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Celebrating Twenty-Nine Years of In Flight USA
4
ON
THE
December 2012
COVER
NEW UAT COMPANY OFFERS REAL TIME – REAL LIFE IFR UNUSUAL ATTITUDE TRAINING IN SPECIALLY-EQUIPPED L-39 TURBOJET Stallion 51 Corporation, the Kissimmee, Florida-based organization, has announced that it will now offer real-time, real-life Unusual Attitude Training in a specially equipped L-39 turbojet. The new program, which will be identified by the unique acronym UAT, is the next evolution in Stallion 51’s 25-year heritage of offering training in high performance aircraft. “Our new Upset Prevention and Recovery Training Program definitely raises the bar even higher for pilots who fly for a living and under all types of conditions,” said Lee Lauderback, Stallion 51’s president. The former chief pilot for golf legend Arnold Palmer noted that the unique curriculum has been five years in the making. “We now have a comprehensive program that covers all areas of prevention, recognition and recovery from unusual attitudes of flying.”
“Every pilot’s definition of unusual attitudes is a little different,” Lauderback continued. “The FAA defines them as a position in excess of 25 degrees nose up, 10 degrees nose down and 45 degrees of bank angle. However the real life definition is pilot-specific and is based on variations of experience. Addressing those variations is what sets this program apart from simulation or other training. We tailor our instruction specifically to the individual.” The newly formed UAT Company is located within Stallion 51’s facility at the Kissimmee Gateway Airport. Its purpose is to train pilots to recognize and respond accurately and quickly before the situation progresses into one from which they may be unable to recover. This type of comprehensive training, with syllabi in both aeromedical and aerodynamics subContinued on Page 10
Turn, Burn and Learn: Stallion 51 launches their new Unusual Attitude Training Program in the specially equipped L-39 Turbojet over Avon Park Range, Avon Park, FL (Paul Bowen)
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TABLE Volume 29, Number 4
OF
CONTENTS
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December 2012
ON THE COVER COVER STORY
PHOTO FINISH
TWO
UNUSUAL ATTITUDE FLYING
BY PETE SHIRK
On The Cover ... Page 4
Page 57
VETERANS
Cover Photo By Paul Bowen
NEWS GAMA Welcomes Inclusion of GA Safety on NTSB’s List..........8
Turn, Burn and Learn: Stallion 51 launches their new Unusual Attitude Training Program in the specially equipped L-39 Turbojet over Avon Park Range, Avon Park, FL.
Embry Riddle to Test Precision Landing at Small Airiports ......8
FEATURES
EBneter’s E-1 Sets Another Record ..........................................10
Editorial: Elections Have Come and Gone By Ed Downs ................................................................6
EAA Safety Efforts Aim to Lower GA Accident Rate................11
Volunteering for Target Practice
California Zeppelin Grounded by Economic Storms................13 GAMA Issues Third Quarter Shipment Report ..........................24 The Lindbergh Foundation 35th Anniversary ..........................30
By Russell Woolard, MITRE Corp. ..................................10
Author Craig Harwood’s New Book: Quest for Flight By S. Mark Rhodes ......................................................12 A New Aviation Classic: The Dog Stars By S. Mark Rhodes ........................................................20
Tuskegee Airman Herbert Carter Dead at 95 ............................32
Destination: Friendly Frankfurt By Stuart Faber ............................................................29
Honeywell Green Jet Fuel Powers Flights to NBAA ................38
Two Veterans By Pete Shirk ................................................................57
US Sport Aviation Expo Line-Up for Twilight Air Show............44
COLUMNS Contrails: Meeting Leroy by Steve Weaver ......................17 Aviation Ancestry: From Gusto to Oxcart, Part III by Scott Schwartz ....................26 What’s Up?!: World Class Stupid and Dangerous Too by Larry Shapiro ......................28 Safe Landings: Adverse Weather Planning ..............41 From Skies to Stars: The Christmas Star by Ed Downs ..........................43 The Pylon Place: That is One Fast Glasair by Marilyn Dash ......................45
DEPARTMENTS Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
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Celebrating Twenty-Nine Years of In Flight USA
6
Editorial
By Ed Downs
ELECTIONS HAVE COME t is traditional in many publications to use December editorial space to talk about the year that has just flown past. To be sure, that is a fine tradition, but perhaps the future is a topic of more interest and need. Aviation is entering some challenging times, and we need to take some positive steps to make sure the most unique aviation structure in the world remains healthy. But first, let’s just do some griping! 2012 was an election year to be remembered. Unfortunately, that remembrance is most likely not going to be because of the important issues that were covered or principles of government being argued. Instead, we will remember some of the most negative campaigning in this country’s history. But even more disappointing, was the manner in which politicians and pollsters divided up the country into opposing voting groups, or “classes.” Rich were pitted against poor; the middle class was pitted against both income “classes.” Age groups were defined and divided, with political “pitch” ads catering to each group as if in
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opposition to another age group. Certainly ethnic groups were carefully “classed” and addressed as if they lived in different countries. Women were focused upon as if their America was completely different from the one that men live in. This writer is sure that there is, somewhere, a set of stats that breaks America down by shoe and hat size, characterizing folks with big feet and small heads as voting in a particular style and needing to see particular political ads. The old axiom of “divide and conquer” is alive and well. The fact is, the divisiveness of 2012 has been the policy of politicians at all levels for some years and we must assume that it will continue, until we voters finally stand up and call for a stop. So, what does this have to do with aviation, the kind we generally think of as personal, recreational or business flying? What do these past trends of political divisiveness mean for our future and the future of airports and FBO’s across the country? Tough questions that can lead to uncertainty and fear that our sec-
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tor of aviation is in for big changes. But this writer sees the trends of recent past as a sign post ablaze with instructions on how to deal with an uncertain future. This is not the time to “dig in” with a siege attitude as federal and local governments come after resources needed to keep American aviation healthy. This is not the time to give in to user fees and higher taxes. This is the time to learn from the past and take the kind of action that will absolutely destroy the “divide and conquer” methods now being employed. Private and business aviation (including FBO’s) must not allow our industry to be singled out as a “rich entity,” separate from other recreational and business tools, to be punished for its success and uniqueness in the world marketplace. For those of us in the commercial (we make a living from aviation) end of the business, it is time to go to our various alphabet groups (like AOPA, EAA, NBAA, GAMA and many others) and encourage and support more efforts to work together with a common goal of protecting all aspects of aviation. It is
time for a national alliance. We must form a common industry front. Members of these organizations must insist and support their alphabet group of choice to develop a national plan that fits in with maintaining an entire industry, not just their specific member profile. Many readers are not members of any national organization, often complaining that “they just do not do enough for my kind of flying.” Well, it is time to drop that nonsense and pick a side. Remember, doing nothing is the same as joining with the enemy. Cough up the bucks and join. And do not forget the many local airport and state organizations, all of which bring folks of common interest together. Sure, this will take some money and time, but use that to your advantage when writing to local and federal politicians. Let them know that you are now supporting national and local organizations with your time and money, not them. Take it from a guy who spent four years “inside the beltway” supporting aviation interests, that such a message will get noticed. Continued on Page 14
December 2012
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VOLUNTEERING FOR ‘TARGET’ PRACTICE? By Russell Woolard, MITRE Corp. t’s a beautiful day to be flying your Cessna above Maryland’s scenic Eastern Shore, taking in the view of the Chesapeake Bay, when, out of nowhere, an F-16 fighter jet suddenly pulls up beside you because your plane has no business being there. Charlie Martinez, Rick Micker and Robert Bolling know the feeling. Recently the trio – MITRE colleagues and members of Civil Air Patrol’s Congressional Squadron – flew a CAP Cessna 182 to pose as intruders in restricted airspace. In effect, they were targets, giving U.S. Air Force Air Defense F-16 fighter pilots charged with defending Washington, D.C. a chance to practice their intercept procedures. Martinez and Micker, both of whom have previously participated in F-16 exercises with Civil Air Patrol, sometimes make the pilots work for it. On the most recent exercise, for example, when the F-16 pilot came on the simulated emergency frequency asking the Cessna crew to identify itself, Martinez responded in Spanish, “‘No hablo Ingles; mi piloto esta muerto” (“I don’t speak English; my pilot is dead”). “About five minutes later, they came on the radio again in Spanish to talk to us,” Martinez said. “And then Rick got back on and said, ‘How’s your French?’ They said, ‘Not so good,’ and we said, ‘OK, we won’t pull that one on you.’” Watching it all, Bolling, who was taking part in his first F-16 exercise but had flown the fighter jets himself, was impressed with how well the pilots responded. “It looks like they have access to people who can speak multiple languages that they can call upon in these kinds of situations, which is kind of neat,” he said. CAP is the congressionally chartered, federally supported, non-profit corporation that serves as the official civilian auxiliary of the Air Force. Several CAP wings in the Washington, D.C. area take turns with the F-16 intercepts. Congressional Squadron members generally know a few weeks in advance when it’s their turn. They have a very detailed tele-
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phone briefing with the fighter group and the controlling groups in the Air Force and CAP to determine the date and time of the intercept as well as the general location. The volunteer pilots don’t reveal to the fighter pilots what scenarios they will use until the scenario is executed. For all the detailed discussions beforehand, the exercise itself can still be jarring, even for veterans like Martinez. “Although we knew that we were going to be intercepted, and we knew exactly when we were going to be intercepted, when that airplane pulls up right alongside you, it still gives your heart a thump,” he said. But more than thrill seeking motivates Martinez, Micker and Bolling, though all three of them love to fly. They see the exercises, and their CAP work in general, as a patriotic imperative. “My feeling is that I am doing more to help with homeland security than in any other effort that I have done,” Micker said. “I just feel that this is helping the pointy end of the spear. “Those interceptors – those are the guys that are protecting the National Capital region. Those guys are sitting there in flight suits waiting to launch. “And if we can help them improve their efficacy, we’re doing a phenomenal job,” he said. That spirit applies to the other volunteer opportunities CAP offers. The organization sometimes calls squadrons to help with search and rescue. Micker has taken part in such missions – both exercises and the real thing – in Virginia for overdue planes subsequently identified as having crashed in an area. Washington, D.C. squadrons have worked with the Maryland Highway Patrol monitoring traffic on the Chesapeake Bay bridge and advising officials of congestion. CAP also gets involved in disaster recovery – for example, flying more than 1,000 hours during the 2011 oil spill in the Gulf of Mexico. Meanwhile, the MITRE Civil Air Patrol volunteers are waiting for their next rendezvous with an F-16. Bolling hopes to be on board again. “If I’m available, I absolutely will go,” he said. And the F-16 pilots might be welladvised to practiquer leur français.
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EXPO JANUARY 17-20, 2013
7
Celebrating Twenty-Nine Years of In Flight USA
8
TAKING By Craig L. Fuller President and CEO AOPA t’s easy to get caught up in the day-today, or even moment-to-moment, issues that dominate our waking lives. But there’s something to be said for taking the long view, too. Every day, the staff of AOPA is doing literally hundreds of different things. Our advocacy team can be working dozens of issues at a time, attending meetings with the FAA and other agencies, talking to members of Congress on Capitol Hill, and spending time in state legislative offices. Our Pilot Information Center team is answering member questions about everything from choosing a flight school to buying an airplane.
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Members of our publications team are working on two magazines, multiple electronic newsletters, and numerous websites. And at any given moment, people in every AOPA department are looking for ways to serve you better whether that means developing new tools like the FlyQ app, producing new interactive courses from the Air Safety Institute, or helping you find the right kind of insurance for the way you fly. In short, our offices are always a hive of activity. It can be a little overwhelming. If you stop anyone in the hallway and ask what they’re working on, you’ll get a thoughtful, and probably highly technical, answer – and each person’s answer will be different. But stop those same people and
EMBRY-RIDDLE A team of researchers at EmbryRiddle Aeronautical University has received funding for a project to assess the performance of pilots when they land small airplanes at small airports using an approach normally employed at airports with longer runways. The results could help shed light on the feasibility of letting small aircraft use GPS-aided approaches for small airports. In the project, funded by the Federal
THE LONG
TO
December 2012
VIEW
ask them why they’re working on that project or issue and you’ll get the same answer every time. They do what they do to protect our freedom to fly. Your passion is their passion too. That’s the long view and it underlies the work done by every member of the AOPA staff each and every day. We protect the freedom to fly not only by advocating for GA interests with government decision makers. We do it by helping our members stay informed, fly more often, resolve medical issues, choose the perfect airplane, get the right legal coverage, and find the right flight instructor. There are thousands of ways we work for our members and for the GA community as a whole. Anything we can do to help strengthen general aviation is a
step in the right direction and ultimately contributes to keeping all of us in the air. We’ve got our work cut out for us. We can expect a renewed push for user fees as the economy continues to struggle. We are still headed for a fiscal cliff that could spell big cuts for the FAA and NextGen. And we’ve got a long way to go to reverse the steady decline in the pilot population, to name just a few of the challenges ahead. But, with your help, we’re ready to tackle those issues and any others that come our way. We never forget that everything we do is possible because of members like you. Thank you for being part of AOPA and for doing your part to protect our freedom to fly.
TEST PRECISION LANDING APPROACHES FOR SMALL AIRPORTS
Aviation Administration and sponsored by the MITRE Corporation, instrumentrated pilots from central Florida will conduct approaches and landings using a Level 6 Cessna flight simulator that can replicate low-visibility conditions. The research, led by Dr. Michael Wiggins, professor of aeronautical science, will take place at Embry-Riddle’s campus in Daytona Beach, Fla., beginning next summer.
The purpose of the research is to see if precision approaches normally used to land on longer runways can be used for landing at the shorter and narrower runways found at small airports. In the study, pilots of small planes will simulate GPS-guided approaches down to the minimum altitude they can fly to in poor visibility and land using various simulated runway and lighting conditions. The project will help researchers
evaluate different runway and lighting conditions at smaller airports and assess the feasibility of letting the GPS instruments guide small planes to lower altitudes in conditions of poor visibility. Pilots for the project will be recruited beginning in the spring of 2013. For more information, visit www. embryriddle.edu, www.mitre.org.
GAMA WELCOMES INCLUSION OF GA SAFETY AGAIN NTSB’S MOST WANTED LIST General Aviation Manufacturers Association (GAMA) President and CEO Pete Bunce responded to the Nov. 14 announcement by the National Transportation Safety Board (NTSB) regarding the inclusion of “General Aviation Safety” to the agency’s “Most Wanted List.” “The general aviation (GA) industry has long made safety its number one priority. The GA manufacturing industry has aggressively taken on numerous initiatives to further reduce and ultimately prevent (GA) accidents and incidents. GAMA is leading the rewrite of
safety standards for small airplanes through the FAA’s Part 23 Rewrite, Aviation Rulemaking Committee (ARC). This effort is focused on simplifying the code with the goal of doubling safety while reducing the cost of product certification by half. The effort has participation from regulators around the world including authorities from Australia, Brazil, Canada, China, Europe, New Zealand, USA, and Operator Organizations. The FAA, along with GA industry stakeholders, has revitalized the General Aviation Joint Steering Committee
(GAJSC) to look at loss-of-control accidents and develop mitigations to reduce these accidents. The GAJSC supports the FAA’s goal of reducing the fatal accident rate in GA to no more than one fatal accident per 100,000 hours of flight time. Key focus areas include: enhanced angleof-attack awareness for pilots, improved decision-making tools, and a streamlined approach to installing safety enhancing technology, such as advanced avionics, on GA aircraft. The GAJSC safety analysis team is co-chaired by GAMA and the FAA Office of Accident Investigation and Prevention. The NTSB
ON
has recognized the progress made by the GAJSC to advance safety. The GA industry has made extraordinary strides in improving safety and addressing critical issues that have long plagued the GA community. Our valuable and productive working relationship with government agencies, including NTSB, will continue as we all aim for the top level of safety for the entire GA industry. We appreciate the NTSB highlighting the importance of making progress in general aviation safety.”
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December 2012
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Celebrating Twenty-Nine Years of In Flight USA
10
December 2012
EBNETERâ&#x20AC;&#x2122;S E-1 SETS ANOTHER RECORD By EAA.org
A unique gift for your aviation enthusiast. In 2007, 77 Mustangs and 51 World War II Legends gathered in Columbus, Ohio, for a historic aviation event. This holiday season, give the story of The Gathering of Mustangs and Legends: The Final Roundup. In this gift set, weâ&#x20AC;&#x2122;ve paired the book and all of its wondrous photos along with a DVD documentary chronicling this unparalleled event. t .PSF UIBO QBHFT XJUI PWFS MBSHF HMPTTZ QIPUPT t &EJUFE CZ SFOPXOFE BWJBUJPO QIPUPHSBQIFS 1BVM #PXFO t )BSECBDL CPPL DPWFSFE JO GBCSJD XJUI B GPJM embossed cover t NJOVUF EPDVNFOUBSZ DBQUVSJOH the emotion, energy and spectacle of one of the most dynamic and historic tributes to aviation The gift set is autographed by Lee -BVEFSCBDL UIF IJHIFTU UJNF 1 Mustang pilot in the world and president of Stallion 51. Youâ&#x20AC;&#x2122;ll also receive 10% oďŹ&#x20AC; through January 7, 2013. To ensure Christmas Delivery, place your order by December 17, 2012.
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rnold Ebneter, 84, of Woodinville, Wash., appears to have set another world aviation record for airplane fuel efficiency in his incredible E-1 airplane. Ebneter, EAA 450548, unofficially set the record on Oct. 5 during a nonstop flight from Harvey Field in Snohomish to Spokane; Pendleton, Ore.; and back to Snohomish, using 62 pounds of fuel achieving 55 mpg. That shattered the old mark of 67 pounds in the less than 1,100 pounds aircraft category. The record will require verification by the FĂŠdĂŠration AĂŠronautique Internationale (FAI) before becoming official. In July 2010, he flew his E-1 nonstop from Paine Field, Everett, Wash., to Fredericksburg, Va. â&#x20AC;&#x201C; an 18-hour, 27minute flight covering 2,327 miles â&#x20AC;&#x201C; to set a new world mark for the longest nonstop flight in an experimental aircraft weighing less than 1,100 pounds. He shattered that by eight percent, well over the one percent required by FAI rules. Ebneterâ&#x20AC;&#x2122;s E-1, an all-metal stressed skin, tapered low-wing aircraft powered by a Jabiru 2200 engine, is the product of a 52-year design, build, and test phase that started in 1958 as the subject of his senior engineering thesis at Texas A&M
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Ebneterâ&#x20AC;&#x2122;s E-1 is the product of a 52-year project that began in 1958. (EAA/Arnold Ebneter) University. It flew for the first time in July 2005. It has a 74-gallon fuel capacity and a maximum speed of 175 mph. He spent 22 years in the Air Force, 15 as a fighter pilot flying F-86 Sabres and F-100 Super Sabres, and retired as a lieutenant colonel after flying 325 missions. Ebneter also was an engineer with Boeing. After the military, Ebneter designed and tested balloons and once â&#x20AC;&#x201C; as a test balloon pilot for General Mills â&#x20AC;&#x201C; flew 325 miles overnight. In honor of that flight, Arnold gave E-1 the same registration number as that balloon: N7927A. Heâ&#x20AC;&#x2122;s also an FAA DPI at Harvey Field and is chief instructor for the helicopter flight-training program. All told he has logged more than 20,200 hours of flight time.
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Continued from Page 4 jects, has not been readily available to civilian pilots until the inception of this program. At AvMed, the medical division of Stallion 51, Flight Surgeon (AME) Dr. William Busch, also a UAT instructor pilot, teaches the physiology and aeromedical aspects of spatial disorientation that can cause the onset of unusual attitudes. â&#x20AC;&#x153;Our curriculum offers pilots insight into when and why physiological sensations are experienced in the upset environment, how to overcome them, and then safely respond. Flight simulators are very limited in reproducing those disorienting sensations. That is why our program is a safe way to fully realize those sensations and train for appropriate responses.â&#x20AC;? The UAT L-39 is outfitted with a
state-of-the-art Electronic Flight Instrument System with the design capability to withstand extreme flight attitudes. The EFIS equipment closely simulates current corporate and executive aircraft cockpit layouts. The UAT L-39 is also equipped with specially-designed onboard cameras that allow for accurate visual and audio debriefs of the training from both inside the cockpit and outside the airplane. The NTSB recommends that flight departments provide training in the recognition and recovery from unusual attitude and aircraft upset situations. The UAT program does just that in a manner that has not been done before. This FAAapproved program teaches techniques that will not only create safer pilots, but will hopefully lower insurance rates for aircraft owners as well.
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December 2012
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EAA SAFETY EFFORTS AIM EAA is continuing to lead and collaborate on a variety of programs that are focused on lowering the general aviation accident rate, with efforts that range from aircraft construction to pilot decisionmaking. These EAA initiatives, both longstanding programs and new partnerships with other aviation organizations and industry members, are aimed at a single goal: Enhancing GA safety. They also show the continuing work of the GA community to raise safety awareness as the National Transportation Safety Board (NTSB) studies ways to improve aviation safety. The NTSB on Nov. 13 released its annual “Most Wanted List” that included general aviation safety on a list that also included safety issues in automobiles, buses, trains, and pipelines. “Everyone agrees that safety is a never-ending priority and that’s why EAA has been so active in working with other organizations such as AOPA, as well as type clubs, pilot groups, manufacturers, and government agencies,” said Sean Elliott, EAA vice president of advocacy and safety. “We maintain that education is a far better way to improve safety than regulation. That includes education from our organization and the safety
11
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mindset that every aviator must have. Many of the accidents we see are from common avoidable factors. We can never stop learning from each other.” Among EAA’s recent participation in safety initiatives include: • Co-founding the Type Club Coalition, which represent aviators in a variety of aircraft types who are seeking best practices in flight operations • Leadership within the FAA’s Loss of Control Working Group, part of the General Aviation Joint Steering Committee, which is studying accident factors and possible ways to minimize those risk areas • Participation in the FAA’s Part 23 committee that is studying aircraft certification These efforts reinforce some of EAA’s long-standing programs that have proven to enhance safety for EAA member builders and pilots to participate in them. Those include the Technical Counselor program (http://members. eaa.org/home/homebuilders/about/tech_ counselors.html) that offers guidance for aircraft builders and the Flight Advisor program (http://members.eaa.org/ home/ homebuilders/about/flight_advisors .html), which allows pilots who are tran-
GA ACCIDENT RATE
sitioning to new or unfamiliar aircraft to evaluate their piloting skills and seek additional training, so they are fully prepared when initially flying that aircraft. “We have worked with the NTSB, FAA, and other agencies to find the ways that are the most effective for pilots to be aware of safety and make that a part of
every flight,” Elliott said. “The GA accident rate has dropped drastically over the past quarter century, but there’s more that can be done. The flying community uniting in these efforts will help enhance safety and preserve the freedoms to fly that we enjoy.”
