normal days with. I actually hang out with one that is 95, another one that’s 85 – heck there’s even another 91 years old – and they’re all current and loving their airplanes. I want to be careful so as not to identify any of them, it’s a matter of respect and privacy. But there is a lesson here for all of us. The question is not when to quit flying, but more when to start cutting back and start asking for a little help.
I have a neighbor that is so proud that he belongs to that group of flyers over 80 . . . it starts with an “O” but I don’t know how to say it, let alone spell it. He’s a wonderful guy and I would hug his spinning prop if he asked me to. The other day I was watching him pre-flight his airplane and get ready to attack the skies. I saw a problem about to happen, but I couldn’t run fast enough to tell him to hold as he was already taxiing out. I saw his yet to be untied, tail-tie down rope still very much attached to his beautiful airplane as he was starting to pull out. As he broke free from that frayed, dirty and fat piece of string it put just a enough stress on this airplane to snap that long antennae running from the front to the back of his airplane. There was no way for him to know that – and yelling wasn’t going to work. I actually used my brain and grabbed my radio and got
ground control on the air to inform him to turn around – he was dragging his tie down behind him! Okay, so he wasn’t really dragging his tie down, but he was dragging that very long wire antennae behind him. Ground asked if he copied that, and sure enough, he executed a perfect 180 and came back for a quick repair. So as not to embarrass him, I hid under my desk. I hope when he reads this, and he will, he feels the love . . .
On final . . . I’ve been trying to find something of interest and importance about the Month of August. I’ve reminded myself that the two most important woman in my life will have Birthdays . . . my wife will celebrate her first BIG one, no I can’t tell you which one that is, she will actually read this column and then that will cost me. My
Mother will turn 92 yep, 92. After that I will be buried in stories from and about Oshkosh 2012, no way out of that. This month I’ll start saying good-bye to the new soon to be college crowd, I’ll try to find a few days to sneak away to drown some worms, and begin getting ready for the celebration of my faith’s new year. I guess when I think of it August isn’t such a bad month. Of course I did miss the Olympics in London – that only stings a little because I have a loving and longtime friend living there that keeps telling me my room is ready and waiting. I’m going to leave you with this thought: Yes, it needs to be made in America – especially if it’s going to be worn by our Olympic Athletes and all our troops. We need to love and salute them all and make sure they see and hear us do it. Until next time . . . That’s Thirty! “Over”
August 2012
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31
Homebuilder’s Workshop
O
RV-14
n Sunday at AirVenture, Van’s Aircraft’s Chief Engineer, Ken Krueger, was dropping helpful hints about a new RV-14. Carbon fiber, twin engine, amphibious, vertical takeoff and landing – and aerobatic! You get the idea… Van himself mentioned an RV-14, but gave no details, and for all I knew he was pulling my leg, too. But then on Monday, there was the RV-14 prototype.
Outside Van's booth early in the morning, before the crowds arrived. (Ed Wischmeyer) The superficial description is that it is a two-seat RV-10, with slightly smaller dimensions. In a sense that’s true, but the start of the RV-14 was with people who were building RV-7s and putting in tons of junk so that they were overweight, as were the pilots, frequently. Krueger said that some of those were so overweight as to be miniature F-104s, a nice exaggeration. So in one sense, the RV-14 is a gadgeteer’s version of the RV-7, able to carry more weight, and with more room. But the most interesting part of the RV-14 is construction details. The goal of the -14 was to build on everything Van’s has leaned in building kits over the last four decades, and they’ve learned a lot. The -14 shares components with other RVs, but it also has new features. What’s shared? The wings have the same chord and airfoil as the RV-10, but are structurally different – no surprise. The ailerons are identical to RV-10 ailerons, and the flaps are like shortened versions of the RV-10 flaps. The fuselage is all-new, but aft of the baggage bulkhead, it has the same external dimensions as the RV-9/A –more on that later. The tail surfaces are comparable to RV-9/10 tail surfaces, but there is only one trim tab. There are lots of new details in the structure. The holes are pre-punched to #30 and #40, so you no longer have to drill them out before dimpling them. The longerons are sheet metal instead of extruded, so they come pre-punched and don’t have to be bent in a vice with a hammer. Look for the -14’s tail cone to migrate to the -9. The landing gear is flat leaf and stouter than other RVs because as RVs have become more popular, pilots
with – ahem – less finesse are landing them harder than the original target market. The landing Ed attaches to the fuseWischmeyer lage, not the wing spar, and the wing attach is outside the fuselage, not inside. Under the fuselage is a four-into-one exhaust system for the preferred Lycoming O-390 engine. On the prototype, the induction air intake is in the left cooling air inlet instead of under the chin. That costs a halfinch of manifold pressure but looks oh so much cooler. But wait, there’s more! Building on the experience of the E-LSA RV-12, which comes with all the avionics and a wiring harness, the RV-14 comes with wiring runs defined throughout the structure, a wiring harness, and even with Molex connectors at all the right places for easy assembly and disassembly. In fact, the -14 will come with a wiring harness and a backplane with D-sub connectors so that avionics can be easily connected and changed. There will be “stock” avionics, including ADS-B. And all the wiring will be open source so that anybody can connect to it. The -14 is aerobatic in the traditional Van’s sense, meaning loops and rolls. It has been through a complete spin series with test pilot Len Fox, and although there are no problems, the recovery takes more turns than the FAA would like on a certificated airplane, so the -14 will not be blessed for deliberate spins. The -14 fuselage will not accommodate a sliding canopy, so only a tilt-up will be offered. However, they have gone to some lengths to make the canopy much easier to install than on other RVs. In terms of control feel and handling, the -14 is somewhere between the cruisers –the RV-9 and RV-10 – and the sporty RV7. They’ll be fine tuning the -14’s control harmonization before it is finalized, but it speaks well of Van’s that they not only will do that work, but also can recognize that it needs to be done. The prototype RV-14 was beautifully built and would probably win an award for craftsmanship at Oshkosh, where the competition was ferocious. Editor’s note: awards had not been announced before In Flight’s press deadline. Check back next month for AirVenture award winners. Wing kits will probably be available this fall, with quick builds coming out after the regular kits are finalized.
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Celebrating Twenty-Eight Years of In Flight USA
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Flying With Faber Continued from Page 30
tained heavy Allied bombing during WWII, the remnants of which are imperceptible today. I am an ardent fan of the music of Johann Sebastian Bach, so when the opportunity to visit his birthplace of Eisenach and wander through the Bach House Museum arose, I could not resist.
Brigade, 421st Multifunctional Medical Battalion, American Forces NetworkWiesbaden and several U.S. Air Force units. Another interesting town in Thuringia is Schmalkaken, the site of one of Martin Luther’s homes. The town sus-
Musical instruments of the period are on display. Several times each day, resident musicians play Baroque music on them. Other cities, including Eisleben, Frankfurt and Wiemer should not be ignored and will be the subject of a future article. The countryside between each city
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August 2012
is rich in greenery. We traveled over winding roads through gorgeous forests, pristine rolling prairies and tiny villages. I hope this tranquility lasts for thousands of years.
Sally Ride Continued from Page 27 A native of Los Angeles, Ride graduated from high school there in 1968 and enrolled at Stanford University. At Stanford, she earned four degrees, including a doctorate in physics in 1978. She also was an accomplished athlete who played varsity tennis at Stanford after being nationally ranked as a youth. Ride received numerous honors and awards during the course of her career. Most notably, she was inducted into the National Women’s Hall of Fame and the Astronaut Hall of Fame, and received the Jefferson Award for Public Service, the von Braun Award, the Lindbergh Eagle, and the NCAA’s Theodore Roosevelt Award.
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August 2012
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SUN ‘N FUN CONSOLIDATES ORGANIZATIONS The Board of Directors of the Sun ‘n Fun Fly-In, has voted to consolidate all operations and staff - including the Florida Air Museum (FAM) - under the auspices of Sun ‘n Fun and its President and CEO, John “Lites” Leenhouts. Previously, even though FAM was a wholly-owned subsidiary of Sun ‘n Fun, it operated as a separate 501(c)3 not-for-profit organization under the direction of an independent Board of Directors. While FAM will retain its 501(c)3 status for development and fundraising purposes, the day-today operations will be absorbed into the Sun ‘n Fun organization. The consolidation will incorporate some reorganization of staff designed to minimize duplication of services and improve the organization’s overall efficiency. The new structure eliminates the need for two Presidents within the organization. FAM President John Burton has announced he will be stepping down as part of the transition process. “We appreciate the contributions John has made to both Sun ‘n Fun and the Florida Air Museum over the past 13 years, especially his leadership in the immediate aftermath of last year’s tornado and the remarkable recovery that followed,” said Sun ‘n Fun Fly-In Board Chairman Bob Knight. “We wish him continuing success in the future.” Burton said he appreciates the opportunity to lead the two organizations over the past 13 years and the relationships that were established or enhanced during that time. “I am truly grateful for the opportunity to have worked at Sun ‘n Fun and the Florida Air Museum for the past 13 years as it was a time of tremendous growth, for both
organizations as well as for me,” Burton said. “I am proud of everything we were able to accomplish as a team during that time, especially the mutually beneficial relationships that were established with so many key partners on the local, regional, state and national levels.” “I extend special thanks to Bill Eickhoff, who is the primary reason I came to work at Sun ‘n Fun more than a decade ago and who served as Board Chairman during my 12 years at Sun ‘n Fun,” he continued, “and to Pat Hill, under whose Board Chairmanship I served this past year at FAM.” Burton said he hopes he and his family can remain in the Lakeland area. “I have initiated a job search which includes contacts within the national aviation industry but it is my strong desire to find meaningful employment here in Lakeland or the surrounding area so that my wife, Kristin, my family and I can all remain contributing members of this wonderful community we are proud to call our home.” Burton was named Managing Director at Sun ‘n Fun in July 1999, Executive Director in January 2000 and President/ CEO in January 2001. He moved over to the Florida Air Museum as President in July 2011. Previously, he served as Vice President Corporate Communications at the Experimental Aircraft Association (EAA) in Oshkosh, Wis. He has also served as Public Relations Director at Mercy Medical Center in Oshkosh; Publications Editor at Lawrence University in Appleton, Wis.; and has worked with ABC Television Sports on college football broadcasts and the American League baseball playoffs.
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URGES CONGRESS TO SUPPORT GROWTH OF AVIATION MAINTENANCE INDUSTRY The Aeronautical Repair Station Association (ARSA) submitted a written statement to the U.S. Senate Subcommittee on Aviation Operations, Safety, & Security detailing the important role aviation maintenance services play in ensuring the competitiveness of the American aerospace industry. The statement will be included in the official record for the committee’s July 18 hearing, “The Global Competitiveness of the U.S. Aviation Industry: Addressing Competition Issues to Maintain U.S. leadership in the Aerospace Market.”
ARSA’s statement details the substantial and positive economic impact aviation repair stations have on the U.S. economy, highlights the important role Bilateral Aviation Safety Agreements (BASAs) play in ensuring competitiveness, and discusses the negative impact the present ban on new Federal Aviation Administration (FAA) foreign repair station certificates is having on U.S. companies. As one of the United States’ leading exports, aviation maintenance contributes $39.1 billion annually to the U.S. econo Continued on Page 51
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August 2012
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
WHAT WOULD YOU HAVE DONE? This “interactive” issue of CALLBACK, deals with two situations that involve General Aviation Pilots’ encounters with weather. In “The First Half of the Story” you will find report excerpts describing the situation up to the decision point. It is up to the reader to determine the possible courses of action and make a decision (preferably within the same time frame that was available to the reporter). The selected ASRS reports may not give all the information you want and you may not be experienced in the type of aircraft involved, but each incident should give you a chance to exercise your aviation decision-making skills. In “The Rest of the Story…” you will find the actions actually taken by reporters in response to each situation. Bear in mind that their decisions may not necessarily represent the best course of action. Our intent is to stimulate thought, discussion, and training related to the type of incidents that were reported.
The First Half of the Story Situation # 1: (PA-28 Pilot’s Report) • I had planned to make a VFR flight with plenty of time to get to [my destina-
tion] before dark. I was told by the weather briefer that the entire route of flight was showing unrestricted visibility. I departed…with full fuel…and about 20 miles of visibility. [After I was airborne] I heard a transmission from the Tower to another aircraft cut out in mid-sentence. My radio (receiver) had just failed. About 15 miles out, I attempted to contact Approach to see if I could get cleared through the Class C airspace instead of going around. I did not hear a response. I set my DME equipment to the VOR and kept an arc distance of 12 DME, which would keep me out of their airspace and bring me right to [my destination]. Approximately two miles out, the visibility dropped to about six miles. I…set myself up for a right base to Runway 24. At 600 feet AGL, the lights of the city became hazy and then the airplane entered a dense bank of fog sweeping in from the ocean. I entered the fog because my line of sight and visibility on the approach looking down from 600 feet was steeper than my actual line of descent, and I could not see the fog against the background of the ocean. Going right to the instruments and calling upon my recent instrument experi-
ence, I stopped my descent and climbed to 800 feet before starting a left 180degree, standard-rate turn. I returned to visual conditions about 15 seconds after reversing course…. The visibility was deteriorating rapidly…. As I climbed above 1,000 feet, I set a course back to [departure airport]. I noticed that dense fog was obscuring the ground below me at an unimaginable rate. Within 10 minutes I was going to be trapped on top. Then, right on cue, my GPS quit. I attempted to contact Approach again to see if they could provide me with the weather information at [departure airport], and at [alternate airport] because if conditions were deteriorating as rapidly as they were here, it would be socked in IFR before I could get home. I did not hear the transmissions coming from Approach, so with a marginal safety window getting smaller and smaller, I told myself that…a diversion to [alternate airport] was the best option. It was the closest airport, had the longest runway around, and had a VOR with DME. Other than the occasional hole just large enough to glimpse a baseball field or parking lot through the intensifying clouds below me, I had no ground refer-
ence to navigate by. The conditions above 1,500 feet were VMC with about 10 miles of visibility.
What Would You Have Done? Situation #2: (C172 Pilot’s Report) • I departed VFR…. The Cessna 172 contained full fuel (40 gallons usable) and one passenger. One fuel stop was planned. The calculated time enroute was 2 hours 45 minutes. During climb out, a hand-off to Center was made and the initial climb was to 11,500 feet. The climb was continued to 13,500 feet to fly over the scattered clouds and maintain VFR. Approximately one hour into the flight, I realized that continuing on to my destination VFR was not possible as the cloud tops were building faster than expected and the clouds were broken to overcast. Initially a 180-degree turn to the west was considered, but the cloud tops looked to be building above my current altitude. The clouds below and to the north were now broken and a VFR descent might be possible. High clouds appeared to block the route to my alternate. I made the decision to descend below the clouds and possibly land at [another airport] to the west since visual contact was made there earlier during the flight out. Upon descending below the cloud layer, continuing VFR was not possible. I requested landing at [the alternate airport] with an instrument approach and was advised that the ILS approach had greater than 25 knots of tail wind and sky conditions were 200 overcast.
