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Celebrating Twenty-Eight Years of In Flight USA
4
ON
THE
April 2012
COVER
RANCHO MURIETA AIRSHOW 2012 A Blast from the Past By Kimberly Sanders-Smith
W
hen someone mentions “The Rancho Murieta Airshow” in aviation circles, there’s almost always someone in the group who inhales, grabs the moment, and travels back 25 years in his mind to the legendary airshows that Fred Anderson put on in the mid 80s. I’ve heard the stories of the Rancho Murieta airshows for years. The glory days at the Rancho Murieta International Airshow, the jaw dropping, collective “whoa…” Well, they’re back! The Rancho Murieta Airshow 2012 will take place May 19th at the new and improved Rancho Murieta Airport, KRIU. Nestled near the east edge of the Sacramento valley, right up against the
Sierra Nevada foothills, the Rancho Murieta Airport is a treasure for pilots. On Saturday, May 19 – that’s Armed Forces Day – Brad Beer, airport owner, is asking all of us to enjoy this gem. His idea is, first and foremost, to have fun. What better way to do that at an airport, than to host an airshow? When I asked Brad what he’s trying to achieve with the airshow, I watch his expression and saw immediately that this show means more to him than just a successful business model. Brad is passionate about connecting with his community and with others who love flying as much as he does. And he clearly wants to make the magic that Fred Anderson achieved twenty-five years ago. I had the privilege of sitting down Continued on Page 57
In preparation for the Rancho Murieta Airshow performers Bill Stein, Vicky Benzing, Jilie Clark and Corey Wells got together for a special photo shoot for In Flight USA. After a long hiatus, Rancho Murieta Airshow is well on it's way to rerun to it's former glory. (Photo by Richard VanderMeulen)
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TABLE Volume 28, Number 8
OF
CONTENTS
650-358-9908 • Fax: 650-358-9254 • E-mail: vickie@inflightusa.com • www.inflightusa.com
April 2012
ON THE COVER COVER STORY
FEATURE STORY
RANCHO MURIETA AIRSHOW
THE RED HAWKS
Page 4
Page 6
By Kimberly Sanders-Smith
By Russ Albertson Cover Photo By Richard VanderMeulen
NEWS TIGHAR to Search for Earhart’s Lockheed Electra ..................24 Red Bull Stratos: First Manned Test Jump ................................14
FEATURES
COLUMNS
Brazil is Leader in South American Aviation By Alan Smith ..............................................................12
Meet Dan DeWeese By Herb Foreman ........................................................36
Contrails Goodies & Gadgets Aviation Ancestry What’s Up?! Tips From the Pros Safe Landings The Pylon Place From Skies to Stars
DESTINATION
DEPARTMENTS
Flying With Faber: Munich By Stuart Faber ..............................................................29
Calendar of Events ........................................................9 Classifieds ....................................................................54 Index of Advertisers ....................................................58
Editorial: DO Sweat the Small Stuff By Ed Downs ..............................................................11
Huerta Nominated for FAA Director ..........................................27 FAA Starts UAS Test Site Selection............................................27
Adventure House’s Pulp Era Aviation Series By S. Mark Rhodes ......................................................20
Largest Gathering of B-25s since WWII ....................................34 CAP Seeks Congressional Gold Medal......................................35 EAA Report to Homebuilders......................................................46 Big Win for Experimental Aircraft ..............................................46 Lindburgh Foundation and LEAP Merge ..................................48 U.S. Business Jets to Meet Intl. Standards................................50 Cessna’s New Citation M2 Makes First Flight ..........................50
SPECIAL SECTIONS: AIRSHOWS & PERFORMERS.....37
by Steve Weaver ......................17
..............................................23 by Scott Schwartz ....................26 by Larry Shapiro ......................28 by Mitchell Ange ......................35
..............................................42 by Marilyn Dash ......................45 by Ed Downs ..........................47
SUN ‘N FUN WRAP-UP.....51
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Celebrating Twenty-Eight Years of In Flight USA
6
April 2012
U.S. Navy’s Premiere Advanced Training Squadron
THE RED HAWKS By Russ Albertson
Lieutenant Junior Grade Wes Tanner breaks away from us landing at NAS Kingsville. (Russ Albertson)
V
T-21, the “Red Hawks,” is one of the U.S. Navy’s premiere advanced training squadrons, located at NAS Kingsville in southern Texas. Along with VT-22, this base is home to Training Air Wing 2 and provides advanced jet training for new Navy and Marine aviators. VT-21 has its roots in training squadron ATU-202, which was established in 1951 flying the Grumman F-6F Hellcat. ATU-202 was designated VT-21 in 1960 and since then the squadron has operated the Grumman F-9F Panther, Grumman F-9F8 Cougar, and the Douglas TA-4J Skyhawk. Presently the Red Hawks, along with VT-22, operate approximately 107 McDonnell Douglas/ British Aerospace T-45 Goshawks at NAS Kingsville. The Goshawk was chosen to replace the aging Rockwell T-2 Buckeye and the Douglas TA-4 Skyhawk. The T-45 is a British
LT. j.g. Wes Tanner on our wing as we flew to the practice area. designed aircraft based on the Hawker Siddeley Hawk that was first flown in 1974 as an advanced jet trainer for the
Lt. Mike Galdieri beside the VT-21 T-45 Hawk.
(Russ Albertson)
Royal Air Force. In 1977, Hawker Siddeley merged with British Aerospace and continues to produce the Hawk.
This highly successful aircraft is exported to a number of countries as a trainer and also as a light attack aircraft. Britain’s Royal Air Force “Red Arrows” flight demonstration team flies the trainer version at airshows throughout Europe. Because of its great success, McDonnell Douglas teamed up with British Aerospace (BAe) in 1977 to propose a replacement jet trainer for the U.S. Navy. Many modifications were needed to make the Goshawk suitable for carrier operations and the design went through some “growing pains.” The major modifications were the addition of a dual wheel nose landing gear with a launch bar for catapult operations off the aircraft carrier and the wing was redesigned with leading edge slats to enable slow approach speeds. It was found that the single airbrake on the lower aft fuselage of the Hawk had to be moved to both rear Continued on Page 10
We are up-side down looking for Lt. j.g. Tanner in a “rolling scissor.” (Russ Albertson)
April 2012
www.inflightusa.com
7
Celebrating Twenty-Eight Years of In Flight USA
8
April 2012
AT WORK OUTSIDE D.C.
By Craig L. Fuller AOPA President and CEO
E
veryone I meet all across the country seems to know that AOPA is hard at work representing general aviation before federal agencies, members of Congress, and other decision makers in Washington, D.C. But I’m often surprised to learn how little people know about our work on the state and local levels. One area where we are particularly active is the issue of taxes and fees. Unless it’s a topic you follow closely, you’d probably be surprised to learn just how many and varied are the attempts to
tax general aviation. Some states want to impose sales and use taxes on recently purchased aircraft that visit their airports, even if they are based elsewhere. Others want to tax parts and labor for aircraft repairs and maintenance, while still others hope to raise revenues with huge hikes in registration fees or blanket “luxury” taxes on small planes. Whenever these issues arise – and they constantly do – AOPA is there, fighting to protect general aviation. We know that when taxes get too high, people stop flying. We also know that, more often than not, the revenues states and cities hope to generate with new or higher taxes will be canceled out by the loss of other
forms of income. For instance, when one state wants to raise taxes on parts and labor for aircraft repairs, pilots simply take their planes elsewhere to have work done. That means less work for mechanics, FBOs, and airports in that state. It means fewer dollars spent on fuel, and ultimately fewer jobs. It’s a bad bargain all the way around. Fortunately, our regional managers and state advocacy teams have plenty of data to make the case for GA. And, just as fortunately, state officials usually listen. We had a big win in March when a bill to expand a sales tax exemption for aircraft repairs and equipment cleared the Florida legislature. Under the new measure, aircraft
with a maximum takeoff weight of only 2,000 pounds will be eligible for tax exemptions previously available only to aircraft weighing more than 15,000 pounds. And we’ve seen important wins in other states, including Maine, Massachusetts, Idaho, Washington, South Dakota, Indiana, and Pennsylvania. At the same time, this is an issue that never truly goes away and we’re continuing to work on tax and fee concerns in Alaska, Maryland, Illinois, and elsewhere. So while it’s absolutely true that AOPA is your advocate in Washington, D.C., it’s equally true that, no matter where you live, we are hard at work much closer to home.
AOPA, EAA FILE MEDICAL EXEMPTION PETITION FAA Asked to Consider Education in Place of Medical Regulation By Jim Moore, AOPA
A
OPA and EAA on March 20 filed a petition for exemption asking the FAA to extend to all pilots flying recreationally the freedom to fly, in certain circumstances, utilizing the knowledge gained by taking an annual education course to assist them with making an assessment of their fitness to fly in lieu of requiring a medical certificate. The petition for exemption, developed in close coordination between the organizations and the hundreds of thousands of pilots they represent, asks the FAA to allow pilots to operate noncommercial flights under day VFR in singleengine aircraft with 180 horsepower or less, four seats or fewer, fixed gear, and with a maximum of one passenger (among other parameters laid out in the request). The medical standard would be similar to the standard sport pilots have used safely for seven years and counting but would leverage the addition of an educational course, and would allow many pilots to continue to operate aircraft with which they are most familiar. Both organizations believe the exemption would increase safety, reduce costs, and help stem the decline of the pilot population. The petition for exemption seeks creation of a medical safety educational course that would be developed by the AOPA Foundation’s Air Safety Institute and avail-
able online, free of charge. The course would educate pilots on medical considerations beyond basic flight physiology and includes medical concerns that may be reviewed in the medical application process-making them better able to evaluate their medical fitness before each flight. Pilots would establish their baseline of health with a driver’s license, just as sport pilots have done for seven yearswithout a single accident attributed to a medical condition in flight. Drawing on experience gained from past attempts to eliminate the third class medical requirement, the organizations propose an exemption which calls for a strategic approach to mitigating risk. As requested, the exemption seeks to enhance safety by providing new education and removing the disincentive to seek treatment based on fear a medical visit could compromise flying status. This exemption would also help mitigate the increased risk that may occur naturally when pilots transition into unfamiliar (and sometimes distinctly different) aircraft in order to exercise sport pilot privileges and operate with a driver’s license in lieu of a medical. The sought-after exemption gives those pilots an alternative that may allow them to continue to fly aircraft in which they have familiarity and experience. A 2009 AOPA survey found 72 percent of the members responding expressed a strong interest in changing
the third class medical requirement for pilots flying recreationally. “Our petition offers substantial economic savings to pilots and the U.S. government,” said AOPA President Craig Fuller. “A conservative estimate shows a savings of $241 million for pilots and $11 million to the federal government over 10 years.” The petition will also help stem the decline in general aviation users, supporting small airports, along with the businesses–and jobs–that depend on those airports. For many pilots whose medical conditions do not compromise safety of flight but complicate the certification process, it could make the difference between extending their career and selling their aircraft. One such pilot is Dan McKeeman, who flies a 180-hp Zenith CH 801 that he spent five years building out of a small airport in Simsbury, Conn. McKeeman said in February that the process of renewing his third class medical has grown prohibitively cumbersome, and he worries that the FAA will reject the request, or impose restrictions that would prevent him from using the exception for the daytime VFR flight that he practices exclusively. “That’ll probably be the end of my flying career if that happens,” McKeeman said. While the exemption would not apply to commercial operations – aircraft flown for hire or in furtherance of a business –
that restriction is irrelevant to thousands of pilots, including McKeeman. “This initiative will preserve the freedom to fly by reducing a significant hurdle in the lives of many pilots and entrants into general aviation while maintaining or enhancing safety,” said EAA President Rod Hightower. “It would also greatly increase the number of aircraft available for pilots flying strictly for recreation and encourage pilots to continue to fly in aircraft in which they are already familiar.” The aircraft that would be covered by the proposed exemption include singleengine, fixed-gear aircraft with a maximum of 180 hp and four seats, an incremental increase over light sport aircraft operating with two seats and up to 1,320 pounds gross weight (or 1,430 pounds for seaplanes). The petition for exemption legally applies to members of AOPA and EAA, though the organizations noted in the petition that there would be no objection to the FAA extending such privileges to nonmember pilots. Thousands of pilots have signed up for email updates, and detailed information has been compiled by AOPA Online on a page that also includes a link to sign up for notifications and progress reports. (www.aopa.org/advocacy/medical-certification-petition.html) It is unknown how long the FAA will require to review the request, and both organizations will work closely to support it.