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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Celebrating Twenty-Nine Years of In Flight USA
December 2012
AUTHOR CRAIG HARWOOD RESTORES JOHN J. MONTGOMERY TO PANTHEON OF AVIATION PIONEERS WITH QUEST FOR FLIGHT
By S.Mark Rhodes
ully 20 years before the Wright Brothers flew at Kitty Hawk, N.C., a California aviation pioneer and inventor named John J. Montgomery managed to fly heavier than air craft in 1883 marking the first such flights in the Western Hemisphere. Authors and aviation historians Craig Harwood and Gary Fogel have recounted the story of Montgomery and have helped place the American West (and Montgomery) in context with regard to aviation history with their new book, Quest for Flight: John J. Montgomery and the Dawn of Aviation in the West (University of Oklahoma Press). Mr. Harwood was nice enough to correspond via email with In Flight USA’s Mark Rhodes about this work and John Montgomery’s legacy as an aviation trail blazer.
F
IF USA: The story of John Montgomery is of particular interest to you is it not? CH: “John Montgomery was the brother of my great grandfather, James, and his story was relayed to me by my
grandmother (John’s niece) and my great grandmother (his sister-in-law).” IF USA: What kind of person was John Montgomery? Did he resemble other early aviation pioneers? CH: “He was obviously brilliant and had an extraordinary capacity in the disciplines of mathematics and science as well as being prolific in invention. I can only make assumptions about his personality but he appears to have been surprisingly modest and unlikely to draw unusual attention to his inventive work, and did so only when encouraged by friends and colleagues, or in some instances when attempting to counter loss of intellectual property for example. He appears to have been sensitive and reticent in public. He resembled some other aviation pioneers in that he pursued visionary ideas and theories even in the face of daunting obstacles and he felt that achieving control in the air (aircraft control) was by far the most important aspect of the flying proposition.” IF USA: How did Montgomery (and other western aviation aviators) get so overlooked and/or overshadowed with regard to their successful aviation efforts?
CH: “The narrative of American aviation history tends to be very formulaic and the formula followed is devoted to the overly simplistic idea that the solution of human controlled flight came through a single source centered in Dayton, Ohio. While that idea served the Wrights and their business aspirations, it isn’t actually how invention in important evolving technology actually occurs. As the literature has repeatedly presented such a simplistic narrative, decade after decade, the personal histories and contributions of others who were also engaged in the technological pursuit have tended to become obscured. To some degree, some of the other Californian contributions have merely failed to be brought to light in the literature.” IF USA: Montgomery’s life and exploits were dramatized in the 1946 film Gallant Journey (starring Glenn Ford and directed by William Wellman). This film is not available on DVD, however, have you seen it and is it accurate with regard to the facts of his life and work? CH: “ There are unofficial DVD’s of Gallant Journey out there (varying from poor to high quality). I have a high-qual-
THE
ity direct transfer from 16mm reel to DVD. It would be accurate to say it is a dramatization of his story as certain things were played up, the occasional detail introduced artificially, and others rearranged in time frame to serve the story telling from a dramatic arts point of view. Some things were pretty well done and others rather corny, but given the 1946 time frame it is pretty good movie. John’s brother James (my great grandfaContinued on Page 14
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Montgomery with his peers and early aviation pioneers (L to R) John Leonard, Baloonist Frank Hamilton, Aeronaut Daniel Maloney and Montgomery himself (Courtesy of Craig Harwood) happy to allow the public to perceive them as the weaker sex. Some of this story has become lost to history and we hope to stimulate more interested in this aspect.” IF USA: As has been noted, you are a distant relative of Montgomery’s, did this fact make this a challenging prospect for you as a historian and author? CH: “I don’t see my genealogical connection as a challenge. Some people would tend to assume I am blindly succumbing to family bias, but if you review our bibliography and references which support our book you will see how we have founded our various thesis positions.” IF USA: If Hollywood were to take another shot at telling the story of Montgomery who do you think might play him this time around? CH: “Well Johnny Depp would be my personal choice because I would like to meet him, but realistically I think someone like Robert Duval would be a very good choice.” For more on John Montgomery see www.johnjmontgomery.org. For more on the authors see their Facebook pages (search “Craig Harwood” and “Gary Fogel”).
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Continued from Page 12 ther) wasn’t particularly enthusiastic about some of the story tweaking though. Turner Classic Movies has a good discussion of the movie on their main webpage. The movie must have hit a sore spot with the Wright camp as its production prompted a lengthy campaign by Orville Wright’s chief advocates (with help from Orville himself) to apply repeated pressure on Columbia Pictures to abandon the project (see the Epilogue in the book).” IF USA: In researching this book, what kinds of things did you discover as an aviation historian that surprised you? CH: “I was surprised to discover how quickly relevant contributions and achievements become lost to obscurity. I was surprised to discover the phenomenon of how history-writing gets so quickly biased once an evolving technology gets grasped and exploited by its first successful capitalists. Its an old story.” IF USA: You touch on the role of women in the development of aviation during this period. What was the impact of this involvement for the development of women’s influence in the field of aviation? CH: “Well in the gilded-age America, the male population tended toward the belief that high-risk fields and technological fields were very much a man’s domain. Convenient thinking, I suppose, unless you start to consider the hardships and challenges women overcame every day bringing boys up to become men in a man’s world. So when women began doing high-altitude trapeze work and parachute jumps from balloons, designing and piloting airships and aircraft in this period it tended to be seen as an even more significant accomplishment as they were assumed to be overcoming even greater odds and being even more daring than if a man had done it. I suspect some of these trail blazers were
Continued from Page 6 The recent past is not pretty, with a devastated economy and government that is basically hostile to aviation. But that past gives us a very clear path to future events and the action all pilots need to take to make sure private aviation
remains a strong and viable part of the national transportation system. In short, the future certainly holds some challenges, but if we just group together, stop industry infighting and saddle up, we can make one heck of a posse!
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16
Celebrating Twenty-Nine Years of In Flight USA
December 2012
NTSB’S MOST WANTED LIST IDENTIFIES TOP TEN TRANSPORTATION CHALLENGES FOR 2013 The National Transportation Safety Board has released its 2013 Most Wanted List which includes the need to improve general aviaton safety. The new annual list of the independent federal safety agency’s top advocacy priorities calls for ending distraction in all modes of transportation. Distraction was the cause of multiple accidents investigated by the agency in recent years, and its deadly effects will only continue to grow as a national safety threat. The list covers all transportation modes. “We’re releasing the list now so it is available to policymakers at the state and federal levels as well as industry groups as they craft their priorities for 2013,” Hersman said. “We want to highlight the results of our investigations and ensure that safety has a seat at the table when decisions are made.” The NTSB’s 2013 Most Wanted List of transportation priorities includes: • Improve Safety of Airport Surface Operations • Preserve the Integrity of Transportation Infrastructure • Enhance Pipeline Safety • Implement Positive Train Control Systems • Eliminate Substance-Impaired Driving • Improve the Safety of Bus Operations • Eliminate Distraction in Transportation • Improve Fire Safety in Transportation • Improve General Aviation Safety * • Mandate Motor Vehicle Collision Avoidance Technologies * Improve General Aviation Safety The following is the NTSB’s report on General Aviation: While commercial aviation continues to have a strong safety record of two years without a fatal accident, the NTSB continues to investigate about 1,500 accidents each year in general aviation. In many cases, pilots did not have the adequate knowledge, skills, or recurrent training to fly safely, particularly in questionable weather conditions. In addition, the more sophisticated “glass” cockpit displays present a new layer of complications for general aviation pilots. And not only are pilots dying due to human error and inadequate training, but also they are frequently transporting their families
who suffer the same tragic fate. In general aviation accident investigations, the NTSB sees similar accident circumstances time after time. Adequate education and training and screening for risky behavior are critical to improving general aviation safety. For example, guidance materials should include information on the use of Internet, satellite, and other data sources for obtaining weather information. Training materials should include elements on electronic primary flight displays, and pilots should have access to flight simulators that provide equipment-specific electronic avionics displays. Knowledge tests and flight reviews should test for awareness of weather, use of instruments, and use of “glass” cockpits. And there should be a mechanism for identifying at-risk pilots and addressing risks so that both the pilot and passengers can safely fly. Human error in general aviation accidents is not solely a pilot problem. Aircraft maintenance workers should also be required to undergo recurrent training to keep them up to date with the best practices for inspecting and maintaining electrical systems, circuit breakers, and aged wiring.
Statistics General aviation has the highest aviation accident rate within civil aviation. The rate is six times higher than for small commuter operators and 40 times higher than for transport category operations. Although the overall general aviation accident rate has remained relatively steady at an average of 6.8 per 100,000 flight hours, the components of that figure have changed dramatically over the last 10 years. In particular, personal flying accident rates have increased 20 percent, while the fatal accident rate has increased 25 percent over the same 10year period. The NTSB sees this statistic play out frequently, having investigated an average of 1,500 general aviation accidents each year, in which more than 400 pilots and passengers are killed annually. For complete information on the top ten challenges for 2013 report, visit www.ntsb.gov/safety/mwl.html. For more information on the General Aviation recommendation section of this report, visit www.ntsb.gov/safety/ mwl5_2012.html
December 2012
www.inflightusa.com
Contrails
17
by Steve Weaver
MEETING LEROY e arrived on our ramp one summer afternoon in a spanking new Cherokee Six 300. I met him as he climbed down from the wing, a small man, portly, thirtyish, a nondescript appearance accented by the pipe protruding from his round face. He shook my hand and introduced himself and I smiled back, completely clueless about how this man was going to change my career in aviation forever and put my life in a spin. This was the mid-70s and I’d been on a wild ride in the aviation business for the past few years. The little flying school that I’d started at a small grass field in Buckhannon some years back had exploded with activity and when the opportunity came to bid on the FBO at a large airport in Northern West Virginia, I jumped at it. This airport had paved runways a mile long, a Flight Service and even (gasp) a tower. This airport would be perfect for the growth I wanted to achieve. This airport, I thought, would be the key to success. My company quickly secured a Piper dealership and added a half dozen new Cherokees to the flight school, which thanks to the GI Bill and a good
H
advertising program was going gangbusters. Our shop too became busy, not only with the maintenance on our own fleet, but providing service to aircraft owners from the Tri State area. We had received our 135 certificate while still in Buckhannon, but once we were settled in our new ‘big city’ home, that part of the business rapidly expanded until we were flying two Aztecs, a Seneca and a Navajo, providing air taxi, as it was called at that time, to many of the local business folk. We were mortgaged to the hilt, but we were doing a good business and just as happy as clams. A charitable description of my reaction to the sudden change from a momand-pop flying business to a good-sized and modern FBO would be to say that I was hanging on and doing the best I could. I certainly had no business background to prepare me for what I now found myself doing, but we were muddling along and succeeding, I suspect in spite of us. Looking back, I think one of the few things that I did right during this time was to hire good people to run the different parts of the business. Charter, aircraft
sales, flight training and maintenance are the pillars upon which a successful fixed base operation stands, and all of the experts that I convinced to come to work for us and oversee those departments were specialists in their particular field. Each part of the business was doing what it was supposed to. Doing not so well was the accounting department, which contained a bookkeeper, a secretary and sometimes me. No one in the organization, including me – probably especially me, had any experience running a business the size that this one had suddenly morphed into. We suddenly had 15 employees, money was flying in and flying back out again, and I was regarding the whole process rather dazedly. Serendipitous occasions I’ve found, can work in both good and bad ways. Serendipitous it was then, when Leroy appeared on my ramp. I was not to find out until much later that it was not the good kind. Leroy, it seemed, was from Baltimore. He said he was a CPA who had made a lot of money from investments and was now working as an accountant in the world of high-fashion
clothing. He was doing this not because he needed to work, but because he wanted to stay busy. However, Leroy’s real love was aviation and he longed to be involved in it, to be a part of the world of aviation. His dream, he told me during the course of the several conversations that were to follow this meeting, was to find an aviation business that needed his talent and to give them an unbelievable bargain, hiring his expertise for a pittance in exchange for him being able to work in the aviation industry. Hmm, I thought. I am the ideal recipient of this amazing talent, and this is indeed a match made in heaven. How wonderful, I thought. We could provide him with a genuine aviation experience par excellence, while he provided us with the missing and mysterious accounting knowledge that we needed to sort out the mess in the office. This is where the little light should have come on, but apparently the bulb had burned out. After a few weeks, many phone conContinued on Page 18
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Contrails
Continued from Page 17 versations and a couple more visits by Leroy via the gleaming Six, we struck a deal. He would come and work with our burgeoning flying service at a salary that was perhaps half what it would take to employ an ordinary CPA. An ordinary CPA would be one without the frenzy to be in with the aviation “in crowd” and perhaps, as I was to later think, one without ulterior motives. In no time at all Leroy had quit his Baltimore job and moved into town. He
bought a house and returned to Baltimore to marry and import a new wife to his new life in West Virginia. In a few months things had settled down to the routine of having an accountant in the office. The bills were getting paid and the office was running smoothly and I could concentrate on the myriad of other details that are involved in running a flying business. What a relief. No longer did I have to fret about who to pay and when to pay them because Leroy handled all these things. I no longer had to worry about
December 2012
withholding taxes and sales tax and payroll because Leroy was on top of it. He became a familiar figure shuffling around the office, trailing a plume of fragrant pipe smoke and he seemed to be well liked by the staff and the students and customers who were constantly in and out of the office. One day after being with us for six months or so, Leroy made me a proposal. He wanted to use his Cherokee Six and fly the body transport that the company was doing for the funeral homes. He
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pitched that he would subcontract with us and we would still make money on the flying, but wouldn’t have to worry about the details. This actually made sense to me, because the Six was the ideal aircraft for this mission. We didn’t have one on the line and were using the Seneca at a higher operating cost. I knew he missed flying and I think probably because I felt guilty about paying him so much less that he was worth, I agreed to the plan. He said he would do most of the trips at night, so his office duties wouldn’t suffer. Time slipped by and Leroy did his transports and the whole company stayed busy. Our flying hours were increasing each month and finally that October they hit the magic 1,000-hour mark. We were flying up a storm in both the flight school and the charter department. Our trainers were in the air from morning until well after dark and charter trips were coming in by the score. The business was humming like a well-oiled machine, but something strange had begun happening. We started getting calls from vendors complaining about slow pay, or in some cases no pay. Meetings with Leroy confirmed that in spite of all the flying we were doing, there were more bills than there was money to pay them. How strange was this? About the time we started to have cash-flow problems, Leroy confided to me that he had personally had a stroke of luck. It seems his old company in Baltimore had called and asked if he would consider flying software patterns to their plants in different parts of the country. This would require a twin for the mission, but he was willing to upgrade his aircraft and accept the contract. Happy that someone was having good fortune, I agreed to let Leroy accept it and still keep his position with the company, although it meant he would be gone more than with the body transport trips. It wasn’t long then until Leroy appeared with an almost new Cessna 310Q. It stood tall and proud on our ramp, making our Pipers look just a little dumpy and I confess that I experienced just a twinge of jealousy. He then explained that because the company wanted him to present a professional appearance, he got fitted for an airline pilot’s uniform, complete with four stripes and epaulets. When the suit arrived he shared with us that the company needed him to have his portrait taken by a professional photographer, standing in front of the 310 and resplendent in his pilot finery, presumably for the company brochure. By now the whole airport was taking notice of Leroy and we all watched as an Continued on Page 19
December 2012
Contrails Continued from Page 18 instructor, specializing in 310 training and flown in by Leroy from somewhere in the West, gave him training in the Cessna and he became multi-engine rated and qualified in the airplane. A large leather briefcase appeared and became part of Leroy’s riata and was almost always at his side. He once let us peek inside and we saw sealed manila envelopes that he confided held the patterns for the sewing factories, very secret patterns and much sought after by competing fashion manufactures. The trips to deliver the patterns began, and over the next several months they ranged the length and breadth of the US. The 310 would come and go, Leroy always with the mysterious briefcase present, its importance giving the impression that it was just this side of being handcuffed to his arm. On one trip he flew to California, but the company president, who needed to meet personally with Leroy, happened to be in Hawaii. He stated that he had no choice but to jump on an airliner, briefcase in hand and jet on over to the island to meet with the CEO. Meanwhile our cash flow seemed to be flowing mostly in the out direction and calls from angry vendors were increasing at an alarming rate. I contacted an accountant friend who came in and looked through the books and appeared as baffled as I. One thing for certain, he told me, unless we changed something drastically, we couldn’t continue in the direction we were heading. It was time to do something, way past time in fact. I arranged for an independent accounting firm to conduct an audit. Three somber suits appeared with adding machines and legal pads and started crunching numbers. Strangely, the second day of the audit Leroy failed to come to work. Two days later the accountants somberly announced that at least $175,000, a fortune in 1976 dollars, and probably more than that, had been appropriated by Leroy in a multitude of clever ways designed to surreptitiously siphon cash from our poor company. The police were alerted, a search was mounted, but Leroy was gone. He had left home, wife, Cessna 310 and…the briefcase. A screwdriver and 10 seconds was all it took to defeat the lock and we looked in on the 20 or so sealed envelopes. Seconds later we were gazing at their contents, the fabled secret patterns, consisting of…blank paper. Each envelope was filled with about 20 sheets of blank paper. We stood looking at each other, all of us struggling to get our minds around the fact that all of this had been make believe. It had been a play, written by and starring
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‘Leroy the Professional Pilot’ and our company was the unwitting producer. There was no contract, no company, no factories and the flights had been to random destinations, delivering nothing. It was an incredible, sick production, enabling Leroy to act out a role that he had obviously needed to cast himself in. He was never found. He was indicted by the county Grand Jury and the story
made the papers for a while and then was forgotten. He was traced to California, but there the trail grew cold. Our company declared bankruptcy and all of the employees, me included, were out on the street. I went to work for the Cessna factory as a multi-engine demonstration pilot and the other employees eventually moved on, most to other work in aviation. An exciting chapter with a sad ending
19
had closed in all our lives. These days I sometimes run into people from the old FBO since most of us stayed in aviation and it is, after all, a small world. Talk usually turns to the old days, as it does with people of a certain age, and when it does, almost without exception, we reminisce about the strange little man who took an entire airport for a ride.
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AUTHOR/ACTION HERO PETER HELLER CREATES A CLASSIC OF AVIATION LITERATURE IN THE DOG STARS By S. Mark Rhodes uthor Peter Heller is well known for his innovative and adventurous non-fiction and journalistic work including Kook: What Surfing Taught Me about Love, Life and Catching the Perfect Wave, an account of several months of the author’s life learning to surf under the guidance of surf gurus in Mexico and California. He also famously learned to fly in less than a month, offered in a Men’s Journal piece entitled How to Be a Bush Pilot in Less than a Month. Mr. Heller’s debut novel, The Dog Stars (Knopf) connects directly to his interest in aviation. The Dog Stars tells the story of a pilot named Hig who attempts to cope in a post-apocalyptic landscape by piloting his 1956 Cessna around what used to be Colorado (with his dog as a co-pilot). With this work, Mr. Heller has emerged as a unique voice in American letters, someone whose storytelling ability bears watching. Mr. Heller was nice enough to speak with Mark Rhodes about The Dog Stars, aviation and other aspects of his adventurous existence.
A
IF USA: This is your first novel after several well-received works of nonfiction, many of these works revolved around your own personal experiences like surfing or flying. What was it like to construct something fictional? PH: “Almost all of the non-fiction work grew out of magazine assignments to wild places. These were very intense assignments to places like Antarctica and remotest Tibet. So writing about big characters in extreme circumstances had to be very helpful to crafting The Dog Stars. Also, writing about them taught me a lot about pacing, about how to keep a story riveting, and about how to draw characters quickly and convincingly so that they jump off the page.” IF USA: What is the process for you to write about the sensation of flight? PH: “Pulse quickens just talking about flying. Like Hig, I came to it as something that I’d been meant to do my whole life. To see the world from the air, the way landscapes, topography fit together, how the creeks thread, the rivers unwind. You get this sense flying a small plane not too far from the ground that the world below is perfect. Neat. Everything
in its place. And you are detached from it. It’s like flying through a landscape painting. All the earthly problems: sickness, poverty, death, they vanish, they can’t touch you. Then you get hit by turbulence and you are jolted sideways and you stop being all poetic and right the controls and get an adrenalin rush like nothing else – so fun. I got my pilot’s license in 20 days in northern Montana with crazy bush pilots. It was an assignment for Men’s Journal: How to Be a Bush Pilot in Three Weeks kind of thing. When I showed up I didn’t even know what a flap was, a rudder. It was like drinking from a fire hose. And I was not a natural. Dave Hoerner, my instructor, turned to me after one of my landings in the first week and said, “You came in like a sick goose. That was atrocious!” He had been a logger all his life. To haul out and use the word “atrocious” was a very special circumstance. I loved it.” IF USA: Was there any reason you had your protagonist, Hig, pilot a ‘56 Cessna? PH: “It’s the plane I own. Same plane, down to the tail number. And I keep it at Erie Airport just north of Denver, just like Hig. After I learned from Hoerner, he called and said that a friend of his wanted to sell the old Cessna he’d used for years to track radio collared wolves in the Rockies. He was getting too old to fly it. I jumped on it.” IF USA: Where did the title The Dog Stars come from? PH: “It came from Hig’s proclivity to make up constellations when he sleeps out under the stars every night. He used to have a book of the stars, but now he doesn’t. So he makes them up. His are almost Continued on Page 22
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hat do you get when you cross a field full of classic Beech airplanes, a couple hundred airplane folks and a few days of beautiful, fall, Tennessee weather? Why, the Beech Heritage Museumâ&#x20AC;&#x2122;s Beech Party of course! The annual event was held the third week of October this year and brought an overwhelming turn out of aircraft from the early days of Beechcraft up through some of the newer models. This fly-in celebrated three very important Beech milestones: the 65th anniversary of the Bonanza, the 75th anniversary of the Beech 18, and the 80th anniversary of the stylish Beech Model 17 Staggerwing. Less than 30 years after the first doc-
W
umented controlled flight, Walter and Olive Ann Beech introduced the first model 17 to the world. Quickly known for its negative-staggered wings and retractable landing gear, the 17 brought luxury to flight. Personal aircraft began to be seen as something more than a barnstormerâ&#x20AC;&#x2122;s worn Curtiss Jenny. During the same time period as the Piper Cub and Douglas DC-3 began production, the Twin Beech model 18 also found its way into the sky providing new opportunities for business and commercial travel. From 1937 until the end of its production run in 1970, the Beech 18, with its numerous configurations, served both civil and military uses in a myriad of ways. Both models 17 and 18 have endeared themselves to generations of Continued on Page 24
Peter Heller: The Dog Stars Continued from Page 20 always animals, and his favorite being, at this point in his life, his dog Jasper.â&#x20AC;? IF USA: You somewhat famously learned to be a pilot in less than a month. Do you have any other goals with regard to flying/piloting? PH: â&#x20AC;&#x153;Iâ&#x20AC;&#x2122;d just like to fly more. I am a pretty low-hour pilot, about 180 hours, and Iâ&#x20AC;&#x2122;d like to take more longer trips to California and Montana and just get to be a better pilot.â&#x20AC;? IF USA: Is there a particular film or book that you feel captures the essence of flying? PH: â&#x20AC;&#x153;Yes. Two jump to mind. I always loved Saint-Exuperyâ&#x20AC;&#x2122;s Wind, Sand and Stars. The flying scenes are very evocative and beautiful and sometimes hair-raising. Also Beryl Markhamâ&#x20AC;&#x2122;s West with the Night about early flying in Africa.â&#x20AC;? IF USA: If you were to have this
book optioned who do you see being a good actor to play Hig? PH: â&#x20AC;&#x153;The book has been optioned. I canâ&#x20AC;&#x2122;t wait to see who they get. Brad Pitt would be good.â&#x20AC;? For more on Peter http://www.peterheller.net
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December 2012
GAMA ISSUES THIRD QUARTER SHIPMENT REPORT, SHOWS SIGNS OF STEADINESS ACROSS SEGMENTS Pete Bunce Urges Lawmakers to Address Fiscal Uncertainty and Bureaucratic Inefficiencies that Hamper the Global Economy
DIVORCE – PATERNITY MEN’S RIGHTS
The General Aviation Manufacturers Association (GAMA) on Nov. 7 released the results of the first nine months of general aviation industry shipments and billings for 2012. Airplane shipments increased 4.2 percent compared to 2011 while the accompanying value of the airplane deliveries rose 1.4 percent. “What we heard from our customers recently at AOPA’s summit and NBAA’s convention indicate that purchase decisions continue to be delayed due to fiscal uncertainty in our North American and European markets,” said GAMA’s President and CEO, Pete Bunce. “Now that the U.S. election is behind us, we hope that legislators quickly act on the nation’s budget crisis so that individuals and businesses can begin to chart their own long range fiscal paths.” Piston engine powered airplane shipments grew 3.5 percent to 597 for the first nine months of 2012 compared to last year. Turboprop airplanes saw the strongest growth with 368 units compared to 333 in 2011, which is a 10.5 percent increase. There was one more busi-
ness jet delivered year-to-date in 2012 compared to the 2011 shipments. “GAMA will continue to address important industry issues, such as the research and development tax credit, depreciation policy, user fees, NextGen and aircraft certification streamlining,” said Bunce. “Additionally, GAMA will engage with global regulatory authorities to identify bureaucratic inefficiencies and unnecessary regulation that drive up costs, increase unemployment, and severely hamper our industry’s recovery.” First Nine Months of Shipments of Airplanes Manufactured Worldwide 2011 2012 CHANGE Pistons 577 597 +3.5% Turboprops 333 368 +10.5% Business Jets 427 428 +0.2% Total Shipped 1,337 1,393 +4.2% Total Billings $12.1B $12.3B +1.4% NOTE: GAMA’s year-end General Aviation Shipment Report will be published on February 12, 2013.