What Would You Have Done? The Rest of the Story: The Reporter’s Actions Situation #1: (PA-28 Pilot’s Report) The Reporter’s Action: • At 10 miles I started to give advisory position reports in case they had other operations going on at the time. My next position report was at 7.2 miles and again I did not hear a response. At this time, I Continued on Page 40
NEWS
WITTMAN REGIONAL
FROM AIRVENTURE 2012 AIRPORT IN OSHKOSH, WISCONSIN
Midway through AirVenture week, which ran July 23 through 29, it appeared that this would be one of the best years in recent history for arguably one of the biggest and brightest aviation events in the country. (In Flight USA met a press deadline before the week ended and will offer a complete overview of AirVenture in the September edition.) EAA President/CEO Rod Hightower opened the annual event with a hearty welcome and a confident outlook: "Things are really shaping up beautifully this year," he said, noting that the convention grounds were in "the best shape in years. It looks like we're in for a great experience." All the early indicators looked positive, with a three percent increase in advanced ticket sales, and aircraft parking filling up in the North 40, as well as Camp Scholler by the first day of the event. Member requests were attended to this year with the addition of a grass runway, the North 40 Cafe and camp store, and new family activities. The airshow also changed, with expanded variety and different type of acts than have been seen in the past. "You have all of the best of the world's finest air show performers here," Hightower said. Exhibitors were well prepared to make announcements during the show, proving again this year that AirVenture is good for business. Below are several news-related items that came out of AirVenture early on. (Visit our website at www.inflightusa.com and also the September edition for more news and information about and related to AirVenture, www.airventure.org) Meanwhile, if you couldn’t make it to Oshkosh this year, save the date for next year’s event July 29 – Aug. 4, 2013.
EMBRAER HIGHLIGHTS PHENOMS, SUPER TUCANO Embraer participated in the 60th annual Experimental Aircraft Association’s (EAA) AirVenture in Oshkosh, Wis. July 23-29, displaying the entrylevel Phenom 100 and light Phenom 300, making a return appearance. Embraer’s A-29 Super Tucano light attack aircraft made its Oshkosh debut. Embraer held its annual press breakfast briefing on Wednesday, July 25 at 7:45 a.m. at Booth 347 on the southwest corner of the Phillips 66 Plaza. Embraer Executive Jets President Ernest Edwards and President of Embraer North America Gary Spulak were in attendance and available for interviews. “The annual EAA AirVenture event is a great venue for connecting with our customers and has contributed extensively to our success with the Phenom 100 and Phenom 300 executive jets which meet the needs of a wide range of operations including corporate flight departments, single-pilot operators, fractional companies, universities and flight
schools alike,” said Bob Knebel, Vice President Sales, North America, Embraer Executive Jets. “We are thrilled this year to have our aircraft exhibited side by side with another highly successful Embraer product, the Super Tucano.” “The Super Tucano is a versatile, combat proven platform, recognized as the best counter-insurgency aircraft in operation today,” said Mr. Spulak. “Its presence at Oshkosh represents a great opportunity for visitors to take a closer look at the aircraft and its capabilities as a close air support aircraft.”
About the Phenom 100 Designed for high utilization, the Phenom 100 can accommodate up to eight occupants and has seven different interior color palettes designed in partnership with BMW Group DesignworksUSA. Its range of 1,178 nautical miles (2,182 kilometers), including NBAA IFR fuel reserves, means the air-
LISA AIRPLANES MAKES LISA Airplanes made an indelible impression on people’s mind for its first time at EAA AirVenture Oshkosh. For its American premiere, LISA Airplanes presented its pre series AKOYA aircraft and opened the order book for the S-LSA version. At this occasion, the French company launched an exclusive offer, limited to the show duration. For its first appearance on the American grounds, LISA Airplanes hoped to make an impression. At the EAA AirVenture Oshkosh show held from 23-29 July 2012 on Oshkosh’s Wittman airport (Wisconsin), LISA
ITS
EAA AIR VENTURE
About the Phenom 300 The Phenom 300 comfortably accommodates up to 11 occupants in an executive seating layout and is one of the fastest aircraft in the light jet category, reaching 521 mph (839 km/h, or 453 knots – KTAS). It is also equipped with many features only available on larger jets and designed for high utilization. It can fly at an altitude of up to 45,000 feet (13,716 meters), and has a range of 1,971 nautical miles (3,650 km), including NBAA IFR fuel reserves, which means the aircraft is
DEBUT
Airplanes presented its revolutionary aircraft: the AKOYA. There, the company attributed the first delivery positions for S-LSA certified AKOYA to its American clientele. Scheduled for 2014, they will follow the first European deliveries. “AKOYA’s S-LSA certification next year enables us to open up our order book to the United States. Up to now, we were focused on developing the aircraft in order to offer, from its first presentation on, very short delivery delays. Clients who will book their aircraft during the show will benefit from an exclusive offer with multiple advantages especially
AT
craft is capable of flying nonstop from New York to Miami; from Geneva to Helsinki; or from Sydney to Auckland. The jet has proven to be the fastest, with the roomiest cabin and largest baggage capacity in its class. In addition, it has lower mission costs than competitors, including turboprops. It has the latest in cockpit design and a private aft lavatory is one of its competitive features.
AT
capable of flying nonstop from New York to Dallas or Houston to Los Angeles.
About the Super Tucano The Super Tucano is an advanced training and light attack turboprop, currently used by 10 clients around the world. In partnership with prime contractor Sierra Nevada Corporation, Embraer is offering the A-29 Super Tucano as a contender in the U.S. Air Force Light Air Support (LAS) competition. After more than eight years in action, the Super Tucano has gained an excellent performance record: over 157,000 flight hours and 23,000 combat hours, with no combat losses. The aircraft is also certified for more than 130 munitions configurations. The Super Tucano is capable of performing missions such as counter-insurgency, reconnaissance and ground troop support. At present, the Super Tucano has 182 firm orders and 163 aircraft delivered. Follow us on Twitter: @EmbraerSA.
EAA AIRVENTURE OSHKOSH
made for this occasion; and the first clients will be able to schedule their delivery for 2014. This offer is to be unveiled on the first day of the show, on July 23rd.” explains Benoit Senellart, LISA Airplanes’ VP of Development. On booth 446/457, visitors appreciated the progress of the program AKOYA. “We are happy to finally present our airplane to Americans and the overall visitors of EAA AIrVenture Oshkosh. This presentation is a major step in LISAAirplanes’ development. We already have many positive feedbacks from America. No doubt that the presen-
tation of our pre series aircraft will emulate people.” Vanessa Troillard is LISA Airplanes’ US Marketing Manager. In fact, the aircraft exhibited is not a prototype. This aircraft took on board LISA Airplanes’ team members and the first clients, before being shipped to the United States. From its pearly coating, the seats covered with leather integrated in a refined cockpit to the folding wings, all these features equip the series aircraft that flew from Lake Bourget, the usual playground of the AKOYA. On Tuesday July 24th, during the Continued on Page 36
Celebrating Twenty-Eight Years of In Flight USA
36
NEWS
FROM
August 2012
AIRVENTURE 2012
INNOVATIVE CESSNA INTERNSHIP PROGRAM SHOWCASES SKYCATCHER CAPABILITY, DEVELOPS INTEREST IN GENERAL AVIATION Cessna Aircraft Company, a Textron Inc. company, developed a unique internship program this summer, which challenged high-energy aviation students from around the country to see who could generate the most awareness and handson experience for the innovative Cessna Skycatcher. The inaugural “Cessna Discover Flying Challenge” commenced on June 23 at the Cessna Open House in Independence, Kans., an event that commemorated the company’s 85-year anniversary. The internship drew to a close at the annual Experimental Aircraft Association’s AirVenture 2012 in Oshkosh, Wis. The pilots departed from Cessna’s Independence facility in new Skycatchers with customized paint schemes that identify their participation in the program. During the program’s run, the pilots attended various fly-ins, airshows and visited Cessna Pilot
Centers. As part of their creative efforts to drive awareness and virtual engagement in their journey, they posted videos on the Cessna YouTube channel, and updated Facebook and Twitter feeds documenting their adventure as they flew from one destination to the next. “The Skycatcher is such a unique and accessible aircraft that we wanted to introduce it to the flying public in a manner that reflected the same. We could have opted for traditional advertising, but the Skycatcher is something that you just have to experience – it is an awesome aircraft,” said Tracy Leopold, Cessna business leader for the Skycatcher. “Our pilot interns had the unique ability to introduce people to the product and take them on training flights to experience the aircraft firsthand. We have found when people are exposed to flight in a Skycatcher, their interest in the product increases.”
Fans followed each pilot’s journey through the Cessna Discover Flying Challenge website or through links on the Cessna Facebook page. Followers also tracked the pilot’s progress and could see the schedule of appearances around the country. Luke Patterson, a native of Liberal, Kans. and a graduate of Kansas State University – Salina, says the Discover Flying Challenge has reinforced his decision to pursue aviation as a career. “This program has been incredible. I would have never imagined I could learn so much in a few short weeks. I have flown to great destinations, met so many people inspired by aviation and been inspired myself along the way.” One of the pilot interns in the program is Zoe Cunningham – a senior at Embry-Riddle Aeronautical University in Daytona, Fla., majoring in aeronautical
science with minors in air traffic control and applied meteorology. “I’ve had a wonderful summer with Cessna and the other pilots in this program. Being able to fly the Skycatcher around the Great Lakes has just been a great privilege, and giving orientation flights to flight instructors and presenting the aircraft to others has been rewarding. This has been a fantastic hands-on learning experience.” Conor Dancy, a native of Leesburg, Va., and a senior at George Mason University, says that this Cessna internship has been one of the best experiences of his life. “Cessna has given me the opportunity to fly to many new places, meet hundreds of new people, and introduce those people to a more cost-effective way of flying in the Skycatcher. I’m truly grateful that Cessna has developed this program, and I believe it has been a success.”
STRONGER TOGETHER: GA CHIEFS DISCUSS COOPERATIVE EFFORTS GA organization leaders stressed the importance of working together to bring more people into aviation. EAA President/CEO Rod Hightower hosted his fellow GA organization leaders at the Welcome Center for a discussion about issues facing the industry on Wednesday. Joining Hightower were Craig Fuller, president/CEO, Aircraft Owners and Pilots Association; Ed Bolen, president/CEO of National Business Aviation Association; Pete Bunce, president/CEO of General Aviation Manufacturers Association, Matt Zuccaro, president of Helicopter Association International; and Henry Ogrodzinski, president/CEO of the National Association of State Aviation Officials. To open the session, moderated by EAA's Mac McClellan, Hightower stat-
ed, “Whatever type of flying you want to engage in is here on this stage.” He stressed the importance of GA groups working together to bring more people into aviation and to preserve the flight privileges so that aviators are able to engage in “whatever type of flying-sport flying, business flying-we want to do. “We have a tremendous passion for bringing people into aviation,” he added, citing the successful Young Eagles program for kids as well as the Eagle Flights program launched a day earlier for adults wanting to pursue aviation. “We believe one of the most important things we can do is to excite people about aviation, inspire them to fly, inspire them to build, inspire them to participate, give them something to do and actively engage” in aviation. Zuccaro described an ongoing issue
on which HAI has lobbied extensively-the political forces that seek to wrest airspace control from FAA authority. Examples given were National Park Service restricting airspace and the ongoing struggles to advocate for where helicopters can operate in the New York City area. Fuller touched on the declining pilot population, noting that 70 to 80 percent of student pilot starts fail to result in pilot certificates. It will take time (to turn around), but a shrinking constituency will affect us all,” Fuller said. Bolen applauded GA organizations joining forces approach initiated by Hightower shortly after becoming EAA president in 2010. “We proved that stronger together works,” he said, specifically referencing the grassroots movement from throughout GA that helped
overturn the DOT's attempt to prevent operators from blocking their aircraft movements from being viewed on the Internet, formerly known as NBAA's BARR program. He also said that despite the many turn-backs of user fees on GA operations, it will likely not go away since the government is in a fiscal crisis and all potential sources of additional revenue will be pursued. “Celebrate the success, but stay vigilant,” he told the audience. Bunce said that the Part 23 rewrite currently underway should greatly streamline certification requirements for aircraft and components so that the price discrepancy between a new certified aircraft will not be so great as opposed to experimentals. That is one reason the GA Continued on Page 37
sengers 1250 miles away (2000km) thanks to its impressive fuel efficiency of 42MPG (5,6L/100km), and can reach the speed of 135 knots (250km/h). After a pleasant and quick flight, the AKOYA lands on a less than 650-feet field (200m), and fold its wings to be parked in a garage. To reach these performances with no compromises, LISA Airplanes has designed an exclusive innovation in
the aviation field, which allows landing on multiple surfaces. The Multi-Access technology is a unique combination of two hydrofoils, a retractable landing gear equipped with skis and folding wings. The AKOYA is designed to fulfill the LSA (Light Sport Aircraft) regulation – the new American standard that is to become an international standard such as in Europe with the CS-LSA implementation.