Visit In Flight USA’s website for the latest aviation news...
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April 2012
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9
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Celebrating Twenty-Eight Years of In Flight USA
10
April 2012
Red Hawks
Russ Albertson in the T-45 Hawk simulator on a carrier deck post landing. (Russ Albertson)
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Continued fomr Page 6 fuselage upper sides to install the tailhook and also enable airbrake extension on approach to the carrier. The Goshawk is powered by the Rolls Royce F405-RR-401 Adour jet engine, producing 5,500 pounds of thrust, and airbrake drag is needed on approach to the ship to allow the engine RPM to be maintained high enough to ensure fast acceleration in the event of a “bolter,” or go-around on the ship. A “bolter” is the term used to indicate that the tail-hook has failed to catch the arresting wire and the aircraft has to fly off the ship for another try. The T-45A had analog instrumentation, but these aircraft will be modified to the latest “glass” panels found on the newer T-45C. Both the front and rear cockpits of the T-45C have two large computer displays that not only enable greater flight and navigation situational awareness, but also prepares new pilots for transition to fleet aircraft with similar avionics. The T-45C is also equipped with the latest HUD, “Heads Up Display” in the front cockpit that allows training in airto-air gunnery, missile launches and precision bombing. The T-45, along with the BAe Hawk, is an excellent training aircraft due to the fact that the rear seat, normally occupying the instructor, is raised up almost ten inches higher than the front seat and provides excellent forward visibility over the front seat. The T-45 max weight is 14,081 pounds and can climb at almost 8,000 feet per minute. It is capable of 620 mph and can reach Mach 1.15 in a dive. The Hawk is equipped with a gas turbine engine starter and requires little ground support; a requirement for cross-country flights that every student
must log. Students arrive at VT-21 after completing API, Aviation Preflight Indoctrination, at Pensacola, Fla. After API, most are sent to NAS Corpus Christi, Texas or NAS Whiting, Fla. for primary training in the Beechcraft T-34C or the new turbo-prop T-6 Texan II. Students will spend just about a year with VT-21 or their sister squadron and log approximately 250 hours in the T-45 flight simulator and 150 hours in the aircraft. In Phase I of their training they will master formation, instrument, and navigation training during the day and night. The runways at NAS Kingsville are equipped with the Improved Fresnel Landing Optical System, same as on the aircraft carrier, and students use this visual guidance, nicknamed the “meatball,” to practice landing the jet on an exact spot on the runway hundreds of times prior to heading to the aircraft carrier. As they advance to Phase II, they will be introduced to weapons training, Air Combat Maneuvering, and finally Carrier Qualification. The skies over Kingsville are a very busy place, with about 60 T-45s flying any given day and night. I was very fortunate to be able to fly with VT-21, but before I was approved for a flight in the T-45, I attended the Navy Survival Training Program at MCAS Miramar, in San Diego, Calif. There I learned aviation physiology, “flew” in the altitude chamber, and was given very thorough ejection seat training. Arriving at VT-21, I met with Commander Brian Beck, the Squadron XO, and Lieutenant Mike Galdieri, one of the squadron’s top instructors. Lt. Galdieri arranged for me to fly in Conttinued on Page 16
April 2012
www.inflightusa.com
Editorial
By Ed Downs
DO SWEAT
W
e have all heard the old standby, “don’t sweat the small stuff.” Typically, that advice is given when one needs to keep focused on the final outcome of a big issue. The general belief is that if one takes care of the big issues, the small ones will resolve themselves. A recent conversation, however, has caused this writer to rethink that sage advice. My past editorials have expressed concern that our current national leadership is openly hostile towards private aviation, both personal and business. For example, this editorial section, and virtually every editorial section of all aviation magazines, have addressed the proposed “per flight” user fees. While engaged in a discussion regarding these fees, the comment was made, “what makes you think private aviation is being treated in a hostile manner other than simply asking rich guys to pay their fair share?” This writer was caused to pause and think. The suggested user fee tends to be a rallying point for those who support aviation, but is that the only issue? Intuitively, I felt safe in the views
11
expressed in these pages, but was I working on facts, or gut feelings brought about by personal political preferences. What is it that has this writer so concerned about the future of our industry? First, I took a look at where my editorial perspective comes from. This writer began flying in the Eisenhower administration, before the FAA existed, and has been continuously active in the regulatory side of aviation since that time. My legal engagements with the newly formed FAA began in 1958 and led to a career that specialized in aviation law and the legislative process. Activities included pilot and aircraft certification (in more than 30 countries), in addition to responsibilities in managing the operations specifications for both FAR 135 and 121 operations. Four years working “inside the beltway” with a major alphabet organization included direct congressional and west wing contact, participation in all levels of FAR creation, advisory circulars, technical orders and notices that serve as guidelines for the day-today operations of the FAA and Department of Transportation. Later years included the privilege of participat-
THE
SMALL STUFF
ing in creation of the LSA and Sport Pilot standards. In short, this writer has been blessed with extraordinary experiences and opportunities, serving our industry under 11 different presidents. I have seen many different forms of leadership and vari-
ances in the quality of bureaucratic management. Now, in looking back, can this writer say that things have really changed? Isn’t what we have going on today simply more of the same old political stuff? In a word, no. Continued on Page 13 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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April 2012
BRAZIL IS THE LEADER IN SOUTH AMERICAN AVIATION By Alan Smith
A
s the largest nation in South America, Brazil covers nearly half the continent with a population of 201,103,330. It is just a bit smaller than the United States. Brazilâ&#x20AC;&#x2122;s largest cities are Sao Paolo, Rio De Janeiro, and Recife in the north. Recife has steel mills near the mouth of the Amazon, and Sao Paolo is the business and financial center in the southeast. The capital, built mostly during the 50s, is Brasilia located inland in the highlands. Brazil is bordered by every South American nation except Chile and Equador. Interest in aviation came early. The Brazilian military, impressed by the formation of the British RAF in 1918, followed a few years later by the Italian and French air forces, decided Brazil would benefit with its own air force. It took some time to persuade government officials of the idea. People had begun to build and fly airplanes in Brazil; after 1930, the Muiz M-7 and M-9 biplanes appeared. They were Stearman-like aircraft that made good trainers. The Spanish civil war, and the opening engagements of World War II finally got the Ministry of Aeronautics established in 1941 with an air force as a department and whose authority included civil aviation. As WW II accelerated, and without any military aircraft manufacturing ability, the new Brazilian air force acquired 21 different kinds of American trainers, fighters, medium bombers and transports. They joined the USAF in patrolling the Atlantic coast to discover and attack German submarines. For many years after the war Brazilâ&#x20AC;&#x2122;s air force was supplied by imported military aircraft. Then, in 1969, a military tribunal (who had taken over the government in 1968 after the elected president had been incapacitated by strokes) that wanted Brazil to have its own aircraft manufacturing capability formed Empresa Brasilieria de Aeronautica to begin the building of their own aircraft. As a government-owned company the aircraft builder became known as Embraer and its first civilian plane was the EMB-110, a light twin executive transport. Things went well for a time and the company moved into the construction of intermediate jet transports. They were twin jet aircraft, several of which compare to the Douglas MD-80. The government gave orders for military aircraft.
Embraer 190 with Lufthansa. (Mario Ferioli)
The Embraer A-29 Super Tucano support aircraft has been purchased by the USAF in a $355 million contract through the Sierra Nevada Corporation in Sparks NV. (Courtesy of Sierra Nevada Corp.)
British Airways Embraer ERJ 145 taking off from Bristol Airport, Bristol, England. (Adrian Pingstone)
The Embraer Legacy 600 executive Jet. (Courtesy Embraer S.A.) Following the Gulf war, a serious recession struck the financial world. Embraer suffered along with everyone else. Layoffs among the 5,500 workers were forced and sales continued to drop. By 1993 the company was technically bankrupt and management appealed to the Brazilian government to let Embraer become a privately held company with Continued on Page 22
April 2012
www.inflightusa.com
13
Editorial Continued from Page 11 The negativity one feels is not coming from big, major, proposed laws or anti-aviation speeches. The negativity comes from many directions, many government agencies and in many subtle, “off-hand” comments. In some cases facts are simply excluded, leaving those listening to speeches with half facts and innuendoes. The current administration is the first that I have seen include criticism of business aviation as a standard part of the obligatory “stump” speech. How many times have we now heard, “It is time to level the playing field, to get these rich guys flying around in their private jets to pay their fair share.” This is an indirect slam, but the negativity falls well into the hands of anti-airport groups who have long claimed airplane owners are just “rich guys with expensive toys.” The reality of our national airspace system and the commerce it promotes is simply left out of the discussion. The proposed perflight fees are touted as a “fair share” to pay for the special services “rich guys” get and that it will help with the deficit. The fact that FAA services became predominantly self-supporting with passage of the Airport and Airways Act of 1970 is simply left out of such rhetoric. This act included excise taxes, fuel taxes, registration and aircraft weight taxes, ticket sales taxes and taxes on cargo waybills, all to support the national airspace system. This act was restructured and taxes increased with the Airport Airway Development Act of 1976. The 1976 act was reaffirmed, just last year, with more tax increases, all in the name of “aviation paying its own way.” General funds are used only when FAA expenditures exceed what is available in the Aviation Trust Fund established by these acts. The Congress has, until recently, only been allocating funds on a vote by vote basis, not part of an overall budget. Oh yes, and does the reader know that a huge portion of the trust funds go to subsidize airport construction in the way of grants to municipalities, as a direct subsidy to airlines who do not have to build their own terminals. This is not bad; it means a lot to the job market, but it seems to be a small detail that is just overlooked. How dare the administration claim that any aviation entity is not contributing to the cost of the system! Yes, this level of rhetoric is new to this writer. But there are other “small” things. Have readers been paying attention to the TSA’s move into every aspect of aviation? The NBAA and FBO organizations are fighting hard to keep the TSA from implementing oppressive security at your
local FBO. This writer conducts Flight Instructor Refresher Clinics (FIRC’s) and is now required to spend about two hours of each 16-hour class teaching TSA information, not covering flight safety topics. Then there is the FAA proposal to make all “N” numbers on all IFR flights available to anyone who wants them by simply going to the web. These flights can be tracked from take off to landing, by anyone. Sure, that could be a good service if it is restricted to granted permission, but as a policy, it is intrusive and challenging to reasonable expectations of privacy. Yet another sign of disrespect? Let’s not forget the recent attack on the GPS navigation system, wherein a commercial company (major campaign contributor) is granted privileges that were so damaging to the GPS system that it took a Congressional committee (good for them!) to sort out what was going on. This all took place at the management level of the FCC, without a public comment process. Again, disregard for aviation? This is another example of a “small technical issue” that received attention only when the alphabet groups teamed up and made the facts known. In all fairness, the quality of political appointees in the FAA has been an issue for the last 20 years, with the FAA employment having become a favorite “gift” to political supporters and fundraisers. Delays in equipment upgrades, and late Next Gen and employee-relations difficulties do not get much news coverage, but directly relate to poor quality leadership. The FAA’s methods of enforcing regulations have become so contrary to basic Constitutional conventions that a bill is now working its way through Congress called the “Pilot’s Bill of Rights.” The need for such a legislative solution is because of a long series of “little things” that simply duck under the radar. And, how many readers know that the FAA question database (used to create pilot written exams) no longer discloses all of the questions, as do all other forms of government exams? Yes, “secret” questions are being used to make it harder to pass written tests. Of course, this is just a little thing. More and more, we see executive decisions and rules coming from the President’s office and agency heads without the customary public comments procedures. The list goes on, and yes, it is very different than this writer has seen before. It is hostile and scary. There is more, but let’s stop griping and get to the action part. America’s political leadership appears to strongly favor public air transContinued on Page 14
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Celebrating Twenty-Eight Years of In Flight USA
April 2012