An Airplane Celebration Continued from Page 22
If you are Involved in a Divorce or Paternity Case... ...you Should Know That: 1. You may have an excellent chance of obtaining child custody; 2. It’s your child...she doesn’t own it; 3. There are numerous legal methods of avoiding alimony; 4. There are numerous legal methods of avoiding loss of your property; 5. If properly represented, you won’t be “taken to the cleaners”, 6. Courts can be legally required not to favor the woman; 7. You can fight against false charges of child abuse or spousal abuse. 8. You can emerge from a divorce emotionally and financially sound; 9. Men do have rights! 10. California cases only.
Contact: Lawyers For Men’s Rights 213-384-8886 or visit us at www.mensrightslawyers.com LAW OFFICES OF STUART J. FABER
pilots and airplane watchers. It is no surprise that they are still appreciated now for their design and long history. The Beech Party was graced this year with nine model 17s and 12 Beech 18s – all actively flying. Included in the visiting Twin Beeches was even a military bomber variant complete with nose gunner position intact. The quality of maintenance and condition of the attending aircraft was a testament to the owners who care for them. Not to be left out were a number of Travelairs and Twin Bonanzas tucked in between quite a large turn out of Bonanzas and Barons. V-tails sat proudly on the field – living proof that they have long outlived the “dangerous” image once bestowed on them. Daily formation flights highlighted the famous Bonanza silhouette and the pilots’ finesse. As with any truly enjoyable aviation event it was the people who made the Beech party more than just a neat airplane show. The Parrish family and museum staff worked diligently to main-
The the P & W R-985 radial sings its low melody in a model D17S Beech Staggerwing at the Beech Heritage Museum's Beech Party. (Michelle Souder) tain and prepare the grounds for the event. The beautiful facilities provided not only a wealth of history, but a place to relax and socialize as well. Educational opportunities gave those who attended additional support to help keep their older aircraft flying well into the future. Once a person has experienced the aviation fellowship provided in Tullahoma, he finds a permanent desire to return on a regular basis. Folks arrived Continued on Page 30
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December 2012
25
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SL30 nav/comm Transceiver & SL40 comm
When panel space is at a premium, the compact SL30 nav/comm transceiver and SL40 comm fit a lot of capability in a surprisingly small package. Save Space, Reduce Workload. SL30 packs a 760-channel VHF comm transceiver and 200-channel VOR/LOC/GS nav receiver with DME display into one small space. Besides traditional nav/comm features, SL30 also incorporates workload-reducing functions such as automatic decoding of the Morse code station identifier for VOR/LOC/ILS, most-used frequency storage in unit memory, built-in course deviation indicator and more. Get Two for the Price of One SL30 is the only panel-mount nav/comm with a standby frequency monitoring feature providing the capability of two nav/comms in one. SL30: Think slim.
STX 165 Mode A/C Transponder
The STX 165 Sports a professional 1/2 3ATI Bezel that compliments any aircraft panel. Its bright OLED display is readable in virtually all lighting conditions and automatically dims for night time operations. Check out just a few of the STX 165 features. • Built-in Encoder Simplifies installations and lowers cost. • Three Timer Functions Elapsed Flight Time, Up Timer, Down Timer • Pressure Altitude Display See what altitude your transponder is reporting to Center • Optional OAT Probe Input Displays Outside Air Temp.,Density Altitude, Icing Alert • Small and Light Weight 7.4" behind the panel depth, 1.3 lbs. • Low Current Requirements Ideal for LSA Glider - UAV Operations
Garmin Aviation Portables Rebate Offer Just in time for the upcoming holiday season, you can save $50 on the purchase of the popular aera 500; $100 on an aera 510, 550, 560, GPSMAP 696/695; and $200 off the aera 796/795. The aera 796 features 3D Vision, advanced electronic flight bag capabilities, XM/WX or ADS-B Datalink Weather capabilities and much more. All of the units listed in this rebate are compatible with our new GDL 39 ADSB portable receiver. With this limited time rebate, there has never been a better time for you to upgrade to a new GPS! Rebate savings continue through Dec. 31, 2012. Rebate submissions must be postmarked by Jan. 31, 2013.
See Vista Aviation’s Aircraft For Sale Ad on Page 11
The KMD 250 is intended for piston singles. The new MFD offers most of the advantages of the KMD550 and 850 displays but without the radar and terrain awareness and warning system (TAWS) interfaces. The KMD 250 is slightly smaller than the 550 or the 850. The software and remaining capabilities on the KMD 250 are nearly identical to those on the KMD 550. Bendix/King offers two versions of the KMD 250, one that gets it’s GPS data from a separate GPS navigator and one that has a built-in GPS. The model with the built-in GPS can be used as a standalone VFR unit, or it can be interfaced with a separate GPS, such as Bendix/King’s KLN 94 color IFR-approved moving map GPS. TSO Certified. Honeywell’s new Data Link Weather Receiver, KDR 610, brings high speed textual and graphical weather to your cockpit. This new receiver interfaces to the Bendix/King KMD 250. Available weather products include Composite NEXRAD radar, Graphical METARs, AIRMETS and SIGMETS, as well as, Textual METARs, TAFs, AIRMETs and SIGMETs. The active flight plan can be overlaid on all graphical weather images. Additionally, the system allows you to pan, zoom and interrogate areas of interest. Units are factory new surplus. Six month Vista Aviation Inc. warranty applies. Limited to supplies on hand !! KMD-250 W/O INTERNAL GPS & KDR-610 XM WEATHER RECEIVER $1,500 KMD-250 WITH INTERNAL GPS & KDR-610 XM WEATHER RECEIVER $1,800 Both systems include mounting racks & install kits. Antennas available at additional cost.
VoiceFlight Systems VFS101
Vo i c e F l i g h t Systems visited our shop and demonstrated their revolutionary VFS101. This device fixes the two major problems with the Garmin GNS430/530 GPS units tedious waypoint entry with the concentric knobs, and the lack of Victor Airway support. As we witnessed in our shop the VFS101 expands Victor airways for you.Visit www.voiceflight.com for a video demonstration. You will be surprised just how quickly you can put in a long flightplan using this system.
Vista is an authorized VoiceFlight Systems dealer. Call us today to learn about installing a VFS101 in your airplane! MasterCard
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Celebrating Twenty-Nine Years of In Flight USA
26
Aviation Ancestry
by Scott Schwartz
FROM “GUSTO” aving been intended for a Navy aircraft that was canceled, the Pratt & Whitney J58 had already been run for roughly 700 hours prior to the program’s cancellation. The 26,000 pounds of thrust generated by this engine would have enabled the canceled Navy airplane to hit Mach 3 for a short burst – a few seconds at most. Of course, the Blackbird would require its engines to run with their afterburners on for long periods of time – enabling cruise speeds of Mach 3 at 100,000 feet. Well, once all of the necessary modifications were made to the J58, the engine was generating 32,500 pounds of thrust. The reader should ponder this for a moment. By the time Skunk Works engineers were through altering the J58 engine, it was the most powerful nonrocket engine ever built. What’s more, the J58 was the first jet engine capable of running its afterburners continuously – burning 8,000 gallons of fuel per hour in the process. As powerful as its engines were, by themselves, they generated only 25 percent of the thrust that was needed for the aircraft to cruise at Mach 3. Another issue was the need to slow the Mach 3 air down to sub-sonic speeds so that it could be fed into the engines’ compressors. The latter problem was solved through the use of moveable cones or “spikes” at the fronts of the engine nacelles. Sensing the aircraft’s pitch, roll, and yaw, a computer (of the analog variety) retracted the spikes up to a maximum of 26 inches. Thus, the spikes became throttles – opening and closing, and in so doing, varying the amount of air entering the engines inlets in relation to the aircrafts speed and altitude. So, what did all this have to do
H
TO
“OXCART” – PART III
with obtaining more thrust from the J58 engines? As the aircraft’s speed increased, the air entering the inlets was compressed and heated as it passed through the narrow openings in the inlets. This super-compressed and super-heated air was directed into the engines’ compressor stages, which, well, compressed the air even further, before it passed through the turbines and into the afterburners. With the inlets providing 64 percent of the engine’s thrust at full throttle, this system rendered the J58 engine a hybrid ramjet/turbojet engine that reached 84 percent propulsion efficiency at Mach 3. At the time, this was 20 percent better than any supersonic propulsion system ever built. Naturally, the complexities involved with the development of the J58 propulsion system, as well as with the aircraft as a whole, led to delays. In addition, flight tests could not be conducted at just any air base, using just any pilot who happened to be available. Given the top-secret nature of the program, test-flying the A-12 at Edwards Air Force Base – that bastion of Air Force flight testing – was out of the question. No, the tests would have to be conducted at a place where the prying eyes of civilians and uninvolved military personnel would not get a glimpse of this mysterious aircraft. Yet, the test site would have to be accessible via aircraft and be equipped with sufficient infrastructure to support a lot of personnel. The answer, of course, was to return to the “top secret base in Nevada” that had previously been utilized for the U-2 flight tests. As for A-12 pilot qualifications; they were simple, really. The applicant only had to:
1. Be between 25- and 40-years old. 2. Be under six-feet tall. 3. Be less than 175 pounds. 4. Be married. 5. Be emotionally stable. 6. Be highly motivated. 7. Have current experience with high performance aircraft (somehow, this writer does not think that Lockheed’s definition of “high performance” was the same as that found in the civilian Federal Aviation Regulations – namely an aircraft whose engine produces more than 230 horse power. The reader should note that A-12 pilots were technically civilians, who would be “borrowed” from military service.) 8. Be experts in the field of air-to-air refueling. Needless to say, Lockheed’s customer, the CIA, was not happy about the delays – not all of which were caused by the engine development problems and pilot selection process. Un-anticipated problems with the titanium had occurred, because it was harder to work with than expected, and because Lockheed was receiving titanium that contained impurities. Indeed, when told by Kelly Johnson that there would be a three- or fourmonth delay, which would push the A12’s first flight back to Dec. 1, 1961, CIA Director Richard Bissell told Johnson that he was shocked there would be another delay, because he (Bissell) was under the impression that the problems with the titanium had been resolved. Bissell, who was normally a friend and supporter of Lockheed, told Johnson in no uncertain terms that nothing short of an earthquake would be an acceptable excuse for further delays. But, even without an earthquake, the
LAST FLYING B-29 GROUNDED By Jim Moore for AOPA he last B-29 Superfortress in the world that is still able to fly is down for maintenance, and the Commemorative Air Force will need a six-figure sum to get Fifi back in the air next season. The CAF, which operates a fleet of flying warbirds, said the famous B-29 landed safely after one of its four engines
T
December 2012
failed in flight during the last airshow of the season. Repairs, and the purchase of a backup engine, are expected to cost more than $250,000, the organization announced, and a separate website has been established to collect donations specific to this effort. (www.keepfififlying.org) Neils Agather, commander of the B29 Squadron of the CAF that operates the aircraft, said the continued flight of Fifi is “at risk.” The organization tours the
BY
The Pratt & Whitney J58’s massive after burner; super compressed and heated air from the inlets was routed into these after burners in order to provide thrust for sustained Mach 3 flight. (Scott Schwartz)
Moving a maximum of 26 inches fore and aft, the inlet cones, or “spikes” regulated the flow of air entering the engine inletsmore or less acting as a throttle. An analog computer moved the spikes based on the aircraft’s speed, attitude, and pitch. (Scott Schwartz) delays – especially with the development of the J58 engine – continued to the point where Johnson decided to fit the less powerful Pratt & Whitney J75 engine to the A-12 for the initial flight tests. To be continued… Visit the authors blog at www.elpasomountains@blogspot.com
ENGINE TROUBLE
country, offering veterans of World War II, and the generations that followed, a chance to experience a part of history firsthand. “We need your help, each one doing a little bit, to continue to spread the message,” Agather said CAF’s famous B-29 Fifi. in a news release.
(Photo Courtesy of AOPA)
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
December 2012
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27
Steve e Weaverr Aircraftt Saless
Purveyor of Quality Aircraft Since 1968 Route 3, Box 696, Philippi, WV 26416
Phone: 843.475.6868 Fax: 803.753.9761
Website:: www.steveweaver.com m • e-mail:: airplanes@steveweaver.com
1968 CHEROKEE SIX 260
1969 PIPER TURBO AZTEC D
1963 BEECH D50-E TWIN BONANZA
N5529J. 5,085 TT, 877 SMOH. Garmin 340, 430, 330 transponder, traffic, WX-10A, STec 30 altitude hold, JPI. Beautiful P&I, Nov annual.
N6621Y. Total time 1050 hours! Recent beautiful paint and September annual. Always hangared, with immaculate logs.
N9518Y. 4070 TT, 559 / 559 SMOH, 279/ 279 SNew 1998. G530W, STec 60-2. One family owned since new. Must see.
$82,500
Actual Photo
$79,500
Actual Photo
1961 BONANZA 35N
1977 CESSNA 180K
1981 MOONEY 231
N63622. 1530 TT, 350 SMOH, factory float kit, PPonk gear, observer doors. Hangared and pampered.
N9384R. 2388 TT, 105 SMOH, fresh annual and IFR. All logs, no damage and always hangared. A very pristine 231.
$124,500
Actual Photo
$76,000
Actual Photo
$120,000
Actual Photo
N995SD. 4481 TT, 920 SMOH, fresh annual and gear overhaul, many mods, GAMI, speed slope, good paint. Hangared. $52,900
Actual Photo
1979 TURBO 182RG 1959 PIPER TRIPACER 150
2000 VAN’S RV-6A
N3022Z. 2275 TT, 30 SMOH by Columbia Engines. Restored by Chuck Flickinger with no detail overlooked. Actual Photo $29,500
N596JB. 710 hours TT, 710 on a Lycoming IO-360. EFIS, and a Trio autopilot with altitude hold.
1959 SUPER CUB N9780D. 300 hours since restoration, Wipline 2100 floats, tons of mods, no expense spared. Actual Photo $149.5K with floats, 129.5K without
Actual Photo
$64,900
1940 PORTERFIELD LP-65 N32328. 1665 TT, 95 SMOH, museum quality restoration. Really this is one of the most beautiful rebuilds that we’ve seen. Actual Photo $29,500
FOR DETAILED SPECS AND ADDITIONAL PICTURES OF THESE AIRCRAFT, GO TO
N2182S. 4100 TT, 900 SMOH by Western Skyways. Recent leather interior. Hangared and pristine.
Actual Photo
$89,500
“Are you looking to move up in aircraft ownership? Your perfect aircraft may be privately owned and cannot be traded for. Let me turn your present aircraft into cash and more than double the number of airplanes available to you.” Steve Weaver Let t our r 43 3 years s of e go o to o work experience for r you.
STEVEWEAVER.COM
Celebrating Twenty-Nine Years of In Flight USA
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December 2012
W h a t’ s U p ! ?
THIS
IS
“WORLD CLASS” STUPID . . . AND DANGEROUS TOO!
Last month I shared with you about Hangar Flying on the CTAF and problems it can create. Here’s one more thing that can cause problems – at the same airport about the same time – an airplane on
down wind decided to stop flying and ran out of sky before it made it to the runway. Nothing really newsworthy about that with one small exception...it was three years out of annual. Maybe I should have
a contest and ask you to send in your comments on this one, we could all use a good laugh and my head is buzzing with a million silly things to say about this world class act of being really stupid. So? Any comments?
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ALCA AVIONICS Miami, FL (KTMB) 305-687-1799 www.alcaavionics.com
EXECUTIVE AUTOPILOTS, INC. Sacramento, CA (KSAC) 916-399-5969 www.execap.com
RITE-WAY AVIATION, INC Spring, TX (KDWH) 281-376-4011 www.rite-wayaviation.com
AEROTRONICS Billings, MT (KBIL) 406-259-5006 www.aerotronics.com
Ultra Electronics Flightline Systems
VISTA AVIATION, INC. Pacoima, CA (KWHP) 7625 Omnitech Pl. 800-828-6756 Victor, NY 14565 www.vistaaviation.com www.Ultra-AuRACLE.com • 800-405-8608 ext. 5354 For more information call:
Western States: 480-216-3372 • Midwest and East: 585-742-5354
And now Ladies and Gentlemen... the envelope please...and the winner is: flying. A few months ago we sold a really beautiful 172 to a young, overly energetic and motivated student pilot. I’ve checked in on him now and then and with less than four months of ownership, and still sitting on one of those yellow/beige tickets, I asked him how many hours he had logged. Anticipating a boastful 25-30 hours he casually answered more than 80! When I caught my breath and recovered I asked if he’d been home lately? He informed me that he figured he saved three hours a day on the L.A. freeways by flying, and that his commute to work each day was about 22 minutes each way. When I calmed down I actually found another SoCal pilot was doing the same commute and without taking off his shoes to count, he said it was actually more cost effective to fly to work rather than drive his car...I’d like to argue this point, but I can’t. I know many airline drivers who commute from their majestic mountain homes in northern California hills to one of the local San Francisco area GA airports and then drive an airport “beater” (car) in order to earn a living at SFO, OAK, and SJC so that they can pay for that mountain home I mentioned. So, I guess the bottom line is simply, if it works for you, “Go for it!”
“The Impossible Turn” Up-date & Follow up The best way for me to judge how many of you actually read my column are the responses and challenges I get. I love that part. One more thing, I’ve said it before and I’ll keep saying it until I’m totally grounded and then some, airplanes don’t just quit, break or crash without sending the pilot a message of some sort. The big problem is that pilots forget to check or read their “mail.” So, here’s an
Larry Shapiro update on the Truckee incident I reported a few issues ago. An attempt was made to take off on the previous day and the take off was aborted. The second attempt the next morning, with two medics on board, was also aborted. After the pilot dropped off his two passengers he was seen trying a third time. Presumably he thought he could fly off some of the fuel load before trying again with his PAX, but that’s conjecture. (Please keep in mind a very loaded airplane and density altitude.) On the third attempt the nose was seen to be lifted two or three times before it was jerked off quickly; the plane took off in ground effect and immediately yawed off to the right zooming over three rows of hangars before dropping suddenly through the roof of a hangar. Thought it was apparently full of fuel there was no fire. The plane was reportedly heavily loaded with medical supplies intended for South America where this doctor volunteered his services. It may have also had an aft C.G. His intended passengers were also medics but that is all I know. We believe that he attempted to take off with insufficient airspeed. The long take-off run and high ground speed due to the high-density altitude situation (probably above 7,000 feet) could have led him to disbelieve his air speed indicator. Or maybe he did not look at it? This high ground speed (maybe close to 70 mph) was enough to lift off the runway in ground effect. Above that the plane was mostly ballistic with little if any control available because once out of ground effect it stalled. Immediately after the accident, the gas pump was shut down until a quality check could be made confirming its quality. SOP! I understand that it was soon reopened. The whole row of hangars was temporarily quarantined due to the fuel spillage. This apparently required digging out the floor of the damaged hangar and of the two adjacent hangars. We applaud the airport personnel, police, firemen, NTSB and others who Continued on Page 30
December 2012
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Flying With Faber FRIENDLY FRANKFURT, GERMANY hen planning an overseas trip, what do most American tourists look for in their selection of a foreign city? Safety, of course, is of primary importance. Other criteria include cost, ease of getting around, locals who speak English, availability of great hotels, restaurants and shopping, plus culture, museums and indigenous icons with sufficient foreign elements to deliver the unique flavor of the country. Frankfurt, Germany has all of those elements, plus much more. A major portion of today’s Frankfurt was built after WWII. The result is a modern, hi-rise city that faintly resembles a cross between New York and San Francisco. The hirises are smartly designed and tread lightly on their surroundings. The financial district flows seamlessly as it fades into the charming walking districts. Frankfurt is a big, small town with a river running through it. Located on the River Main, Frankfurt, the financial capital of Continental Europe, is the home of the European Central Bank, German Stock Exchange and hosts major trade shows such as the Frankfurt Auto Show and the Frankfurt Book Fair. You can visit museums until your heart’s content or saunter along a tangle of downtown pedestrian streets. Take a visit to19th century neighborhoods such as Bornheim, Bockenheim or Nordend and rarely cross paths with another tourist.