LISA Airplanes Makes its Debut Continued from Page 35 airshow, LISA Airplanes held a press conference at 9:15 (room: EAA Press HQ). LISA Airplanes unveiled to the media the progress of the program AKOYA, the next steps and the content of the “AKOYAAirVenture” special offer. LISA Airplanes - a French company with international ambitions established in 2004 - creates, produces and distrib-
utes top of the range airplanes, products and services that are centered on Man and his mobility with the intention of creating a new aviation which suggests a change in lifestyle. From this philosophy, a first aircraft is born – The AKOYA. The AKOYA is a two-seater amphibious airplane with a unique design and a wealth of features. From ground, water or snow, the AKOYA takes its pas-
August 2012
www.inflightusa.com
NEWS
FROM
2012 AWARD WINNERS HONORED The National General Aviation Awards were presented at AirVenture on July 24 by acting FAA Administrator Michael Huerta during a special ceremony at Theater in the Woods. The 2012 winners include Marvin Hornbostel, of Junction City, Kansas, Aviation Maintenance Technician (AMT) of the Year; Rick Ochs, of Gahanna, Ohio, Avionics Technician of the Year; MCFI Hobart Tomlinson, of Huntington, Vermont, Certificated Flight Instructor (CFI) of the Year; and Jeanne Willerth, of Lee’s Summit, Missouri, FAA Safety Team Representative of the Year. Recipients also received an allexpenses paid trip for two to Oshkosh to receive their awards. AMT of the Year Marvin Hornbostel has been an A&P for more than a half-century and has been an IA for 40 years. He is also an FAA Charles Taylor Master Mechanic. After his discharge from the Army, where he received basic aviation maintenance training, he worked with a maintenance contractor at Fort Riley, Kansas, performing maintenance on Army aircraft. Thirty-two years later, he retired as the shop supervisor. Hornbostel and his son, Jon, own and operate Raven Aero Service on Junction City’s Freeman Field (3JC) and specialize in antique and classic aircraft restoration. Hornbostel also serves on the Junction City Airport Aviation Advisory Board and is president of EAA Chapter 1364, “The Wing Nuts.” He represented the Wichita FSDO area as well as the FAA’s Central Region. Avionics Technician of the Year Rick Ochs owns and manages Spirit Avionics Limited, an FAA-certified Part 145 repair station at Port Columbus Airport (CMH) in Columbus, Ohio. He obtained his formal avionics training in the U.S. Navy and began his career on the flight deck of the carrier USS Forrestal (CV-59) as an avionics troubleshooter. After his discharge, he received additional avionics education in the industry via a succession of positions at large and small companies. In March 2000, he founded Spirit Avionics, which employs 10 people and
services military, federal, corporate, and private aircraft. In addition to serving on the Aircraft Electronics Association (AEA) board of directors, Ochs is chairman of the AEA’s Member Benefits Committee and is the FAA ambassador for the Columbus FSDO. He serves on NBAA’s Maintenance Committee and co-chairs the Advanced Training and Education Subcommittee. He also serves on the board for the Youth Aviation Adventure program. CFI of the Year Hobie Tomlinson works at Heritage Aviation at Burlington International Airport (BTV), Vermont, and is an independent flight instructor. A five-time Master Instructor, he was presented with the FAA’s Wright Brothers Master Pilot Award in 2010. He is also a Cirrus (CSIP) certified instructor, has served as an FAA DPE since 1977, and has more than 11,000 instructional hours. Tomlinson has commercial, instrument, multiengine, and airline transport pilot certifications as well as flight instructor ratings and several type ratings. He has amassed more than 35,000 total flight hours. Tomlinson became a CFI in 1965 and has been an active CFI ever since. In 1967, he joined Trans World Airlines and spent 33 years there as a flight engineer, pilot, and simulator instructor. Since 2005, he’s been Heritage Aviation’s director of safety and a Citation CE560XL check airman. He is responsible for creating and teaching safety management systems curricula to all employees. Tomlinson is also an EAA flight advisor. FAA Safety Team Representative of the Year Jeanne Willerth grew up in Omaha and learned to fly from her mother, who was an instructor and Powder Puff Derby air racer. Twice she brought Jeanne along as copilot in two All Women’s International Air Races, and in 1998, Willerth brought her mother and daughter on the 2,400-mile Air Race Classic. Willerth has her instrument, single-, and multiengine commercial ratings, plus CFI, CFII, AGI, IGI, and MEI. She instructs at Air Associates, a Cessna Pilot Center at Johnson County
GA Chiefs Continued from Page 36 fleet averages 42 years old. Ogrodzinski, whose agency works on behalf of state aviation authorities as well as Guam and Puerto Rico, is predicting
deep cuts in airport infrastructure funding - about a half-billion dollars - in the upcoming budgeting cycle, making it a challenge to ensure safe, secure airports.
37
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AIRVENTURE 2012
AIRVENTURE
Executive Airport (OJC) in Kansas City, as well as Lee’s Summit Airport (LXT), where she chairs the airport board. Willerth presents aviation safety seminars nationwide, is a volunteer FAA aviation safety counselor, and volunteers with Angel Flight Central, Pilots ‘n Paws, Challenge Air, and the EAA Young
Eagles program. With more than 2,000 hours instructing, Willerth teaches primary, instrument, multiengine, and Garmin G1000 transition training. She’s also a mentor for late-in-life learners, specializing in getting dormant pilots back in the air successfully. Continued on Page 37
PILOT FRIENDLY So what does “PILOT-Friendly” mean to you? Pilot-friendly is a term coined by ZD Publishing, Inc some years ago to help describe their manuals. It means the manual is friendly to the pilot: i.e. easy to read, meaningful and appropriate. The pilot is normally faced with decisions on how to manipulate the GPS controls to achieve the desired goal. Our manuals do just that!
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Celebrating Twenty-Eight Years of In Flight USA
38
NEWS
FROM
AIRVENTURE 2012
HEADS-UP DISPLAY SYSTEM MAKES FLYING EASIER One of the biggest dangers for pilots today is taking their eyes off the skies to read their instrument panel. Now a new solution from Milan, Italy-based PAT Avionics is eliminating this hazard for pilots by allowing them to keep their eyes on the instrument panel and the sky at the same time.
ONE
August 2012
“Heads-up display technology was originally developed by the military because they realized it was a safer way for pilots to fly while making split second decisions,” said Marco Mille, Chief Technology Officer for PAT Avionics. “After three years of research and development, now that same technology is
MAN HAS THE POWER
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“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
Look What’s Coming Soon
AND SAFER FOR
finally available to make experimental and light sport aircraft pilots safer.” The new G-HULP heads-up or HUD display is the first product of its kind and it allows pilots to easily monitor their airplane’s important information – such as air speed, altitude and course data projected on a transparent glass display right in front of their eyes. “No longer do pilots have to take their eyes off the sky to check out their critical flight information,” said Mille. “Our solution should make flying much easier to learn and safer for recreational pilots.” The G-HULP HUD laser projector system is designed for experimental aircraft, light sport aircraft and gliders. It comes in two versions: G-HULP Stand Alone and G-HULP for Dynon SkyView. “It is affordable, lightweight, energy efficient and is very easy to use,” Mille said.
PILOTS
The new G-HULP HUD should make a significant difference on a pilot’s situational awareness level. “Plus it is fully customizable to meet the needs of any level of pilot – from beginner to the very skilled flier.” The G-HULP HUD product will debut in the United States at EAA’s AirVenture 2012 in Oshkosh, WI. For more information about GHULP, visit www.patavionics.com.
PRATT & WHITNEY CANADA'S PW610 ENGINE TO POWER NEW ECLIPSE 550 Pratt & Whitney Canada's PW610F engine has been selected by Eclipse Aerospace to power the next-generation Eclipse 550 twin-engine business jet. The PW610F has proven itself on the 261 Eclipse 500 aircraft currently in service with exceptional performance, efficiency, and reliability. "This agreement expands our relationship with Eclipse Aerospace as we work together to bring this next generation very light business jet to market," said David Van der Wee, Vice President, Business and General Aviation, P&WC. "With the PW610 engine, operators get demonstrated performance and efficiency with the dependability that is the hallmark of Pratt & Whitney Canada."
The PW610F engine - one of three engine models in the PW600 family - has an outstanding in-service record of excellent performance, safety, operating economics and high dispatch reliability. There are approximately 2,000 PW600 engines in service with more than one million flying hours across three platforms. "We stand behind our products with proactive, flexible customer service and aftermarket solutions to keep our customers flying and eliminate downtime," added Van der Wee. "With our comprehensive support capability, we are available around the clock and around the world with flexible service solutions to support our customers." Continued on Page 39
2012 Award Winners
Eddie Andreini Airshows 650-726-2065
Continued from Page Support and sponsorship for the GA Awards program is provided by Women in Aviation International (WAI), The Society of Aviation and Flight Educators (SAFE), the Professional Aviation Maintenance Association (PAMA), the Ninety-Nines International (The 99s), the National Business Aviation Association (NBAA), the National Association of State Aviation Officials (NASAO), the National Air Transportation Association (NATA), the General Aviation Manufacturers Association (GAMA), the Federal
Aviation Administration (FAA), the Experimental Aircraft Association (EAA), the Aircraft Maintenance Technology Society (AMT Society), the Aircraft Owners and Pilots Association (AOPA), and the Aeronautical Repair Station Association (ARSA). Additional support is being provided by Advocates for Aviation Safety Foundation (AASF), Aeronautical Proficiency Training LLC (AVTrain), Master Instructors LLC (MI LLC), National Aviation Safety Foundation (NASF), and Rich Stowell Consulting
August 2012
www.inflightusa.com
NEWS
FROM
39
AIRVENTURE
WHAT WAS HOT AT OSHKOSH AIRVENTURE 2012? By Ed Wischmeyer
U
nlike Sloshkosh of two years ago, 2012’s AirVenture was noted by high temperatures, which fortunately eased off a bit towards the end of the week. What else was hot? The RV-14 which, loosely speaking, is a two-seat RV-10, except with Van’s traditional gentleman’s aerobatics – more on that in Homebuilders Workshop on page 31. Another hot new plane, at least in my mind, is the Aerochia LT-1, a singleseat, low-wing, tricycle gear carbon fiber airplane powered by the 60 horsepower HKS 700e four-stroke, two-cylinder engine. The LT-1 is tiny, and performance and handling is still being sorted out. I got to sit in it, and it is roomy. I’m too tall in the torso for a vertical seating position, but there’s plenty of room for a semi-recumbent seating position. Meanwhile, down in the ultralight area, Just Aircraft has a two-seat, side-byside high-wing taildragger with really tall landing gear with long-stroke oleo struts, fat tires and a Rotax 912s up front. Plus leading edge slats, so its takeoff and landing is amazing. The tall gear and big tires would make it impractical for everyday use on paved runways, I suspect, especially with a crosswind. But it’s really cool. The iPad is the pilot accessory of choice with numerous vendors supplying hardware, software and services so that your iPad can show all the weather that is on ADS-B for free (same as premium XM weather), traffic around you, aircraft
flight instrumentation including synthetic vision, moving maps and taxi charts, and of course, all kinds of books, videos, games, you name it. The only disheartening note is sunlight readability – the iPad screen just isn’t bright enough. And you also need someplace to mount it in the cockpit. This was the year of the Piper Cub, with 160 or 180 or so on the field. One announcer said that this might have been the largest gathering of Cubs ever, but I’d not buy into that statement without reading through a whole lot of post-war flying magazines. Some of the most photogenic planes were in the antiques section, and their numbers seemed down a tad. Some of the planes that have been beautiful for so long are starting to fade. Along those lines, any number of the genuine old timers are aging. Ron Scott, for example, has run the communications volunteers for 52 years, and this was his last year. Jerry of the one-man band had a sign out that this may have been his last year, and although his music is schmaltzy, it is very well played. In the announcer’s booth, Roscoe was no longer able to attend and new voices had taken his place. Meanwhile, EAA had hired a lot of new staff members who did new things in new ways. The best part of EAA is, of course, the people. Some have aged out, and a number of EAA staff have moved on, but there was still a core of passionate, dedicated aviation people there. It’s always a treat to spend time with those folks.
Pratt & Whitney PW610 Continued from Page 38 The PW610F engine, like all P&WC engines, is backed by the company's comprehensive customer service network, including more than 30 P&WCowned and designated service facilities, and more than 100 field support representatives around the globe, a 24/7 Customer First Centre for rapid expert support, advanced diagnostic capabilities, and the
largest pool of rental and exchange engines in the market. "Powered by the PW610F engines, our Eclipse Jet has amazingly efficient fuel consumption that continues to excite our customers. We look forward with equal excitement as we expand our relationship with P&WC through this agreement," added Mason Holland CEO of Eclipse Aerospace, Inc.
Check the Events Calendar! www.inflightusa.com Submit your events online.
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Celebrating Twenty-Eight Years of In Flight USA
40
August 2012
GAMA TESTIFIES BEFORE HOUSE SUBCOMMITTEE ON TRANSPORTATION SECURITY ABOUT ENHANCEMENTS TO ALIEN FLIGHT STUDENT PROGRAM The House Transportation Subcommittee, chaired by Chairman Mike Rogers (R-AL), on July 18 held a hearing about how to improve the effectiveness and efficiency of the Alien Flight Student Program. Jens Hennig, Vice President of Operations, testified on behalf of the General Aviation Manufacturers Association (GAMA).
The hearing focused on the security requirements established after September 11, 2001 for foreign nationals obtaining flight training for FAA pilot certificates. GAMA specifically discussed policy changes developed jointly between industry and the Transportation Security Administration (TSA) during the past few years and a GAMA petition filed in 2011 to
restructure the alien flight student program. GAMA also provided the association's perspectives on the recommendations released by the Government Accountability Office to reform the program. “GAMA believes the restructuring of the program will provide a more effective vetting of foreign nationals seeking flight training while increasing the effi-
ciency of the program,” said Jens Hennig, GAMA’s Vice President of Operations. “We look forward to working with TSA to adopt and implement these changes.” GAMA's written comments can be accessed at: www.gama.aero/node/11513
Safe Landings
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Continued from Page 34 thought that the error might be on my end and, in such close proximity to a large airport, I decided the best course of action was to try them on 121.50. I stated my position and heading again and that my intentions were to overfly the field and see if I could locate the runway through one of the last remaining holes in the solidifying layer while I circled. I also could not hear the controller’s attempts to communicate with me on that frequency. In a final attempt to communicate with the approach controllers and advise them of the urgency of the situation, I selected 7700 on my transponder. At about one mile DME, I asked them to turn the lights up as high as they would go so I would have a better chance of seeing them through the cloud deck. As I watched the DME come within .2 miles and my VOR indicator switch from TO to FROM, I knew I was right over the field. I told my passenger to look out the window for runway lights…. She spotted the runway…and I made a turn to the left. I entered a left base and…my once clear view of the runway lights began to disappear right in front of me. At 400 feet AGL there was nothing more than a dim glow surrounding each light. Finally, passing through 300 feet, I broke out…and had about 3,000 feet of runway remaining. We had an uneventful landing. When we got out of the plane, all the holes in the sky were gone. Since I could not communicate, I erred on the side of caution and decided the best thing to do was to get the airplane on the ground considering the rapidly deteriorating conditions. The only thing going through my mind was I’ve been to quite a few aviation safety FAAST (FAA Safety Team) seminars and have heard of so many fatal accidents in which pilots had multiple opportunities to get the airplane on the ground and chose
to continue on or try the same approach that didn’t work the last three times because they didn’t want to cause a commotion or get in trouble. Had the handheld radio in my flight bag been charged, Approach could have warned me as to the strong possibility of [destination airport] being IFR by the time I got there. A GPS can do many things, but a controller will always be there to provide vectors, frequencies, weather information, ceilings, and terrain clearance altitudes. Your radio can be your only lifeline in some situations. Situation #2: (C172 Pilot’s Report) The Reporter’s Action: • I declared an emergency upon climbing to the IFR MSA of 9,000 feet since I expected severe icing, and requested vectors for the ILS approach into [the alternate airport]. At 8,000 feet MSL and entering IMC, the ice accumulation was rapid. The Localizer Approach was flown and a missed approach was made. Upon climb out, the missed approach procedure could not be flown due to degraded aircraft performance. I saw the ground visually and turned back to the airport while staying clear of clouds. The airport was sighted and I landed without further incident. Looking back, I should have never made the decision to descend since I was in VMC, maintaining VFR. Instead I should have consulted with ATC/FSS and made a more informed decision with updated weather. Once I realized that continuing on VFR was not possible due to weather building faster than I had expected, I could have also opened an IFR flight plan to continue onto my destination or diverted south where weather was predicted to be better. I did not want to fly into IMC since I suspected icing in the clouds.
Sell Your Airplane fast with an In Flight USA Classified Ad. Turn to Page 54 for details.