RED BULL STRATOS – SUCCESSFUL FIRST MANNED TEST JUMP FROM AN ALTITUDE OF 13.5 MILES Austria’s Felix Baumgartner jumped out of a space capsule from an altitude of approximately 13.5 miles as the Red Bull Stratos project moved forward into the manned flight stage in New Mexico. The 42-year-old rode the space capsule attached to a giant helium balloon above the so-called “Armstrong Line.” At precisely 9:50 a.m. on March 15, Felix Baumgartner landed with his parachute in the New Mexico desert nearly 25 miles away from Roswell, wearing a spacesuit as he safely completed a journey towards the edge of space. Just one hour and 40 minutes earlier the extreme athlete from Austria had lifted off from Roswell on board a space capsule attached to a 156-foot-high helium balloon that brought him to an altitude of nearly 14 miles. The goal of this expedition towards the edge of space was to fly over the socalled “Armstrong line” and to do tests under real conditions for the first time. That is the area in aerospace where earthly boundaries and laws disappear. It is an inhospitable region for humans where liquids begin to vaporize and temperatures plunge to 75 degrees below zero. Humans could not survive in this zone without a spacesuit to protect them from the forces
of depressurization and lacking of oxygen. To get there, Baumgartner first had to make it through another “death zone” closer to earth. During the first 1,000 feet of his ascent there would be no chance of escape in the event of a crash because there would be no time to get out of the capsule or open the parachute. The ascent and his exit from the capsule went exactly as planned. Baumgartner plunged back towards earth at a speed of nearly 375 mph. He said later the most difficult part was the extreme cold he encountered. “I could hardly move my hands. We’re going to have to do some work on that aspect,” he said. The Austrian added that he also needs to work on getting accustomed to the extraordinary dimensions of space. “I wanted to open the parachute after descending for a while but I noticed that I was still at an altitude of 50,000 feet,” he said. Even though it was only a test jump for his forthcoming leap from an altitude of nearly 23 miles, Baumgartner still managed to make it into the record books. He became only the third person to leap from that altitude and survive. The only people to jump from greater heights were Russia’s Eugene Andreev and American Joseph Kittinger, both of whom accom-
plished their feats in the 1960s. Kittinger, a living legend now 83 years old, is serving as a mentor for the Red Bull Stratos project and was heading Baumgartner’s test flight from Mission Control in Roswell. Kittinger is on the team of nearly 100 top experts recruited from the fields of science, medicine and aerospace for the mission. Technical director Art Thomson was involved with the construction of the Stealth Bomber and medical director Dr. John Clark served as the crew surgeon for six Space Shuttle flights. The test demonstrated that not only did the capsule system function exactly as planned but the giant stratosphere balloon did as well, as balloon expert Ed Coca confirmed. The delicate giant, which was inflated overnight before the start with more than 16,500 square yards of helium, was remotely deflated exactly as planned at an altitude of 18.64 miles. The space capsule that Baumgartner had been riding in was detached with an explosive device from the balloon and descended under a parachute, landing undamaged in the desert. “This test serves as the perfect motivation for the team for the next step,” said Baumgartner, flashing a wide smile after two previous attempts to launch the test
deal with these “thousand cuts.” In short, it is the “alphabet groups.” Organizations like AOPA, EAA, NBAA, LAMA, GAMA and many others, some representing professional groups, are the key. The sometimes negative view of these groups is often promoted by politicians who would rather not have to explain their actions to experts who know the truth. Many elected officials I worked with greatly valued the expertise these groups offer, and depend upon them for good information
concerning subjects that were not in their realm of experience. This writer has worked closely with, and in, many of these organizations. Believe me, they are experts in “small stuff.” Forget everything you may have thought about these groups due to the ancillary products they sell or their appearance of being a flying club. They need members and are compelled to market themselves, but they have staff members who know what is going on and handle the small stuff, along with major issues, on a regular
Austria’s Felix Baumgartner before his jump from “the edge of space.” (Joerg Mitter, Stefan Stau, Jay Nemeth for Global-Newsroom) earlier that week had to be scrubbed. The conditions in the New Mexico desert will be too windy in the weeks ahead, making it impossible to launch this kind of balloon. After the seasonally windy conditions pass, there will be another test from the altitude of 16.78 miles before Baumgartner and the team will attempt to break the record later this year. See video of the jump and complete information at www.redbullstratos.com
Editorial Continued from Page 13 portation (airlines), and wishes to finance that favoritism with private aviation resources. There seems to be no other conclusion. Of course, this will never fly if an attempt is made to simply pass one big law that grounds us. It can succeed if many small restrictions are put into place by a variety of agencies, whether or not they are aviation related. Looking back, this writer has no memory of so many small, negative actions taking place at one time. Fortunately, there is a way to
basis. They know that you are an aviation participant, not a political or legal expert. That is their job. Yes, we are in troubled times, but far from hopeless. This is an election year and politicians are more likely to listen and care. The alphabet groups are up to speed and running at full power, but they need your support. Please, take this from a guy who has worked inside the beltway, these groups know what they are doing. It is time to step up, join and participate.
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16
Celebrating Twenty-Eight Years of In Flight USA
Red Hawks
Continued from Page 10 the T-45 simulator located on base. The simulator is located in a large room, and although it has no motion, the graphics on the very large screen in front of the T-45 cockpit was excellent and provided a real sense of flying the Hawk. I jumped in and Lt. Galdieri stood next to the cockpit and pointed out the controls and instrumentation. I taxied onto the runway, which was “NAS North Island, San Diego,” and blasted off. I didn’t say anything to the sim operator or Lt. Galdieri, but leveled off real low, turned right down the San Diego harbor, and “flew” under the Coronado Bay Bridge; something I have always wanted to do living in San Diego! I climbed up and tried a few rolls and found the T-45 to be very responsive and a joy to fly. After a few minutes getting the feel of the Hawk, the sim operator put me on final approach to an aircraft carrier. I tried to get on speed, with the proper angle of attack or units of AOA, which was indicated on a gage on the glare shield. With a lot of coaching from Lt. Galdieri, I managed to get the amber donut “on speed” indication on the AOA meter, at least for a second or two. I looked up and saw the back of the ship approaching fast; it looked very real with the ocean, the ship’s wake and deck getting large in my windscreen! Too late, I realized I was high as I touched down and “Boltered.” This meant I didn’t catch a wire and had to go around for another try. On downwind, I determined I would “nail” it this time…pilots have to be optimists! On base to final, I tried to get on speed and center the “Ball” in the mirror lens, and by now I was really thinking this is a lot harder than it looks; but at least I wasn’t high this time. Well, even worse, I caught the “One” wire, the first one at the back of the ship, and this meant I was dangerously low…but I had made it in one piece! I taxied to the parking area and turned to face other T-45s tied down….all very real. The next day, I was very happy to learn I was scheduled to fly with Lt. Galdieri on an “Offensive ACM” training hop which meant that I would be able to observe training for a “dog fight” with an advanced student. I joined Lt. Galdieri as he briefed his student Lieutenant Junior Grade Wes Tanner. Lt. j.g. Tanner was nearing the completion of his training and soon would be landing on the ship and getting his wings. In fact, earlier in the day I was able to see two VT-21 students as they taxied in on their very last flight with VT-21 and get a traditional “wetting down” from their fellow pilots and wives. As they climbed down from their planes, fire extinguishers, filled with water, were
April 2012
used to “wet them down,” and in the next few days they would receive their Navy Wings of Gold. In the briefing, Lt. Galdieri went over the lesson plan for our “1v1” (one plane against one other plane) flight with Lt. j.g. Tanner. He covered ATC and range radio frequencies; our call sign for ATC would be “Hawk 11 and 12,” and in the range we would be “Rage 11 and 12.” He went over safety procedures if we lost sight of each other, altitudes and speeds to start each maneuver, and required radio communication. We headed down to the hangar level and suited up. I had been previously fitted with a g-suit, torso-harness and survival vest, and completed a safety brief so I was able to suit up without too much delay. It was at least 95 degrees as we walked about an eighth of a mile to our Hawk. With help from Lt. Galdieri, and the plane captain, I plugged in my g-suit, and oxygen. I connected the eight-point harness with leg restraints that would pull my legs out from under the glare shield in case we had to eject. After engine start, I settled in and selected the display screens Lt. Galdieri had showed me in the simulator. Lt. j.g Tanner taxied with us to the active runway, and after the required check lists were complete, followed us onto the runway. We rolled first and after ten seconds, he followed. As we climbed out he joined on our wing as we headed to the practice area at 300 knots and 15,000 feet. It was a great day for flying with a lower layer of “popcorn” cumulus clouds at around 8,000 feet. The red and white Hawk next to us was a beautiful sight against the bright white clouds. Soon, we were in the practice area at 15,000 feet and Lt. Galdieri performed a few hard turns to check our G tolerance and called for Lt. j.g. Tanner to take “combat spread” which put him about a mile away, and level with us at 300 knots. As briefed, we would now start today’s lesson with a “Snap shot drill,” high aspect gun training. This lesson would show him how an attacker (us) would look as he passed in front of us in range of our guns and how it would look to him as we tried to ‘lead” him in our gun sight. On command, Lt. j.g. Tanner made a hard turn into us and I heard Lt. Galdieri call “trigger down, snap.” This meant our guns were ‘firing.” “Snap” meant that Lt. j.g. Tanner’s aircraft was in our “pipper,” or gun sight in the head-up-display. Lt. Galdieri then called where we “hit” him – fuselage, canopy or missed high or low. Next, came training in the “flats,” which meant we would perform a flat Continued on Paage 19
April 2012
Contrails
www.inflightusa.com
17
by Steve Weaver
FALLING
IN LOVE WITH A
CASSUTT
I
n the summer of 1974 I was operating a Flying Service in the northern part of West Virginia. My days were full to overflowing as I jumped between management duties and flying, managing the bustling FBO when I could and flying when I was needed to fill-in for the other pilots. The charter business was booming at that time and many of my days (and nights) were spent flying businessmen and freight all over the Eastern part of the U.S, in the Navajo, the Seneca and the Aztecs that we operated for hire. During one such trip to a small airport in the Eastern section of Pennsylvania, an ad on the office bulletin board caught my eye. “For Sale, 1937 J-2 Cub”, the sign said. I owned a 1939 J-3 at the time, but I'd always been curious about the earlier Cubs that used the 40 horse power Continental engines. I inquired about it from the lady running the little airport, and she stated that it had been her deceased husband's airplane and she wanted to sell it to make room in the hangar. This was the first J-2 that I'd seen in person and I noted that it differed from the later J-3 in more ways than the engine. Rather than having the familiar sling for the rear pilot's seat, the seat sat on a plywood box that was built over the elevator bell crank. The trim cable ran along the surface of the left side of the cabin wall, looking and operating like a pulley clothesline. It had no brakes and instead of a tail wheel, it sported a tail skid. Looking back, I think it was the skid that did it. The tail skid was shared with Sophwith Camels and Curtiss Jennys' and dozens of other glorious old airplanes that had fascinated me since I was a kid. The tail skid had a certain romance about it. The tail skid captured an era that was gone. I had never owned an airplane with a tail skid. I really needed, I thought, to own this J-2. I went back to the office for a serious discussion with the lady. An agreement was struck, and a week later I came back with money. An hour after that, I clattered into the summer sky with the old girl, climbing reeeealy slooowly. I was used to the relatively spritely performance of the J-3 with one aboard, and I wondered how this airplane could ever carry two people aloft. Allegedly producing 40 horsepower, this Continental engine felt about half as powerful as the 65 horsepower power
Steve Weaver in the early 70s with his speedy little Cassutt.
(Steve Weaver)
Steve Weaver's 1937 J-2 Cub, now hanging in the Smithsonian. Unbenownst to Weaver, this little cub turned out to be the first that carried the name Piper, and was piloted by Bill Piper himself for two years. (Daniel L. Berek) plant in the J-3. I wondered if all the horses were awake. About 30 minutes were required to reach an altitude that was comfortable for crossing the Allegheny Mountains, but once there she settled down and had a decent, if Cub-like, cruise speed. The summer landscape passed slowly beneath us and the weather remained fine and the headwinds light. At Bedford I stopped for fuel and a coke and then taxied out for takeoff from their short runway. When I worked for Cessna Aircraft Company, my boss Jim who was a bit of a sage, told me once that you could tell by the aircraft's instruments when the pilot before you had had a close call. When I asked him how the instruments would show this, he said that the pilot's heart would have come out of his mouth and beat the glass out of them. The takeoff from Bedford probably would have proven Jim's theory if the panel had boasted many instruments. I was getting the idea that this airplane's strong suite was its uniqueness and ramp appeal, not it's flying qualities.