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Shopping, Strolling and Hanging Out Whatever shoppers are looking for will most likely be found on Frankfurt’s most popular shopping mile, the “Zeil.” Local department stores and a host of boutique shops offer an extensive range of goods. The nucleus of transportation to downtown is the Hauptwache, the station where all trains converge. Perpetual droves of giddy shoppers stream from the Hauptwache. The Hauptwache building was built in 1730 as a militia headquarters. Over the centuries, it has served many purposes including a prison. Footsteps from the Hauptwache, are the shopping centres, “Zeilgalerie” and “Frankfurt Hoch 4.” A special attraction is a viewing platform on the roof of the Zeilgalerie from which you can gaze over the tops of skyscrapers and see the entire
Stuart J. Faber and Aunt Bea
Frankfurt at night. city against the backdrop of the Taunus Mountains. Shoppers can take a break in one of the cafes, snack bars or restaurants – or just sit outside on a bench along one of the tree-lined streets. The stretch of the walkway between Opernplatz and Börsenstraße is actually called “Große Bockenheimer Straße,” but to the locals, this pedestrian zone is always the “Fressgass” – the place where Frankfurt’s local and international culinary temptations are particularly irresistible. Goethestraße is Frankfurt’s “Fifth Avenue” where classy shops display the latest collections of international top designers ranging from Armani, Cartier, Tiffany to Versace. Items more moderately priced can be purchased on the adjoining streets. Schillerstraße and Steinweg are popular and both are connected via a covered passageway with shops and restaurants. Every Friday, a weekly market with around 50 stalls is held in Schillerstraße.
Museums If you enjoy museums, you will love Frankfurt. More than 60 are scattered throughout the city including 13 along the bank of River Main. The Stadel Institute of Art is housed in a series of historical and modern buildings and has one of Europe’s most comprehensive collections of art ranging from the middle ages to contemporary. The Liebighaus features sculptures from antiquity to neo-classicism. Several other museums of note include the German Film Museum and the German
Architecture Museum as well as the Senckenberg Natural History Museum.
Hotels
tive and sophisticated, with spacious, airy guestrooms and suites. The guestrooms are finished in a palette of warm hues of walnut, honey and nutmeg, with natural materials such as timber floors, silk carpets, and original artwork. The enormous bathrooms have both a bathtub and a stand-alone mosaic rain shower. All rooms and suites are equipped with the latest technical facilities, media hub with a selection of plugs, Nespresso Machine, BOSE sound surround system and a 42-inch LCD TV. The hotel’s signature restaurant “Max on One” serves exquisite German and Austrian cuisine. The restaurant was designed by leading Japanese designer Takashi Sugimoto and his team at Super Potato, one of today’s most innovative restaurant design consultancies. The restaurant includes an open display kitchen, a private dining area and a comfortable lounge.
Skyline Room at the Jumeirah Hotel Jumeirah Hotel, Thurn-und-TaxisPlatz 2, Frankfurt, 49-69-297-2370. www.jumeirah.com/frankfurt Whenever I sink into a blasé mood with an attitude that I’ve seen everything a hotel has to offer, I discover an architectural surprise that elevates hotel design to a new level. The Jumeirah in Frankfurt is one of the most stunning hotels I have ever seen. I often feel that modern designs are sterile and lacking in character. But this hotel has more architectural charisma than I have witnessed in a long time. The colors, the lighting and the flow of the public areas are astounding. Located in the heart of the city, the hotel is within walking distance of the financial center, the prestigious Goethestrasse shopping street and the train station. Jumeirah Frankfurt houses 218 spacious guestrooms and suites. The interior design from Peter Silling & Associates Hotel Interior Design is crisp, imagina-
The Villa Kennedy Hotel was built around the 1904 Villa Speyer. Villa Kennedy Hotel, Kennedyallee 70, Frankfurt 60596, +49 (0)69 717 120, enquires.villakennedy@roccofortehotels.com Rocco Forte’s Villa Kennedy is located on Kennedyallee, just off the south bank of the River Main. The hotel was developed around the circa 1904 Villa Speyer. Nestled within rambling gardens, the hotel offers an inviting retreat from the bustle of the city yet is still within easy reach of the main business and leisure areas. Villa Kennedy is a stylish combinaContinued on Page 31
Celebrating Twenty-Nine Years of In Flight USA
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December 2012
THE CHARLES A. AND ANNE MORROW LINDBERGH FOUNDATION 35TH ANNIVERSARY DONOR OPPORTUNITY To celebrate its 35th anniversary year, the Lindbergh Foundation is pleased to offer donors and friends a rare opportunity to acquire one of a very limited number of prints signed by Astronaut Neil Armstrong and General James Doolittle. In 1977, when the Lindbergh Foundation was formed, Neil Armstrong and General James H. Doolittle cochaired the fundraising committee. As part of that effort, the National Air and Space Museum gave the Foundation a set of numbered, signed prints of each man, made from pencil drawings by the wellknown artist Paul Calle. The prints of Neil Armstrong were signed by both Armstrong and Calle; likewise, the prints of Jimmy Doolittle were signed by both Doolittle and Calle. Most of these prints were sold at that time, but the Foundation retained a small collection.
Additionally, the Foundation has a few remaining prints of “Lindbergh Arrives Over Paris” by artist Robert Carlin. These prints, also created 35 years ago to celebrate the 50th anniversary of Lindbergh’s flight, are numbered out of a series of 100, and are signed not only by the artist, but by James Doolittle, Neil Armstrong, James Lovell and Alan Shepard. In May of this year, the Foundation held a special 35th Anniversary Celebration at the Explorers Club in New York. This event included special guests Neil Armstrong, James Lovell and Gene Cernan. All three astronauts have been involved with the Foundation, and all three have supported its efforts. Each in turn spoke about the significance of the vision that Charles and Anne Morrow Lindbergh promoted throughout their lives – that we must balance technology with the environment to improve the
quality of life. Foundation officials feel so very fortunate that Neil Armstrong was able to attend the event, in light of his loss this past summer. In honor of the efforts that Neil Armstrong and James Doolittle made to help the Foundation in its early days, they are now offering some of the few remaining signed prints to donors and friends.
ness late on a Friday, Veteran’s Day weekend to be exact. I mentioned to him that if he had time and wanted to take a short flight around our area code that I was free to do that. Before the words left my mouth he was flashing his fresh new USA pilot papers – I mean ticket – he had just gotten that morning. Well then I said, “let’s test it and see if it works.” We met up again the next morning, flipped a coin to see which airplane would have the pleasure of me sitting in it, and off we went into the lovely, always blue, northern California sky and headed for the nearest ocean. We considered a stop at HAF, but opted for the Golden Gate Bridge for some picture taking on the “ocean side” instead of the tourist side. It was a good choice and picture perfect.
When his heartbeat got back to normal he suggested we find a place for lunch, so we continued north to the wine country with a stop at Petaluma on our non-existing flight plan for some calories and indigestion. As we were well into our final approach we couldn’t help but notice a plethora of every airplane of our dreams lining the ramp. Both of us were speechless, yes, even me. Forgetting it was Veteran’s Day weekend we realized that one of us should land the airplane since we were both busy staring out through the windows and forgot 172s don’t land themselves . . . you know what I mean. In his country, as he told me, one Continued on Page 33
Suggested Donations for each of the prints: “Lindbergh Arrives Over Paris” $15,000 “Astronaut Neil Armstrong” - $10,000 “General James H. Doolittle” - $2,500 For information on these prints, and to donate, visit www.LindberghFoundation.org
An Airplane Celebration Continued from Page 24 from all over the US to visit, talk airplanes and fly to their heart’s content – many getting an opportunity to be carried aloft in a wonderfully restored piece of history. The common bond of aviation plus the shared interest in Beech airplanes lend themselves to making life-long friendships. While Beech was the focus, certainly any aircraft model was a welcome addition; just ask the Howard owner who was parked amidst the Beechcraft lines. All good things must eventually come to an end. The 2012 Beech Party concluded with good weather and folks heading back to their normal lives – until
next year when the party starts again. The passion for airplanes brings folks together, and there’s always room for one more. Come join the “Party” in Tullahoma next year, won’t you? Right: Basking in the glow of the late afternoon sun, a Beech Staggerwing awaits its evening flight.(Michelle Souder) Michelle Souder flies her 1949 tailwheel Piper from a little airport in New Market, Virginia on “sanity” flights around the Shenandoah Valley. She is blessed to be in a circle of aviation friends who think old airplanes are what any normal person would fly.
What’s Up Continued from Page 28 had to handle the immediate effects of this needless tragedy. It is never nice work. Like I said, there were many messages to the pilot and he didn’t read his mail.
Here’s another reason to love Aviation... I’d like to tell you about an 85-yearold inspiration I had the joy of meeting a few weeks ago. Out of respect I won’t mention his name because you will all want to meet him and he just doesn’t have the time, he’s too busy. I met him in his Northern California hangar where he kept the love of his life, his 1946 Taylor Craft...loaded with
almost nothing. It was pure joy just listening to him tell me about flying this little jewel around the USA and a trip he did in her to New York. He asked me to guess his average altitude for that flight. Any guesses? The answer was 250-feet AGL – and on 4.5 gallons of petrol (car gas). After all, how much octane do you need for a 75 horsepower engine? By the way, we are selling this treasure and donating the proceeds to a charity of his choice, which I believe makes buying it tax deductible.
While I’m At It...A simple ride! I recently had a client from France visiting with me. We completed our busi-
December 2012
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Flying With Faber Continued from Page 29 tion of tradition and innovation. An expansive central courtyard is the centrepiece of this 163-bedroom, 36-suite hotel. The furniture and lighting have been scrupulously chosen to make guests feel as comfortable and serene as they would in their own home. Each bedroom has timber floors and full-length mirrored walls. All rooms feature state-of-the-art technology, including flat-screen televisions and dedicated workstations. The suites are colossal in size with lounge and dining areas, walk-in wardrobes, dedicated dressing areas and separate guest washrooms. The bathrooms have separate shower units, limestone vanity tops, glass panelling and mosaic floors. The stately and secure presidential suite, with its bullet proofed windows and separate entrance, is located on the top floor of the original Speyer Villa. A highlight of the hotel is the expansive spa area including private garden, which is split over four levels and comprises a 15-metre indoor pool with raised relaxation area, sauna, team room, yoga studio, gym and eight treatment rooms. Business clients can select from seven meeting rooms for groups of six to 45 people. There is also a 3,500-square foot ballroom with its own entrance and a grand lobby. All rooms have natural daylight and are equipped with the ultimate in technology. The hotel has underground parking spaces reserved for hotel guests.
Dining Around Frankfurt I love German cuisine. I can consume huge portions of wiener schnitzel, red cabbage and dumplings for days on end. Most of the restaurants are quite casual and homey. Of course, beer is one of the main courses. But I prefer my food in the solid state. Lorsbacher Tal, Rittergasse 49 is one of my favorites. I generally launch with a soup – and in Frankfurt, they are thick and hearty. Potato, goulash or cabbage soup, take your pick. For a main course, I love a plate of sausage with sauerkraut and boiled potatoes – or a whole pig knuckle with the same sides. For a group of four, I suggest the whole goose dinner with all the trimmings. Borussia, Mainwasenweg 31, telephone 069-651185, near the River Main offers both German and Mediterranean cuisine. The restaurant is traditional German with a colorful garden, which overlooks the river. Borussia serves excellent fish dishes including a local perch. They also serve great salads with fish and shrimp, plus a limited pasta menu. If you have a surplus of money left
over and crave a respite from sausage, Holbein is one of the leading restaurants in Frankfurt. Located in the courtyard of the Stadel-Museum, the interior is showcased by soaring glass walls decked with old world paintings. You can order a sumptuous Argentine filet mignon or a grilled Canadian lobster. The address is Holbeinstrasse 1, phone 069/660-566-66.
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TUSKEGEE AIRMAN HERBERT CARTER DEAD Retired Col. Herbert E. Carter died Nov. 8 at East Alabama Medical Center. He was 95. Carter was a university alumnus and member of the original cadre of the 99th Fighter Squadron of the famed Tuskegee Airmen. He flew combat missions during the North African, Sicilian, Italian and European campaigns of World War II. “Col. Carter’s entire life was an inspiration to generations of students not
only at Tuskegee University but also to youth and adults throughout the United States, Europe, Africa, Latin America and Asia,” said Tuskegee University president, Gilbert L. Rochon. “He fought for freedom from tyranny internationally and for freedom from discrimination at home in America. His commitment to excellence and determination to succeed will set the standard for the next generations
of Tuskegee Airmen.” Carter also served as a professor of air science and commander of the Air Force ROTC Detachment 15 at Tuskegee Institute (now Tuskegee University) from 1950 to 1955 and professor of aerospace studies from 1965 to 1969. Carter earned a Bachelor of Science degree in 1955 and a master’s degree in education in 1969 from Tuskegee Institute.
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After his retirement from the United States Air Force, he served at Tuskegee as assistant dean for student services and associate dean for admissions and recruiting. “Col. Carter has left a great legacy not only for Tuskegee University’s AFROTC detachment, but the United States Air Force. The Air Force’s core values of integrity first; service before self; and excellence in all we do are the values the Tuskegee Airmen portrayed in winning a victory against fascism abroad and racism at home,” said Kelly Primus, commander of the Tuskegee University Air Force ROTC. Carter was one of several original Tuskegee Airmen who returned to Tuskegee University to celebrate the film premiere of Red Tails in January. Produced by George Lucas, the movie mogul behind Star Wars and Indiana Jones, Red Tails portrayed the experience of the airmen during World War II. Primus said Carter remained a familiar figure on campus, even during his later years. “He had spoken to our cadets numerous times about the Tuskegee Airmen’s plight and how they became the “best of the best.” He also reminded them that, as future officers, they must portray the core values and continue to keep airmen’s legacy alive,” Primus said. Among Carter’s prestigious military decorations are: the Air Medal, four Clusters, Air Force Commendation Medal, Distinguished Unit Citation, European Theater Medal, five Bronze Stars, National Defense Medal, one Bronze Star and the Air Force Longevity Award, five Oak Leaf Clusters. On June 6, 2004, the president of the French Republic, Jacque Chirac, announced that Carter had been chosen for the Chevalier of the Legion of Honor, France’s highest civilian award. The award was for “outstanding service rendered France during the second World War.” In February, Gen. Martin E. Dempsey, the 18th Chairman of the Joint Chiefs of Staff, paid tribute to the Tuskegee Airmen during a visit to the university. He presented Carter with the Outstanding Leadership Award. “Who will put their lives at risk? Who will work to help others? Col. Carter did that for his generation,” Dempsey said during the presentation. Some of Carter’s professional affiliations include the Presidential Scholars Review Committee and American Association of Collegiate Registrars and Admissions Officers. He was a former member of the Board of Trustees of St. Andrews School (St. Andrews, Tenn.) Since 1984, Carter had Continued on Page 33
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Flying With Faber Continued from Page 31 Hilton Garden Inn Airport. Before our return to America, we spent two nights at these hotels. What a delightful interlude between the twilight of our trip and the flight home. It felt as if we were visiting another city. We kicked back around the hotels, roamed through The Squaire, engaged in a modicum of work, enjoyed their impressive breakfasts and lunches and when the mood arose, walked about 5 minutes to the train station and headed for downtown Frankfurt, a ride of about 15 minutes. These sparkling new hotels have generously-sized rooms with posh bathrooms and tasteful decorations. They have thoughtfully designed workstation areas with plenty of European and U.S. electrical outlets, Wi-Fi and ergonomic desk chairs. The executive floor rooms and suites include access to the executive lounge, private check-in/check-out and free breakfast. Between working, goofing off and sojourns into town, we made several forced visits to the well-equipped fitness center. When it was time to board a plane and return home, we were in for one more pleasant surprise. A few hours before flight time, we took a short walk from the hotel to a special counter, checked our bags and obtained our boarding passes. We returned to the hotel and lounged around until about 15 minutes before boarding time – the best wait in an airport we’ve ever had!
For more on these two outstanding hotels, visit hiltongardeninn3.hilton.com/ en/hotels/hesse/hilton-garden-inn-frankfurt-airport-FRAAPGI/index.html or www3.hilton.com/en_US/hi/search/findhotels/results.htm. Frankfurt, a city of consummate charm, sophistication and vitality, has something for everyone. We strolled for miles and had no concern of losing our way or feeling unsafe. If we veered offcourse down a strange road, we transposed our plight into a new exploration and adventure. On occasion, I practiced my inept German. However, most of the time, in restaurants, hotels, department stores or just engaging in conversation with a local, I had no trouble finding English speaking folks. Whatever café we ventured into resulted in an impressive culinary experience. The hotels are unparallel in service and ambiance. And the prices were quite manageable. Every turn of the corner presented itself with a thrilling new landscape. Frankfurt is a world class big cityand a world class small city. For both the seasoned traveler and the first-timer to Europe, I recommend Frankfurt as an ideal destination. Frankfurt is decidedly German in its culture, ambiance, cuisine and tradition-with a pinch of an American influence to make anyone feel right at home- but remember, when you travel, you don’t want to feel too much at home. Foreign countries are supposed to be foreign.
Tuskegee Airmen. Mildred Carter died in October 2011. In remembrance of Carter, the American flag near the Gen. Daniel “Chappie” James Center for Aerospace Science and Health Education was lowered to half-mast and a moment of silence was observed during an Air Force cadet dinner held shortly after his death.
What’s Up Continued from Page 30 does not have this kind of access to airplanes unless they are in a museum. I doubt that he will ever recover from the next four hours of seeing, touching, photographing, and talking with all the very accessible pilots. We even met and visited the newest of the P-51s in the neighborhood belonging to one of the country’s great airshow pilots and I won’t mention Eddie’s name because he’s so shy and unassuming. As to Francois, well... his life
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Herbert Carter Continued from Page 32 served as a consultant for Student Recruitment and Admissions, College Board, Educational Testing Service. He also served as the president of the Tuskegee chapter of Tuskegee Airmen Inc. Carter was married for more than 60 years to Mildred L. Hemmons Carter, a pilot who was also counted among the
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changed that day and as I told him, and as excited as he was seeing all these historic airplanes, my excitement came from watching him and the joy glowing on his face. I guess that’s what it’s really about; bringing joy to those not as fortunate as many of us are who are able to live in the world of aviation, and the thrill of watching others visit it. I wish you could have been with us on our ride back to PAO. Again we passed the Golden Gate Bridge, this timeContinued on Page 40
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OODIES AND ADGETS
December 2012
One of the truly great things about being an aviation buff is the number of “Goodies and Gadgets” available to play with. Here In Flight USA has collected a few new ones worthy of your consideration.
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Tailwinds: Adventures of a Young Aviator Free Ebook What if your parents introduced you to flying at a very young age? What if you began in the 1930s when the few aviation regulations were rarely enforced? Think of the adventures you might have experienced. Dan Poynter’s book, titled Tailwinds: Adventures of a Young Aviator, takes place in the late 30s and early 40s and is illustrated with black-and-white photos that were taken at that time and maps depicting all the places the young hero visits. Fascinating videos provide back up material and almost all were
from that early era. The book reveals the ‘story behind the story’ of many events between 1939 and 1942. The places described in the book are real as are most of the events and people. The dialogue is presumed and the main character is fictional – but he could have been real. Until recently, ebooks were simply digital versions of the (non-illustrated) printed book. Now, authors and publishers are discovering that ebooks have more capability than books of the past. Enhanced (illustrated) ebooks can tell a story in a way that a print book never could. Read this novel on an ereader connected to the Internet to take full advantage of this enhanced ebook’s capabilities. The author, Dan Poynter, is a pilot, skydiver, master parachute rigger, the author of 132 books–many on aviation, a world traveler – 53 countries and the
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The Zoomers Vesna Ajic’s love of flying, combined with her passion for teaching was what lead to the writing of The Zoomers. She noted that while children’s “airplane characters” did appear in some books and television shows, little existed that helped kids understand what flying is, and how it actually works. The Zoomers is a unique book that combines adventure and knowledge with family values and a parent/child relationship that is filled with love and learning. The book stars Zulu and Victor Zoomer, two airplanes who
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are very much in love and fly all around the world together. Zulu and Victor long to share their knowledge of aviation and their beautiful world with young, new planes. One early morning, the mechanics Mike and Charlie finally finish their work and surprise The Zoomers. “Mama” Zulu and “Papa” Victor are elatContinued on Page 36
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December 2012
PLANE CRASH KILLS CAP MISSISSIPPI WING OFFICERS A small plane crash in Jackson, Miss. on Nov. 13 killed three of Civil Air Patrol’s Mississippi Wing members – Col. John E. Tilton Jr., former member of Civil Air Patrol’s Board of Governors and Alabama Wing and Southeast Region commander; the Mississippi Wing’s standardization/evaluation officer, Lt. Col. David Williams; and Capt. William C. Young, finance officer for the Maj. James McKinnie Composite Squadron.
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The Piper A-32 the three men were flying in crashed in a residential area shortly after takeoff about 5:10 p.m. from Hawkins Field Airport, according to authorities. The plane wasn’t part of CAP’s fleet, and the men weren’t on a CAP mission; they were headed to a Federal Aviation Administration safety meeting in Raymond, Miss., about 30 miles away. “The CAP family is deeply saddened
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by this tremendous loss,” said Col. Carlton Sumner, Mississippi Wing commander. “These fine men served selflessly in the military and/or in CAP. Their legacy will be marked by tireless service, devotion to duty and with great personal integrity and character. They touched innumerable lives as friends, business associates, mentors, instructors and leaders.” “My condolences go out to the families of these great Americans,” Sumner said. “May their families know their service to the members of their respective communities as Civil Air Patrol volunteers was greatly appreciated and was in keeping with the highest traditions of the organization.” Maj. Gen. Chuck Carr, CAP national commander, cited the “tremendous loss suffered by Civil Air Patrol.” In a message to the organization’s 61,000 members nationwide, he said, “Each of us in the CAP family is shocked and saddened by this loss, and I ask that you keep the victims, their families and friends in your thoughts and prayers during this very difficult time.” Tilton, who joined CAP in February 1998, was 65. He had served as the Mississippi Wing’s safety officer since June 2011. His wife, Col. Rebecca Tilton, is the wing’s government relations adviser. Tilton served as Alabama Wing
commander from April 2002 - February 2006 and as Southeast Region commander from February - October 2006, then as national safety officer from October 2006 - December 2007. He served as an atlarge member of CAP’s Board of Governors from August 2007 November 2009. He was an experienced aviator, having flown as a helicopter pilot in the U.S. Army, where he retired as a lieutenant colonel and held FAA qualifications as a certified flight instructor. Williams, who also served as the McKinnie squadron’s operations and standardization/evaluation officer, joined CAP in August 1994. He was 69. He previously served as the wing’s vice commander, chief of staff and director of operations. He had also been the McKinnie squadron’s deputy commander and Web security administrator for the Singing River Composite Squadron. His aviation credentials included military service as an Air Force F-101 fighter pilot, and he held FAA qualifications as a certified flight instructor. Young joined CAP in May 2011. He was 78. His aviation credentials also included qualifications as an FAA certified flight instructor. The National Transportation Safety Board and the FAA are investigating the crash.