August 2012
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41
SUN ‘N FUN CONSOLIDATES ORGANIZATIONS The Board of Directors of the Sun ‘n Fun Fly-In, has voted to consolidate all operations and staff - including the Florida Air Museum (FAM) - under the auspices of Sun ‘n Fun and its President and CEO, John “Lites” Leenhouts. Previously, even though FAM was a wholly-owned subsidiary of Sun ‘n Fun, it operated as a separate 501(c)3 not-forprofit organization under the direction of an independent Board of Directors. While FAM will retain its 501(c)3 status for development and fundraising purposes, the day-to-day operations will be absorbed into the Sun ‘n Fun organization. The consolidation will incorporate some reorganization of staff designed to minimize duplication of services and improve the organization’s overall efficiency. The new structure eliminates the need for two Presidents within the organ-
ization. FAM President John Burton has announced he will be stepping down as part of the transition process. “We appreciate the contributions John has made to both Sun ‘n Fun and the Florida Air Museum over the past 13 years, especially his leadership in the immediate aftermath of last year’s tornado and the remarkable recovery that followed,” said Sun ‘n Fun Fly-In Board Chairman Bob Knight. “We wish him continuing success in the future.” Burton said he appreciates the opportunity to lead the two organizations over the past 13 years and the relationships that were established or enhanced during that time. “I am truly grateful for the opportunity to have worked at Sun ‘n Fun and the Florida Air Museum for the past 13 years as it was a time of tremendous growth,
for both organizations as well as for me,” Burton said. “I am proud of everything we were able to accomplish as a team during that time, especially the mutually beneficial relationships that were established with so many key partners on the local, regional, state and national levels.” “I extend special thanks to Bill Eickhoff, who is the primary reason I came to work at Sun ‘n Fun more than a decade ago and who served as Board Chairman during my 12 years at Sun ‘n Fun,” he continued, “and to Pat Hill, under whose Board Chairmanship I served this past year at FAM.” Burton said he hopes he and his family can remain in the Lakeland area. “I have initiated a job search which includes contacts within the national aviation industry but it is my strong desire to find meaningful employment here in
Lakeland or the surrounding area so that my wife, Kristin, my family and I can all remain contributing members of this wonderful community we are proud to call our home.” Burton was named Managing Director at Sun ‘n Fun in July 1999, Executive Director in January 2000 and President/CEO in January 2001. He moved over to the Florida Air Museum as President in July 2011. Previously, he served as Vice President Corporate Communications at the Experimental Aircraft Association (EAA) in Oshkosh, Wis. He has also served as Public Relations Director at Mercy Medical Center in Oshkosh; Publications Editor at Lawrence University in Appleton, Wis.; and has worked with ABC Television Sports on college football broadcasts and the American League baseball playoffs.
MAGNAGHI AERONAUTICA TO INTRODUCE TWO NEW SKY ARROW MODELS Magnaghi Aeronautica, the new owner/manufacturer of the Sky Arrow series of light aircraft, introduced two new models during EAA AirVenture Oshkosh 2012. The Sky Arrow is an all-composite,
high-wing tandem aircraft powered by a Rotax 912S engine in a pusher configuration. It was first introduced in 1993 by Meteor S.p.A., which fell into bankruptcy in 2008. Magnaghi Aeronautica acquired the manufacturing rights and
assets to the Sky Arrow in early 2012. The Sky Arrow was created as a low-cost, high-visibility aerial work platform, designed and used for patrol, law enforcement, environmental research, and electronic news gathering. Magnaghi
Aeronautica will announce updates to the Sky Arrow design as part of the two new models being introduced. For more information about the Sky Arrow, visit www.skyarrow.it, or www.magnaghiaeronautica.it
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Celebrating Twenty-Eight Years of In Flight USA
42
WHY, HOW
AND
By Alan Smith
E
ver since the industrial revolution we have found ways to race every machine of motion that we have built. We raced steam locomotives on the main line, and steamboats on the nation’s rivers. We raced bicycles, scooters, ice skates and roller skates. We race anything that can move. It wouldn’t be surprising if we raced elevators in new office towers. Yes, the human is a very competitive animal. It was natural that, a little less than six years after Ohio bicycle builders Wilbur and Orville Wright made the world’s first powered airplane flight on Dec. 17, 1903, that competition between pioneer pilots and their aircraft would begin, and begin it did in France in August 1909. Newspapers and their publishers also had a lot to do with spurring competition in the infant aviation world. The London Daily Mail offered a prize to the first aviator to cross the English Channel. It was won by Frenchman Louis Bleriot who flew his little monoplane across the Channel from England to France at dawn on July 25, 1909. He landed on soft
CHINO AIRCRAFT SALES
WHEN
THE
ground and nosed over with light damage to the airplane, but he made it. It’s amusing that his prime competitor, Hubert Latham and his crew with a graceful French Antoinette monoplane, overslept that morning and missed the daybreak takeoff time. Bleriot’s channel-crossing feat set Europe ablaze with excitement. The city of Reims, along with winemakers in the champagne region of France decided to hold a week-long air meet with prizes to be won in various contests such as distance flying, the highest altitude gained, and the highest speed around a course marked off with tall towers. The site chosen for the meet was the Betheny Plain outside the city. One must understand that pioneers like the Wrights, Glenn Curtiss, Louis Bleriot and others were dealing with a completely new concept with no one’s prior experience to rely upon: they were giving birth to the powered airplane and creating the new world of aviation. They were simultaneously teaching themselves to fly, and deciding what to fly. And they were doing it without much existing technology to help them. Doing this required
BOB CULLEN BOB@CHINOAIRCRAFT.COM
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AIR RACING WAS BORN
a mix of courage, creativity, and ingenuity. The Wrights had begun with gliders, but to achieve a takeoff under power, to climb to altitude and be able to turn in the sky were quantum leaps forward. One could only learn so much from watching soaring birds. The best way to test their ongoing experiments was to invoke the human competitive spirit and challenge each other. James Gordon Bennett, the publisher of the New York Herald and the Paris Herald, had long offered trophies and prizes for yacht racing. Bennett was quick to jump on the new aviation bandwagon and offered a trophy and prize money for speed events at the world’s first aviation competition. The Wrights’ 1903 success at Kitty Hawk N.C. in America sparked interest in the airplane on both sides of the Atlantic. The French went at it with enthusiasm with airplanes built by Farman, Bleriot, Antoinette and Voisin, and also built a few copies of the Wrights’ design. In America, Glenn Curtiss joined the Wrights in pioneering aircraft design. Deciding to compete at Reims, Curtiss
hastily modified his own first design, a pusher biplane called the June Bug. He set out to reduce weight and increase power to provide higher speed, and renamed it the Reims Racer. Without time to test fly the result, Curtiss loaded up and headed across the Atlantic to Reims determined to make a good showing in the speed contests. It was the prize money offered by Bennett that Curtiss was after. Despite the presence of several copies of their design at Reims, the Wrights decided not to enter the world’s first aviation competition. Wilbur Wright, with their Wright Flyer, had been in France for several months in 1908 and had flown many demo flights, including several of long duration. The Wrights were aware of French designs by people like Bleriot and Antoinette and perhaps did not wish to risk the embarrassment of defeat in direct competition. The meet was scheduled for August 22-29 and was attended by the highest ranking members of European society all the way up to royalty. There were many aircraft there with many pilots and the crowds were fascinated with their first Continued on Page 43
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
Look us up at www.chinoaircraft.com E-mail Bob@chinoaircraft.com
1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
SHORT TERM INVESTMENT OPPORTUNITY. HIGH INTEREST SECURED BY CLEAR TITLED AIRCRAFT.
1961 C175, 700 SMOH, new annual, $34,500.
1977 C402, 700/700 SMOH, spar mod done IFR.
SPECIAL FINANCING – big down/minimum credit on learn to fly aircraft. 150s & 172s available.
2002 CIRRUS SR22, 500 SNEW, dual Garmin 430, EMAX, CMAX, Dual EX5000. $165,000
1968 C421, 350/350 SMOH, available new annual. $99,500.
1979 TOMAHAWK, in license $17,500 OBO.
1973 C421B, 125/125, new annual, good boots, new fuel cells, mid time engines, rec. leather, vortex generators, air, King Silver Crown, HSI, ice, AP. Lease 1 yr min w/pilot. 179,500 sale.
WE RENT TWINS CHEAP!
1979 TOMAHAWK, 1310 SMOH, low price, offer.
1956 CESSNA 310 - $80/hr.
1961 COMANCHE 180, 0 SMOH,IFR, AP, $54,500. 1974 C421B, 300/1100 SMOH, loaded. $165,000.
1960 CESSNA 310 - $100/hr. CESSNA 340 - $250/dry
OF
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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August 2012
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JOHN ZAYAK John Zayac, pilot of the McDonald Racer #37, will compete for first place in the T-6 Gold Class, at the 49th Annual National Championship Air Races. The races will be Sept. 12-16, 2012 in Reno, Nev. John Zayac, competes annually in the National Championship Air Races. He has been flying in the races for the past 12 years and is one of the top T-6 race pilots in the world. Zayac took second place in the T-6 Gold Class in 2010. Unfortunately, due to the tragic P-51 accident during an Unlimited Gold Class race in 2011, the National Championship Air Races were cancelled.
TO COMPETE IN THE T-6 AT THE RENO AIR RACES
The McDonald Racer #37 crew is comprised of a multitude of individuals that all have the same goal of winning the National Championship Air Races. The passion and determination of the crew keeps the team moving towards that finish line. Their 2012 goals include: Increase children’s interest in aviation, setting a new T-6 speed record, and placing first in the T-6 Gold Class. To learn more about the pilot and crew, visit: T6RaceTeam.com. “The crew and I have been working year-round on the aircraft and we can’t wait to get our chance at first place in the T-6 Gold Class [this year]. Overall, we’re
UAV NAVIGATION ANNOUNCES
ITS
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GOLD CLASS
just looking forward to a safe, exciting year of racing,” said Zayac. Since 2000, the McDonald Air Race Team has competed annually in the National Air Race Championships. They have steadily moved up through the race classes and currently compete in the T6 Gold Class. The crew is composed of expert mechanics, skilled pilots, race strategy engineers, photographers and business professionals, among others. For more information, visit: www. T6RaceTeam.com. In September 2012, the National Championship Air Races and Air Show will return for its 49th year with six class-
SPONSORSHIP
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es of racing aircraft and a first-class air show exhibiting some of the world’s top pilots and aerobatic performers. Recognized as the “World’s Fastest Motor Sport,” the annual event regularly attracts 250,000 to 300,000 attendees. For more information, visit: www.AirRace.org.
RENO RACE PLANE
Company to Apply its Rich Experience in the National Championship Air Races and Air Show UAV Navigation, a leading vendor of flight control avionics and motion processing solutions, has announced its sponsorship of a plane in Reno’s National Championship Air Races and Air Show in September 2012. Guillermo Parodi, UAV Navigation’s CEO and co-founder, will fly the aircraft as a pilot. His plane nº36, dubbed N-ARush, is a Cassutt Special III, a single-seat racing jet designed in the United States in 1951 by ex-TWA captain Tom Cassutt. Guillermo commented, “I appreciate the first-hand experience of flight-testing the company’s avionics equipment myself. It is a direct way of understanding the needs of the ultimate consumer and a fertile ground for breeding new ideas.” UAV Navigation has extensive experience in motor sports events. It has supplied the telemetry used in the Red Bull air shows and the camera stabilization for Moto GP. These extreme environments provide a highly visible and challenging training ground for the company’s equipment. Prototypes and ideas can be tested in a real and demanding
environment and later translated into final products in general aviation, unmanned systems and UAV Navigation’s core markets. The plane that UAV sponsors participates in the Formula One Class at the Reno Air Races. Formula One aircraft are all powered by a Continental O-200 engine. The fastest Formula One aircraft has reached almost 250 mph on the 3.12mile race course in Reno. Many Formula One aircraft are built by the pilots that race them and are a relatively inexpensive way to enjoy the excitement and satisfaction of air racing. Founded in 2004, UAV Navigation is an ISO9001-certified privately owned company that specializes in the design of flight control systems and motion processors and has offices in Spain, the U.S. and Israel. Its high performance navigation and autopilot solutions are used by many Tier1 aerospace companies in a wide range of Unmanned Aerial Systems (UAS) such as high-performance tactical unmanned planes, targets, mini UAVs, helicopters and quadcopters aerial vehicles. The cor-
The Sport of Air Racing Continued from Page 42 view of airplanes and of the new world of aviation. Fascinated as they were, even a heavy rain on the first day failed to discourage them. The last day was for the speed time trials and the Gordon Bennett trophy. There were five main contenders, Frenchmen Bleriot and Lefebrve, Hubert Latham of England, George Cockburn of Scotland, and the American, Glenn Curtiss. Bleriot was looking good with
his new monoplane. He was very fast on the straights, but Curtiss outperformed him in the turns. The result was Curtiss’ victory by 5.8 seconds at a speed of more than 45 mph. In 1909, that was fast. Cockburn failed to finish, hitting a haystack on his first lap and Latham was well back in the times. Curtiss won the Bennett trophy for the two-lap contest and the French prix de vitesse in the three-lap event. Curtiss used the $5,000 Continued on Page 44
nerstone of the company’s success is its technology for navigation, motion processing algorithms and deep integration. A multinational team of experts with back-
grounds as diverse as aerospace or microelectronics contributes in bringing motion processing technology to new markets with its skills and experience.