Arriving back at home base, the airplane was a magnet that drew admirers by the dozens. Everyone that heard about it came to see it and admire its taught fabric and jaunty posture. It was a jewel I knew, but I didn't care if I ever flew it again. My J-3 was a delight to fly and it would do just about anything I asked of it, but it seemed like unrewarding toil to fly this Cub. I decided to trade it for something more fun to fly. An ad was written and sent to TradeA-Plane, to be placed in the Swap or Trade section. Within a week the calls started to come in. Did I want to trade for a boat? How about a cabin on a lake? Perhaps I’d like to trade for land in the Ozarks? Could they make payments? Finally there was a response that piqued my interest. Would I consider a straight across trade for a 125 horsepower Cassutt Racer? I would, and we made plans to meet at an airport equidistant to both of us. A few days later I spotted a yellow dot on the ramp as I flew downwind at the appointed airport. I landed and as I
taxied in, I got my first look at the Cassutt, crouching menacingly on the tarmac, looking to me like an artillery shell with wings. The owner and I introduced ourselves then circled each other's airplanes, like a couple of nineteenth century horse traders appraising the worth of the other's property. After a short while we declared mutual satisfaction with the potential trade and all that was left to do were the test flights. 'Go first', I told him, thinking that if he got the slick little racer here in one piece, he wasn't likely to wreck the Cub. He buckled in and I gave him a prop and he waddled out to the end of the runway. He was back in 20 minutes, and apparently unfazed by the 200 fpm rate of climb demonstrated by the J-2 during his (solo) demonstration flight, he climbed out of the Cub and declared himself ready to trade. Now it was my turn to fly the Cassutt. We repeated the 'brakes and contact' routine, this time with me strapped in the pilot's seat and him swinging the impressive scimitar shaped propeller. The engine caught instantly and the bark of the four short exhaust stacks surprised me. My six- foot frame was stuffed into the confined space of the cockpit, with my head brushing the canopy and my legs stretched straight out in front of me, disappearing under a carry through spar that looked massive enough to support a bridge. There were no shoulder straps, only a single belt that I couldn't seem to get tight enough to hold me securely. I taxied out, getting the feel of the tail wheel steering and brakes, and lined up on the 3,000-foot runway. I was unprepared for the performance of this little rocket. With a weight of only 700 pounds, the 125 horsepower gave it the approximate power/weight ratio of a World War II fighter. Before I could blink, I was off the ground and climbing at 2,000 fpm. The controls had a lightness that I'd never experienced before and within seconds I knew that I wanted to do the trade. The airplane was like a trained and spirited horse that responded to your very thoughts and for the next 20 minutes I did some of the most enjoyable flying I'd ever done. I landed, and the Bills of Sale were signed and exchanged and hands were shaken. The little yellow bullet was mine. The trip home was a never ending Continued on Page 18
Celebrating Twenty-Eight Years of In Flight USA
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April 2012
Contrails
Continued from Page 17 series of rolls, as I exalted over the ease with which the airplane went around its axis. My previous aerobatic experience had been in the Luscombe, which had ailerons that felt like the stick had been set in a bucket of cement, and the Citabria, which though somewhat easier on the controls, still required me to brace myself on a cabin strut to exert enough
pressure for a roll. I found with the Cassutt, I could put my feet flat on the floor and just slap the stick with the flat of my hand and it would do a quick and perfect roll. I didn't know airplanes like this existed and I couldn't get enough of it. For the next week I flew the Cassutt whenever there was time, feeling out its capabilities and trying ever more difficult maneuvers. I did loops, Immelmans,
Cuban Eights and eight-point rolls. My confidence in the airplane grew and finally I felt I was ready to try some maneuvers that were new to me. A vertical roll is exactly that; a roll about the airplane's axis while it is flying straight up. The vertical roll is very showy and is a maneuver that you normally see only at airshows. I'd never flown an airplane with enough speed and
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power to do one, but I was flying such an airplane now and today, on this fine August afternoon, it was time to try one. Down went the nose and the airspeed quickly accelerated to over two hundred. I pulled the stick back and the G forces built as the nose came up, through the horizon and on up, up until the wings were exactly parallel to the ground and the nose exactly vertical. At that moment I pushed the stick to the right and the airplane rotated. Unfortunately at the same time I also inadvertently added a bit of forward stick and negative G force. Instantly I saw the propeller stop dead, as the fuel stopped flowing to the carburetor, the engine quit and the airplane tumbled out of the vertical plane. Without an inverted fuel system this engine would not run without positive gravity on the airplane and I had just taken that away. My first thought was only that I had blown the maneuver and would have to try it again. My second thought, following closely on the heels of the first, was, “Oh crap, I don't have a starter!!!” I needed to get the prop rotating again, or I was going to be landing directly below my present location and there wasn’t an airport there. I quickly dumped the nose steeply down, trying for the pinwheel effect of the wind to start the propeller turning, and again the speed built, slower this time with the drag of the stopped propeller. But even as the speed built, the prop didn’t budge and I was quickly squandering the altitude I had. I pulled the nose back level, slowing the ship to the best glide speed and started looking with a great deal of interest for a suitable landing spot. The terrain was typical West Virginia with steep hills and narrow valleys and nowhere was there a field big enough for even a Cub, let alone the Cassutt. Then I saw that a mile to my west and 2,000 feet beneath me lay the I79 interstate, its ribbon of concrete shinning in the afternoon sun. I quickly set up a pattern that would allow me to land in the south bound lane, which was a straight and level section of the highway, but once I was established on the approach to landing I saw that the traffic looked too heavy in that lane to allow a safe arrival. The north bound lane had much lighter traffic, so I changed directions once more, using up the rest of my excess altitude. I was now committed to a landing in the north bound lane of the interstate. This was not, I now saw, a section of the road I would have chosen for a landing if I’d had a choice. This bit of the highway ran slightly uphill, but the real problem was I’d be landing in a curve. I considered the point moot, since Continued on Page 22
April 2012
Red Hawks
Continued from Page 16 scissors maneuver or a series of level STurns with Lt. j.g. Tanner at the same altitude and fairly close range. Flat scissors result from a mistake by the aggressor (us) due to an in-close horizontal over shoot. Lt. Galdieri purposefully put us into this position slightly behind Lt. j.g. Tanner and now the student had to try to either win, keep the fight neutral, or find the right time to “bug-out,” or disengage from the fight. I should probably note that Lt. Galdieri is a very experienced fighter pilot in the F/A-18 Hornet and not someone easily out flown. Lt. Galdieri is an excellent instructor and his job is not to “win” this fight but to train his students to win. Lt. j.g. Tanner did very well and we set up for the last lesson, the “Rolling Scissor” or “Roller.” Again, Lt. Galdieri set us up with purposeful over shoot but this time the in-close over shoot resulted in a “series of horizontal and vertical over shoots.” This was very dynamic from my point of view; the sky and ground kept changing places as we rolled, climbed and descended. We pulled about 7 Gs as we “cork-screwed” through the sky with Lt. j.g. Tanner’s jet opposite us as we rolled around each other. As long as Lt. j.g. Tanner’s jet was slightly ahead meant we were still winning the fight but he managed to keep us from a clear shot until the very end when I saw him move out in front of our nose. He put up a good fight and I was sure he would soon be unbeatable. We “knocked it off,” as they say, and headed back to base. Lt. Galdieri let me try my luck with a couple of rolls and hard turns. The Hawk was a pleasure to fly and I turned the controls back to Lt. Galdieri. Now that I was not flying and the skies were safe, Lt. Galdieri made an awesome rejoin on Lt. j.g. Tanner; one that I was sure came from his F/A-18 fighter days! Lt. Galdieri later told me he did a barrel roll to rejoin on Lt. j.g. Tanner to lose airspeed and also to get inside of the other Hawk’s turn. He said, “By trading airspeed for altitude and rolling during the maneuver I can effectively slow down while keeping the other aircraft in sight ultimately ending up in a position on the inside of his turn to expedite the rejoin and save fuel.” Well, whatever the reason, it sure was impressive to me! Lt. j.g. Tanner led us back to NAS Kingsville and I was able to get some good shots as we followed him in a “fan” break over the runway. Lt. j.g. Tanner touched down on the parallel runway and turned off as we made an approach to the runway equipped with the “meatball.” I could see that Lt. Galdieri had us on
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speed and the “meatball” was centered all the way to touchdown. In the post-flight debriefing, Lt. Galdieri went over the flight with Lt. j.g. Tanner and pointed out what happened during each maneuver and the training objectives that were accomplished. For my benefit, he explained a few terms
such as lift vectors, corner speed, angle of attack, and turn circles during the ACM engagements. Though I didn’t understand all the terms, one thing was certain: Air Combat Maneuvering is a deadly science and our Naval and Marine Aviators come out of this school as the best in the world! I would like to thank to Commander
19
Quino Alonzo, Commanding Officer of VT-21, Commander John Kelsey, former CO of VT-21, Lieutenant Commander Brian Beck, XO, and Lt. Galdieri for making this flight possible.
Celebrating Twenty-Eight Years of In Flight USA
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April 2012
ADVENTURE HOUSE UNEARTHS A GREAT AVIATION SERIES FROM THE PULP ERA By S. Mark Rhodes
T
he pulps of the 30s and 40s are a rich (though somewhat forgotten) treasure trove of American storytelling not necessarily at its best, but maybe at its most memorable and original. Memorable and even immortal characters sprang from the pages of these publications such as Tarzan (100 years old this year) as well as Doc Savage, The Avenger and The Shadow. Less well known, but equally memorable was the series G-8 and His Battle Aces. This series was penned by Robert Hogan and had an impressive 110-issue run from 1933 to 1944. G-8 does not have the name recognition other pulp stalwarts like The Shadow might have even today; but he was a unique character in his own right. Other popular pulp characters such as Doc Savage and The Avenger were “Renaissance Men on Steroids” having multiple worldclass talents like physician, scientist, inventor, athlete and so on. G-8 was a supernaturally talented aviator and spy but he did not have the extraneous talents or limitless bank accounts of the playboy/vigilantes like The Shadow. Interestingly enough, author Hogan was a fairly accomplished aviator having been an air cadet in the First World War and also having worked as a demonstration pilot for Curtis Wright. The Depression saw Hogan lose his job and helped pave the way for his career as an author. Again, G-8 was a more realistic figure than some of the supermen of the pulps. Talented as he was, G-8 was cut much in the cloth of some of the great early American military airmen like Eddie Rickenbacker – a figure of immense ability but still a recognizable human being. G-8 was supported by two aviator associates (his “Flying Aces”): the rather short Nippy Weston who flew an aircraft numbered “13” and the taller, powerfully-built “Bull” Martin whose superstitious nature dictated that he place a lucky “7” on his aircraft. Despite the somewhat realistic set up of the characters in the G-8 series, the plots were way over the top with the concept that their German adversaries utilized science fiction oriented devices (an invisible plane, a giant magnet that pulled aircraft to their doom) as well as supernatural crea-
tures (a squadron of dead German aces, a giant aircraft devouring spider) to plague G-8 and his crew. The characters in G-8 likely influenced the comic aviation super team The Blackhawks (who were independent operatives much like G-8 and his team). However, the character and his narratives didn’t have the impact on comics that his pulp stablemates had. Indeed, G-8 seemed more influenced by classic and pulp horror literature like Edgar Allen Poe and H. P. Lovecraft. His “real” persona is never named and his numeric designation foreshadowed later abstract operatives like Ian Fleming’s 007. The great publishing house, Adventure House has released (and are continuing to release) a number of G-8s adventures in an attractive format that reproduces the great, lurid covers in crisp, striking color (to say nothing of the beautiful black and white interior art which exhibits exceptional draftsmanship). Interestingly enough, the stories hold up fairly well; (a real feat since these pulps were churned out with great regularity) the horror aspects are particularly effective in these narratives (the writing can be a bit stilted; i.e. “I know what you were going to say Excellence,” he cackled.) In any event, G-8 is a character who might be ripe for re-discovery, and if this happens Adventure House will deserve the lion’s share of the credit. It might be a Continued on Page 22
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Contrails
Continued from Page 18 I was out of options, and I settled myself to the landing. Looking ahead I saw power lines crossing the road in front of me at about the height I would be when I arrived there, given my current glide angle. Once again I dumped the nose to get below the lines, and just as they passed above me I passed over several cars, moving much faster now than normal approach speed and faster than the traffic. Now the road in front of me was vacant and as I milked my speed down for the landing I saw that my touchdown would be just where the
highway went through a bridge, still in a slight uphill curve. Just before I touched, I took the airplane out of the turn Iâ&#x20AC;&#x2122;d used to match the curve in the road and touched down in the bridge going straight. I used the width of the bridge to get the airplane solidly on the ground and once there I steered left to guide the coasting airplane around the curve. As I slowed I steered the silent little ship to the breakdown lane of the road and coasted to a stop. To be continued...