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Continued from Page 34 ed to meet their new little airplanes, Echo and Oscar. With engines humming, this new family takes to the sky where new adventures await them. With great illustrations, The Zoomers is a perfect Christmas gift for that future aviator. Vesna Ajic was born in Lazarevac, Serbia in 1961 where aviation, especially for women, was nearly unheard of. That, however, did not stop Vesna as a young girl, from dreaming of taking to the sky. While maintaining her dream to fly, Ms. Ajic entered into criminal law, practiced professionally and started a family. In 1989, with war looming in her native country, Vesna, along with her family and then two-year-old daughter, emigrated to America with hopes of a safer and brighter future. Unbeknownst to her at
Vesna Ajic, author and pilot. the time, that future would include a remarkable group of friends that not only introduced her to flying, but lead her to a new career. She now flies Citation Jets and conducts pilot ground training at the well-known jet flight school, Arizona Type Ratings (www.arizonatyperatings.com). Vesna’s book, The Zoomers, may be purchased on line at www.TheZoomers Books.com.
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December 2012
Business Aviation News
O’KEEFE
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The National Air Transportation Association’s (NATA) annual Aviation Business Roundtable once again brought key executives in the industry together with some of the most influential decision makers in Washington, D.C. The two-day event (November 12-13) consisted of high-level meetings to discuss critical financial and political issues affecting the aviation business community. Highlights from the 2012 Aviation Business Roundtable included a: • Luncheon with an opening speech by EADS North America Chairman of the Board and CEO Sean O’Keefe. • General Aviation panel discussion
KEY GOVERNMENT OFFICIALS FEATURED AVIATION BUSINESS ROUNDTABLE with Ed Bolen, President and CEO, National Business Aviation Association, Pete Bunce, President and CEO, General Aircraft Manufacturers Association, Craig Fuller, President and CEO, Aircraft Owners & Pilots Association, and Chuck Suma, Senior Vice President, Global Asset Management, NetJets, Inc. • 2012 election analysis with Rob Chamberlin, Executive Vice President and Business Development Director, McBee Strategic, and Sam Whitehorn, Executive Vice President and Recruiting and Hiring Director, McBee Strategic. • Reception and dinner featuring legendary athlete and aviation business
owner Bruce Jenner. • Transportation Security Administration roundtable with The Honorable John S. Pistole, Administrator. • National Transportation Safety Board roundtable with The Honorable Deborah A.P. Hersman, Chairman, and The Honorable Robert L. Sumwalt, Member. • Federal Aviation Administration roundtable with The Honorable Michael P. Huerta, Acting Administrator. “This time each year, NATA assembles panels and presenters to help us understand the most important issues that our industry faces,” stated NATA
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NATA
President and CEO Thomas L. Hendricks. “From leaders on Capitol Hill to experts within our own industry, this year’s Roundtable provided a robust platform for our members to learn the latest economic, political, security and legislative issues that will affect their businesses in 2013 and beyond.” To download the 2012 Aviation Business Roundtable program visit http://www.nata.aero/data/files/abr/round table2012.pdf
GULFSTREAM BEGINS DELIVERING G280 AIRCRAFT TO CUSTOMERS A U.S.-Based Manufacturer Receives First Fully Outfitted Super Mid-Sized Aircraft Gulfstream Aerospace Corp. announced Nov. 14 that it has delivered its first super mid-sized G280 aircraft. The fully outfitted business jet went to a U.S.-based manufacturer with a worldwide presence spanning 190 countries. The best-in-class G280 aircraft earned type certificates from the U.S. Federal Aviation Administration and the Civil Aviation Authority of Israel on Aug. 30. “Gulfstream is excited to deliver this
aircraft to a dedicated customer who has worked so closely with us on the G280 program,” said Scott Neal, senior vice president, Sales and Marketing, Gulfstream. “In preparation for our first deliveries of this aircraft, we took a G280 to several fixed base operators around the United States, so their employees could familiarize themselves with the handling requirements for the G280. That was just one of several efforts intended to ensure a
smooth entry-into-service for this aircraft. “This is an illustrious occasion that signifies the beginning of full-scale G280 manufacturing. We congratulate the G280 design and build teams, our suppliers and our customers for their tremendous contributions to the G280 program. It won’t be long before we’re seeing the G280 landing and taking off at airports around the world.” The G280, a joint effort between
Gulfstream and Israel Aerospace Industries, offers the most comfortable cabin and the longest range at the fastest speed in its class. With its fuel-efficient Honeywell HTF250G engines, the aircraft has a range of 3,600 nautical miles (6,667 km) at Mach 0.80. This makes it the only super mid-sized aircraft that can reliably fly nonstop between London and New York. For more information visit www.gulfstream.com.
AVJET CHARTER FLEET GOES WIRELESS Avjet’s Charter Aircraft Now Equipped with Aircell Gogo Biz and Inmarsat SwiftBroadband Avjet Corporation, an international provider of aircraft charter, sales and management solutions, has announced that its charter fleet has been equipped with high-speed wireless internet access. “We're excited to meet our passengers’ needs for staying connected inflight,” said Mark Lefever, Avjet's president. “We've seen an increase in the number of smartphones and tablets on board. Now passengers can do more on the way
to their destination. WiFi access helps make private jet charter the most productive, and the most relaxing, way to fly.” Avjet's charter aircraft have been equipped with either Aircell Gogo Biz high-speed internet service or Inmarsat SwiftBroadband. The network technologies were made available by Aircell, a leading provider of in-flight connectivity equipment and services to the business aviation market.
Gogo Biz allows passengers and flight crews to enjoy high-speed internet capabilities above 10,000 feet in the continental U.S. and portions of Alaska, using their own WiFi-enabled laptops, tablets, smartphones, electronic flight bags and other mobile devices. Inmarsat Swift Broadband provides voice and high-speed data simultaneously. “The addition of onboard wireless access is part of Avjet’s commitment to
lead our industry in safety, comfort and customer service,” said Lefever. “We serve VIP travelers who expect – and deserve – the very best.” To learn more about Avjet, visit www.avjet.com. To connect with Aircell, visit www.aircell.com and on Twitter at www.twitter.com/aircellbizav.
JURY FINDS DEFECT IN EUROCOPTER AS350B3 FLIGHT CONTROL SYSTEM On Nov. 16 an El Paso, Texas jury found a defective flight control component caused the fatal crash of a U.S. Custom and Border Protection (CBP) Eurocopter AS350B3 helicopter on May 22, 2007. The crash killed the pilot and
critically injured the other crewmember. The two-week trial centered on claims by the pilot's family and the injured crewmember that a manufacturing defect in a flight control servo made the aircraft uncontrollable and caused the
crash during a routine border security mission. Defendants, Eurocopter and Goodrich, contended that the accident was caused by the pilot entering vortex ring state. Dallas area aviation attorney Jon
Kettles and El Paso attorney Enrique Moreno represented the widow of the pilot killed in the accident.
December 2012
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CESSNA MAKES KEY ANNOUNCEMENTS AT NBAA PRESS CONFERENCE Cessna Aircraft Company made several key announcements at the National Business Aviation Association’s annual conference relating to innovation in aircraft design, commitment to customer service and addressing customer needs. “This year, we are thrilled with the steps we have taken to deliver what our customers want and need,” said Scott Ernest, Cessna President and CEO. “These innovations further underscore our commitment to bring cutting edge aircraft and service to market for today and tomorrow and to exceed our customers’ expectations year after year.”
Innovation Continues at Cessna: Introducing the new Citation Sovereign The New Citation Sovereign now delivers increased range, updated technologies and enhanced capabilities. Features of the New Citation Sovereign include: • New cockpit with Garmin G5000 avionics suite • Increased range by 150 nm, boosting the New Citation Sovereign total range to over 3,000 nm • Powered by the new Pratt & Whitney PW306D engine • New cabin amenities including the integrated Cessna Clarity™ cabin management system, in addition to improved seat design • Improved short runway performance • Integrated automatic throttles • Winglets have been added, giving the aircraft a distinct appearance and an aerodynamic boost • Improved ground cooling performance Line flow has already started on the New Citation Sovereign, and entry into service is expected in the early third quarter of 2013. The new Sovereign will also be available with a utility configuration, with options to carry payload, people, or both, depending on the mission requirements.
The New Citation X; Retaining the name that started it all Much to customers’ delight, the Citation X name will live on. When the plans were drawn to improve on the Citation X systems and performance, that aircraft was to be called the “Citation TEN”. Through the design and certifica-
tion process, the Citation TEN has claimed the title of world’s fastest business jet, but customers have told Cessna that they prefer the new aircraft retain the Citation X name. “You can see customer input present throughout the entire process,” said Roxanne Bernstein, senior vice president of Marketing. “We’ve implemented customer input with various designs, we value customer feedback with services, and we also listen to the customer when it comes to guidance with naming our aircraft. Customers value the performance and system improvements with the updated aircraft, the fact that the new Citation X is the world’s fastest business jet with a top speed of Mach 0.935, and they value the original name. So Cessna has decided that, moving forward, this aircraft will be called the new Citation X.”
Commitment to Customer Service: Smart Global Growth in Europe Cessna also reinforced the company’s activities tied to the smart global growth strategy including opening Citation Service Centers in the United Kingdom and Spain. The company announced the first Cessna-owned Citation Service Center in the UK, located at Robin Hood Airport Doncaster Sheffield. The newlyacquired 50,000-square-foot facility, rebranded as the Doncaster Citation Service Centre, offers a wide range of services to Citation customers, from maintenance to modernization and paint. Previously known as Kinch Aviation Services, the business has operated for 15 years and been a Cessna authorized service facility for the past four years. Cessna highlighted the grand opening of its new regional Citation Service Center in Valencia, Spain. The 100,400square foot (9,328-square meter), stateof-the-art facility is located at Valencia Airport (ICAO: LEVC) in eastern Spain, convenient for Citation customers across Western Europe and North Africa. The Center offers a one-stop shop for comprehensive repair, completion, fulfillment, maintenance and customization services. In addition to Cessna’s extensive U.S. based network, Cessna now operates four Citation Service Centers in Europe, with Valencia and Doncaster complementing facilities in Paris, France, and Prague, Czech Republic.
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December 2012
HONEYWELL GREEN JET FUEL POWERS GULFSTREAM FLIGHTS TO NBAA UOP LLC, a Honeywell company, has announced that Honeywell Green Jet Fuel, produced using Honeywell’s UOP Renewable Jet Fuel process, powered demonstration flights by Gulfstream Aerospace to this year’s National Business Aviation Association (NBAA) convention. Five Gulfstream aircraft traveled on Oct. 27 and 28 from Gulfstream’s headquarters in Savannah, Ga., to Orlando, Fla., for the NBAA convention, the world’s largest civil aviation tradeshow. Both engines of the aircraft were powered by a 50/50 blend of Honeywell Green Jet Fuel and petroleum-derived jet fuel. The renewable fuel was made with natural oils from camelina, an inedible plant that grows in conditions where other food crops cannot. This marked the first time Gulfstream’s entire fleet has flown on renewable jet fuel. “Honeywell Green Jet Fuel has been
proven repeatedly throughout the aviation community as an alternative fuel source that not only meets strict flight specifications, but also offers significant emissions reductions,” said Jim Rekoske, vice president and general manager of Honeywell’s UOP Renewable Energy and Chemicals business unit. “We are pleased that Gulfstream chose to incorporate Honeywell Green Jet Fuel into its companywide sustainability initiative.” Gulfstream G150, G280, G450, G550 and G650 aircraft participated in the flights. Previously, Gulfstream’s G450 was the only Gulfstream aircraft flown using renewable jet fuel. Each gallon of camelina-based Honeywell Green Jet Fuel burned instead of petroleum reduces the net carbon dioxide equivalent emissions by 68 percent. Depending on the feedstock, Honeywell Green Jet Fuel can offer a 65 to 85 percent reduction in greenhouse gas emis-
sions relative to petroleum-based fuels. When used as part of a 50 percent blend with petroleum-based jet fuel, Honeywell Green Jet Fuel is a drop-in replacement for petroleum-based jet fuel that requires no changes to aircraft technology and meets all critical specifications for flight. Honeywell’s UOP Renewable Jet Fuel Process technology was originally developed in 2007 under a contract from the U.S. Defense Advanced Research Projects Agency (DARPA) to produce renewable military jet fuel for the U.S. military. The process technology is fully compatible with existing hydroprocessing technology commonly used in today’s refineries to produce transportation fuels. In addition to using Honeywell Green Jet Fuel, Gulfstream’s aircraft feature a wide range of Honeywell Aerospace technology that improves energy efficiency
and the environmental footprint. Honeywell’s Flight Management Systems (FMS) aboard Gulfstream’s large-cabin aircraft enable the most efficient use of airspace in all phases of flight. The HTF7250 propulsion system installed on the Gulfstream G280 super mid-sized aircraft features the latest SABER1 combustion technology, which reduces nitrogen oxide emissions by 25 percent. In 2011, a Honeywell-operated Gulfstream G450 became the first aircraft to fly from North America to Europe with a 50/50 blend of Honeywell Green Jet Fuel and petroleum-based jet fuel, powering one of the aircraft’s RollsRoyce engines. It was also the first business jet to be powered by a biofuel. For more information, go to www.uop.com.
I’m Just Saying . . .
much) and we are usually in a hurry to get there and or get back from there. Sometimes we might be just a smidge over grossed because of warm clothes,
gifts, and snacks of course. I have always chosen not to fly on special holidays like the ones coming up. I’ve always felt that I never wanted an unavoidable incident linked to a holiday. So with that in mind, please be extra careful out there and don’t end up with your name in this column. I say this with love because, I’m just saying . . .
What’s Up Continued from Page 33 on the tourist side, then over downtown San Francisco, and finished up by flying over SFO. Not bad for just a simple ride.
And now a few words about holiday flying: We eat (too much), we drink (too
On final . . . I am still recovering from my Turkey hangover and I’ve found all the weight I lost while in a holiday rehab center. Now it’s time to gather all those we love and or tolerate and everything good and fattening. Lots of hugs and kisses, and a fair amount of hangar flying, will be shared and enjoyed. With all that is happening in other parts of our world that is not as happy, find a way to share this time with those that are without. As 2012 comes to a close, I thank you again for allowing me into your minds and private time. I look forward to spending another year with you and helping all of us find more things to smile about. Until next time . . . That’s Thirty! “Over”
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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.
ADVERSE WEATHER PLANNING Two Perspectives According to the FAA General Aviation Pilot’s Guide to Preflight Planning, Weather Self-Briefings, and Weather Decision Making, many pilots who hear about a weather-related accident think, “I would never have tried to fly in those conditions.” But interviews with pilots who survived weather-related accidents indicate that they thought the same thing – until they found themselves in weather conditions they did not expect and could not safely handle. This CALLBACK presents weather-related ASRS incident reports along with corresponding National Transportation Safety Board (NTSB) accident reports involving the same type of aircraft in similar weather conditions. The ASRS reports offer a first-hand account of what were often narrow escapes from adverse weather conditions. The NTSB reports are second-hand accounts about pilots who were not as fortunate in their weather encounters. The ASRS incidents are often seen as precursors to the accidents reported by the NTSB. Three of the many lessons that can be learned from the ASRS reports are: 1) review and know the procedures for dealing with adverse weather in your aircraft, 2) avoid adverse weather if possible and, 3) have an escape plan in the event of an unexpected encounter with dangerous weather. Failure to learn the lessons presented here can lead to an ASRS incident report if you are lucky or an NTSB accident report if you are not. But, smart pilots remember the old axiom: You start with a bag full of luck and an empty bag of experience. The trick is to fill the bag of experience before you empty the bag of luck.
Event #1 Aircraft: PA-32 with weather data link capability Situation: Entry into an area of rapidly building thunderstorms
ASRS Report #1
“I Came Close to Being a Statistic” Even with good preflight planning and onboard weather data link capability, it took the help of ATC to successfully extricate this PA-32 Pilot from an area of fast-building thunderstorms. The all-tooclose encounter highlights a critical factor about the timeliness of NEXRAD (Next-Generation Radar) weather data. While in cruise flight, it became necessary to deviate due to existing and building thunderstorms. ATC had advised me of the largest storm which I had visually... I was also using XM downloaded NEXRAD weather information. When the NEXRAD data indicated it was safe to turn more northerly, I advised ATC that I was starting my turn... I went IMC momentarily and when I broke out there was a large buildup at my twelve o’clock position. The main storm was still off to my right. I could see several breaks around the buildup and requested a climb to 10,000 feet in an attempt to remain visual on the buildup. I was unable to do so and encountered IMC. While IMC, I flew into a fast building area of weather that was joining up with the known cell to my right. I advised ATC of my dilemma and was very surprised to see how quickly the cell was developing. ATC vectored me through the safest part of it. I was using every method from my training – turning the autopilot off, slowing, and keeping the wings level. At one time, with climb power, I was descending at 1,500 feet per minute. I eventually exited the weather and looked out my right rear window to see the huge storm that was developing behind me. ATC advised that it had completely closed up. Only then did the NEXRAD downloaded weather update to reflect the actual conditions that existed. A meteorologist friend assisted me in downloading archived radar images that showed how fast these air mass cells/thunderstorms were devel-
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TACTICS
oping and how I came close to being a statistic. I knew not to use the NEXRAD for storm penetration prevention, but did so in error. I am very lucky that the outcome was good…. The delay of the [NEXRAD] update with the speed of the buildup of these air mass thunderstorms resulted in an inaccurate pictorial that I was using to determine my route of flight. NTSB Report #1 This NTSB report details how another PA-32 Pilot apparently relied on outdated NEXRAD weather information in an attempt to escape an area of rapidly developing thunderstorms. The airplane was on a cross-country flight in level cruise at about 8,000 feet MSL when the pilot flew into an area of heavy rain showers. The pilot informed an Air Traffic Controller that he was diverting around an area of thunderstorms. The pilot last reported that he was in “bad” weather and was going to try to get out of it. Following that transmission, radio and radar contact was lost. A witness on the ground heard a sound resembling an explosion…The main wreckage consisted of the entire airplane except for the left wing, vertical stabilizer, rudder, and the right wing tip fuel tank. Those components were located about 200 feet north-northeast of the main wreckage. An examination of the left wing spar showed that the wing failed in positive overload. A weather study of conditions in the area at the time of the accident indicated the potential for heavy rain showers, thunderstorms, wind in excess of 45 knots, clear air turbulence, and low-level wind shear…The pilot had a global positioning system (GPS) unit with a current subscription for NextGeneration Radar (NEXRAD). The GPS unit owner’s manual states that NEXRAD weather data should be used for “long-range planning purposes only,” and should not be used to “penetrate hazardous weather” as the
NEXRAD data is not real-time. On June 19, 2012, the NTSB issued a Safety Alert to warn pilots using in-cockpit flight information services broadcasts (FIS-B) and satellite weather display systems that the NEXRAD “age indicator” can be misleading. The actual NEXRAD data can be as much as 20 minutes older than the age indication on the display in the cockpit. If misinterpreted, this difference in time can present potentially serious safety hazards to aircraft operating in the vicinity of fast-moving and quickly developing weather systems. The NTSB determines the probable cause(s) of this accident to be: The pilot’s inadvertent encounter with severe weather, which resulted in the airplane’s left wing failing in positive overload. Contributing to the accident was the pilot’s reliance on outdated weather information that he received on his in-cockpit NextGeneration Radar (NEXRAD). Event #2 Aircraft: C182 Situation: Carburetor icing ASRS Report #2
“The Engine Stopped Running” A C182 Pilot learned that severe carburetor ice can form even though no airframe icing is seen. The Pilot was lucky to break out of the clouds and restart the engine. We were at 12,000 feet on an instrument flight plan in communication with Approach. The Controller directed us to descend and maintain 9,000 feet. Flight conditions were IMC, -4 degrees C, and no airframe icing was being encountered. We reduced throttle in order to descend and within a few seconds of reducing throttle, the engine stopped running. After completing the Engine Failure Checklist, with no success, we declared an emergency with Approach… We continued on our present heading with the intent of making an emergency landing at Continued on Page 43
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December 2012
AVTRIP SCHOLARSHIP, NOW IN ITS TWELFTH YEAR, STRENGTHENS GENERAL AVIATION THRUGH THE PROMOTION OF AVIATION EDUCATION Avfuel’s popular pilots rewards program, AVTRIP, rewards members with more than just points and cash awards. Every year since 2000, AVTRIP has awarded a lucky pilot with a $2,000 scholarship to put towards continuing aviation education. “The aviation community is made up of truly passionate people always eager to learn more,” said Marci Ammerman, Avfuel Vice President, Marketing. “Avfuel’s hope is that our AVTRIP scholarship can give these pilots the boost needed to pursue a goal, be it more flight time, instrument ratings, or flight instructor certification.” Behind every goal is a story, said Ammerman, which makes picking a recipient as difficult as it is rewarding. “Our application process involves an essay component. We get a personal glimpse into the life of each applicant. We read stories that are heartwarming and heartbreaking; inspirational and inspiring. The common thread that runs through all the essays is how sincerely
CHINO AIRCRAFT SALES
committed these applicants are to aviation.” Often, the company selects several semi-finalists for smaller awards, because, Ammerman says, “It becomes next to impossible to pick just one worthy recipient.” This year’s $2,000 AVTRIP scholarship was awarded to Taylor Ratliff, an Aerospace Administrations and Operations, Professional Pilot major at Oklahoma State University. “I originally came to Oklahoma State University as a pre-vet student,” said Ratliff, whose father is a pilot. “I took a private pilot ground school course as an elective. After my first class, I knew this was the path for me.” Ratliff, who is involved in aviation-related extracurricular activities such as serving as the Vice President of Oklahoma State’s Women in Aviation chapter and a member of the Flying Aggies, plans to use her funds to soften the overall financial burdens of flight training. “I’m at the point in my aviation training where the costs are really beginning to add up,” she said. “This
BOB CULLEN BOB@CHINOAIRCRAFT.COM
(909) 606-8605 (951) 264-6266 CELL (909) 606-8639 FAX See our inventory @ www.chinoaircraft.com
INVESTMENT OPPORTUNITY high interest paid 90 day deals secured with clear aircraft titles
Joshua Armbruster was awarded a $500 semifinalist award.