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Celebrating Twenty-Eight Years of In Flight USA
August 2012
The Sport of Air Albany Racing N.Y. to New York City. Curtiss Continued from Page 43 in prize money to set up his own aircraft manufacturing operation in America. There were five more Gordon Bennett trophy “races.” Glenn Curtiss’ victory at Reims brought the second contest to the U.S. It was held at Belmont Park on Long Island, N.Y. and won by an Englishman, Claude Graham-White. The contest moved to England for the third Bennett trophy event. The winner there was the American Charles Waymann in a French Nieuport with a speed of 78.11 mph. Then World War One stopped all international sports. After the war, the French retired the Bennett trophy by winning the fourth, fifth and sixth contests. The last winner in 1920 was Sadi Lecointe in a postwar designed Nieuport 29 at 168.732 mph. At the time, the Nieuport 29 was the fastest airplane in the world. The media continued to fuel aviation competition during the airplane’s first decade, Scientific American magazine offered a trophy for the first aviator to meet a three-phased challenge. The first leg was to fly in a straight line for more than a kilometer. Curtis won that easily in 1908. The second leg was for a distance record and that went to Curtiss in 1909 with a flight of 24.7 miles. Then the New York World newspaper added $10,000 for the winner of the third phase, the first flight from
won that too, and took the Scientific American trophy home. The $10,000, in New York and the $5,000 won in France plus three trophies made it an excellent two years for Curtiss. With all the media sponsorship, the seeds of air racing as a sport were being sown in fertile soil. While the Wright Brothers did make the first powered airplane flight in 1903, it was their fellow pioneer Glenn Curtiss who accomplished more “firsts” at aviation’s beginning. For example, while the Wrights used a wing warping method to control the roll axis of their airplanes and enter turns, Curtiss introduced the aileron, a hinged and moveable control surface at the outer trailing edge of the top wing actuated from the pilot’s control column. The aileron led to a patent lawsuit from the Wrights who said Curtiss was using their control system to operate the ailerons. This battle dragged on until suspended at the start of WWI. Wilbur Wright had died in 1912 and by the war’s end in 1918, his brother Orville had sold out his interest in the company and retired. The suit was never renewed. Ironically the Wright and Curtiss companies merged in 1929 to form the world’s largest aircraft company. Curtiss also pioneered the seaplane Continued on Page 46
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August 2012
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The Pylon Place
LET’S GO RACING! First the GREAT news! As we are going to press today, we received word that we are in fact racing in September. The much publicized shortfall of $1M towards the event insurance was eradicated when the NCOT (Nevada Commission on Tourism) came forward to provide the final $600,000. This was the last hurdle to racing in September. All of the waivers, permits, and requirements have been satisfied and now the final checkbox has been ticked, and we are on the road to Reno! Other good news includes the addition of a new racer in the IF1 Class. Brian Reberry’s new racer, September Fate, has been completed, tested, approved, and registered to race in September. It has been two years since the first time I saw an artist’s rendering of the racer – and it’s now real and ready. Reberry was introduced to the Reno Air Races through the late, great Gary Hubler, another Boise, ID pilot and long time IF1 Winner. In 2005, he started racing with N-A-Rush. He sold N-A-Rush and put the time, money and energy into building his new racer. You can see the resemblance in the gear to Tom Aberle’s Phantom, which has dominated the Biplane Class for years. Brian gives plenty of credit to his team, sponsors and his wife for all the assistance over the last two years.
Czech Mate fans will be disappointed this year. (Tim Adams) John and Marcia Moore have owned the racer since 1997. They have made significant changes to it since it was owned by Bob Yancey and have always said they would not race it if they felt it wasn’t ready – and by ready, I believe they mean tested and tested and tested, again. We will miss Czech this year, but we know they are doing the right thing, and it’ll be racing when it’s ready.
week engagement (Sept. 7-20). Show times will be at 7:00 p.m and 8:15 p.m every day. Audiences can already book tickets online at via the Cinemark Theater website or through the new movie website http://airracers-thefilm.com/. We are planning on a Team Ruby event at one of the theaters during race week and will make sure we give everyone more details as they become available.
Our fans have been giving us feedback about our Ruby t-shirts. The fact is that our current logo only works on light colored shirts and apparently working on airplanes is a dirty business, so we have a redesigned logo which will work on black t-shirts. You can purchase items with the new logo through CafePress. http://www.cafepress.com/rubyredracing
Thanks to Phil Riek and Tina Leong for creating and tweaking the new design.
Other not so great news… The numbers are down. For all classes except the Sport Class, we do not have full fields. This fact, coupled with the low attendance at PRS would normally send a slight panic through the air racing world. However, so many folks were waiting to hear that we were definitely racing in September; there was a “wait and see” attitude. It’s too bad the news has come so late. If we had heard by April, perhaps PRS attendance and the race numbers would have been higher. We still have time for late entries and there is always the hope that this will happen – but even if we’re down in numbers, we expect to see a full field of fans and fun!
Finally…
Old School Aviation Advanced Warbird Flight Training WWII Stearman and Texan AT-6
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Reberry’s racer, September Fate (Sherawn Reberry) Will Reberry’s design dominate the IF1 class? Will he give Steve Senegal and Endeavor a run for the Gold? We will find out in September.
The variety of classes racing in September. (Bruce Croft)
Now for the not so great news…
More info on Air Racer 3D
It looks like Czech Mate will not make it again this year. Czech has been going through a speed increasing and airframe strengthening for the last several years. We had all hoped the work had been completed, tested and the racer would be ready for September, but sadly, that will not happen.
I wanted to end this column on a very high note. We have been working with the Executive Producers of the Air Racers 3D movie about possible venues to view the movie during the Race Week. I can now confirm that Air Racers 3D will be screened at the four existing multiplexes in Reno for an exclusive 2-
Sonoma Jet Center 6000 Flightline Dr., Santa Rosa, CA 95403 Subscribe to In Flight USA today for home delivery of your source for aviation news, information and features.
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August 2012
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Air Iceland recently completed a historic 2,345 nautical mile trip from Toronto’s Pearson Airport (CYYZ), Canada after the completion of a modification program by Universal Avionics’ Authorized Dealer, Field Aviation. The Toronto to Reykjavik redelivery flight of Air Iceland’s first Universal Avionicsequipped Bombardier Q200 (Dash 8) is believed to have been the longest nonstop flight in a Q200 – a total of eight hours and 39 minutes. The modification program completed by Field Aviation in Toronto, Canada, fitted the initial Air Iceland Q200 aircraft with a Universal Avionics equipmentbased flight deck package. The package included five EFI-890R Flat Panel Displays, dual Radio Control Units (RCU), dual Vision-1® Synthetic Vision Systems and dual UNS-1Ew WAAS/ SBAS-Flight Management Systems (FMS). The second identically-equipped
aircraft has since been delivered and both aircraft are in scheduled passenger service. “We are looking into the future with our Dash 8 operation,” said Jónas Jónasson, Fleet Manager Dash 8, Air Iceland. “Our pilots love this new system and find it very easy to work with, enhancing the crew’s situational awareness and safety,” he added. For more information about Universal Avionics’ products, including the EFI-890R Flat Panel Display, visit www.uasc.com.
NEVADA COMMISSION JOINS THE COMMUNITY IN SUPPORT OF THE NATIONAL CHAMPIONSHIP AIR RACES The Commissioners of the Nevada Commission on Tourism (NCOT) unanimously approved a $600,000 sponsorship for the National Championship Air Races on July 26. The event, which is the only event of its kind in the world, brings in more than 200,000 visitors to the area each September and has more than $50 million in economic impact on the region. During the last several months, the Reno Air Racing Association (RARA) has
worked diligently to pursue additional and increased sponsorships, donations, and funding to cover an increased insurance premium of $2 million in order to insure the 49th annual event this September. The details of the sponsorship willfinalize all the elements prior to the start of the National Championship Air Races that take place Sept. 12-16, 2012.
The Sport of Air Racing Continued from Page 44 and the flying boat. The Navy NC-4 that made the first flight across the Atlantic to Lisbon, Portugal in 1919 was a Curtiss design. Air racing continued to grow and became an arena for the development of the airplane and, in 1922, with the start of closed course air racing between several planes at Mitchell field on Long Island, air racing became a primary source of development of the high performance aircraft. It
is true that aerial warfare also accelerated this development, but air racing had produced the wing flap, retractable landing gear, supercharged engines, and variable pitch propellers before the start of World War II. It took a combination of creativity and engineering experimentation to accomplish this. During the years between World Wars I and II Glenn Curtiss in the U.S., R. J. Mitchell in England and Mario Castoldi in Italy were prime examples of this ability.
August 2012
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THE INDIANAPOLIS 2012 AIRSHOW By Mike Heilman
T
he United States Navy’s Blue Angels named the Indianapolis Airshow their 2011 Airshow of the Year. Though the Blue Angels were not part of this year’s 2012 Indianapolis Airshow, once again the show organizers put together a great event. The 16th annual show was held June 22 - 24 at the Indianapolis Regional Airport. Headlining this year were the United States Air Force Thunderbirds. The Thunderbirds closed the show each day performing in the F-16C Fighting Falcon and performed about 40 maneuvers during their demonstration. The airshow season for the Thunderbirds began in March and will end in November. The Indianapolis show is widely known for its warbird presentation and this year’s show did not disappoint. Forty-six various types from six different countries participated, while 37 warbirds
The Thunderbirds flying their famous ”diamond” formation in front of the Indianapolis Airshow crowd. (Mike Heilman) took part in the flying portion of the show. There were aircraft from USA, Russia, Scotland, Ireland, China and Romania.
The highlight of the warbird presentation was a 19-plane formation fly-by on Saturday and 16-plane formation fly-by on Sunday. The formation fly-by includ-
SAN ANTONIO HEALTH SYSTEM AMONG BEST WARRIOR, TRAUMA CARE By Desiree N. Palacios Air Force News Service
D
uring the 2005 Base Realignment and Closure commission hearings, it was suggested that the military should consolidate all health facilities in San Antonio to create the San Antonio Military Health system. The SAMHS was established after both the Air Force and Army chiefs of staff signed a memorandum of agreement in September 2010. Maj. Gen. Byron C. Hepburn, SAMHS director, and Army Col. Mary Garr, Fort Sam Houston garrison commander, explained that the goal of the system is to increase efficiencies and effectiveness, while providing a cutting edge, and state-of-the art medical activity within the San Antonio Military Health system. “Being mindful of our readiness requirements, our education requirements and also our research requirements for the nation, we are doing all of that in a very synergistic coordinated manner here in San Antonio,” said Hepburn, the first director of SAMHS and the 59th Medical Wing commander. The 59th Medical Wing, at Joint Base San Antonio-Lackland, is the largest medical wing in the Air Force. The Wilford Hall Ambulatory Surgical Center is a new facility currently under construc-
tion and when finished will be the largest ambulatory surgical center within the department of defense. “One of the key things that we are doing here is research for enroute care for air evacuation for part of our Air Force
IN
and joint mission in the medical arena,” said Hepburn. “We take great pride in what we are doing with our critical transport teams, where we’re taking it to the next level.” He said the center has installed partial
ed a AT-6, Yak-52, CJ-6 and T-34s. The Warbird’s show began with 24 aircraft taxing out in front of the crowd to warm up their engines. The aircraft then tookoff in sections of two to three planes each. The warbirds that were not part of the formations flew in a racetrack pattern in front of the crowd An F4U Corsair, EA-1E Skyraider, P-47 Thunderbolt and a P-51C Mustang also performed the missing man fly-by formation. The P-51C was part of the “Red Tail” Tuskegee Airman “Rise Above” exhibit at the show. The “Red Tail” Mustang was flown by Brad Lang whose father was a Tuskegee airman. The Hoppers Jet team performed in their L-39C advanced trainer aircraft. The Hoppers flew three L-39C in various formations. The L-39 was built in Czechoslovakia, but was used in Russia. Jim Leavelle performed a solo demonstration in the T-6 Texan. The warbird Continued on Page 57
WOUNDED heart lung bypass machines that can keep wounded warriors with lung injuries alive, with the ability to move them intercontinental distances. “We are also looking at how we are going to move an infecContinued on Page 48
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August 2012
WHERE2 INTERACTIVE LAUNCHES SOCIALFLIGHT: A NEW APP THAT CONNECTS PILOTS WITH NEARLY 2,000 AVIATION EVENTS Free Mobile App Gives Pilots Access to Events, Chats, and Photos Where2 Interactive announces the launch of SocialFlight, a free mobile App that provides pilots with an interactive map of aviation events. SocialFlight empowers pilots and aviation enthusiasts alike to find local events, chat, upload event photos and network with other SocialFlight users. SocialFlight’s event database includes nearly 2,000 activities important to pilots such as Aircraft Fly-in’s, Air Shows, Pancake Breakfasts, Conventions, FAA Safety Seminars and much more. SocialFlight users can search for events, add events, chat, upload photos, get email
notifications, send event notices to their friends and even add events automatically to their Google or Outlook calendar. “As pilots, we’re constantly on the lookout for new places to fly and fun things to do. SocialFlight maps out all of the events and motivates us to get out there and enjoy them. It’s the first app I’ve seen that actually promotes general aviation and fosters our community,” said Rob Holland, world renowned aerobatic performer and part of the SocialFlight beta test group. “SocialFlight is intuitive, user-friendly, and will really energize GA flying by answering the age old question:
San Antonio Health System if they have to go forward in combat or Continued from Page 47 tious patient safely across intercontinental distances, so we’ll see a lot of really cutting edge, state of the art medical activity happening in San Antonio.” According to Hepburn, SAMHS has the distinction of being the only level one trauma center in the military. “We are caring for very high acuity patients, so our doctors, nurses and technicians are learning how to care for these trauma patients. Those skills will serve them well
serve the nation for a natural disaster here in the United States.” Hepburn also explained that SAMHS has a unique partnership with the Veteran’s Administration. “Secretary Shinseki, from the Veteran Affairs, has asked us to be a pilot site for an integrated electronic health record,” said Hepburn. “It’ll really lend to an increased synergy of seamless transfer of care between our active duty
Where am I going to fly today?” Events can be viewed on the SocialFlight interactive map or by using the list view; Events can be searched by date range, event type, organization and distance from the user’s home airport. In addition to having detailed information for each aviation event, SocialFlight also includes a real-time event chat forum for attendees to communicate with one another, as well as the ability to instantly take and upload event pictures from any smart phone or tablet with a suitable camera. SocialFlight also includes tools for organizations such as aircraft owner’s
groups. Using a free web link provided by SocialFlight, organizations can provide their members with an interactive view of their own events right from the organization’s web site. SocialFlight is a Free App available on the iTunes App Store for iPhone and iPad. It is also available on the Google Play Store for Android Phones and Tablets, as well as on the web at www.SocialFlight.com. For more information, contact Where2 Interactive at info@socialflight.com or by calling 877/564-4457.
force and those that go on to get their care in the veterans administration system.” In addition to developing a reputation as a state-of-the-art health center and top level trauma hospital, SAMHS offers many facilities for wounded warriors injured in combat. The maxillofacial prosthetic department, laser treatment for wounded warriors, the Center for the Intrepid, and the contingency aeromedical staging facility are just a few areas dedicated to providing top-notch care.
“We saw tremendous change in the training, education and research areas in health care here in San Antonio,” said Army Col. Mary Garr, the chief operating officer of SAMHS. “All of the enlisted medical training across the Department of Defense has now consolidated through BRAC here in San Antonio. “In addition to the research area, we opened the battlefield health and trauma center on Fort Sam (Houston), which consolidated some of our important research and development. The tri-service research lab, which was headquartered on Brooke City Base, stayed here in San Antonio as well and is able to continue to provide much needed research in areas that support healthcare.” Hepburn added that this transformation in San Antonio has been a win-win, for not only the Air Force and the Army, but most importantly is a win-win for its patients. “We have an A+ system and it’s only going to get stronger and better in the years ahead,” said Hepburn. “Through collaboration and teamwork we have a clear focus on our patients and patients’ safety and high quality outcomes. We are shifting from healthcare to health here in San Antonio in a very positive and proactive manner.” Hepburn believes that it is an honor to serve in one of the military’s premier health institutions and is excited about the future of military health care in San Antonio. “The new San Antonio Military Medical Center and the new Wilford Hall Ambulatory Surgical Center, which will be finished in 2015, are beautiful facilities but more importantly it’s the men and women, officers, enlisted and civilians who really give it the A+ rating that it so well deserves.”