Steve Weaverâ&#x20AC;&#x2122;s J-2 Cubâ&#x20AC;&#x2122;s History I hadnâ&#x20AC;&#x2122;t given much thought to the J-2 in this monthâ&#x20AC;&#x2122;s column for about thirty years, but while getting this story ready I started thinking about it again and wondering what had ever happened to it. When I was asked for pictures of both the Cassutt and the J-2 for the article, I dug into my cache of old photos and failed to find one of the Cub. Before cell phones gave everyone a camera on their belt, a camera was usually something you had at home when the urge or need to record something occurred. So it was that the Cub came and went without me getting a photograph of it. Thinking that I might find a photo of it on the internet, I googled the registration, N20137, which for some reason I remembered. The first hit that came up was a picture of the J-2 hanging from the ceiling of the Smithsonian. I was dumbfounded. It seems I had owned, albeit briefly, the first airplane to ever wear the Piper name. While I owned it I did notice several things. Although it was registered as a Piper, the data plate on the firewall said it was a Taylor. Also the serial number was #1937, which was the year it was built, an odd coincidence I thought at the time. I knew that 1937 was the year that Taylor, the designer of the Cub, left the company and founded his own firm, which would produce the Taylorcraft, but I didnâ&#x20AC;&#x2122;t put it all together. Later, long after the airplane left my hangar someone researched the history of the NC20137 and found that it was in fact the original Piper, the first of thousands that would follow. Not only that, but records showed that it was retained by the factory for two years and was flown by Bill Piper and others for company business and demonstrations.
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Continued from Page 12 outside refinancing from the business world. This was achieved in 1994 and Embraer got back to work. Now Embraer has firm orders of $15.4 billion USD, more than 17,000 employees, and, last year, posted a net profit of $203 million USD. They export their airliners to many European coun-
tries and the U.S. and continue to accept orders from the Brazilian Air Force. Recently, they began building a single engine agricultural aircraft called the Ipanema. One interesting thing about Brazil is that airplanes, cars, buses etc. all run on hydrated ethanol. They donâ&#x20AC;&#x2122;t care about oil prices.
Adventure House Continued from Page 20 great movie or cable property as well; who might play the stalwart G-8? Might I suggest the young, magnetic Ryan Gosling? An actor with old-fashioned looks and a great physical presence. For more on Adventure Houseâ&#x20AC;&#x2122;s work visit www.adventurehouse.com.
The square jawed aviation superhero G-8. (Adventure House)
April 2012
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OODIES AND ADGETS
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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1973 CESSNA TURBO 210L
1977 AMERICAN CHAMPION 7-GCBC
4255 TT, 578 hrs TTSFR, Hot prop, Garmin 530, 2 axis autopilot, King avionics.
7601 TT, 263 SMOH, 263 SPOH, 180 HP Engine w/ Constant Speed Prop., KX 155 w/ GS, Vacuum Sys., New Windows.
1960 BEECHCRAFT 33 DEBONAIR
1964 BEECHCRAFT S35 BONANZA
5589 TT, 150 Hrs. on Factory Reman Engine and Overhauled Prop., No Logs.
3873 TT, 1088 SMOH, 2-Axis Autopilot, Garmin 480, IFR Waas GPS, Tip Tanks, Incredible Leather Seating, Much More!
1967 MOONEY M20C
1982 WING DERRINGER D-1
5642 TT, 136 SMOH, Garmin 430, 320A, SL30, 3 blade, stand by vac
299 TT, 2 place, 170+ KTAS, Light twin engine, last one built, personal Airplane of Dr. Wing.
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Celebrating Twenty-Eight Years of In Flight USA
April 2012
TIGHAR TO SEARCH FOR EARHART’S LOCKHEED ELECTRA On March 20, 2012 at a special event in the Benjamin Franklin Room at the United States Department of State in Washington, D.C., Secretary of State Hillary Rodham Clinton announced that later this year The International Group For Historic Aircraft Recovery (TIGHAR) will do the long-awaited search for Amelia Earhart’s Lockheed Electra in the deep waters off the reef at Nikumaroro in the Republic of Kiribati. Sharing the dais with Secretary Clinton were Secretary of Transportation Ray LaHood; Assistant Secretary of State for East Asia and Pacific Island Affairs Kurt Campbell; Kiribati Secretary of Foreign Affairs and Immigration Tessie Lambourne; National Geographic Society Explorer-in-Residence Dr. Robert Ballard; and TIGHAR Executive Director Ric Gillespie. Following the event at the State Department, Kiribati Secretary Lambourne and TIGHAR’s Ric Gillespie signed an Antiquities Management Agreement that grants TIGHAR an exclusive license and right to search for, study, recover and preserve objects, including plane parts or wreckage, relating to or which tend to suggest the presence of
At the State Department. L to R: Foreign Secretary of the Republic of Kiribati Tessie Lambourne; TIGHAR's Pat Thrasher; Ric Gillespie; U.S. Secretary of State Hillary Clinton; Dr. Robert Ballard; U.S. Secretary of Transportation Ray LaHood. Amelia Earhart and/or Fred Noonan within the territorial boundaries of the Republic of Kiribati. As with previous TIGHAR expeditions, funding for this search is being raised entirely through contributions from private citizens, foundations, and corporations. Lockheed Martin is leading a growing family of corporate sponsors. TIGHAR’s long-time sponsor FedEx is aboard with a major contribution of shipping services, and in addition to helping Continued on Page 34
FLIGHT DESIGN CTLSI FEATURES NEW ROTAX ENGINE Fuel-Injected 912iS Powerplant Has Many Advantages Flight Design is among the first to feature the new fuel-injected 912iS powerplant from Rotax Aircraft Engines in its just-introduced CTLSi. As the leader in the LSA segment, Flight Design is in a long-term partnership with the BRPPowertrain distribution network. “With fuel injection, Rotax has leaped forward allowing our new CTLSi model to achieve even more,” said Flight Design USA President Tom Peghiny. “Carburetors demand more mechanical oversight and tuning the dual carbs increases complexity. With fuel injection, balancing carbs is no longer necessary. Pilots will find increased torque, easier starting, and smoother operation. Carb ice concerns becomes a thing of the past.” Fuel injection is more precise allowing better efficiency at lower pollution levels thanks to a computer chip that constantly optimizes the air-to-fuel ratio. Most of the regular carburetors must be adjusted periodically, which also
demands training. Fuel injection is more reliable and automatically compensates for altitude, which reduces pilot work load. Using signals from several sensors fuel injection monitors engine vacuum, exhaust gas temperature, ambient air pressure, incoming air temperature, liquid coolant temperature, and throttle position to self adjust for engine condition and atmospheric conditions. “As the LSA market leader, we are pleased to put the Rotax 912iS into production on our CTLSi” said John Gilmore, National Sales Manager for Flight Design USA. “However, for customers who prefer the advantages of carbureted systems this lower cost option will continue to be available.” The CTLSi is available for immediate order with first deliveries in mid2012. For more details visit http://flightdesignusa.com/.
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April 2012
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1972 BARON, 480 TT, 309 SMOH, 633 SPOH, KNS80, KMA20, KX155, KY196, G327, CIII AP, Strike Finder.
1975 BELLANCA SUPER VIKING 17-30A, 2300TT, 650 SMOH, dual Garmin 430, IFR, Call Dusty for more information.
1976 V35B, 1180 SFREMAN, 454 STOH/SPOH, G600 Primary FD, GEM, GNS 530W & GNS430W WAAS GPS/NAV/COM, 55X AP, 3blades, MUCH MORE. Call for details.
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Celebrating Twenty-Eight Years of In Flight USA
26
Aviation Ancestry
April 2012
by Scott Schwartz
B-29 SUPERFORTRESS - PART IV Within three days of the North Korean incursion across the 38th Parallel, Guam-based B-29s were sent to attack enemy tanks, trucks, supplies, and troops. Much like its later cousin, the B-52, the Superfortress was a strategic bomber that was being used in a tactical role. Not surprisingly then, bombing results were mediocre. B-29 losses were fairly light, though, for at this stage, anti-aircraft fire and the occasional interception by World War Two vintage, Soviet-built pistonengine fighters were the only hazards faced by B-29 crewmen. Sadly, these days were short-lived. Within a few months, the first Soviet-built, jet-powered MiG-15s were seen parked at enemy air bases. Further, several of these new fighters attacked an RB-29 in November, 1950. Heavily damaged, the RB-29 crash-landed en route back to its base, and its tail gunner was given credit for shooting down the first MiG ever to be shot down….by a B-29 gunner. As more B-29s fell to the guns of enemy MiGs, it became clear that the B29 was no match for modern interceptors.
The EAGLE “wing” radar antenna can be seen in this photo. The An/APG-7 radar enabled bombardiers to hit targets that were blanketed with overcast. (Courtesy of the USAF) After the Oct. 23, 1951 mission, in which eight Superfortresses were dispatched to bomb an enemy air base on the Yalu River, the Air Force restricted B-29 missions to night-time attacks only. A look at
what happened during this mission will explain why. More than 50 MiG 15s attacked the B-29s. Shucking aside the Republic F84s that were escorting the B-29s, the MiGs succeeding in shooting three of the bombers down. Three more B-29s were heavily damaged, and another two were “only” moderately damaged. This is not to say, however, that the B-29 gunners never got in any licks of their own. By the time Korean War B-29 operations ended, gunners had been credited with shooting down 27 enemy aircraft (16 of which were MiGs) plus 17 “probables” (all of which were MiGs). Sixteen B-29s were shot down by enemy fighters, four to anti-aircraft fire, and another 14 to “unspecified” causes. With the end of its service during the Korean War, the Air Force began steadily phasing the B-29 out of service. Prior to its retirement, the B-29 had been produced as or modified to become several variants. One of these was the B29A. The “A” model was different from the “standard” B-29, in that the “A” model’s forward upper gun turret had four guns instead of two. Further, the B29As wing center section was installed in one piece, by sliding it through the fuselage and then attaching it. The outer panels and engine nacelles were then
installed. This resulted in a wing that was stronger, easier to assemble, and easier to maintain in the field. The B-29As wingspan was a foot longer than that of the standard B-29. If the reader wishes to impress fellow cocktail party guests, he or she can mention that the B-29As designation included the suffix “BN” (as in “B-29ABN”). This is because the B-29A was built at Boeing’s Renton, Wash. plant, which was actually a U.S. Navy facility. It’s easy to remember who built the B-29B. This was the stripped-down version of the Superfortress that was intended for use on low-level night attacks on Japanese cities. The only guns carried were the two .50 cal. machine guns in the tail, which were aimed with the AN/APG-15B radar fire control system. B-29s with this system can be recognized (in old photos, anyway) by the ballshaped antenna housing that was mounted between the two guns. Maj. General Curtiss LeMay reasoned that B-29s flying low, fast, and in dark, would only be vulnerable to fighter attack from the rear. It should be remembered that LeMay had already ordered the removal of the gun turrets (except for the tail guns) from many of the Marianas-based B-29s. The B-29B was simply an assembly-line response to the need for a lighter, faster B-29. Three hundred, eleven B-29Bs were built by Bell Aircraft (the name “Bell” begins with the letter “B”; the reader can now see why it’s easy to remember who built the B-29B) at its Marietta, Ga. factory. Quite a few B-29Bs were fitted with the AN/APG-7 Eagle “wing” radar (the antenna housing was shaped like a small airfoil, which was mounted under the fuselage), which gave the bombardier a clearer depiction of the target, as well as the improved ability to drop bombs through overcast weather conditions. The B-29B was the last Superfortress version to be built as a separate variant on the assembly line. Later versions of the aircraft (which will be covered in the next and final installment of this series) were modified after they had left the factory.