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
Taylor Ratliff was this year’s winner of AVTRIP’s $2,000 scholarship.
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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will mean so much to achieving my goal as a professional pilot.” A $500 semifinalist award was granted to Joshua Armbruster, chief pilot for AirOptions Aviation. Armbruster has an extensive background in flight instruction and plans to use the scholarship funds to attend an upset training course and earn a tail wheel endorsement. “This knowledge will make me a safer pilot,” said Armbruster, “but it also will give me the necessary skills and the confidence to better instruct my students.” Armbruster volunteers his free time with the Young Eagles program and as an Aviation Merit Badge counselor with the Boy Scouts. “I love to work with local organizations to help young people realize their dreams of flight,” he said. “I try and instill the responsibility but also the joy a pilot has when flying.” Ammerman said that despite the obvious age, experience and gender differences of the candidates, their applications stood out to the scholarship selec Continued on Page 47
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
Low cost Twins for rent & training. Seneca, C310, C340, C421 with safety pilot. Cherokee 160 IFR trainer dual KX155 with simulator lessons. Build complex/high performance time in a Cessna 210. DISCOVERY FLIGHTS $50! Flight instruction single/multi engine, IFR, BFR, IPC
December 2012
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From Skies to Stars
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By Ed Downs
THE CHRISTMAS STAR he holiday season offers a huge number of both aviation and astronomical topics to write about. From the aviation standpoint, gift giving is made easy. Pilots will love anything that has to do with their flying activities or cherished flying machine. We are an easy “gift buy” group. Astronomy also has a firm connection with the Christmas season, with the Star of Bethlehem (the Christmas star) playing a major role in virtually every aspect of holiday decorations, lore and tradition. The biblical reference in Mathew 2:2 begins our tradition of “the Star in the East” and the holy journey of the three Magi, referred to as “The Three Kings” in late medieval times. It would be hard to imagine the Christmas tradition without this celestial miracle. A quick search in this writer’s biblical concordance comes up with no less than 10 references to the stars. And, it must be remembered that many biblical historians believe the Magi were astrologers, skilled in many arts and sciences, having familiarity with the prophecies of Daniel. While today astrology is considered a completely different subject than astronomy, they were once one and the same, and perhaps the oldest of all scientific understandings by ancient civilizations. Indeed, the stars are an integral part of the holiday season. As an amateur astronomer, this writer recalled continuing work being done to try and verify, scientifically, that the Star of Bethlehem existed in a physical sense that can be verified through the
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science of astronomy and astrophysics. I am intrigued by such research and a great fan of biblical archeology, but my research disclosed that I was treading on disputed ground. To millions, the reality that the “Star” was a miracle contained in the Word is absolute proof of its existence. Elements of the Christian faith even disagree as to meaning of the “Star.” To challenge faith-based views with physical evidence is, in fact, insulting and upsetting to some. It is not the intent of this writer to do either. But, as a Christian with a telescope, I cannot help but look to the heavens in admiration of a God that created everything in an instant. Astrophysicists know this as the “singularity” while we common folk think in terms of the “Big Bang.” Those who search for the Star of Bethlehem run into a variety of challenges. The calendar, as we know it, did not exist, and competing calendars flourished. The precise historical birthday of Jesus is not known. Our current celebration was established centuries after the Crucifixion. Astronomers (astrologers?) of the time did not have hard drives into which data could be stored, and scientific records that might have existed were destroyed when the remarkable documents contained in the Library of Alexandria were lost through a series of devastating wars covering a period of nearly 600 years. But, today’s computers can roll back time. We can see that the time of Christ’s birth did contain some unusual conjunctions of planets, especial-
ly between Jupiter and Venus, meaning they were so close together that they may well have appeared as a single, new, bright “Star.” This conjunction would have appeared in the constellation Leo, known as the “Lion of Judah,” long associated with the coming of a King. A passing comet could certainly have been viewed as the “Star” and may have seemed to have stayed in one position, but comets were traditionally viewed during ancient times as “the coming of bad things” and not likely to be associated with such a holy event. Additionally, records that do exist make no mentions of a comet, something that would have made “the 10:00 news” of the day. It is interesting to note that Chinese records (avid and skilled astronomers) of the time do speak of a sudden bright light in the sky that lasted for months. This could well have been a supernova, the sudden and explosive death of a star. A supernova occurs when a star’s central thermonuclear core burns out, or runs out of fuel. The core shuts down suddenly and the enormous mass of the star collapses in on itself. The unimaginable heat and energy caused by this collapse creates an enormous explosion that is billions of times brighter than our own sun. This would most certainly have been observed in all parts of the ancient world and recorded. But only Chinese accounts survive. One might think that the explosive death of a star is hardly a good omen for the birth of a Savior, but think again. The death of a star is actually a birth! The
heat and energy expelled by a single supernova causes massive molecular changes to occur within its own atomic structure, creating every known chemical element. These elements are cast out into the universe as building blocks for new stars, planets and life forms, like us. Speculation persists, but for this amateur astronomer, a look through my telescope is all that is needed to fire up the imagination. Imagine you are standing on the shore of the Sea of Galilee, looking into the night skies with a powerful telescope. Your view falls upon a beautiful open star cluster known as M22, 2,000 light years from earth. With thousands of stars huddled together by gravity, it is now known that at least some of those stars will have planets, and one of those planets might have an advanced life form that is looking back at you at that very moment. But you would not see them looking back, because the light from that planet took 2,000 years to reach you, so you would see their living history, in real time. And they would not see you, but would see our planet’s living history as it was 2,000 years ago. Our M22 friends might see a big gathering on the shores of a lake, with a man in a robe serving fish and bread, followed by a speech from a mount. They would see this in real, living, time. And imagine – He was the only one in that crowd that knew we would be celebrating His birthday, more than 2,000 years later. Happy birthday, Jesus. And happy holidays to all.
area), it was ideal for causing carburetor ice, which built up more rapidly than we were able to clear using carburetor heat.
last several days. Upon descent to 1,500 feet at the destination, he could not spot the airport due to a fog layer. He decided to divert to his alternate. After turning toward the alternate airport, the engine began to run roughly. The pilot was unable to remedy the power loss by applying carburetor heat, switching fuel tanks, leaning the mixture, and checking the magnetos in the both position. As he turned back toward his original destination airport, the engine continued to run rough and he was unable to arrest the airplane’s descent. He was just above the fog layer, saw the runway through the
fog, and turned back to the runway. During the turn, he went into the fog and the airplane collided with treetops and lodged in branches. The occupants noticed fire in the floorboard area, exited through the pilot’s door, and jumped to the ground. The fuselage was consumed by fire… The NTSB determines the probable cause(s) of this accident to be: A loss of engine power due to carburetor icing and the pilot’s failure to use carburetor heat in conditions conducive to icing.
Safe Landings Continued from Page 40 a nearby CTAF airport…Upon further discussion with the Controller, however, we elected to head for a nearby Class D airport…As we descended (still in IMC) we were able to restart the engine…We continued to descend towards the airport and broke out of the clouds into VMC at approximately 4,800 feet… It is clear that this engine failure incident was caused by severe carburetor ice – just below the freezing level, in clouds, with visible ice crystals. Although the ice crystals were not of the type that created airframe ice (no airframe ice was reported in our
NTSB Report #2 An NTSB report recounts how another C182 Pilot experienced carburetor icing, but was unable to restart the engine and wound up losing his airplane in a tree. The pilot received a weather briefing from FSS the evening before departure and a friend at the destination told him that the area had been free of fog for the
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December 2012
U.S. SPORT AVIATION EXPO ADDS THREE-TIME U.S. NATIONAL AEROBATIC CHAMPION PATTY WAGSTAFF TO LINE-UP FOR TWILIGHT AIR SHOW 12-Member Team RV to Also Perform on Friday and Saturday Three-time U.S. National Aerobatic Champion Patty Wagstaff, along with 12 members of Team RV will fire up their engines for the first-ever Twilight Air Show at Expo this coming January. The performances will begin at 5 p.m. on Friday and Saturday evenings, January 18 and 19, during the Expo 2013. “We are very pleased that Patty is headlining at Expo 2013,” said Expo Director Jana Filip. “We hope many people will join us to see Patty Wagstaff display her awe-inspiring aerobatic skills and Team RV’s amazing twilight show.” Patty Wagstaff has performed in airshows since 1984, and is known for her smooth, aggressive style of flying and for her thrilling and precise aerobatic demonstrations. Patty puts the plane through its paces, performing knife edge spins, lomcevaks where the airplane tumbles end over end, torque rolls and precision maneuvers – including the inverted ribbon cut at 22 feet, upside down, above the ground. She flies inside, outside, and every way but right side up! A pilot since 1980, Patty is the first
woman to win the title of US National Aerobatic Champion and one of the few people to win it three times. Five years after gaining her pilot’s certificate, she earned a spot on the U.S. Aerobatic Team, and she’s been thrilling crowds throughout the world ever since. Team RV is the world’s largest airshow act and includes 12 pilots flying Van’s RV recreational aircraft in precision flying formations, including formation aerobatics. Most of the pilots have built the aircraft they fly in the show. Their Twilight Air Show includes smoke trails and lights that add to the visual experience. Kari Morris, public relations officer for Team TV, described the twilight air show as magical. “The time from official sunset to darkness is so short that in the span of the show those watching have a totally different experience; you go from seeing all the colors from the navigational lights to seeing the ‘afterburner’ glow in the smoke behind the aircraft. It is truly a magical show.” With a combined total of more than 100,000 hours of flying time in military,
commercial, and civilian aviation, the professional pilots of Team RV bring a diverse background to their airshow routines. “Our routines require intense concentration, highly developed stick-andrudder skills, and complete trust in our fellow wingmen…especially when we’re flying as close as three feet apart at times,” said Mike Stewart, the Team RV flight leader and founder. Other features for the ninth annual Expo include educational forums, a salute on opening day to honor the 75th anniversary of the Piper J-3 Cub, Bahamas Day on Sunday, a model airplane contest.
Sponsors Sponsors for the 2012 Expo include Highlands Today, Sebring Regional Airport, Trade-A-Plane, Southeast Aviation Show, Plane & Pilot Magazine, Aviators Hot Line, Powered Sport Flying Magazine, Cessna Owner & Pipers Magazines, Coffee News of FLA, AVweb, Atkins, Aviation Digest, Avbuyer.com, GA Buyer Europe, Flight Design, EAA,
FATA, AeroShell, Ultra Light Flying Magazine, SportPilotTalk.com, Midwest LSA Show, Rocky Mountain Regional Airshow, In Flight USA, Breezer Aircraft, MATCO Mfg, igourmet, RNDC, Pilot Mag, Jabiru USA Sport Aircraft & Arion Aircraft, Aircraft Spruce, & Specialty Co., Fly-Low Publications, Bristell USA, LoPResti, General Aviation News, and Heartland National Bank.
About U.S. Sport Aviation Expo The Sport Aviation Show features light sport and sport aircraft, and includes conventional aircraft, kit planes, powered parachutes, trikes, gyros, amphibians, and innovative designs such as electrically powered aircraft–over 150 aircraft on display. The 9th annual event will again take place at the Sebring Regional Airport (SEF), in Sebring, Florida from January 17-20, from 9 a.m. to 5 p.m. daily. For details such as discounted online tickets sales, schedule of events, exhibit space and sponsorship opportunities visit www.sport-aviation-expo.com.
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December 2012
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Marilyn Dash’s
THAT
The Pylon Place
IS ONE
onoring my commitment to cover all of the Race Classes at Reno, not just the Unlimiteds, I wanted to introduce you to Jeff LaVelle, the 2012 Sport Class Gold Champion and his Glasair III. A seemingly mild mannered Glasair III, one that looks remarkably like the others you may see each weekend flying to the next $100 Hamburger location. However, this one is special – very special. But all that is special is on the inside. Jeff LaVelle, like so many other race pilots, started out racing something else, for him it was motorcycles. He always had a competitive spirit that made him look for ways to improve. He became a pilot about 20 years ago and later attended the Reno Air Races, setting his sights on competing there. He founded a company in 1989 in aerospace manufacturing providing products to industry giants including Boeing, Lockheed Martin and Northrup Grumman. Watching and learning and finally taking some of his ideas for his clients probably helped him create his plan of attack at Reno. He purchased a Glasair kit in 1998 and his focus turned to the brand new Sport Class. This provided him the perfect opportunity to use his piloting skills, his love for speed, and his knowledge of mechanical things. He attended PRS in 2007 and won Rookie of the Year for the Sport Class that year. His first qualifying time in 2007 was 292.193 – more than 100 mph less than
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FAST GLASAIR …
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Jeff LaVelle rounding the pylons in his Glasair III. this year. Now, that is serious improvement. By 2008, he was already making incredible strides qualifying at 335.180 mph that year. In 2009 his number was 357.863 and another smaller improvement in 2010 to 362.481. A much larger difference was made by 2011. He qualified first at an amazing 396.730 and really turned some heads. Unfortunately, the races were canceled and he never got a chance to back up that number with a win. John Parker was crowned the winner in 2011 based on the Sport Class heat 2A results on Friday. Jeff performed a precautionary landing during that race, based on an errant radio call. He assumed he had the weekend to
(Bruce Croft / twozerowest.com)
make up ground, but things didn’t work out that way. The changes he has made include turbochargers, a larger engine with more horsepower, different propellers and some aerodynamic changes. He says they
do something each year, trying to make those modifications pay off. And they finally did. This year, he wanted to win. He has been making changes through the years and this was his time. He won Fastest Type, Fastest Qualifier, every heat race and then the final championship race on Sunday. He is missing only two records at this point: fastest qualifying time (409.297) for the class and the championship race record (402.896) – both records currently held by Jon Sharp with his NemesisNXT. Jeff has a new engine ready to be put on the Glasair for next year and he has a few other changes up his sleeve. I believe he will capture Jon Sharp’s records next year. And, I will be happy to cheer him on and wish him luck.
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Sonoma Jet Center Jeff preparing for a practice session at PRS in June. (Bruce Croft / twozerowest.com)
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A FLYING
CAR
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DIEGO AIR & SPACE MUSEUM
Museum Launches Scholarship Competition for Local Students The San Diego Air & Space Museum, with generous sponsorship from the Ford Motor Company Fund, have launched “Fly Your Ride!,” an exciting and engaging competition designed for students. The competition involves building a vehicle that can race down a ramp to see if it can soar over a gap. “Fly Your Ride!” is fun, creative and open for any student in grades 6th through 12th in San Diego County. Participants are eligible to win one of many scholarship prizes. Complete details are available at: www.sandiegoairandspace.org/events/flyyourride “This competition is designed to engage and encourage students who are not typical science fair winners,” explained Francis French, the Museum’s Education Director. “It requires creative thinking, imagination, and a sense of fun; we think all students will have exciting ideas, whether they have traditionally performed well in science and math or not.” Prizes: Money scholarship prizes will be awarded. First prize (one per age range): $2500. Second prize (one per age range): $1500. Third prize (one per age range): $500. Creativity prize (two per age range): $200. There are two age ranges in the com-
AVTRIP Schlarship Continued from Page 42 tion team due to their similarities: “Both of these pilots are devoted to general aviation, to the point where they’ve not only committed their professional lives but much of their personal time as well,” she said, adding that it was appealing to help two people at opposite ends of the experience spectrum achieve the same common goal. “Avfuel is thrilled that we can encourage an established pilot who works to inspire the next generation while at the same time assisting a member of that generation.” In addition to the scholarship funds, AVTRIP rewards applicants, semi-finalists and scholarship recipients with bonus AVTRIP Points that accumulate toward AVTRIP awards. The Avfuel AVTRIP Scholarship is awarded yearly to aviators pursuing continued aviation education. Winners are chosen based on eligibility requirements and a written essay. Applicants can apply year-round and must be current AVTRIP members. To enroll, visit www. avfuel.com/avtrip.
petition: Grades 6-8, Grades 9-12. The ramp will gradually be widened as the competition proceeds. The gap will begin at two feet, then be increased to three feet, then three and a half feet. If necessary, it will continue to be widened a half foot at a time, at judge discretion, to choose a winner. Distance – The Museum will award a prize for the vehicle that jumps the widest gap and is able to touch the horizontal ramp surface on the other
size. Creativity – What was it about your design that was new, special, original? The Museum will award a prize for original thinking, even if that vehicle does not jump the gap furthest. The deadline for entries is Jan. 7, 2013. For complete details on the competition and to submit an entry, visit: www.sandiegoairandspace.org/events/fly yourride The San Diego Air & Space
Museum is California’s official air and space museum and education center. The Museum is an affiliate of the Smithsonian Institution and it was the first aerothemed Museum to be accredited by the American Association of Museums. The Museum is located at 2001 Pan American Plaza, Balboa Park, San Diego, CA 92101. The Museum and gift store are open daily from 10 a.m. to 4 p.m. Closed Thanksgiving Day and Christmas Day.
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December 2012
JULIE CLARK HONORED WITH CHRYSTAL EAGLE AWARD ANNOUNCES NEW PARTNERSHIP WITH JUICE+ Captain Julie Clark was presented the Aero Club of Northern California (NAA) Chrystal Eagle Award Friday Nov. 9, 2012 at the Hiller Air Museum at the San Carlos Airport. Ironically her home town and where she learned to fly
in the 60’s! The Aero Club Crystal Eagle is presented annually by the Aero Club of Northern California to recognize an individual whose accomplishments have significantly contributed to the advance-
Images and visions of Sagar Pathak
ment of aviation or space technology. Clark now shares this prestigious honor with luminaries such as General James “Jimmy” Doolittle (the first year recipient in 1983), Brigadier General Chuck Yeager, Hayne Handley, Eileen Collins, and “Bud” Anderson (2011 recipient), to name a few. The inscription on her award reads “In recognition of her outstanding contributions to the field of aviation while overcoming great personal adversity to become one of the world’s foremost air show aerobatic artists and as one of the modern pioneers who opened the flight decks of the major airlines to women pilots” 2012
Juice Plus+ and Julie Clark Take Live Life to the Plus+ to New Heights National Marketing Partnership with Celebrity Aerobatic Pilot Commences Today
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Access to property which is located on airport grounds is by your private gated road/driveway. Deeded access to adjoining (direct access) runway. One hangar 125x100 with 2,500 sq. ft. of offices (5), restroom/shower facilities (2), reception area with bar, 3 storage/machine shops, sleeping rooms, PLUS 100x100 or 10,000 square feet of clear span aircraft hangar space. Second 44x45 clear span aircraft hangar is detached and can be rented for additional income. Airport to be expanded and upgraded in near future. PERFECT TIME to get in on future development. This 2.92 acre property is fully fenced and can be used as storage, manufacturing, wearhousing or what it was built for, AIRPLANES!! Seller will consider lease. Seller may help with financing with good offer. Airport has fuel facilities, restaurant, repaved runway. California City Municipal Airport covers 245 acres and is located two miles (3 km) northwest of the business district of the California City, in the Freemont Valley of Kern County, California. The airport is open to the public, and lies at an elevation of 2,450 feet above sea level.
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Juice Plus+®, the whole food based nutritional brand, today announced a national partnership with acclaimed airshow pilot, Julie Clark. The partnership between Clark and Juice Plus+ is ideal as both parties echo the importance of healthy lifestyle and living life to its fullest. Clark truly embodies the Juice Plus+ brand and Live Life to the Plus+. With more than 40 years of flight experience and an average of more than 20 airshow performances each year, Clark has spent much of her life engaging with and bringing excitement to those around her. “Having a healthy lifestyle is incredibly important to me,” said Clark. “I maintain my health by eating well and exercising regularly. I’ve been a customer and fan of Juice Plus+ for more than 14 years and am excited to embark on this new journey representing a product that has made a difference in my life.” Juice Plus+, which is marketed as “the next best thing to fruits and vegeta-
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Sandra Clifford presenting the Chrystal Eagle Award to Julie Clark. (Frank Sweeney) bles,” helps bridge the gap between what we should eat and what we do eat every day. Juice Plus+ understands that not everyone can consume the United States Department of Agriculture’s (USDA) recommended seven to 13 daily servings of fruits and vegetables and works to provide a simple solution for improving the family diet. With their innovative support of third-party clinical research, Juice Plus+® has been shown to positively impact cardiovascular wellness and the immune system, among other health benefits. “Live Life to the Plus+ is all about individuals, such as Clark, who go beyond the ordinary and accomplish extraordinary things,” said Randy Mathews, vice president of U.S. sales for Juice Plus+. “She has used Juice Plus+ products for many years and genuinely understands and represents what we stand for as a brand. With her affinity for leading a healthy lifestyle and her crowdpleasing performances, we’re proud to partner with her.” Juice Plus+® is dedicated to healthy living and lifestyles and this new partnership will help share that story. The sponsorship begins in December 2012 and will kick off with a complete re-design of Clark’s “Smokin’ Mentor T-34” plane and uniform, which will prominently feature Juice Plus+. The partnership will also include to-be-announced co-marketing activities.
EAA Hall of Fame Continued from Page 46 Spirit of Leadership Award, given annually to an Oshkosh-area resident who is dedicated to EAA and the community. Tom is a longtime volunteer at AirVenture, leading tours for government officials and business leaders, and showcasing the best that EAA and the community have to offer.
EAA Chairman Jack Pelton presents the 2012 EAA Hall of Fame induction class (l to r): Taras Kiceniuk (Ultralight), Giles Henderson (Aerobatic), Wes Schmid (Homebuilders), Preston "Pete" Parish (Warbirds), and Clyde Smith Jr. (Vintage).
December 2012
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THREE LOVELY LADIES BRIGHTEN CENTER TABLE
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AT THE
SKY KITCHEN
More Than Eggs and Hash Browns Special Charm
he Sky Kitchen at the San Carlos Airport lays claim to having three excellent ladies serving pilots and others displaying a fondness for airports and aircraft – Marilyn Riley, Gabriella Nayorga and Betsy Neyra. Each one of them brings their own brand of charm that makes breakfast and luncheons a happy experience guaranteed to digest the specialty of the day.
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Each of the three ladies bring their own special charm to the Kitchen. They all seem to have memorized what their customers like best and work hard to please them. They help to make dining an experience that continues to bring customers back day after day. Some occu-
pants of the “Center Table” make it there almost daily throughout the year. There always seems to be room for new faces vying for those 12 seats, however. If you have the chance, drop by and check it out. Besides the food and the lovely waitresses, there is lots of airplane talk. You can’t beat the combination.