August 2012
www.inflightusa.com
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(::6*0(;,+ :(3,: ;(? *65:<3;(5;: 05* / 9700 BUSINESS PARK DRIVE, SUITE 300, SACRAMENTO, CA 95827 T / WWW.AIRCRAFTEXEMPTION.COM / INFO@AIRCRAFTEXEMPTION.COM “Thank you for the opportunity to comment on the exceptional service you personally, and ASTC generally, have provided to the I2 Group, LLC. Through your extraordinary proactive, thorough and persistent efforts, we were able to avoid an improper tax circumstance from California tax authorities. Their non-responsive, delaying, and non-cooperative conduct was working! That is until ASTC stepped in. Your exceptional knowledge of the law, their own internal processes and pursuant facts saved us tens of thousands of dollars of excessive and improper tax. Our sincere thanks for a job well done.” – John Iffland, Partner, The I2 Group, LLC
Celebrating Twenty-Eight Years of In Flight USA
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Business Aviation News
AIRSATONE OPTIMIZES SATCOM AirSatOne introduces the Flightstream AOC aviation SatCom Optimizer and Hotspot billing solution to the aviation market. The portable Flightstream AOC is a product designed to enhance aircraft SatCom internet systems by giving the user an overall faster experience while at the same time reducing data usage by up to 80 percent. The Flightstream AOC also allows charter and fractional providers an option to bill individual users for airtime creating and additional revenue stream. The Flightstream is compatible with Iridium OpenPort, Inmarsat SwiftBroadband, Swift 64, ViaSat Yonder and other aircraft SatCom systems. Since the sys-
tem is IP based the Flightstream AOC is capable of working with any service provider and IP based SatCom systems. Weighing in at only 1.1 pounds and the size of a paperback book, the unit incorporates a number of technologies to reduce data usage over the satellite network by utilizing advanced acceleration, optimization and compression designed to account for latency and packet shaping considerations specific to satellite communication. By using these techniques we can deliver the same data to and from the aircraft with a much smaller footprint. Our onboard web cache eliminates redundant http requests and delivers web
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content directly from the Flightstream AOC speeding up page load times and ever further reducing the amount of SatCom data used. All these technologies combined provide a more pleasant web experience for the user and reduces airtime cost for the operator. The Flightstream AOC’s end to end technology uses ground servers to compress and format data then reformats the data in the Flightstream AOC AvSat router for use on laptops and mobile devices on board the aircraft via an existing Wi-Fi or wired router. Options are available for government, corporate and fleet operators to have a virtual machine
appliance running on their own dedicated servers to ensure security and privacy. Since the unit is portable the aircraft modification is simple and only requires the addition of a Mil-Spec D-sub connector between the existing router and the SatCom system. A jumper plug is included with the kit to restore the connection to its original configuration when the Flightstream AOC is not onboard the aircraft. The Flightstream AOC will be available mid July 2012 at an MSRP of $6,930. For more information, visit https://www.airsatone.com/flightstream_aoc_router.
CESSNA GRAND CARAVAN EX; MORE POWER, GREATER PERFORMANCE Cessna Aircraft Company announced the latest innovation in the Cessna Caravan product line, the Cessna Grand Caravan EX. The Grand Caravan EX offers increased horsepower which improves the aircraft’s performance in current mission profiles and allows for missions to extend into regions of the world with higher altitudes and higher temperatures. Powered by the new Pratt & Whitney Canada PT6A-140 engine, the available power in the Grand Caravan EX has increased almost 25 percent, from 675 hp. to 867 hp. This improvement boosts the aircraft’s performance, including a 350 foot reduction in takeoff
roll, a 20 percent improvement in the rate of climb, and a 10-12 knot cruise speed improvement over average. “We listened carefully to our customers when designing the EX, and we think they will be pleased with the outcome,” said Lannie O’Bannion, Cessna business leader for the Caravan. “The Grand Caravan EX will climb faster, and have the power and capacity to take on missions in parts of the world with higher elevations and higher temperatures while still delivering on utility. It’s what the Caravan has always been about, and the new enhancements make the Grand Caravan EX an indispensible tool for customers who operate in diverse areas of the world.”
“We anticipate continued success for the Caravan in business and personal use,” continued O’Bannion. “The Caravan has proven to be an incredibly reliable and versatile aircraft. This significant increase in performance not only improves performance in current operations, it will make the Grand Caravan EX a fantastic solution for customers and operations in new markets and remote locations. Simply put, this aircraft places more of the world within reach.” The EX is the latest example of Cessna’s efforts to place more innovative products in the aviation marketplace. For the first time since the Grand Caravan was introduced in 1994, the Grand
Caravan EX can be modified for amphibious missions with floats provided by Wipaire, Inc. The avionics suite will remain the proven Garmin G1000, the executive “Oasis” interior will be available for the EX, and exterior lights are being moved to longer-life LEDs. “We kept the customer in mind throughout the entire development process on this aircraft,” said O’Bannion. “While providing more range and power, we have also delivered a new product that will have a minimal impact on direct operating costs.” Entry into service for the Grand Caravan EX is expected to be in the fourth quarter 2012.
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August 2012
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ARE PILOTS CONTROL FREAKS
By Herb Foreman
I
was recently having a check up by my cardiologist, Dr. George Cohen, at Peninsula Hospital in Burlingame, Calif. I mentioned to him that when flying in a light plane I would prefer to be in the left seat as PIC (pilot in command) than any of their others as I felt I was a competent pilot and trusted my judgment and expertise over most of the pilots I have flown with. There are a few exceptions such as my friends Butch Pfiefer, Carl Mauck and Walt Ramseur who are retired airline pilots with many thousands of hours in their log books and owners of their own aircraft. Dr. Cohen felt most pilots were “control freaks” and told the
following story to illustrate his remark. From 1967 to 1969, he served as a research medical officer, USAF School of Aerospace Medicine, Biodynamics Branch at Kelly Field in San Antonio, Texas and was involved in the space program’s experiments in weightlessness. They had two North American F-100 Super Sabre Jets converted to accommodate two seats. The armor was removed and replaced by telemetry equipment to measure breathing, blood pressure, heart rate and more. Dr. Cohen recalled an incident where a colonel flying the Republic F105 “Thuderchief” needed a check out in the F-100 Super Sabre. The check pilot was a captain with many hundreds of hours in the F-100. Both pilots were
wired to the telemetry equipment contained in the aircraft. The colonel occupied the front seat. As they began their taxi for take off, both pilots had hearts rates of 170 or more. Suddenly, a red light warning of a fire came on in the instrument panel in the front seat. Immediately, the captain in the rear seat said, “Colonel, I have the plane.” Within seconds, his heart rate dropped to 60. Dr. Cohen felt that having control of the plane made the big difference. In working with other pilots in the program he felt the same way. Pilots want to be in control of their aircraft. He mentioned also, that most pilots did not want to fly planes where the autopilot would take the plane away from them such as the French
51
“Fly by Wire” Air Bus. Again, it was a matter of being in control. I decided to test this theory a little further. I asked several pilots, with thousands of hours in their logbooks, if they felt the same as Dr. Cohen. Agreement seemed unanimous. Former Air Force pilot Jerry Penn introduced another scenario. He maintained that being in a seat behind the pilot was even worse as it would be difficult to take control should an emergency occur. I continued to poll pilots that gather for lunch at Sky Kitchen’s center table at the San Carlos Airport but did not find any significant different of opinion than that expressed by Dr. Cohen. “Pilots are control freaks!”
LARGEST MUSEUM HONORING FLYING TIGERS AND AMERICAN FORCES IN CHINA Opening March 2013 Located in Guilin, China, the largest museum honoring the Flying Tigers and American fighting forces of WW II is planned to open in March of 2013 during the 10th annual American Aviators Tour to China (www.TravelAireTours.com).This 43,000 sq. ft museum is part of the 123acre Flying Tiger Heritage Park being created at the site of General Chennault’s Command and Operations cave at the old Yang Tang airfield and will tell the incredible story and record for history what was accomplished by American and Chinese forces working together to defeat a brutal Japanese enemy. The cave will eventually be restored to its WW II appearance using taxdeductible donations to be raised in the US by the non-profit (501c3) Flying Tiger Historical Organization and is fully explained on our website (www.Flying TigerHistorical Organization.com) along with newsletters detailing their history.
The park will eventually have memorial walls, statues, replica buildings and historical artifacts situated in a park-like setting. The Chinese have never forgotten what the Flying Tigers did for them in WW II (they use the term “Flying Tiger” to identify all Americans who served in China in WW II - AVG, CBI, 14th AAF and others). We Americans owe much to
the Chinese who often paid the ultimate price in protecting our airmen who had come to help them. Anyone shot down in enemy territory had a 95 percent chance of getting back to his base alive if he was picked up by Chinese before the Japanese could capture them. The history that will be preserved here is little known in this country but
well remembered by the Chinese people. At the end of a very long supply chain, American forces never had enough material; and yet they established combat records that have never been equaled and most likely never will be. General Chennault was a tactical genius who used his meager supply and limited forces to the utmost advantage with the help of many dedicated Chinese military and civilian forces. It can truly be said, “never have so few done so much for so many with so little”. Exotic Guilin is fast becoming a major western tourist destination which means that the Flying Tiger Heritage Park and museum will be easily accessed by westerners. The friendship established by our American fighting forces with the Chinese has left a bridge which we can cross today to build better relations between our two great countries making this a better world for all – something for which the veterans of WW II sacrificed.
ARSA Urges Congress to Support Growth Continued from Page 33 my and maintains a $2.4 billion positive balance of trade. This trade surplus makes the United States the world’s leading exporter of maintenance services with the more than 4,000 FAA certificated U.S. repair stations employing more than 274,000 Americans in all 50 states. A recent survey of ARSA members found that the industry is optimistic about growth prospects in the coming year with more than 60 percent of respondents
planning to add workers in 2012. “Repair stations have long been, and continue to be, a vital part of the aviation industry and our nation’s economy. As the U.S. economy recovers, we should be nurturing small and medium-sized aviation maintenance companies, not obstructing their ability to export and compete internationally,” reads ARSA’s statement. To facilitate competitiveness, ARSA recommends that lawmakers support the conclusion of new BASAs and
remove the prohibition on the FAA’s certification of new repair stations. BASAs are government-to-government arrangements that allow cooperation between aviation safety regulators in areas including design, production, flight operations, environmental certification, and maintenance. BASAs dramatically reduce regulatory compliance costs for the aviation maintenance industry, make government oversight more efficient, help repair stations be more profitable, and ensure the compet-
itiveness of the U.S. aerospace industry. Despite the positive impact of aviation maintenance and its role as a leading American export, U.S. international competitiveness is undermined by a nearly four-year congressional restriction on the FAA’s ability to certificate new foreign repair stations. This has shut American companies out of opportunities in rapidly developing overseas markets, weakening U.S. leadership in this critical area. The Continued on Page 53
Celebrating Twenty-Eight Years of In Flight USA
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August 2012
NEW 2012-2013 AIRCRAFT SPRUCE CATALOG NOW AVAILABLE Aircraft Spruce & Specialty Co. began distributing their new 2012 catalog at EAA’s AirVenture Fly-In. Now exceeding 920 pages in length, the Aircraft Spruce catalog is available in a print format, CD format, and a PDF format. If attending AirVenture, stop by Hangar A, Booth 1023-1029 or Hangar D, Booth 4113-4114 to pick up your free copy.
Few people today begin a homebuilt or restoration project without an Aircraft Spruce catalog. Most people who own a modern, certified aircraft find it invaluable for routine maintenance, upgrades, or pilot supplies. There are hundreds of new products in the catalog as one might expect of a company that offers over 80,000 different items relating to aviation. The catalog lists various composite,
wood, and metal construction materials, hardware, airframe parts, engine parts, covering supplies, instruments, avionics, tools, charts, pilot supplies, as well as books and videos on every imaginable subject relating to aviation. To request your free copy of the new Aircraft Spruce catalog, please contact Aircraft Spruce at 1-877-4SPRUCE or visit www.aircraftspruce.com,
WICKS AIRCRAFT SUPPLY PRESENTS TOTALLY REVAMPED WEBSITE! It is Now Cleaner, More Informative, Faster, and Easier to Use Wicks Aircraft president, Scott Wick, gave the go-ahead months ago to replace the company’s outdated website. Scott said, “We have done so much and added so many items since we first envisioned our old site. We wanted to build a new site that will give customers help; we wanted a site that can grow with us.” That’s exactly what they built, and it is up and live at www.wicksaircraft.com.
In addition to a modern look, the new site has: • A better search engine • A shopping cart that doesn’t time out, allowing a chance to get everything needed all on one order • Items are in stock, so customers know whether their item will be backordered or shipped right away • Many more photos which can be
enlarged to show more detail • A “compare” feature, so customers can make better choices • Several streamlining features for Wicks’ business customers Other enhancements are readily at hand, as well. In addition to all the classic items, the new Wicks site has an E-mail Newsletter sign up feature which allows customers to easily sign up for the com-
pany’s bi-monthly newsletter (or unsubscribe, of course). The site is live now. Have a look! www.wicksaircraft.com. Wicks Aircraft Supply, 410 Pine Street, Highland, IL 62249, www.wicksaircraft.com Orders: 800/221-9425, Help Line: 618/654-7447, toll-free fax: 888/4405727, info@wicksaircraft.com.
PACIFIC COAST AVIONICS COMPLETES GARMIN PANEL UPGRADE PIPER MERIDIAN
Dewey Conroy, Vice President and Chief Operating Officer at Pacific Coast Avionics, has announced that the company has just completed and delivered an extensive panel upgrade on a Piper Meridian. The Meridian is owned and
flown by Lance Niebauer, designer of the Lancair series of aircraft. In making the announcement Conroy said, “We are pleased that Lance Niebauer would select our shop for this panel upgrade and we are all very proud of the completed
installation.” The panel upgrade includes the installation of GTN-750 and GTN-650 Touchscreen GPS/Nav/Coms, a GDL-69A XM Weather/Audio Datalink, and a Garmin GMA-35 Remote Audio Panel, plus a brand new custom designed and finished instru-
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ment panel with custom laser engraving. Commenting further on the Garmin upgrades Conroy went on to say, “This installation is a prime example of how current avionics technology can bring new levels of sophistication, safety and situational awareness to an existing general aviation aircraft. Upgrades like this are among the best investments owner/pilots can make in their aircraft.” Pacific Coast Avionics has become known for its full custom panel installations and has completed custom panel installs on a wide variety of piston, turboprop and jet aircraft since 1991. Pacific Coast Avionics is also recognized as a major supplier of avionics, instruments, and pilot supplies to customers worldwide, and provides sales and service representation for all major avionics manufacturers. Pacific Coast Avionics is located on Aurora State Airport just south of Portland, Oregon. Its 14,000 square foot facility can accommodate a wide range of personal and business aircraft up to and including business jets. Pacific Coast Avionics is an FAA approved Repair Station, No. OPXR455L, Airframe and Class 1, and 2/Limited Instrument. For complete details contact Dewey Conroy, Vice President and Chief Operating Officer, at 503/678-6242 or fax 503/678-6292. You can also visit the company web site at www.PCA.aero or e-mail at info@PCA.aero.