Check the latest aviation news at
www.inflightusa.com
April 2012
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President Obama has nominated Michael Huerta, who has served as the Federal Aviation Administration’s acting administrator since December, to serve a full term as FAA administrator. Huerta had previously served as the agency’s deputy administrator and became acting administrator following the resignation of former FAA Administrator Randy Babbitt. Huerta’s nomination now goes to the U.S. Senate for confirmation. EAA President/CEO Hightower and other top EAA officials met with Huerta in January and, among other discussions, invited him to attend this summer’s EAA AirVenture Oshkosh. Huerta expressed interest in participating at AirVenture, where the FAA administrator traditionally hosts the "Meet the Administrator" session with aviators attending the world’s largest fly-in convention. Prior to joining the FAA, Huerta was group president of the Transportation Solutions Group of Affiliated Computer Services Inc., a technology services provider supporting transportation agencies worldwide, and managing director of Transportation Communication for the
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FAA STARTS UAS TEST SITE SELECTION PROCESS On March 7, the Federal Aviation Administration (FAA) released a request for public comment on the selection process for six unmanned aircraft systems (UAS) test sites (comments due by May 9), following Congressional language in both a defense spending bill (passed Dec. 31, 2011), and the FAA reauthorization bill (passed Feb. 14, 2012), requiring the FAA to create six UAS test sites around the United States. However, before the FAA issues a request for proposals to select the actual test sites, the FAA first needs help developing the test site requirements, designation standards, and oversight activities. Along with creating UAS test sites, Congress also called for the full integration of UAS by Sept. 30, 2015. So, in addition to allowing for more UAS operations, including by commercial operators, the goal of the test sites is to help the FAA develop the regulatory framework to govern the widespread use of UAS in the national airspace. “Unmanned aircraft will be the next
big revolution in the aerospace industry, and the creation of these test sites will mark the beginning of what will one day be a common occurrence, manned and unmanned aircraft safely flying together in the same airspace,” said AUVSI President & CEO Michael Toscano. “AUVSI applauds Congress’s foresight on creating these test sites, and looks forward to working with the FAA, aviation stakeholders, and the general public, to ensure UAS operations are conducted in a safe and transparent manner.” There are currently dozens of nonmilitary uses of unmanned systems, including the use for law enforcement, firefighting, border surveillance, disaster surveillance, aerial photography, wildlife monitoring, agriculture applications, news coverage, mapping and more. The field of unmanned systems is changing rapidly, that it is likely we have not fully comprehended all of the potential uses. However, one thing is clear unmanned systems are here to stay. Continued on Page 35
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April 2012
ou’d have to be living in a cave not to know that Reno is alive and well and will once again bring noise, dust, thrills and big hotel bills back to the Reno area. I know I’ve been heard saying, “ the Reno Races have a life of their own and the world of aviation and or the government can’t stop it.” If you attend, enjoy and wear a hat. Send me a post card if you wish. Of course I wish those that sign the bottom line up there, all the luck in the aviation world, and of course I pray that we will never see headlines like the ones we lived through last year. Sadly, we will have to muddle through pages of headlines and stories, all wrapped in hours of TV coverage on the 2011 race history, and once again put families and friends through refreshed pain. I’m sure “ Reno” will find some way to honor those that sustained loses and do their best to pay the appropriate tribute.
Amelia, Is That You? Let’s move on to the on going and everlasting thrill and excitement of yet another “ Amelia Story” that has us sitting on the edge of our computer chairs, Lazy Boys, and golf course bar stools, discussing whether or not they have or will actually find her plane. This of course, poses the question: “ Do we care?” You’re darn right we care . . . and so do some other heavy hitters according to the newswires. Based on what’s going on in the rest of the world we always need some wonderful stories to take our minds off the other things that make us unhappy. I guess that moves Amelia right to the top of our list of favorites. One can’t help but imagine how many bets are made sitting on those B-stools and the odds of finding her. Of course the rest of us, depending on our ages, have come to terms with the fact that it won’t change our lives much, but it could bring some kind of closure, as if we really needed it. I suppose there will be film at “ eleven” if they find her and Diane Sawyer will contact us immediately with the news.
Larry Shapiro
Larry Shapiro, Jean Tinsley and Karen Morss at the Sky Kitchen in the San Carlos Airport (Carol Osborne)
true aviation pioneer, by an amazing aviation pioneer, and joined by other aviation pioneers. Wow! That’s a mouthful and so was the delicious cake served in the celebration of Jean Tinsley’s birthday, thanks to Carol Osborne for the amazing cake. Of course it was held in a very appropriate location, in the Sky Kitchen at the San Carlos Airport, (SQL). Thanks to Karen Morss for always being ahead of the power curve and making sure it happened, and in the right way. For those of you that don’t know about Jean, she is lovingly known as The Whirly Girl and was the first woman to fly a Tilt-motor Helicopter plus many others of things with moving wings. That plus her thousands of hours of helo time makes her a true giant in our aviation community even if she is a tiny little PIC. I have had the pleasure and honor of being her friend and neighbor for many years. There are many reasons for loving this little warrior . . . she is always graceful and always elegant in her sartorial splendor. At 85 she still lives in her home alone and still drives her car, and still will take on all of us in a heated discussion on flying and airplanes. Okay Jean, give us a little kiss . . .
And Now . . . The Fun Stuff I’m Just Saying . . . Okay, so ask me how lucky I am . . .go on, ask me. Never mind, I’ll just tell you. The reason I’m so lucky is that I got invited to celebrate the 85th Birthday of a
So the rains have finally hit northern California. Those that complained that Continued on Page 32
April 2012
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Flying With Faber
A VISIT
Panoramic view of Munich (Rudolf Sterflinger)
A Market in Munich
Lowenbrau
I
(Ann Shepphird)
(Ann Shepphird)
t may sound like profanation for an aviation enthusiast to make this statement, but I love trains. Perhaps this affection is rooted in the delightful memories of my boyhood train trips around the Midwest. Imagine my enthusiasm when, years after those boyhood adventures and just before embarking on my first trip to Europe in the 1960s, I discovered that a tourist could purchase a Eurail Pass and travel first class from one end of western Europe to the other for 30 days for just $90. Back then, I stopped off in London, acclimated myself to the old world, then set out for Dover and the trip across the English Channel to Calais, France. I hopped on a train, the conductor punched my Eurail Pass and my 30-day journey was officially under way. I spent days in the comfort and warmth of the train, trac-
TO
ing the steps of the WWII forces that had fought their way through sweltering heat, mud, rain, snow and bitter cold from the coast of Normandy to Berlin. In those days, I could merely jump on any train that caught my fancy and ride along to its destination – the identity of some I did not know until I arrived. It didn’t take long to acquire expertise on how to navigate the train system. Each station was equipped with a set of charts. The big yellow chart was the timetable for trains departing from that station and the white charts listed the details of arriving trains. For example, if you wanted to travel from Paris to Munich, at one of the Paris stations, you merely ran your finger down the yellow chart until you found a train that was headed toward Munich. Run your finger from left to right for the train number, the departure time, the track where the train awaited you and the arrival time in Munich. At the exact second of the published departure time, the shrill of a whistle sounded twice, a pause, then a single blast, and the train commenced its punctual journey to Munich where it would arrive precisely on time. In many respects, Munich has changed little since my first trip – this great city has only become greater. The trains are sleeker and faster. The environs around the train station are now quite trendy. For example, a stately old post office across the street has been converted to one of Europe’s most beautiful hotels, the Sofitel Bayerpost Hotel. But the yellow and white timetables are still the same. I can’t express how smug I felt when, last month, a group of journalists and I arrived at the train station to catch the ICE high-speed train from Munich to Frankfurt. None of my seasoned traveler colleagues was able to locate the train. I looked for the friendly yellow timetable, located our train information and rushed back to the group – or I should say, swaggered back and led them to our train. Of course, the train left on time and arrived on time.
A City for Everyone The Bavarian Metropolis with its 1.4 million inhabitants lies virtually at the centre of Europe. The city is easily accessible either by high-speed train, motorway, or through a large international air-
MUNICH port. Munich has a dense network of modern and affordable public transportation, with buses, an underground system, colorful trams and suburban trains. All major attractions are within walking distance from each other. The Alps seem to be palpable just by reaching out. Within a day, tourists can visit and enjoy summer and/or winter Alpine activities. Three world-class orchestras, countless concert venues and a host of festivals ensure a constant flow of music of all styles, from classical to rock – and of course, ump-pah-pah bands in the beer halls. The city also has a wide array of museums, most notably the three Pinakothek art museums exhibiting fine arts and graphic arts from six centuries all located within walking distance. Completing these three cultural giants is the newly opened Museum Brandhorst that features modern art.
Stuart J. Faber and Aunt Bea
A parking lot in the Munich Shopping District (Ann Shepphird)
Always an Excluse to Party Munich is synonymous with Oktoberfest, but that is just a portion of the story. In my view, Munich is pleasantly obsessed with a partying spirit much like that of New Orleans. It is Oktoberfest all year around. Munich is a sophisticated and intellectual center, but with a distinctly wild side too. It’s a contrast of young and old, tradition and revolution. And nowhere is this alluring blend better showcased than in Munich’s nightlife. At one end of town, folks dress in their finest and attend a classical concert. At the other end, young folks in jeans are migrating from pub to pub. When the sun goes down over the Munich skyline, the city really comes out to play. Streets and squares come alive with residents and visitors alike, turning Munich’s cafés, bars, beer gardens, restaurants and clubs into one massive, extended playroom, humming with activity. Enough beer is poured to float a battleship. Food buffets spring up throughout the city. Locals pour from their workplaces and head for the nearest bar or beer hall. In Old Town you’ll find plenty to choose from, including the world-famous Hofbräuhaus, complete with the Oktoberfest feeling but without the Oktoberfest crowds.
BMW Welt Museum
(Ann Shepphird)
And there’s no need to worry about how to get home in the wee small hours. Not only are taxis reasonably priced and easy to find, but an excellent network of night buses runs throughout the week and weekend. Munich is safe, easy to navigate and cheap to get around. To me, part of the fun, challenge and excitement was to hop on a shiny blue streetcar, mingle with the locals and figure out where my stop was. If I missed my stop, it was no big deal. I might just discover another treasure.
A High-Tech City Oktoberfest, the largest festival of its kind in the world, great art collections, hospitality, shopping, and this city’s special magnetic blend of glamour and Bavarian tradition are what define Munich. But this city is also a major hub of technology and the world’s automotive industry. First and foremost, Munich is home Continiued on Page 31
Celebrating Twenty-Eight Years of In Flight USA
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April 2012
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Flying With Faber Continued from Page 29 to BMW’s company headquarters, its center for design and engineering, its museum and Munich’s new architectural gem, the carmaker’s public space called BMW Welt. Dedicated to the history of traffic and transport, the Verkehrszentrum of the Deutsche Museum – the world-renowned museum for science and technology – showcases the fascinating ascent of mobility within the modern era. At BMW Welt and the BMW Museum, visitors are presented with a comprehensive survey of cars, motorcycles and engines, as well as special services and technical and design solutions by the BMW brand. The Plaza forms the heart of BMW Welt, and this is where the brand’s latest automobiles are on display. A second area – the Technology and Design Atelier – rounds off the complete brand experience. Also showcased at ground level is BMW Individual – the most exclusive way to drive a BMW. The entire current range of BMW motorcycles is on display on the first floor in the end of the Gallery as well as in front of BMW Welt near the Double Cone. The exhibition area of the BMW Museum is likewise divided into several areas: the low-rise building contains permanent exhibitions in its seven “Houses,”
along with the Visions area and the BMW roadsters. In the extraordinary Museum Bowl, the sole exhibition space for the Museum from 1973 to 2004, changing exhibitions are granted a particularly prominent location.
A Shopper’s Paradise Within Munich’s City Centre you have a wide choice of shops, boutiques and department stores. One of the representative boulevards planned by King Ludwig I, Maximilianstrasse is one of the most exclusive areas in Munich. Sauntering between the Bavarian Parliament, Maximilianeum and the National theater – the Bavarian State Opera, you can enjoy the flair of one of the boulevards that have rendered Munich the nickname “Italy’s most northern city.” Along rows of classicist buildings you will find internationally renowned luxury shops as well as a haute-couture phenomenon “Mooshammer,” which can only be found in Munich. The shops are one-of-a-kind and vary from featuring women’s shoes at $1,000 a pair to the most tempting chocolates, cheeses, meats, sausages and vegetables I have ever seen. Theatinerstrasse is a street connecting the central square Marienplatz with
Odeonsplatz and Ludwigstraße is a primary address for luxurious shopping. It is also the home of traditional cafés and restaurants, in addition to an arts cinema showing original international films with subtitles. The entrance to one of the largest art exhibition areas, the Kunsthalle der Hypo-Kulturstiftung, leads into Munich’s latest shopping centre, called Fünf Höfe or Five Courts. Exclusive shops, bistros and cafés are located in this fascinating ensemble of modern art and architecture. The boulevard between Marienplatz and Karlsplatz/Stachus, Kaufinger Strasse with the medieval city gate Karlstor, has been a pedestrian zone and Munich’s busiest shopping area since the 1970s. Half way between Marienplatz and Stachus you can turn left into “Arkaden,” a roofed alley, which is home to more individual shops and cafés. Clearly one of the most typical shopping districts of Munich is Sendlinger Strasse. The small street leading from Marienplatz to the medieval city gate Sendlinger Tor in the south of old town is home to many family-run retailing shops. It is the ideal place to go if you are looking for arts and crafts, unusual gift shops or arty posters. After shopping, there are plenty of little cafés and restaurants where you can sit down, relax, and enjoy the evening.