PILOT FRIENDLY So what does “PILOT-Friendly” mean to you? Betsy Neyra and Gabriella Nayorga celebrating Halloween. (Herb Foreman)
Marilyn Riley
(Herb Foreman)
Marilyn Riley was born and educated in South San Francisco. Marilyn has three daughters ages 29, 39 and 42. She has been working at the Sky Kitchen for nine and a half years. She moves quickly to get the job done. She has a good memory and has a pretty good idea of what each of her guests like best on the menu. The menu consists of 41 kinds of omelets, 16 different sandwiches, salads, burgers, beverages and more. While in school, Marilyn loved art and did many art projects including portraits and landscapes. Her real passion however was sports, including softball, modern dancing, archery and track. She received a scholarship to art school but it was never used. Next is Betsy Neyra an escapee from South America. She was born in the city of Lima, Peru and received her elementary and high school education there including a year at the prestigious University of Lima majoring in Business Administration before heading north. When pressed, she admits to being a student of the ballet and a member of the swimming team. We call her the Lady from Lima or the Lima Lady. Betsy presently lives in San Mateo. She recently graduated from the College of San Mateo with an AA Degree in Nursing. Betsy has yet to take the State Board tests required before she can apply
Gabriella Mayorga and her beautiful daughter Abigail. (Herb Foreman) for her first postion. She likes the Sky Kitchen, however and doesn’t appear to be in too much of a hurry to move on. She has been a resident of the U.S. for 10 years. Waitress number three of the trio is Gabriella Mayorga. Gabriella is another beauty from the south although not quite as far south as Betsy. She was born in El Salvador and is married to Julio. Gabriella boasts about her four-monthold baby Abigail, another beautiful girl. She loves sports and played basketball while in school. Gabriella can make some pretty quick moves with an armload of dishes as she dodges customers on crowded days at the Kitchen.
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December 2012
WICKS AIRCRAFT OFFERS AIRCRAFT HARDWARE: PLENTIFUL, ORGANIZED AND ACCESSIBLE In light of recent high-profile disasters related to faulty or worn-out hardware,* Wicks Aircraft has assembled a lot of the most-popular hardware components into a handy kit for shop, club, or even for over-the-road support at special events. It contains hundreds of AN bolts, nuts, and washers, organized into a sturdy rack with four slide-out segmented boxes. A new addition to the Wicks online catalog, the rack (p/n RACK-L, list price, $62.99) keeps all four “hardware kits” neatly and securely stacked for transport and to take up minimal benchtop space. With the “Large Hardware Kit” that also includes four classic Wicks “packs” (NP100, BP100, WP100 and CP100 – individually available, with their contents all listed on the Wicks website) carries special discounted pricing of $299.00. “That’s like getting a discount on the four hardware packs, plus getting the $60 dollar rack free,” notes Scott Wick, President of Wicks Aircraft. “Reliable aircraft hardware, in good condition, easily accessible: when you get right down to it, that’s one of the most-effective and leastexpensive safety items on an aircraft.” At this time of year, as flying machines come in for off-season maintenance and projects start to get build-season attention, this package is the perfect way to supply and organize the work area. For more information, visit www.wicksaircraft.com.
*A Lesson from Reno, 2011-2012 Copyright ©2012 by Tim Kern. Reprint permission granted, provided this piece is used in full, with copyright notice and credit intact. All rights reserved. In the middle of September’s race week 2012 in Reno, the National Transportation Safety Board held a seminar for pilots and crew. The topic covered the results of the investigation of the crash the year before, of Jimmy Leeward’s Galloping Ghost, a highlymodified Mustang that had crashed at the races in 2011, killing Jimmy and ten spectators, and injuring scores more. The conclusions, after the most-complicated crash examination ever, were frightening and simple; but understandable, in that we’ve all done things like those cited as contributing elements in the report. However, we don’t all fly 500 mph, and we don’t do a lot of those elements simultaneously, and we’re not flying under the pressures of competition. What the Board found was that Jimmy was incapacitated (or possibly killed) early in the sequence, which involved a sharp, 17-g pitch up, a highspeed stall, and an uncontrolled dive toward the stands. The precipitating circumstance seemed to be the failure of a control, which led to flutter, which led to major structural failure. The Board noted that the Galloping Ghost had never flown that fast before,
that only minimal high-speed testing had been performed, and that what seemed like obvious hints (the fuselage’s twisting in flight, the canopy’s being forced away from the windscreen in turns) were ignored. But what led to the failure? Ultimately, they concluded, the flutter was allowed by looseness in the fittings in the empennage, specifically on the one operable horizontal trim tab. (The other was fixed in place during the racing.) The hinges for this tab were secured by tiny self-locking nuts – “fiber-lock” or “nylock,” we call them. These nuts had been re-used so many times that investigators were able to run the screws into them with their fingers, meaning that these “locking” nuts were not locking at all; they came loose. Some of these nuts had been painted when they were already on the airplane… in 1986. They did not know how long they had been in place, before then. Nuts and washers and bolts are a system. Each is designed to do a specific job. Washers used in tension applications should be replaced every time the nut is loosened; they are designed to crush a small amount, and when they have been crushed once, that value changes, and leads to a joint that is not predictable. Nuts, ordinarily harder than washers, are still generally softer than bolts. They are re-used sparingly (though in some applications should not be re-used at all), and
SELECT AIRPARTS JOINS BEECH HERITAGE MUSEUM BEECHCRAFT MILESTONES October 17-20, 2012 Select Airparts joined the Beech Heritage Museum at their annual “Beech Party” in Tullahoma, Tenn. to honor several significant Beechcraft milestones. This year marked the 65th anniversary of the Bonanza, the 75th anniversary of the Beech 18 “Twin Beech,” and the 80th anniversary of the historic Beech Model 17 “Staggerwing.” Select Airparts was pleased to spon-
sor an American Bonanza Society Service Clinic as one of the event’s training seminars. During the seminar attendees observed as an ABS technical advisor inspected a Bonanza and explained proper maintenance procedures. Select Airparts, located in Virginia, is one of the largest independent suppliers of Beechcraft airframe parts in the world. They have been supplying quality Beech parts at signifi-
should never be used when their lock/drag torque drops below their specified limits. Assembly lubes of various types, too, must be factored in. Not only do lubes increase the bolt’s tension for any given torque on the nut, they reduce the fasteners’ natural tendency to stay in place once tightened. Whether the lube is intentional, as used on the threads of a spark plug; or accidental, like old oil that has crept into the threads, it needs to be recognized. Many applications call for lubes – specific lubes – and if they don’t, the manufacturers expect us to assemble them clean and dry. Here, following directions can mean the difference between success and failure, life and death. Airplanes, and particularly race airplanes, do not run wide safety margins. Reducing these margins is a necessary result of seeking maximum performance; but ignoring best practices, without a compelling reason and sufficient knowledge, is increasing risks for no reason at all. Given all the contributors to the crash at Reno 2011, it is not clear that new hinge nuts would have averted the failure; but it is clear that using worn-out parts did not enhance safety. Tim Kern has written for more than 40 aviation publications, and attends the Reno Air Races each year.
TO
CELEBRATE
cant cost savings to aircraft owners and maintenance shops since 1990. Select Airparts supports efforts to help keep Beech aircraft flying safely. They offer parts for all models of Hawker and Beech airplanes with outstanding customer service to the Hawker Beechcraft community.
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December 2012
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AIRCRAFT EXEMPTION PROGRAM
Associated Sales Tax Consultants’ Aircraft Exemption Program is designed to help taxpayers legally avoid California sales and use taxes on the purchase of aircraft. Moreover, by engaging our firm to assist you throughout the exemption process, you can save between
Our guarantee:
8.25% and 10.25% of the purchase price of your aircraft. Throughout the company’s 30-year history of sales and use tax representa-
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tion, our program has been 100% successful when we were retained before the aircraft pur-
chase. Our success in lowering or eliminating the tax is substantial, even if we are retained after the purchase. ASTC’s experts have prevailed in securing tax adjustments and/or refunds with of an average savings to our clients of over $62,000 or 80.1% of the tax liability as originally proposed by the state. We will work as a team with you and your staff, tailor every engagement to fit the unique needs of your situation, while maintaining compliance with the sales and use tax law. We shield you from the intense scrutinizing and burden of dealing with the tax auditor yourself.
Associated Sales Tax Consultants chairman and CEO Joseph F. Micallef has 40 years experience in the specialized field of taxation ... 10 years as a government tax auditor and 30 years as a business professional, California Courts-qualified tax expert and legislative taxpayer advocate. A private pilot since 1985, Mr. Micallef is a pioneer in the field of aviation taxation having personally trained and supervised many of the self-proclaimed pre-eminent experts in the industry.
(::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
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December 2012
AIRCRAFT SPRUCE & SPECIALTY: YOUR HOLIDAY BUYING SOURCE Aircraft Spruce has an excellent selection of portable GPS, pilot supplies, headsets, avionics, instruments, wheels, tires, oil, filters, books, DVDs, and aviation software. With more than 80,000 different products, it’s easy to find just about anything relating to aviation. Visit www.aircraftspruce.com for your holiday buying. Within the pilot supply section of their website, a gift sec-
tion is available where products are sorted by price in addition to product type to help with your holiday purchases. View in dollar increments ranging from gifts under $50, $100, $200, $500, or over $500. View based on product type to look at a wide array of options including desk pen sets, headsets, clocks, mugs, apparel, games, key chains, calendars, and more. Aircraft Spruce gift cards are also avail-
able in any denomination and can include a custom note for your recipient. The company has become the aviators’ supermarket. Today, Aircraft Spruce has three distribution centers: one in Corona, California, one in Peachtree City, Georgia, and one in Brantford, Canada. There are also Aircraft Spruce International Dealers located in more than 60 countries throughout the world
AIRPORT, AIRVENTURE GROUNDS BENEFIT
FROM
that can help expedite orders and customs clearance in overseas countries. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com as well as through the company’s free 900 page catalog. For more information, please contact Aircraft Spruce at 1-877/477-7823.
FENCE/ROAD PROJECT
EAA Works with Airport Officials to Add Convenience, Safety AirVenture 2013 attendees will see the benefits of this fall’s $5.2 million project under way at Wittman Regional Airport in Oshkosh, which will improve access, safety and convenience in several areas on the airport and the AirVenture grounds. Airport Director Peter Moll said the upgrades, which include a federally mandated 10-foot perimeter fence and service road, are being 90-percent funded by the FAA’s Airport Improvement Program, with the state of Wisconsin and Winnebago County each funding five percent. Some of the existing fencing, especially on the south and west sides of the airport, is in disrepair and well short of TSA and FAA standards. The new fence will also prevent wildlife from entering the airport grounds and decrease the
potential for runway incursions. “We’ve even had some instances where hunters have inadvertently strayed onto airport property,” Moll added. EAA worked with airport officials to modify initial plans that would have affected the flow of foot and vehicle traffic during AirVenture, and potentially cut off a portion of the Vintage aircraft parking area. EAA also noted potential conflicts that could have closed off access further south in the aircraft parking areas, recommending changes that reduce vehicle/pedestrian conflicts. In addition, the modifications make operations at the ultralight AirVenture runway safer by routing foot traffic away from the southeast approach to the airstrip. What visitors will see in 2013 from the project, which began in September, on the southeast, south, and southwest
sides of the airport is a new fence on the east side of Runway 18/36, County Trunk N, Knapp Street Road, and the southernmost transient aircraft parking area (“North Fond du Lac”) and to what becomes Wittman Drive. Proceeding north to the ultralight runway, the fenceline then jags back west to Knapp and continues north to Theater in the Woods. The new perimeter fence and road create other means of access to the convention grounds for attendees as well as exhibitors, said Steve Taylor, EAA facilities manager. The perimeter road will make it easier for attendees to head to the south end during the convention and allow greater access to the Vintage area by fuel trucks, trams, and pedestrians. “It really enhances service amenities for the members,” he said. “Working
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The 7-foot sound-deflecting berm between the west edge of Camp Scholler and Poberezny Road will improve the visitor experience for AirVenture campers. (AOPA) with the airport, we minimized the impact a project like this might have had on our event.” Also included will be a new loop for shuttles as well as a new pick-up point for the AirVenture Seaplane Base shuttle and a new walkway along Knapp Street Road extending south from Theater in the Woods. Additional trees are being planted to replace those that are felled for the airport project. A small number of vintage aircraft parking spots immediately south of Theater in the Woods will also be eliminated because of the federally mandated project. North 40 campers will see a small change in their area, too, as a new section of perimeter road will be built off the west end of Runway 9. The perimeter road will now extend west to the fence line in that area. There’s also an unexpected bonus from the project for those who camp on the west side of Camp Scholler. Instead of being trucked off-site, soil taken from the airport project will be used to build a seven-foot, sound-deflecting berm between the west edge of Camp Scholler and Poberezny Road. Measuring 1,200foot long, the berm will help reduce traffic noise from U.S. 41. Depending on the severity of the winter weather, Moll expects the project to be completed well in advance of AirVenture 2013. “Work will proceed until the ground freezes, then we’ll pick it back up in the spring,” he said.
December 2012
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AMERITECH NOW OFFERING THE TITAN EXP SERIES ENGINES
Engine Components International (ECI) of San Antonio, Texas and Ameritech Industries, Inc. the parent company of Eagle Engines and American Propeller Service of Redding, California, announced that they have entered into a dealer sales agreement for the line of experimental 4 cylinder engines. With over 35 years of general aviation experience Ameritech Industries, Inc, will be offering the Titan EXP experimental series factory assembled new engines. The Titan EXP series includes the OX-320, IO-320, OX-340 Stroker, IO340 Stroker, OX-360, IO-360, OX-370 Stroker, IO-370 Stroker and the IOX409. The ECI Titan EXP series comes in a variety horsepower ranges. Horsepower ranges available are: 320 series from 154 hp - 169 hp, 340 Stroker series from 180 hp - 185 hp, 360 series from 175 hp - 191 hp, 370 Stroker series from 192 hp - 205 hp and the 409 which develops 230 hp. Engines are available in Dynafocal #1 and Conical mounting configurations and the prop governor adapter is included on constant speed models. An updraft cast sump is standard on most models with an option for cold air induction available. Angled oil filter adapter and oil filter are provided.
Accessories packages available include: fuel pump, carburetor or fuel injection system, magnetos, ignition harness, spark plugs and lightweight starter. Additional options are available that include electronic ignitions and high compression pistons (limited to select models). With this arrangement, Ameritech can now offer the experimental aircraft builder their choice of factory built engines by Superior (XP Series) or the ECI (Titan EXP Series). Ameritech also offers its XTREEM engine series for the experimental builder looking for a more custom, high performance engine built to Ameritech’s high standards of quality. Ameritech, offers all your propulsion needs: engines, propellers and governors in one location. For further details call 800/292-7767 or email sales@ameritechaviation.com.
AIRCRAFT SPRUCE ANNOUNCES LAUCH OF NEW WEBSITE Aircraft Spruce will be launching their entirely redesigned website on Tuesday, Nov. 6, 2012. While most of you have become accustomed to the current aircraftspruce.com website, Aircraft Spruce has identified some areas that needed improvement. Aircraft Spruce believes they have addressed these concerns and incorporated the solutions into their new design. The website uses a variety of new web standard techniques that they believe to be more intuitive and more user friendly. While the new website includes many new features such as improved product search and navigation, Aircraft Spruce will always maintain their high standard of customer service and competitive pricing. On USA Election Day Tuesday Nov. 6, www.aircraftspruce.com changed to the new design. The old site, will run in tandem with the new site for a period of
about 60 days. There will be a link back to the old site on every page and vice versa. All users are encouraged to browse and order on the new website and offer Aircraft Spruce feedback as to what you like, what you don’t like, and any other suggestions you might have. This is exciting news for Aircraft Spruce and all their loyal customers as they strive to improve their service and product offerings. Aircraft Spruce has an excellent selection of portable GPS, pilot supplies, headsets, avionics, instruments, wheels, tires, oil, filters, books, DVDs, and aviation software. With more than 80,000 different products, it’s easy to find just about anything relating to aviation. Aircraft Spruce’s complete product line is available at www.aircraftspruce.com as well as through the company’s free 900 page catalog. For more information, please contact Aircraft Spruce at 1-877/477-7823.
Visit In Flight USA’s website for the latest aviation news...www.inflightusa.com
53
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1977 Cessna 310R
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
1864 TTSN, Cessna Avionics plus Narco MK 12D Nav/Coms, Excellent paint and interior, NDH ..................................$99,950
2008 Cessna 172SP Skyhawk
1965 Skyhawk Avcon 180 HP
993 TTSN, G1000 Avionics, Leather Interior, One California Hangared Airplane Since New, NDH, Like New ........$219,950
2069 Since New Engine, 3931 TTSN, C/S prop, show quality paint, new windows, nice interior, King IFR, NDH..................$36,950
D
L SO
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/Interior, NDH, Fresh Annual ...........................................................$49,950
Two Piper Warrior IIs
1979 Piper Warrior II 161 1500 SFOH, 6200 1978 Cessna 152 TTSN, Digital IFR, Century 1 A/P, Nice 1540 SFOH, 6690 TTSN, Nice Recent Paint and Interior, NDH...................$39,950 Paint and Leather Interior, IFR......$29,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$34,950
1967 Piper Cherokee 180 426 SFRMAN, 4041 TTSN, Garmin GPS, last owner flew it every Saturday since 1980 ......................................................$29,950
1979 Piper Archer II 181 1847 SFRMAN, 8184 TTSN, King IFR, A/P, DME Excellent Maintance History, NMDH .......................................................$36,950
1964 Piper Cherokee 235
1978 Cessna 172 Skyhawk Texas Taildragger
2635 TTSN, 915 SMOH, Garmin GPS, Just Completed Very Extensive Annual Inspection........................................$39,950
1600 TTSN, 200 SFRAM, Digital IFR, Original paint and interior, NDH......$39,950
LD SO 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
Celebrating Twenty-Nine Years of In Flight USA
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December 2012
InFlight USA Classifieds (All ads run for 2 months) 00
Classified Ad Rates: $45 for the first 20 words, $750 for each additional 10 words, photos $750 ea.
Phone: (650) 358-9908
Fax: (650) 358-9254
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UL^ PU[LYPVY YLJLU[ HUU\HS 7VZZPISL [LYTZ .YLH[ JVTTLYJPHS [YHPULY 1VYNLU ZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNL TLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT ! *LZZUH ^ PUJYLKPIS` SV^ [PTLZ HUK NYLH[ SVVRZ 7LYMLJ[ MVY [OL MPYZ[ [PTL I\`LY VY Z[\KLU[ 1VYNLUZVU 3H^ YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT ! *LZZUH ^ NYLH[ WLKPNYLL 4HRL HU VMMLY >L SS Z\YWYPZL `V\ 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV 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 2 ;; :46/ MHJ[VY` MSVH[ RP[ 77VUR NLHY VI ZLY]LY KVVYZ /HUNHYLK HUK WHTWLYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! ;\YIV 9. ;; :46/ I` >LZ[LYU :R`^H`Z 9LJLU[ SLH[OLY OHUNHYLK WYPZ[PUL :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L ^LH]LY JVT ! *LZZUH 3 ;; :46/ ( WYPaL ^PUUPUN H\[OLU[PJ YLZ[V YH[PVU :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT
3VJROLLK 3\ZJVTIL 4PZJLSSHULV\Z (PYJYHM[ 4P[Z\IPZOP 4VVUL` 4\ZL\TZ 6MMPJL :WHJL 6_`NLU :\WWSPLZ 7HY[ULYZOPWZ 7PSH[\Z 7PSV[ :\WWSPLZ 7PWLY :PUNSLZ 7PWLY ;^PUZ 7P[[Z 7VZP[PVU >HU[LK
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*LZZUH ) ;; :46/ .7: 000 WPSV[ 5PJL HUK JSLHU ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *LZZUH :R`SHUL ;; :46/ :76/ *HSS ; 1 (PY JYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *LZZUH JVU]LYZPVU ;; :46/ 3`JVTPUN 6 OW JVU]LYZPVU ;; JVUZ[HU[ ZWLLK WYVW :WVY[ZTHU :;63 *VS SPUZ H\KPV WHULS TVYL 5PJL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! *LZZUH 8 :R`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
*,::5( ;>05: *LZZUH 9 ;;:5 *LZZ UH H]PVUPJZ 5HYJV 42 + UH] JVTZ ,_JLSSLU[ 7 0 5+/ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH ) TPK [PTL LUNPULZ 2PUN :PS]LY *YV^U :HSL
7YVWLSSLYZ 7\ISPJH[PVUZ :HPSWSHULZ :VHYPUN :LY]PJLZ :PT\SH[VYZ :WVY[ <S[YHSPNO[Z :[HYK\Z[LY :[LHYTHU :[PUZVU :^HW ;YHKL ;H`SVYJYHM[ ;PLKV^UZ ;`WL 9H[PUNZ =PKLVZ 7OV[VNYHWO`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` TV[P]H[LK ZLSSLY 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT ! (THaPUN *LZZUH SVHKLK HUK WYPJLK [V ZLSS X\PJRS` -YLZO HUU\HS 6US` [OL ILZ[ ^LU[ PU[V [OPZ VUL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT ! *LZZUH ( 9HT 0= ;; :46/ :76/ .HYTPUU > /:0 JVSVY YHKHY K\HS [_WZ TVYL 7YL]P V\Z WYVMLZZPVUHSS` MSV^U OHUNHYLK 5+/ 4V[P]H[LK ZLSSLY >PZ JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT ! *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 !
*644(5+,9 96*2>,33 = ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
December 2012 .9<44(5
www.inflightusa.com QLJ[LK [HPS :) JVTWSPLK 5+/ 4\Z[ ZLSS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :HSLZ (JX\PZP[PVUZ 4HUHNLTLU[ 5VY[OLYU *HSPMVYUPH 5L^ 7PWLY :HSLZ .YLH[ PU]LU[VY` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( !
.Y\TTHU (TLYPJHU .LULYHS (( ;YH]LSLY ;; :46/ :;6/ 0-9 OW :;* *VTWZ 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 ! .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 (PYJYHM[ :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 :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 4VVUL` 4 * 4HYR ;; :46/ :5 WYVW K\HS 2? ) UH]JVTZ 235 ) .67: .HYTPU .;? 7LYMVYTHUJL YLSPHIPSP[` HM MVYKHIPSP[` >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT !
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 *OLYVRLL ;;:5 :-94 .HYTPU .7: -SV^U L]LY` :H[\YKH` ZPUJL (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 7PWLY (YJOLY ;;:5 :-94 2PUN 0-9 H W +4, ,_J THPU[LUHUJL OPZ[VY` 54+/ (TLYPJHU (PYJYHM[ :HSLZ /H`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
7PWLY 3HUJL .;6 OW 3V7YLZ[P TVKZ (SS UL^ SLH[OLY ZLH[Z THU` L_[YHZ 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HY Y`:OHWPYV JVT ! 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 ! :\WLY *\I ;; ZPUJL YLZ [VYH[PVU >PWSPUL MSVH[Z -SPNO[SP[L ZRPZ ;VUZ VM TVKZ UV L_WLUZL ZWHYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]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 /\ZR` ( ) ;; 3VHKLK MYLZO HUU\HS <UILSPL]HISL KLHS 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNL TLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HYY`:OHWPYV JVT !
7PWLY *OLYVRLL ;; :-94 : ;,* LSLJ[YPJHSS` KYP]LU H W ^ HS[ OVSK SV[Z TVYL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 7PWLY (YYV^ 00 ;; :46/ K\HS .7: (\[VJVU[YVS 000) 7PWLY :LY]PJL *LU[LY THPU[HPULK :HTL VWLYH[VY SHZ[ `LHYZ >PZ JVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVU ZPU(]PH[PVU JVT ! .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 !
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(09*9(-; -69 9,5; 3V^ *VZ[ [^PUZ MVY YLU[ [YHPUPUN )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT !
6^ULYZOPW 7VY[LYMPLSK 37 ;; :46/ =-9 .VVK »VSL [PTL MS`PUN M\U ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
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9= ( ;;(- ;; LUNPUL .HYTPU ?3 UH] JVT .HYTPU [_W .HYTPU P J +`UVU .SHZZ 7HULS :[LYLV *+ WSH`LY 5+/ -PYZ[ V^ULY 7SLHZL JHSS ! ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 2P[MV_ (PYJYHM[ 33* ^^^ RP[MV_HPYJYHM[ JVT ! =HU Z 9= ( ;; 3`JVT PUN 06 ,-0: ;YPV H W ^ HS[ OVSK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
:769; <3;9(30./;: ;LZ[ ;:; 1\UPVY : 3:( UV TLK YLX\PYLK ZPUNSL TPK ^PUN ; [HPSLK HPYJYHM[ 5L^ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
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7PWLY (a[LJ - ;; :46/ PJL )LUKP_ 9+9 YHKHY /:0 (S[PTH[PJ ? H W ;HUPZ OLH[LYZ OV[ WSH[L OV[ WYVWZ [YHKL >PZ
>L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5
7(9;5,9:/07:
:LULJH 00 ;; :46/ .HYTPU )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ 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 !
0TTLKPH[L *HZO MVY (PYJYHM[ (PYJYHM[ (WWYHPZHSZ 9VILY[ *V\[JOLZ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK *( MH_ ^^^ HTLYPJHUHPYJYHM[ UL[ !;-5
6^ULYZOPW )LLJOJYHM[ )VUHUaH OW ;; .HYTPU H]P VUPJZ 7 0 *HSS MVY KL[HPSZ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
>HYIPYK MSPNO[ [YHPUPUN PU >>00 :[LHY THU HUK ;L_HU (; -\SS` Z[HMMLK MVY HPYJYHM[ ZLY]PJL HUK PUZWLJ[PVU +YHNVU MS` (]PH[PVU
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 !
7VY[LYMPLSK 37 ;; :46/ 4\ZL\T X\HSP[` YLZ[VYH[PVU ( ILH\[PM\S YLI\PSK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
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:LULJH 00 :46/ 5HYJV *LU [\Y` 000 6)6 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
;^U *VTHUJOL ;; :46/ >((: 3VWYLZ[P /V^S *V^SZ )VUQV]P SLH[OLY ;^LHRLK HUK WVSPZOLK :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
40:*,33(5,6<: (09*9(-;
.YVI ( Z[PJR ^ NYLH[ ]PL^Z HUK \ZLZ HSTVZ[ UV M\LS 9LJLU[ HUU\HS 5LLKZ UL^ V^ULY 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V (PYWVY[ *( ^^^ 3HY Y`:OHWPYV JVT !
7PWLY ;YP7HJLY ;; :46/ I` *VS\TIPH ,UNPULZ 9LZ[VYLK I` *O\JR -SPJRPUNLY ^P[O UV KL[HPS V]LY SVVRLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! 7PWLY 4HSPI\ 4PYHNL ;; UL^ .HYTPU WRN (PY +H[H JVTW\[LY ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
55
1,;: -V\NH 4HNPZ[LY TPK [PTL LUNPUL J\Z [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
-(( (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 HPY JYHM[ YLU[HS *LZZUH HWWYV]LK 7PSV[ *LU [LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ! :[Y\J[\YLK -SPNO[ ;YHPUPUN WYP]H[L [OY\ (;7 SHUK ZLH T\S[P LUNPUL :OLISL (]PH[PVU 2PUNTHU (A +PZJV]LY` -SPNO[Z )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ 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 (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 ;?
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(=0(;065 *65:<3;(5;: ¸+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 ! -YVT [YHKL PUZ [V HPYJYHM[ THUHNL TLU[ MPUHUJPUN HUK HWWYHPZHSZ ^L VMMLY H JVTWSL[L ZLY]PJL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! 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 ! :[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[ LMMLJ[P]L HUHS`ZPZ :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
(=0650*:
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.L[ [OL TVZ[ MYVT `V\Y .7: 7VY[HISL HUK WHULS TV\U[ .7: NSHZZ JVJRWP[Z .HYTPU 3V^YHUJL )LUKP_2PUN (]P K`UL 89,- JVT 89,-
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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*(:
.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
(]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
-SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT )LJVTL H WPSV[ UV^ *VU[HJ[ 5VY[O (PYL (]PH[PVU H *LZZUH 7PSV[ *LU[LY WHY[ULYLK ^P[O @H]HWHP *VSSLNL ^^^ UVY[OHPYL JVT VY TPRL' UVY[OHPYL JVT :[HY[ ^P[O H ZPUNSL PU[YV MSPNO[ (SSP HUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN ;^V *HSPMVYUPH SVJH[PVUZ! *OPUV (PYWVY[ 9P]LYZPKL (PYWVY[ ^^^ (0(-SPNO[ 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 !
(09*9(-; 05:<9(5*, (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
*VTL ZLL V\Y .HYTPU .;5 KLTV \UP[ VY ]PZP[ ^^^ HLYPHSH]PVUPJZ JVT MVY TVU[OS` ZWLJPHSZ (LYPHS (]PVUPJZ :HU 1VZL 9LPK /PSS]PL^ (PYWVY[ QVLT'HLYPHSH]PVUPJZ JVT 366205. -69 (=0650*:& ;Y` =PZ[H (]PH[PVU H KLHSLY MVY TVZ[ THQVY IYHUKZ · UL^ \ZLK /VUL`^LSS .HYTPU (]PK`UL : ;,* (ZWLU 3 )VZL +H]PK *SHYR 3PNO[ZWLLK L[J · WS\Z 7P[V[ :[H[PJ [LZ[PUN ([ ZHTL HPYWVY[ MVY `LHYZ *HSS MVY PUZ[HSSH[PVU X\V[LZ =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT !
7967,33,9: *VTWSL[L 7YVWLSSLY .V]LYUVY :LY ]PJL ;PMMPU (PYL ;PMMPU 6/
(09*9(-; 7(9;: )LLJOJYHM[ 7HY[Z (SS TVKLSZ )VUHUaH [OY\ /H^RLY 4VYL [OHU WHY[ U\TILYZ PU Z[VJR 5L^ V]LYOH\SLK \ZLK :LSLJ[ (PYWHY[Z >L`LYZ *H]L =(
Celebrating Twenty-Nine Years of In Flight USA
56 (PYJYHM[ :WLJPHSPZ[ <ZLK 7HY[Z SHUK PUN NLHY JVU[YVS Z\YMHJLZ 1 ; ,]HUZ (PYJYHM[ :HSLZ 6YSHUKV -3 7(9;: 5L^ 7PSV[ :\WWS` 7HY[Z :[VYL ^P[O SHYNL NLULYHS WHY[Z HUK H]PVUPJZ PU]LU [VY` *LZZUH :PUNSL ,UNPUL :LY]PJL :[H[PVU ^ THU` *LZZUH WHY[Z PU Z[VJR -S` PU VY KYP]L PU =PZ[H (]PH[PVU 0UJ >OP[LTHU (PYWVY[ (PYWHYR >H` 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! >OLYL WLYMVYTHUJL ILNPUZ¯LUNPULZ WYVWLSSLYZ NV]LYUVYZ :HSLZ :LY]PJL (TLYP[LJO 0UK\Z[YPLZ 9LKKPUN *( ^^^ HTLYP[LJO H]PH[PVU JVT !
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6?@.,5 :<7730,:
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/(5.(9: ;0,+6>5: (]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 *VYWVYH[L /HUNHY :WHJL 6MMPJL :HSPUHZ (PYWVY[ :HSPUHZ *( >P[O IH[OYVVTZ 4HU` VWWVY[\UP[PLZ MVY \ZL VM [OPZ ZWHJL 7HYRPUN HUK HPYWVY[ YHTW H]HPSHISL *VU[HJ[ +LUUPZ H[ VY LTHPS JH[\YIPULTHU'HVS JVT ! *HSPMVYUPH *P[` 4\UPJPWHS (PYWVY[ ;^V HPYJYHM[ OHUNHYZ ZX M[ VU WYP]H[L HJYLZ *VU[HJ[ :HT /LSSLY 2LSSLY >PSSPHTZ 9LHS[` ZHT'ZHTOLSSLY JVT
!;-5
,5.05,: 9LUL^ HUK PTWYV]L `V\Y ^ ;`WL *LY[PMPLK -(( (WWYV]LK :\WLY/H^R :;* 0UJYLHZLZ ZHML[` WLYMVYTHUJL HUK ]HS\L 7LUU @HU (LYV 7LUU@HU(LYV JVT 8\HSP[` :LY]PJL 7YPJL RLLWPUN [OL JVZ[ VM HPYJYHM[ LUNPUL THPU[LUHUJL KV^U (PYJYHM[ :WLJPHS[PLZ :LY]PJLZ ;\SZH 62 ;OL 5HTL [V 9LTLTILY MVY (PYJYHM[ ,UNPUL 7HY[Z HUK :LY]PJL *VTWSL[L HZZLTISPLZ H]HPSHISL .PIZVU (]PH[PVU ,S 9LUV 62 6PS -PS[LY (KHW[LYZ MVY *VU[PULU[HSZ - 4 ,U[LYWYPZLZ )VYNLY ;? ^^^ MT LU[LYWYPZLZ JVT 4HQVY 6]LYOH\SLK ,UNPULZ :WLJPHS PaPUN PU 7YH[[ >OP[UL` 3HYNL PU]LU[VY` *V]PUN[VU (PYJYHM[ ,UNPULZ 6RT\SNLL 62 9HKPHS +P] ;\YIPUL +P] *\Z[VT I\PS[ :[YH[VMSL_ OVZL HZZLT ISPLZ OVZL RP[Z -HZ[ ZLY]PJL X\HS P[` ^VYRTHUZOPW ( , 9 6 :OVW L_[ OVZLZOVW'HLYVPUZ[VJR JVT 4HNUHMS\_PUN A`NSV PUZWLJ[PVUZ LUNPUL WYLWZ THJOPUPUN *VTWSL[L V]LYOH\SZ VU HSS *VU[PULU[HSZ 3`JVT PUNZ -S` PU KYVW P[ VMM *VYVUH (PYJYHM[ ,UNPULZ *VYVUH (PYWVY[ *( ^^^ JVYVUHLUNPULZ JVT 4HNUL[V ZWLJPHSPZ[ MVY ;*4 )LU KP_ :SPJR :PUNSL HUK +\HS 4HNUL[V OV\Y PUZWLJ[PVU [YV\ISLZOVV[PUN YLWHPY V]LYOH\S (PYJYHM[ 4HNUL[V :LY]PJL )HPUIYPKNL 0ZSHUK >( ^^^ HPYJYHM[THNUL[VZLY]PJL UL[
/HUNHYZ ;PLKV^UZ MVY 9LU[ >OP[LTHU (PYWVY[ 7HJVPTH *( *VU [HJ[ 7LUU` VY WLUU`' ]PZ[HH]PH[PVU JVT 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT
-)6Z -(( HWWYV]LK -SPNO[ :JOVVS 9LWHPY :[H[PVU ,_WLYPLUJLK Z[HMM (SS JV\YZLZ 0U[LYUH[PVUHS -SPNO[ ;YHPUPUN (\[OVYPaLK -(( JVTW\[LY [LZ[ ZP[L 5PJL (PY 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ^^^ UPJLHPY UL[ 6UL :[VW :LY]PJL -)6 .HYTPU . JLY[PMPLK =PZ[H (]PH[PVU >OP[LTHU (PY WVY[ 7HJVPTH *( ]PZ[H']PZ[HH]PH[PVU JVT ! )YPKNLMVYK -\SS :LY]PJL -)6 )YPKN LMVYK -S`PUN :LY]PJL 5HWH *( ^^^ IMZUHWH JVT !
5VY[ONH[L (]PH[PVU *OPJV 1L[ *LU[LY .LULYHS (]PH[PVU :LY]PJLZ -(( *OHY[Z (]HPSHISL PU 5V*HS :OLSS (]PH[PVU 7YVK\J[Z *OPJV *( +PHTVUK :LY]PJL *LU[LY THPU[LUHUJL YLU[HSZ MSPNO[ ZJOVVS [PLKV^UZ HUK OHUNHYZ !;-5 >PZJVUZPU Z 7YLTPLY -\SS :LY]PJL -)6 3VJH[PVUZ PU >H[LY[V^U 4HKPZVU 1\ULH\ >PZJVUZPU (]PH[PVU >PZJVUZPU(]PH[PVU JVT !
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6--0*, :7(*,
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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 !
(09-9(4, *65:;9<*;065
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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
044,+0(;, 7,94(5,5; 67,505. ++++ (=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 ! (]PH[PVU 4HPU[LUHUJL ;LJOUVSVN` 7HY[ [PTL 0UZ[Y\J[VY (U` IHJOLSVY Z KLNYLL HUK [^V `LHYZ L_WLYPLUJL VY HU` HZZVJPH[L Z KLNYLL HUK ZP_ `LHYZ VM L_WLYPLUJL 4\Z[ WV ZLZZ HUK THPU[HPU -(( ( 7 *LY[PMPJH[L *VU[HJ[ +LHU :OLYYLHU *HYY VY ZJHYY'NH]PSHU LK\ ! -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 ! 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
)<: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 !
3HYNLZ[ 5L[^VYR VM (PYJYHM[ )YV RLYZ PU [OL <UP[LK :[H[LZ )LJVTL HU (PYJYHM[ )YVRLY · (]HPSHISL PU @V\Y (YLH :[HY[ [VKH` ^P[O <:(»Z WYV]LK Z`Z [LT MVY SPZ[PUN HUK ZLSSPUN L]LY`[OPUN MYVT OPNO WLYMVYTHUJL ZPUNSL LUNPUL HPY WSHULZ JHIPU JSHZZ [OYV\NO QL[Z HUK OLSPJVW[LYZ QL[ MYHJ[PVUHS ZOHYLZ 0U JS\KLZ T\S[P TPSSPVU KVSSHY PU]LU[VY` MYVT ^OPJO [V Z[HY[ ZLSSPUN *VTWSL[L [\YU RL` WYV]LK Z`Z[LT 5V L_WLYP LUJL ULJLZZHY` >PSS [YHPU 3PJLUZLK <:( (PYJYHM[ IYVRLYHNL ;\YU RL` Z[HY[ \W >PSS MPUHUJL H[ UV PU[LYLZ[ 3PTP[LK VMMLY H]HPSHISL PU LHJO HYLH *HSS [VKH` =PZP[ )\ZPULZZ 6WWVY[\UP[` :LJ[PVU H[ ^^^ \ZHHPYJYHM[ JVT !;-5
December 2012
(PYJYHM[ :\WWS` ^PJRZHPYJYHM[ JVT
^^^ TLUZYPNO[ZSH^`LYZ JVT 6M MPJLZ VM :[\HY[ 1 -HILY
:04<3(;69:
: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
;OL UL^ :[HUKHYK PU (PYWSHUL ;YHPU PUN -(( HWWYV]LK MVY HU` SL]LS [OYV\NO -SPNO[ :PT\SH[PVU +L]PJL -VY H KLTV MSPNO[ JHSS -3@0; :PT\SH[VYZ [VSS MYLL
=0+,6: 7/6;6.9(7/@ 90./;-66;,+ H KVJ\TLU[HY` MPST HIV\[ KPZHISLK WPSV[ 1LZZPJH *V_ :LUK [H_ KLK\J[PISL KVUH[PVUZ [V 9PNO[MVV[LK J V 0+( -PZJHS :WVUZVYZOPW > [O :[ :[L 4 3VZ (UNLSLZ *( VY ]PZP[ ^^^ 90./;-66;,+46=0, JVT :WLJPHSPaPUN PU (]PH[PVU 7OV[VNYHWO` ^^^ OVYPaVU[HS9HPU JVT (PY :OV^ 7YVK\J[PVUZ >OLYL 0THNLZ ;HRL -SPNO[ (PYZOV^ HUK HLYPHS WOV[VN YHWO` ^^^ HPYZOV^WYVK\J[PVUZ JVT
7<)30*(;065: 6UL VM [OL )LZ[ 4J.YH^ /PSS (]PH [PVU >LI :P[LZ MLH[\YPUN ZWLJPHS Z\I QLJ[Z ^^^ ^PUNZV]LYRHUZHZ JVT 7PSV[ -YPLUKS` .7: 4HU\HSZ MVY TVZ[ TVKLYU \UP[Z >((: 4HU\HS MVY .HYTU . A+ 7\ISPZOPUN >PJOP[H 2: ;OL >VYSK )LULH[O ;OLPY >PUNZ ( 5L^ 4PSSLUUP\T VM -LTHSL (]PH[VYZ I` 1\SPL 1LY]PZ +LHSLY PUX\PYPLZ PU]P[LK ;V YLZLY]L `V\Y JVW` JHSS !;-5 (PY 9HJPUN /PZ[VY` IVVRZ I` 5PJOVSHZ ( =LYVUPJV HUK ( 2L]PU .YHU[OHT! 9HJPUN )LHYJH[Z HUK *VYZHPYZ HUK .YPM MVU 7V^LYLK 4\Z[HUNZ 6YKLY VUSPUL ^^^ WHJHLYVWYLZZ JVT VY ^YP[L 7HJPMPJ (LYV 7YLZZ 7 6 )V_ :HU *HYSVZ *( ;OPUNZ 4` -SPNO[ 0UZ[Y\J[VY 5L]LY ;VSK 4L V[OLY SLZZVUZ MVY H]PH[VYZ VM HSS SL]LSZ ^^^ [TMPU[T JVT :[H` -P[ [V -S` OLHS[O` SP]PUN IVVRZ .L[ >LSS H[ /VTL I` +Y 9PJOHYK /HUZLU 4 + " =LNHU /VTLZ[`SL! :PTWSL 9LJPWLZ MVY /LHS[O` 3P]PUN I` 2H` /HUZLU 6YKLY H[ LTLYHSK^LSSULZZ JVT
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TWOVETERANS
Bill Larkins photographs 0972 – again – at Sonoma CA Sept. 23, 2012. (Roger Cain)
By Pete Shirk “Warbirds” come in an increasing variety. Among the most special are the oldest – Biplanes. Grumman F3F-2 Bureau of Aeronautics (BuAer in Navy parlance) 0972 is among the most special. There are only a few F3Fs on the U.S. Civil Air Register and none are known to exist outside the U.S. Aviation photographers also come in a wide variety. William T. Larkins is among the most special of that category. At 90-plus years old, he still actively shoots photos most every day. And his work is widespread and prominent. He has authored numerous articles and books, and his photos have been included in many other author’s books as well. Good examples of Larkins’ work are in the San Francisco International Airport – in the International Terminal, which has an indoor reconstruction of the 1930s terminal as it was then. There are 21 large black and white prints bearing Larkin’s signature. (Located in the Louis A. Turpen Aviation Museum.) BuAer 0972 is an F3F-2, which means it is the second variant of the third design by Grumman for the U.S. Navy. Part of the rarity of this between-the-wars biplane stems from the small production runs of depression era warplanes. This F3F-2 was manufactured in 1937, part of a contract for 81 aircraft (BuAer Nos 0967/1047). Built at Bethpage, N.Y., it went to the U.S.M.C. initially and its service record shows it was taken on charge by VMF-2 on Dec. 19, 1937 in San Diego, Calif. It was photographed by Bill Larkins at the Oakland Airport in November of 1938. Larkins recalls that the pilot had flown up from southern California where it was based with VMF-2, and he wanted to attend the Cal/USC game. Grumman Aircraft Engineering was incorporated in Long Island, N.Y. on Dec. 5, 1929 and after manufacturing
truck bodies for several years, it began its long legacy of building stout Naval Fighters from 1931 through 1991. Long familiar and famous aircraft such as the F4F Wildcat, the F6F Hellcat, F7F Tigercat, the F8F Bearcat, and F9F Panther and Cougar – culminating in the F-14 Tomcat – were all preceded by the F3F. No formal name was given, but due to its portly appearance it became known as the “Flying Barrel.” Its service record indicates that 0972 was part of a trio of F3Fs from U.S.M.C. Squadron VF-211, which crashed in Hawaii June 24, 1941. The flight also included BuAer 1028 and 1033. As the damage was extensive and biplanes had become obsolete, the aircraft were stricken from U.S.M.C. records on July 31, 1941. Total Time on 0972: 1,152.1 hours. The wreckage was recovered and eventually found its way to Jim Fausz and the Lone Star Flight Museum in Galveston, Tex. It was reconstructed by Herb Tischler and the Texas Airplane Factory in Fort Worth, but “reconstructed” is a major understatement and the project deserves a whole separate article, which will follow. It was flown in 1993, became water-damaged while in Texas and then was acquired and restored again by Chris Prevost in Sonoma County, Calif. According to the FAA Registry it appears now as N20RW. Bill became aware of the airplane and helped Chris’s team get the markings accurate. Larkins’ 1938 photo of the airplane when it was an operational, frontline U.S.M.C. fighter was used as reference! Following its most recent restoration, it was flown in mid-September, 2012. To keep up his record of this airplane, it was rolled out of the hangar Sept. 23, 2012, the prop was positioned “just so,” and Larkins photographed 0972 again to update his files.
BuAer 0972 undergoing restoration during 2012. (Bill Larkins)
F3F-2 BuAer 0972, Oakland Airport November 1938.
(William T. Larkins)
F3F-2 BuAer 0972, Sonoma CA, Sept. 23, 2012.
(William T. Larkins)
Celebrating Twenty-Nine Years of In Flight USA
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