August 2012
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SEBRING EXPO INTRODUCES NEW EVENT LAYOUT FOR 2013 The 2013 U.S. Sport Aviation Expo will introduce a new event layout when the Expo opens Jan. 17-20, 2013, thanks to input from exhibitors and visitors. The ninth annual event, focused on light-sport aircraft, will again take place at the Sebring Regional Airport (SEF), in Sebring, Florida. In announcing the changes, Jana Filip, director of the Expo, said, “During Expo 2012, we surveyed exhibitors and visitors formally and informally, and we received several suggestions for improving the event. The result is a more organized event layout that we believe will be more accommodating for visitors and exhibitors and create a traffic flow that will assure guests visit every area of the Expo.” The redesigned layout will bring more activity to the Flightline area and, thereby, more attention to the daily manufacturer show case flights. The Food Court will be relocated between the Indoor Exhibit Tents, with both indoor
and outdoor seating available. The AeroShell hospitality tent also will be relocated adjacent to the Food Court, with an additional picnic area closer to the Flightline. “This arrangement will place the concessions in a location that’s more accessible for exhibitors and will keep visitors engaged in the central area of the event,” Filip said. “It also moves the Exhibitor Support Office to a more convenient location for exhibitors.” Opening and closing ceremonies and other special activities taking place during the four-day event will all be centrally located in or near the AeroShell Hospitality Tent. The new layout also will provide more area for prominent sponsors and include enlarged Premier Partner exhibit spaces that will accommodate multiple aircraft as well as “offices on wheels,” Filip said. The map is available online at www.sport-aviation-expo.com.
TEENS ON FLIGHT PATH TO CAREERS IN AVIATION Saturday School is going to be whole lot more fun. That’s right, area teens are high-tailing it to the Youth Aviation Academy beginning this fall on Saturdays at the Camarillo Airport. Facilitated by Channel Islands Aviation, the Youth Aviation Academy offers interested future aviators the opportunity to learn about airplanes and careers in aviation at a reasonable price. “The response to our Summer Aviation Academy was amazing, so we retooled to go all year. The Youth Aviation Academy will be held once a month on Saturday. The half-day session is a combination of classroom lectures and hands-on activities,” reports Sarah Oberman of Channel Islands Aviation. Participants learn the parts of an airplane, about the instruments and their functionalities, how to navigate and read an avi-
ation map and how radio communication works with Air Traffic Control. They also will learn how to pre-flight an airplane, plan a flight and will log a 30-minute hands-on flight lesson in Channel Islands Aviation’s Redbird Flight Simulator. For more information on or to register for the “Youth Aviation Academy,” call 805/987-1301 ext. 126 or visit www.ciaflightschool.com. The Camarillo Airport is located at 305 Durley Ave. in Camarillo. Offering 24-hour service, 365 days a year, Channel Islands Aviation has more than 35 years of experience in private aircraft charter. Their vast network of resources enables them to handle all types of charter flights to more than 5,000 airports nationwide. In short, the company offers all the advantages of owning a private aircraft without responsibilities of ownership.
ARSA Urges Congress Continued from Page 53 longer the ban is in effect, the more damage it will cause to the country’s edge in aviation maintenance services. Although TSA has committed to completing the security rules during the fourth quarter 2012, if the agency does not meet its selfimposed deadline, Congress should take
action and permit the FAA to once again certificate new foreign repair stations ARSA told lawmakers. ARSA’s statement is available online at www.arsa.org/files/ARSASenateAviationSubcommitteeWrittenSta tement-20120717.pdf
53
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION LD O S 1979 Beechcraft F33A 287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
1984 Piper Dakota 236 2242 TTSN, 558 SMOH by LY-CON, Garmin 430 WAAS GPS, KAP 150 A/P, King IFR, New Compl. Lthr. int, New 3-bld. prop, hngrd in CA, NDH, like new......SOLD
D
LD O S
L SO
1999 Cessna T206H Stationair
1997 Mooney MSE (M20J)
890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, .................................SOLD
1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ................................SOLD
1992 Grumman Tiger
1980 Cessna 172N Skyhawk
450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$59,950
0 SMOH, 5600 TTSN, King Digital IFR, DME, Nice Paint/Inter ior, NDH, Fresh Annual, ...........................................................$49,950
Two Piper Warrior IIs
1979 Piper Warrior II 161 1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...................$39,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950
LD SO
1977 Cessna 310R 1864 TTSN, Cessna Avionics plus Narco MK 12D Nav/Coms, Excellent paint and interior, NDH, ................................$99,950
D
L SO
1963 Cessna 182F Skylane
1984 Piper Archer
185 SMOH, 4077 TTSN, New Updated Metal Instrument Panel, Complete New Updated Gray Interior, GPS, IFR, DME, HORTON STOL, many upgrades ....................................................SOLD
4400 TTSN, 624 SFRMAN, Garmin430 WAAS GPS, KAP 100 A/P, Nice Original Paint/Interior, NDH, ..........................SOLD
1967 Beech Bonanza V35
1978 Cessna 172 Skyhawk Texas Taildragger
1886 TTSN, 1498 SPOH, Century III Auto Pilot, Nice original paint and interior..$54,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$49,950
1972 Grumman AAIA Lynx
1981 Cessna 172RG Cutlass
2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$19,950
0 SMOH, 7800 TTSN, New Interior, Average Paint, Fresh Annual, One Owner, NDH,..........$49,950
Robert Coutches
(510) 783-2711 • fax (510) 783-3433 21015 Skywest Drive, Hayward, CA 94541
www.americanaircraft.net
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August 2012
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*LZZUH 9 ;; :46/ :76/ YHYL NHS M\LS .HYTPU > /:0 JVSVY YHKHY MHJ[VY` JLY[P MPLK MVY RUV^U PJL -YLZO HUU\HS 1\S` OHUNHYLK >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
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*644(5+,9 96*2>,33
*LZZUH ;< - :[H[PVUHPY ;; :-94 .HYTPU .5: > 2? 2*: ( /:0 : ;,* H W TVYL -YLZO HUU\HS 5+/ SVNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
= ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
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.Y\TTHU (TLYPJHU .LULYHS (( ;YH]LSLY ;; :46/ :;6/ 0-9 OW :;* *VTW KPNP[HS UH] JVT (WVSSV .? :3 :3 ,+4 .HYTPU *LU[\Y` 000) H W JV\WSLK ;YHMMPJ (SLY[ :) =(* UL^ .VVK`LHY [PYLZ +LJ HUU\HS 4PRL !
* ZX\HYL [HPS :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 5 ;; :46/ 0-9 MPUHUJL [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 5L^ 7 0 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH 8 ^ 7L[LYZVU :, :;63 ;; :-94 ->- .HYTPU > 2? UH] JVT : ;,* 74( 4: H\KPV WHULS TVYL 3PRL UL^ WHPU[ MYLZO HUU\HS 5+/ )HZLK 5 5= :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! *LZZUH 8 ;; :46/ .HYTPU Z[HJR 6YLNVU (LYV SLH[OLY ZLH[Z ILH\[PM\S JVUKP[PVU :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! *LZZUH 9. ;; ,_JLS SLU[ VYPNPUHS 7 0 /HUNHYLK [YLHZ\YLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! *LZZUH 7PSV[ *LU[LY -SPNO[ ZJOVVS ZHSLZ THPU[LUHUJL ;YHKL >PUKZ (]P H[PVU 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ;YHKL>PUKZ(]PH[PVU JVT
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
*LZZUH :HSLZ :LY]PJL *LU[LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HH]PH[PVU JVT !
* ) :46/ 3VHK LK )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
*LZZUH 9. ;; :-46/ 2PUN ) 4(* 2; ]PZ[H']PZ[HH]PH[PVU JVT VY !
* :46/ ZWHY TVK 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
*LZZUH ;; :46/ 24( 2? 2? 25 9; 9 ]PZ[H' ]PZ[HH]PH[PVU JVT VY !
*LZZUH * .VSKLU ,HNSL ;;:5 :9(4 .HYTPU .7: JVTZ 2-* H W ^ MK K\HS 2PUN /:0Z :VSPK JVYWVYH[L HPJYHM[ >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
*LZZUH ;; :46/ 2PUN 0-9 (WVSSV .7: 74( .? 2? ( 2? ( 2; * 29 25 H W 3[YVUPJZ +- ]PZ[H']PZ[HH]PH[PVU JVT VY !
*LZZUH ( 9HT 0= ;; :46/ :76/ .HYTPUU > /:0 JVSVY YHKHY K\HS [_WZ TVYL 7YL ]PV\Z WYVMLZZPVUHSS` MSV^U OHU
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.Y\TTHU ;PNLY ;;:5 :-6/ KPNP[HS 0-9 H W -YLZO HUU\HS (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! .Y\TTHU (( ( 3`U_ ;;:5 :46/ :;6/ =LY` UPJL 7 0 MYLZO HUU\HS (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
4665,@ 4VVUL` 6]H[PVU ;; :46/ HPY /HUNHYLK UPJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` ;; :46/ 0-9 -YLZO HUU\HS SVNZ 5+/ OHUNHYLK ( ]LY` WYPZ[PUL JHSS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` 4 * ;; :46/ .HYTPU ( :3 ISHKL Z[HUKI` ]HJ /HUNHYLK ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 4VVUL` 4 2 ,UJVYL ;; :5 WYVW .HYTPU LX\PWWLK ^ > HUK OHYK^PYLK /:0 2-* H W ^ MK 3 9 M\LS MHJ[VY` V_`NLU TVYL ,_JLSSLU[ 7 0 >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
August 2012 707,9 :05.3,: 7PWLY >HYYPVY 00 ;;:5 :-6/ KPNP[HS 0-9 *LU[\Y` 0 H W 5PJL 7 0 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY >HYYPVY 00 ;;:5 :46/ :;6/ 2PUN 0-9 -YLZO HUU\HS 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY +HRV[H ;;:5 :46/ I` 3` *VU .HYTPU >((: .7: 2(7 H W 2PUN 0-9 5L^ ISHKL 5+/ SPRL UL^ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY (YJOLY ;;:5 :-94 .HYTPU >((: .7: 2(7 H W 5PJL VYPNPUHS 7 0 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`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` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! 7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ ,Z[H[L ZHSL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY *OLYVRLL ;; :46/ .7: JV\WSLK ^ HS[ OVSK H W KPNP[HS 0-9 YHKPVZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY ;\YIV (YYV^ 000 ;; :-94 : ;,* LSLJ[YPJHSS` KYP]LU H W ^ HS[ OVSK 3V[Z VM LX\PW TLU[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YJOLY 00 ;; :46/ :76/ .HYTPU .5: Z[VYTZJVWL Z[HUKI` ]HJ 6US` [^V V^ULYZ :5 >PZJVUZPU (]PH [PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
www.inflightusa.com .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT
707,9 ;>05: ;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU [\Y` 000 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 0 ;; :46/ :76/ ^ UV (+ 5L^ PU[ OLH[LK OHUNHY :HTL V^ULY `YZ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT ! 7PWLY 5H]HQV 7HU[OLY ;; :46/ :76/ -\SS 7HU[OLY JVU]LY ZPVU [V OW ^ SH[LZ[ .HYTPU H]PVUPJZ >PZJVUZPU (]PH[PVU >H[LY [V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0(; /<:2@ /\ZR` (TLYPJH Z -H]VYP[L ;HPSKYHN NLY =PZP[ O\ZR` H]PH[HPYJYHM[ JVT JOLJR V\[ [OL ]PKLV HUK JHSS [V ZJOLK\SL `V\Y V^U /\ZR` ,_WLYPLUJL (]PH[ (PYJYHM[ (M[VU >@ !;-5
[VT )S\L (UNLSZ WHPU[ 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! 3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:(0373(5,: :6(905. -HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT
40:*,33(5,6<: (09*9(-; ¸ +VPUN P[ YPNO[ [OL MPYZ[ [PTL ¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! >HJV <7- ;; ZPUJL [V[HS YLZ[VYH[PVU *VU[PULU[HS )LH\[PM\S JSHZZPJ >HJV :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT ! 4H\SL 4? ;; M\SS .HYTPU WRN 3P[LYHSS` SPRL UL^ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY JVT ! >PUN +LYYPUNLY + ;; 3PNO[ [^PU LUNPUL 3HZ[ VUL I\PS[ 7LY ZVUHS WSHUL VM +Y >PUN ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(09*9(-; >(5;,+ 0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5 9LHK` [V TV]L \W& 3L[ V\Y `LHYZ VM L_WLYPLUJL [\YU `V\Y WYLZLU[ HPYJYHM[ PU[V JHZO :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! >L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5
55 SPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT .YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LYZPKL " ^^^ HPHMSPNO[JVT -SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT
;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !
(PYJYHM[ 0UZ\YHUJL :WLJPHSPaPUN PU WLY ZVUHS I\ZPULZZ HUK JOHY[LY HPYJYHM[ UL^ L_WLYPLUJLK VY SV^ [PTL WPSV[Z AHUL[[L (PYJYHM[ 0UZ\YHUJL *LU[LY
>OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY ]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !
(PYJYHM[ 0UZ\YHUJL >(9505. +VU» [ L]LU [OPUR VM JHSSPUN HUV[OLY HNLU[ \U[PS `V\» ]L JHSSLK (]PH[PVU 0UZ\Y HUJL 9LZV\YJLZ MPYZ[ (JJLZZ [OL LU[PYL THYRL[ ^P[O Q\Z[ VUL JHSS )LZ[ YH[LZ )YVHKLZ[ JV]LYHNL (SS THYRL[Z ;VSS MYLL ^^^ (09 796: JVT !;-5
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(PYJYHM[ 0UZ\YHUJL /LZ[LY 9VILY[ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[» S (PY WVY[ *( *( 6Y (PYJYHM[ PUZ\YHUJL X\V[LZ WS\Z OHUNHY HUK JVU[LU[Z PUZ\YHUJL H[ YLHZVUHISL YH[LZ (67( ,(( KPZJV\U[Z H]HPSHISL (PYJYHM[ 0UZ\YHUJL (NLUJ` >H_HOHJOPL ;?
:WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0650*:
7VY[HISL *VSSPZPVU (]VPKHUJL :`Z [LTZ ;OL ^VYSK Z MPYZ[ HUK VUS` WVY[H ISL ^P[O KPYLJ[PVU .7: PU[LNYH[PVU ;Y` ?9? YPZR MYLL MVY KH`Z ,_JS\ZP]LS` H[ 7*(: JH 7*(:
2P[MV_ (PYJYHM[ 33* ^^^ RP[MV_HPYJYHM[ JVT !