31
Cuisine Munich is not a place for vegans or those on low fat diets. Virtually every meal consists of huge portions of meats and potatoes. Sausage is ubiquitous. The first time I pulled into Munich, I devoured a plate of sausages before the train huffed its final puff. I had been informed that a great dish of bratwurst and weisswurst could be acquired at the train station. It was good advice. I tried it in the late 60s and again during my recent visit. Other specialties include schweinshaxe, a succulent grilled pork joint with a side of sauerbraten. My other favorite is wiener schnitzel, a breaded veal cutlet usually served with braised red cabbage and boiled potatoes – a Bavarian favorite that originated in Austria. (Not the hot dog chain in the U.S.). I recommend the Ratskeller Munchen, which is on Marienplatz in the heart of the shopping district. The restaurant consists of room after room of huge tables, Bavarian decorations and wood beamed ceilings. Try the grillwurstl, a huge sampler of bratwursts, smoked beerknackwatwurst, Schnapps bratwurst, grilled bacon, sauerkraut and mashed potatoes. The Bavarian roast duck breast and leg with gravy and red cabbage is sensational. Continued on Page 32
Celebrating Twenty-Eight Years of In Flight USA
32
USER FEE PROSPECTS FADE By Dan Namowitz, AOPA
A
groundswell of opposition awaits the Obama administration’s proposal for a $100 aviation user fee if it ever reaches the House floor–but it won’t, said House aviation subcommittee Chairman Tom Petri (R-Wis.). Petri on March 1 fired off a letter bearing 195 congressional signatures to President Barack Obama, reminding him
that user fees have been proposed by presidents of both parties but were overwhelmingly defeated each time. A userfee proposal appears in the White House’s 2013 budget package. AOPA President Craig Fuller, who often urges the aviation community to remain vigilant for re-emergence of user fees, welcomed the strong and early message from Capitol Hill. He called on the administration to drop the plan in the face of formidable opposition.
IN
April 2012
CONGRESS
“It is clear that congressional opposition to aviation user fees has grown significantly,” Fuller said. “We said at the time it was a proposal likely to be dead on arrival. Let’s hope the $100 per flight user fee is buried quickly by the Obama administration.” Sponsors of the bipartisan House letter included Aviation Subcommittee ranking member Jerry F. Costello (D-Ill.) and the co-chairs of the House General Aviation Caucus, Reps. Sam Graves (R-
Mo,) and John Barrow (D-Ga.). Rep. John Mica (R-Fla.), chairman of the Transportation and Infrastructure Committee, and ranking member Nick Rahall (D-W. Va.) also signed. The extent of opposition quickly emerged following announcement of the user-fee plan. AOPA reported Feb. 22 that the four sponsors of the letter had begun to urge colleagues to signal their disapproval of the proposed user fee on Continued on Page 43
What’s Up Continued from Page 28 we didn’t have any, and then tell us how much we need it, are now complaining about the rain and that they can’t fly. Attention on deck all you Sky Queens and Kings . . . flying in the rain can be a good thing . . . first, your airplane gets a good wash job. Next, your airplane will fly better in the rain, please don’t ask me why just trust me on this. And finally, rain doesn’t mean IFR WX, it just mean Wet WX. If you can see, go for it! I’m just saying . . .
On final . . . April is a great month . . . naturally it involves food and money. First, you give
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That’s Thirty! “ Over”
Flying With Faber Continued from Page 31 Be sure to visit the Nymphenburg Palace, a palace of storybook Bavarian history. It started in 1663 and was extended by royalty from century to century. Today, it consists of an old hunting lodge, Bavarian gardens and a venue for corporate meetings. Attached to the palace is a restaurant with the best wiener schnitzel I had in Germany. Another great restaurant is Lowenbraukeller. Situated in the heart of Munich at Stiglmaierplaz, this place is ideal for an intimate dinner or a gala banquet.
Hotels
New Dampened Landing Gear
your money to the IRS. Then the best part is Easter and Passover. Let’s hear it for Lamb and Matzoh, mostly for the Lamb. The bottom line is that it means family and friends at the big table and that’s what life is all about. While you are sharing these precious moments, please remember our troops. Check your areas for a place that might have some warriors without families locally and offer them a seat at your table. You are all in my thoughts and prayers for a safe and joyous holiday season. Until next time . . .
The Hotel Bayerischer Hof is located in the heart of the old city with easy access to the main shopping center. Operated by the same family since the late 1800s, this luxurious hotel combines the warmth of tradition with the amenities of the 21st century. For more information, write info@bayerischerhof.de or www.bayerischerof.de. The Sofitel near the train station is
one of the most unique studies in carving a contemporary hotel out of an historic building. The designers have preserved the integrity of the 19th century structures with one of the most avant-garde modern designs I have seen. This hotel is ideal for an intimate getaway or an important business meeting. Visit www.sofitel.com/ gb/hotel-sofitelmunich-bayerpost. Munich is one of those unique cities from which I never can get enough. Each time I visit, I am reluctant to leave. Turn any corner and there is a piece of Munich that one has never seen before and which is certain to bring excitement and pleasure. It is a city that never sleeps and one of which I often dream. I dream about a gentle walk through Old Munich. I dream about the raucous singing in the beer halls – and I don’t even drink beer. I dream about stopping at a kiosk for a hot sausage wrapped in a fresh steaming bun. I dream about searching the big yellow timetable and finding my train for yet another journey.
April 2012
www.inflightusa.com
33
Steve Weaver Aircraft Sales
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 • e-mail: airplanes@steveweaver.com
1979 CESSNA 182Q
1976 BELLANCA SUPER VIKING
N96928. 6300 TT, 15 SMOH, Garmin stack, Oregon Aero leather seats. Beautiful condition.
N4135B. 3375 TT, 1691 SMOH, G-430, new P & I 2011. Sold with fresh annual.
$99,500
Actual Photo
1958 COMANCHE 180 N2024P. 4500 TT, 850 SMOH, July annual. Same owner last 20 years.
Actual Photo
$29,500
1975 PIPER CHEROKEE 140 CRUISER N1462X. 4050 TT, 375 SMOH, complete logs with no damage, August annual, good cosmetics. Actual Photo
$27,900
1943 NORTH AMERICAN AT-6C
1972 CESSNA 310Q N310SV. One of a kind! 2200 TT, 780/780 SMOH, 625/625 SPOH, custom Garmin package, 530/430 TAWS, Multifunction.
$129,500
Actual Photo
$99,500
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1961 BARON 55
1961 BONANZA 35N
N1351Z. 3150 TT, 520-1364 SMOH, G230WAAS, weather, C2000 AP, HSI, hangared, all logs, NDH.
N995SD. 4481 TT, 920 SMOH, fresh annual and gear overhaul, many mods, GAMI, speed slope, good paint. Hangared.
$49,500
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N58GM. 960 TT, 0 SMOH, 0 SPOH, fresh annual.
Actual Photo
Actual Photo
$52,900
“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
1983 GLASSAIR
$29,500
$29,500
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N7054R. 4491 TT, 656 SMOH by Covington OH, excellent maintenance, new fabric on controls.
1957 CHAMPION 7-FC/EC N7591B. 2715 TT, 415 SMOH, 0-200. Beautiful restoration, intercom, com, GPS. November annual. Actual Photo
$39,500
Actual Photo
1966 CESSNA 337F N337D. This is a landlocked project. 0 SMOH, 0 SNEW props, both in 2008. Must be disassembled to move
$39,500
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Celebrating Twenty-Eight Years of In Flight USA
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April 2012
URBANA, OHIO AIRPORT THE TARGET FOR LARGEST GATHERING B-25 BOMBERS SINCE WORLD WAR II
OF
Record-setting Event Leads Up to 70th Doolittle Tokyo Raiders Reunion at Air Force Museum Flying in from around the United States, about two dozen B-25 Mitchell bombers will converge on Urbana, Ohio’s municipal airport, Grimes Field, beginning Saturday, April 14. The largest gathering of B-25s since World War II, the Grimes Gathering of B-25s will lead into the 70th Doolittle Tokyo Raiders
Reunion at the National Museum of the U.S. Air Force (NMUSAF), near Dayton, Ohio. The 70th Reunion ceremonies, April 17-20, will commemorate the famed April 18, 1942, bombing raid on Japan by 16 B25s and their brave crewmen, under the leadership of Lt. Col. James H. “Jimmy”
Doolittle. The five surviving crewmen of the raid will participate in the reunion, including being the guests of honor at a private breakfast at the Champaign Aviation Museum at Grimes Field. The Grimes Gathering of B-25s, April 14-16, will allow the public to get a close-up look at the twin-engine medium
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bombers while they are on static display – and meet their crews. Also while in Urbana, the B-25s will fly around the area. Rides will be available for purchase on as many as six of the aircraft. At 7 a.m. Tuesday, April 17, the B25s will begin a dramatic departure from Grimes Field, taking off one after the other for the NMUSAF, where they will take part in ceremonies honoring the surviving Doolittle Tokyo Raiders. “This is a tremendous privilege and honor, for the Urbana area and Grimes Field to play a role in honoring these American heroes,” said Jim White, who is co-chairing the Grimes Gathering of B-25s with Dave Millner. “The Grimes Gathering of B-25s is living history at its best. Seeing these meticulously restored aircraft and hearing the roar of their engines, I believe, brings you closer to appreciating the sacrifice and bravery of the men who put their lives on the line for our freedom.” Visitors can gain ramp admittance for close-up viewing of the bombers from 9 a.m. to 5 p.m., April 14-16, for a $5 donation, which will help defray costs of the event, including fuel for the bombers. A variety of World War II era military vehicles also will be on display. Flights will be available for purchase on up to six of the aircraft. Flight reservations can be made from 9 a.m. to 5 p.m. April 14-16 in the Champaign Aviation Museum at Grimes Field. One of the participating B-25s, the Champaign Gal, is part of the permanent collection of the Champaign Aviation Museum. For more information Visit the website of the Champaign Aviation Museum: http://www.champaignaviationmuseum.org, or visit the website of the National Museum of the U.S. Air Force: http://www.nationalmuseum.af.mil/doolittle.asp
TIGHAR Continued from Page 24 sponsor the expedition, Discovery Channel is producing a television special to air later this year documenting the search. Underwater operations will be conducted for TIGHAR by Phoenix International, the U.S. Navy’s primary contractor for deep ocean search and recovery. They’ll sail from Honolulu July 2 – the 75th anniversary of the Earhart disappearance. For more information visit http://tighar.org/.