7(9;5,9:/07:
(]PVUPJZ MVY L]LY` TPZZPVU *LY[PMPLK 9L WHPY :[H[PVU 4VZ[ THQVY IYHUKZ (PY[YVU PJZ *HSH]LYHZ *V\U[` (PYWVY[ *( ^^^ HPY[YVUPJZ PUMV
9LTVZ . ;; +`UVU /: H W Z`Z[LTZ .HYTPU H]PVUPJZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! ;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
-30./; 05:;9<*;065 -(( (WWYV]LK -SPNO[ :JOVVS `LHYZ PU :-6 )H` (YLH -S` ^P[O \Z HUK ZH]L )LS (PY 0U[S :HU *HYSVZ *( ^^^ ILSHPYPU[S JVT ! =PZ[H (PY -SPNO[ :JOVVS [YHPUPUN HPYJYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( !
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:[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A
>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU
+PZJV]LY` -SPNO[Z -SPNO[ PUZ[Y\J[PVU MVY ZPUNSL T\S[P LUNPUL 0-9 )-9 07* )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
5VY[O (TLYPJHU (; * ;; :46/ I` *V]PUN[VU 6/ ,_JLSSLU[ THPU[LUHUJL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH] LY JVT !
<U\Z\HS ([[P[\KL *V\YZLZ :WPU ;YHPU PUN *LY[PMPJH[PVU )LNPUUPUN [OY\ HK ]HUJLK HLYVIH[PJ 7HSV (S[V :HU *HYSVZ HUK /H`^HYK *( >LZ[ =HSSL` -S`PUN *S\I ^^^ ^]MJ VYN
1,;:
>LZ[ *VHZ[ -(( HWWYV]LK 7HY[ *VTTLYJPHS (PYSPUL (+? (YPJYHM[ +PZ WH[JOLY *V\YZL *HSS MVY ZJOLK\SL (PY
-V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z
:[H[L VM [OL HY[ UP[YPSL Y\IILY M\LS JLSSZ 5V /HZZSL `LHY ^HYYHU[` Z\WWVY[ --* -SVH[Z -\LS *LSSZ 4LTWOPZ ;5 ^^^ MMJM\LSJLSSZ JVT
6?@.,5 :<7730,:
.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5
3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN )\PSK OPNO WLYMVYTHUJL [PTL ^P[O H * )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:769; <3;9(30./;:
-\LS *LSSZ 9LWHPY V]LYOH\S VY UL^ 5L^ [HURZ ^P[O `LHY ^HYYHU[` /HY[^PN (PYJYHM[ -\LS *LSS 9LWHPY ^^^ OHY[^PNM\LSJLSS JVT
(09*9(-; -05(5*05.
;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5
5L^ AVKPHJ */ ?3 :3:( ;;:5 .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL 6)6 :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
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Celebrating Twenty-Eight Years of In Flight USA
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-30./; 05:;9<*;69 MVY )\Z` *LZZUH 7PSV[ *LU[LY 4\Z[ OH]L L_WLYPLUJL VY ZLUK YtZ\Tt [V MS`']PZ[HHPY JVT !
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(=0650*: 05:;(33,9 4\Z[ OH]L .LULYHS (]PH[PVU L_WLYPLUJL =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ 7HJVPTH *( IPSS']PZ[HH]PH[PVU JVT ! 05 -30./; <:( [OL SLHKPUN ZV\YJL VM NLULYHS H]PH[PVU UL^Z ZLLRZ ^YP[LYZ HUK WOV[VNYHWOLYZ [V JV]LY HSS HZWLJ[Z VM H]PH[PVU :LUK HU :(:, MVY ^YP[LY» Z N\PKLSPULZ [V! 0U -SPNO[ <:( 7 6 )V_ :HU 4H[LV *( ;-5 5V^ /PYPUN 4LJOHUPJZ 0UZ[Y\J[VYZ *-0 *-0 00 HUK 4,0 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( :LUK YtZ\Tt [V PUMVYTH[PVU' UPJLHPYH]PH[PVU JVT
)<:05,:: 67769;<50;0,: :OVY[ ;LYT 0U]LZ[TLU[ 6WWVY[\UP[` /PNO PU[LYLZ[ ZLJ\YLK I` JSLHY [P[SLK HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
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4(05;,5(5*, (UU\HSZ PUZWLJ[PVUZ YLWHPYZ LSLJ[YPJHS WYL I\`Z L[J VU TVZ[ NLULYHS H]PH[PVU THRLZ HUK TVKLSZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! :HSLZ <ZL ;H_ YLWYLZLU[H[PVU PU [OL :[H[L VM *HSPMVYUPH 5V JVZ[ UV VISPNH [PVU JVUZ\S[H[PVU (,96 ;(? *VTWSP HUJL ,_WLY[Z ^^^ (,96 ;(? JVT (]PH[PVU :VJPHS 4LKPH ,_WLY[Z <ZL UL^ [LJOUVSVNPLZ [V JVTT\UPJH[L `V\Y TLZZHNL +HZO (PY 33* O[[W! KHZO HPY ISVNZWV[ JVT VY LTHPS KHZO HPY'JVTJHZ[ UL[
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^^^ ZWVY[`Z JVT
*(- (YPaVUH >PUN (]PH[PVU 4\ZL\T -HSJVU -PLSK 4LZH (A ^^^ HaJHM VYN -SVYPKH (PY 4\ZL\T 3HRLSHUK -3 ^^^ Z\U U M\U VYN 2PZZPTTLL (PY 4\ZL\T 2PZZPTTLL .H[L^H` (PYWVY[ -3
3VUL :[HY -SPNO[ 4\ZL\T .HS]LZ[VU ;?
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6--0*, :7(*, (=(03()3, UK -SVVY 6]LYSVVRPUN 9\U^H` >OP[LTHU (PYWVY[ 7HJVPTH *( *VU [HJ[ 7LUU` VY WLUU`' ]PZ[HH]PH[PVU JVT !
+`UVU (=4(7 .7: (LYVSLKZ (]LV 3,+: 6_PTL[LY 7P[V[ JV]LYZ >PJRZ (PYJYHM[ :\WWS` ^PJRZHPYJYHM[ JVT
:[LYSPUN .( 7YVMLZZPVUHS :LY]PJLZ (PYJYHM[ ZHSLZ 5((( JLY[PMPLK HWWYHPZ HSZ -+0* 9;* HWWYV]LK JVTW\[LY PaLK 43: H]PH[PVU JVUZ\S[PUN JVZ[
(=0(;065 -69 /<4(50;@ ( UVU WYVMP[ O\THUP[HYPHU VYNHUPaH[PVU KLKPJH[LK [V WYV]PKPUN ZHML JVZ[ LMMP JPLU[ HUK YLSPHISL HPY [YHUZWVY[ PU YLTV[L HYLHZ [V MLSSV^ O\THUP[HYPHU HNLUJPLZ ^^^ HMO HLYV
(PY :LY] 0U[LYUH[PVUHS 7YV]PKLZ LZZLU[PHS [YHUZWVY[H[PVU [V [OVZL JYP[PJHSS` PZVSH[LK MYVT LTLYNLUJ` HPK PU ,HZ[ *LU[YHS (MYPJH *LU[YHS (TLYPJH MVYTLY :V]PL[ <UPVU 4PKKSL ,HZ[ HUK 0UKVULZPH ^^^ HPYZLY] VYN >LZ[ =HSSL` -S`PUN *S\I :HU -YHUJPZJV )H` (YLH 7HSV (S[V :HU *HYSVZ /H`^HYK :V\[O *V\U[` ^^^ ^]MJ VYN
4PU[LY -PLSK (PY 4\ZL\T :OHM[LY *( ^^^ 4PU[LY-PLSK(PY4\ZL\T JVT
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6--0*, :7(*,
^^^ OVWLMSPNO[MV\UKH[PVU VYN
>VTLU PU (]PH[PVU 0U[LYUH[PVUHS ^^^ ^HP VYN
:HU +PLNV (PY :WHJL 4\ZL\T )HSIVH 7HYR :HU +PLNV
+VU [ SVZL [OH[ TLKPJHS ;OL 3P]L MVY /LHS[O >LSSULZZ 7YVNYHT JHU OLSW *HSS MVY MYLL JVUZ\S[H[PVU ,TLYHSK =HSSL` >LSSULZZ *SPUPJ VY ]ZP[ ^^^ LTLYHSK^LSSULZZ JVT
(09 ;9(5:769; -69 20+: >0;/ *(5*,9
+P]VYJL 7H[LYUP[` *HZLZ *VU[HJ[ 3H^`LYZ MVY 4LU Z 9PNO[Z ^^^ TLUZYPNO[ZSH^`LYZ JVT 6MMPJLZ VM :[\HY[ 1 -HILY
:HU[H 4HYPH 4\ZL\T VM -SPNO[ :HU[H 4HYPH 7\ISPJ (PYWVY[ *( ^^^ ZTTVM JVT
,(( @V\UN ,HNSLZ ^^^ `V\UNLHNSLZ VYN
7HJPMPJ *VHZ[ (PY 4\ZL\T ^^^ WHJPMPJJVHZ[HPYT\ZL\T VYN
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5V *OLHW 0TP[H[PVU (]PH[VY >H[JOLZ H[ /4, -VY VYKLYZ HUK PUMVYTH[PVU JHSS
>LZ[LYU 4\ZL\T VM -SPNO[ AHTWLYPUP -PLSK ;VYYHUJL *( ^^^ ^TVM JVT
3PZ[ `V\Y UVU WYVMP[ JS\I VY VYNHUP aH[PVU -9,, VU H ZWHJL H]HPSHISL IHZPZ :LUK PUMVYTH[PVU [V! YKH]LU\L'LTIHYXTHPS JVT
5H[PVUHS (PY :WHJL 4\ZL\T >HZOPUN[VU +*
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3LNHJ` -SPNO[ 4\ZL\T 9L_I\YN 0+
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>HY ,HNSLZ (PY 4\ZL\T :HU[H ;LYLZH 54
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7SHULZ VM -HTL (PY 4\ZL\T *OPUV *( ^^^ WSHULZVMMHTL VYN
,(( (PY=LU[\YL 4\ZL\T >P[[THU -PLSK 6ZORVZO >0
/PSSLY (]PH[PVU 4\ZL\T :HU *HYSVZ (PYWVY[ *(
(PYJYHM[ :WY\JL :\WWS` -YLL WHNL JH[HSVN *VYVUH *( 7LHJO[YLL *P[` .( ^^^ HPYJYHM[ZWY\JL JVT
-YLL :OPWWPUN ^^^ )6):(=0(;065:<7730,: JVT
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August 2012
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INDIANAPOLIS 2012 AIRSHOW The two solo pilots flying a mirror image of each other. The Thunderbirds performance closed the Airshow both days. (Mike Heilman)
The famous “Red Tail” P-51C of the Tuskegee Airman performed at the 2012 Airshow. The demonstration pilot Brad Lang is the son of a former Tuskegee airman. (Mike Heilman)
Kirk Wicker flew his 450 HP Stearman in a solo demonstration at the 2012 Indianapolis Airshow. Wicker also flew a wing walking show with Jane Wicker. (Mike Heilman) Continued from Page 47 flying presentation also included a PV-2 Harpoon, UH-1 Huey, C-45 Expeditor, Yak-9, L19 Bird Dog, L-5 Sentinel and a Shorts Tucano T.MK1. David and Billy Werth of Greyout Aerosports performed a high speed Pitts and motorcycle act. Billy Werth flew a solo demonstration in his Pitts Special and then raced David on the motorcycle down the runway. Jacquie Warda, who launched her airshow career at age 50, performed an aerobatic routine in her Extra 300. Jane Wicker Airshows performed a solo and wing-walking act in a 450 hp Stearman. Kirk Wicker flew the Stear-
man in a solo demonstration and then was joined by Jane for her wing walking routine. Tim Weber flew his Extra 300 in a high-energy aerobatic routine. The Air Force had a B-52 and C-17 perform flybys during the show on Saturday. The Indianapolis Airshow continues to grow every year because it has the right mix of civilian acts, military and warbirds. The Indianapolis show is a notfor-profit organization and has donated almost $1.5 million dollars to local children’s charities since 1997. In 2013, June 14-16, the Indianapolis Airshow will bring back the U.S. Navy’s Blue Angels.
The four diamond pilots make a tight turn in formation at the 2012 Indianapolis Airshow. (Mike Heilman)
Kirk Wicker flew his 450 HP Stearman in a solo demonstration at the 2012 Indianapolis Airshow. Wicker also flew a wing walking show with Jane Wicker. (Mike Heilman)
The Thunderbirds begin their show with all six demonstration jets making a pass over the field and at show center the two solo pilots break away from the four diamond jets. (Mike Heilman)
Celebrating Twenty-Eight Years of In Flight USA
58
August 2012
AD INDEX Aerozona Parts..........................50
Assoc. Sales Tax Consultants ..49
Globe Fiberglass ......................48
Schweiss Doors ........................50
Aircraft Insurance Agency ......14
Aviation Insurance Resources..22
Hartwig......................................20
Select AirParts ..........................60
Aircraft Magneto Service ........46
Bob’s Aviation Supplies ..........20
HME Watches ..........................32
Sky Ranch Upholstery..............28
Aircraft Specialties Service......19
Buchanan Aviation....................41
Jorgenson Lawrence ................58
Sterling Air................................27
Aircraft Spruce..........................15
Chino Aircraft Sales ................42
JT Evans ......................................4
Steve Weaver Aircraft Sales ......7
Airline Career Training ............39
Corona Aircraft Engines ..........31
Kitfox Aircraft ..........................34
Tiffin Aire..................................47
Airport Shoppe ......................2, 3
Divorce For Men ......................24
Mach 5 Aviation........................44
TJ Aircraft Sales ......................23
Airtronics ..................................44
Eddie Andreini ..........................38
Mountain High Oxygen ..........33
Travel Aire ................................33
Alliance Int’l. Aviation ............12
Elite Air Interiors ......................28
NorthAire ..................................40
USA Aircraft Brokers ..............13
American Aerobatics ................13
Flabob........................................14
Old School Aviation ................45
Vista Aviation......................11, 25
American Aircraft Sales ..........53
Fly It Airplane Simulators........21
Pacific Coast Avionics..............10
Watsonville Fly-In & Airshow 43
AMR&D ..................................16
Fly It Helicopter Simulators ....59
QREF Media ............................18
Wicks Aircraft ..........................39
AOPA ..........................................9
Flying Tigers Wine ..................16
R&M Steel ................................46
Wings Over the Wine Country ..6
Arizona Soaring........................52
Gibson ......................................22
Remax Missy Spoon ................12
Zanette Aircraft Insurance..........5
Arizona Type Ratings ..............24
Giottos ......................................10
Rio Vista Muni Airport ............46
ZD Publishing ..........................37
"Still Specializing In First Time Buyers And Student Pilots Needs" Happy Birthday to my 92 Year Old Mom, and You've Made It "Half Way" BFFL!
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