April 2012
www.inflightusa.com
ON LEGISLATIVE DAY, CIVIL AIR PATROL SEEKS CONGRESSIONAL GOLD MEDAL SUPPORT Civil Air Patrol commanders from all 50 states as well as the District of Columbia, Puerto Rico and the U.S. Virgin Islands converged on Capitol Hill on March 3 to brief congressional members on how CAP’s primary missions of emergency services, aerospace education and cadet programs make a difference in their communities. This year, these delegations had an additional charge – to gather legislative support for a Congressional Gold Medal to “rightly honor” CAP’s founding members who helped safeguard America during the early days of World War II. Identical bills in the Senate and House of Representatives – S. 418 and H.R. 719 – call for the awarding of a Congressional Gold Medal to CAP in recognition of the highly unusual service performed by its World War II members who, often using their own aircraft, displayed heroism that discouraged and eventually stopped deadly German U-boat attacks on supply ships leaving American ports headed to support the Allied war effort. This wartime Coastal Patrol service was considered highly unusual because these “subchasers” were civilian volunteers flying combat missions at great personal risk at a time when the military could not adequately respond to the Uboat threat. Of the 59 CAP pilots killed during World War II, 26 were lost while on Coastal Patrol duty, and seven others were seriously injured while carrying out the missions. “These members from our earliest days as an organization helped save lives and preserve our nation’s freedom,” said
CAP National Commander Maj. Gen. Chuck Carr. “They were truly unsung heroes of the war, using their small private aircraft to not only search for enemy submarines close to America’s shores, but also to tow targets for military practice, to transport critical supplies within the country and to conduct general airborne reconnaissance. They provided selfless service, without fanfare, in defense of their homeland.” CAP’s Legislative Day push for sponsorship is important because time, instead of a German sub, is now the enemy of the roughly 60,000 CAP volunteers from World War II. Only a few hundred are still alive today. “We want to make sure those who remain, and those who have passed, are rightly honored for their great service to America,” said Carr. In addition to asking for Congressional Gold Medal support, CAP commanders noted modern-day achievements, including providing aerial reconnaissance after tornadoes, winter storms, flooding caused by spring thaws and summer rains, wildfires, hurricanes and tsunamis in 2011. Also, CAP members helped save 54 lives across the U.S. through search and rescue missions and conducted counterdrug and drug interdiction operations that helped seize more than $475 million in illegal drugs and currency, leading to 212 arrests. To find out more about the Congressional Gold Medal effort, go to www.capmembers.com/goldmedal.
UAS Test Site Continued from Page 27 The public comment period will be open for 60 days following the official publication in the federal register on March 9. Responses will be limited to two and a half pages per question, with a maximum response of 20 pages (using 12-point font size). For more information visit www.faa.gov/about/initiatives/uas/. The Association for Unmanned
Vehicle Systems International (AUVSI) the world’s largest non-profit organization dedicated to the advancement of unmanned systems – represents more than 7,000 members from 55 allied countries and 2,500 organizations involved in the fields of government, industry and academia. For more information visit their website at www.auvsi.org.
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1978 CESSNA TU 206F 'STATIONAIR' 2793 TT, 370 SFRM Garmin GNS 530W,KX-165, KCS-55A HSI, STEC 60-2 A/P, Insight GEM, Dig FF, T-Plus Intercooler, Cargo Pod (installed), Wheel Pants & more, P+I 7+/10, Fresh Annual Insp., NDH & All Logs. An exceptionally low time T-206 with no corrosion! ........................$179,500
1960 BEECH 33 DEBONAIR 4485 TT, 938 SMOH (IO-47ON, 260 HP), 251 STOH, Garmin GNS 430W, GMA-340, STEC 60-2 AP, ST-180 HSI, WX-500, JPI EDM-800, BʼD W/S, Built-in Scott Oxy System, Leather Int. and more ..........................$59,950
1964 MOONEY M20E 3924 TT, 1223 TT Engine (200HP), 1507 TT Prop, KMA-24 Audio Panel, KX-155 NAV/Com w/GS, CNX80 WAAS & Com Radio, KT 76, STEC 30 Auto Pilot, Apollo Fly Buddy 820 GPS, Lowrance GPS, GAP Seals, Precise Speed Brake, Standby VAC, EDM700, EGT/CHT + Much More. An Exceptionally Fast Mooney...$49,500
1965 PIPER COMANCHE 260 4318 TT, 1449 SMOH, (Fuel Injected IO-540), 1053 SPOH, King KMA-24, Dual KX155 NavComs w/GS, KN-62A DME, KLN-89 GPS, 2 pl I/C, Updated Gyros, Eng Pre-heat, .250 Solar Gray Glass. Complete Logs since new. Annual Due 2/2013 ............$52,500
1963 PIPER COMANCHE 250 4966 TT, 1671 SMOH, 63 SOH, KX-170B w/GS, KX-170B, NARCO ADF 31, King 209 Nav, King 208, NARCO Auto Panel, METCO Air Tips, SKY TEC Starter and more. All Log Books ..............$32,500
New 2009 ZODIAC CH 650 XL SLSA
1964 PIPER COMANCHE 400
46 TT Since New (Ferry Time Only), Garmin 396, GMA-340 Audio Panel w/MB, SL-40 Nav/Com, TruTrak DigiFlight II, Dynon EFIS D-l0 w/Battery Backup, Wheel Pants, Electric Trim (A+E), Dual Brakes and more. Zodiac 6Zu-1 thru 6Zu-4 modifications complied with 1/2010 and NDH ...........................$94,500 or Best Offer
4353 TT, 197 SMOH, 215 SOH, KMA20 TSO Audio Panel, 2-KX175B TSO Radios, 2-VOR 209 w/Digital Readout, KLN135A GPS, KN64 DME, Narco AT 50 Transponder w/Encoder, STEC 50 w/NAV and GPS Coupler, Radar Altitude, Electric Trim, Gear Lobe Fairings, NDH, Complete Logs and more ........................$114,500 THIS IS A STEAL!
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Celebrating Twenty-Eight Years of In Flight USA
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April 2012
HE FLIES A SMALL EDGE 540, MEET DAN DEWEESE
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hough he has entered an hour in his logbook having flown in the ‘Cavalier conversion’ of the P-51C, owned and operated by the Collings Foundation and powered by the huge Merlin engine, his real love is the beautiful little Edge 540 with a 42-inch wingspan. With his feet planted firmly on the ground, he can make the 1/7-scale aircraft do any maneuver that record-breaker Norm DeWitt can do in his full size Edge with a wingspan of more than 24 feet. Dan has approximately 500 hours of flight time on the scaled aircraft. All the controls are the same as those found in the large, fully acrobatic plane. Of course, there are not G-forces pulling at his gut. Dan began building and flying the small planes when only six-years-old at Roosevelt Elementary School in Redwood City, Calif. At that time, they were powered by small gasoline engines. As time went on, he graduated to more sophisticated models attached to a 150-foot cord. He joined the Boy Scouts while at Sequoia High School in Redwood City and continued to fly the little aircraft, and attained the rank of Eagle Scout. Becoming an Eagle Scout was a great experience and had a good deal to do with his success at building and flying the aircraft. It taught him how to survive and to meet and interact with others. More than that, he learned a great deal about the materials needed to build the small craft.
For the past ten years, he has graduated to even more sophisticated models powered by a battery pack. He flies both helicopters and fixed-wing aircraft. It’s not inexpensive. He figures his fully loaded Edge cost him $500. The battery pack alone was $70 when purchased online for slightly less than the in-store price. Dan doesn’t do a lot of competition flying but he enjoys the company of a lot of good people that participate in the sport and he feels good to be able to fly with them. In addition to his flying, Dan worked for a contractor and learned how to estimate costs in construction. He became the maintenance supervisor for two lowincome senior facilities and also became proficient in restaurant management. He has always wanted to get into flying, however, and went to Canada College (in Redwood City, Calif.), graduating with an A.A. degree in Liberal Arts. His plan is to continue his education at San Jose State University to obtain a B.A. degree in aeronautics. He hopes eventually to get a position in corporate aviation. His father flies the twin jet Falcon 2000 and has become a real roll model. Let the Eagle fly!
S UMMER A IRSHOWS 2012
37
UPCOMING AIRSHOWS 2012 ICAS AIRSHOW ACADEMY ICAS ANNOUNCES APRIL AND MAY
MAY 3 - 5
Once again this year, ICAS will offer a hands-on learning program held in conjunction with the MCAS Cherry Point Airshow. The traditional ICAS Airshow Academy program will be held on May 3, 4 and 5 in conjunction with the MCAS Cherry Point Air Show in Cherry Point, N. C. Widely recognized to be among the most effective, efficient and enjoyable continuing education programs that ICAS offers, the Academy program focuses on providing airshow professionals with practical, hands-on information in a format and environment that is extremely conducive to learning and retention. Since 1999, ICAS has been offering the Airshow Academy program to a small (not more than 25) group of ICAS mem-
bers interested in getting a look at how one particular show organizes and manages its event. After an orientation meeting on Thursday evening, participants will spend Friday and Saturday talking with organizers and getting an up-close look at how the MCAS Cherry Point Airshow runs their event. During the lecture portion of the program, directors with specific expertise about different aspects of the show will provide briefings, followed by the opportunity for questions and discussion. The fee to participate in this unique educational program is $300 per individual. To register for the 2012 ICAS Airshow Academy at the MCAS Cherry Point Airshow visit www.airshows.aero/viewdoc/2778.
For a complete list of 2012’s Airshows visit the ICAS website at www.airshows.aero/
April 14-15
May 5
Wings Over South Texas Air Show NQI NAS, Kingsville, TX
Flying Prom Virginia Beach, VA
US Navy Blue Angels, Jan Collmer Airshows/Point Five Video
May 5-6
April 14-15 2012 Thunder & Lightning Over Arizona DMA, Tucson, AZ, Ace Maker Airshows, USMC MV-22 Osprey, USAF Thunderbirds
April 14 CAF Bluebonnet Airsho Burnet, TX
April 21 American Heroes Air Show Austin, TX
April 21 Thunder over Louisville SDF, Louisville, KY Bill Leff Airshows, USMC AV-8B Harrier, F22 Raptor Demo Team, F-4 E Heritage Flight
April 21-22
THE ABINGDON CO. ANNOUNCES MAJOR SPONSORSHIP OF AEROBATIC PILOT, JACQUIE B. WARDA
Defenders of Liberty Open House & Airshow BAD. Barksdale AFB, LA
Launching the 2012 airshow season with a very exciting announcement, The Abingdon Co. is broadcasting its proud sponsorship of Jacquie B, nationally recognized airshow pilot from Livermore, Calif., effective March 15th, 2012. Jacquie Warda, who goes by Jacquie B, has been performing as an airshow pilot since 2003. Last summer, her famous Pitts Special, The Red Eagle, crash landed in eastern Oregon and was destroyed. Jacquie walked away with minor injuries and has bounced back strong to build her 2012 airshow career with a new airplane, new sponsors, and a new routine. The Abingdon Co. and Jacquie B have always shared the same goal of promoting aviation to women. With their slogans, “Ladies, It’s Time To Fly” and “Wild Women Do!,” both The Abingdon Co. and Jacquie B share their passions to women’s and children’s groups all over the world. The Abingdon Co. jumped at the opportunity to help Jacquie get back to what she does best, fly; and has helped get her on her feet in her new Extra 300. The new airshow aircraft is coated in Jacquie’s signature cherry red paint with metallic stars wrapped around the wings and body. The tail features the Jackie (of course) model in Sunset Pink from the Aviatrix Collection and The Abingdon Co. logo and slogan. At all airshows this
April 28-29
year, Jacquie will be giving out free stickers and paraphernalia with the Abingdon slogan, Ladies, It’s Time To Fly. “I have always been a fan of Jacquie B Airshows. Jacquie is not only an excellent pilot, but she is a class act woman who embodies what it is to be an Abingdon girl. She pursued her dream of becoming an airshow pilot 10 years ago at 50 years old. The Abingdon Co. will always be supportive of anyone who continues to chase their dreams throughout life, like Jacquie is doing,” says Abingdon Welch, CEO of The Abingdon Co. “After her accident, we saw a friend who needed our support and this was an excellent opportunity to be able to offer it. I’m glad The Abingdon Co. can help out one of the leaders in the aviation industry.” The Jacquie B airshow schedule is listed below and more information can be found at www.jacquiebairshows.com and www.TheAbingdonCo.com. 5/21-22: Defenders of Liberty Air Show; Barksdale AFB, Shreveport, LA with The Thunderbirds 6/23-24: Indianapolis Air Show; Indianapolis, IN with The Thunderbirds 7/21-22: The South Dakota Air Show; Sioux Falls, SD with The Blue Angels 7/28-29: Air Magic Valley 2012; Twin Continued on Page 38
USAF Thunderbirds
April 28-29
Air Show 2012 - Turning the Tide CNO, Chino, CA
May 5-6 Sound of Speed Air Show STJ, St Joseph, MO Team RV, Third Strike Wingwalking, Tim Weber Airshows, Inc., FIGHTERJETS, INC., John Klatt Airshows, Inc., Flash Fire Jet Trucks, Air Boss & Consulting International, Inc., US Air National Guard
May 5-6 Wings Over The Pacific HIK, Joint Base Pearl Harbor Hickam, HI
May 12-13 The Great Tennessee Airshow MQY, Smyrna, TN Rob Holland Ultimate Airshows, LLC, Matt Chapman Airshows, US Navy Blue Angels, Dan Buchanan Airshows
May 12 Good Neighbor Day PDK, Atlanta, GA
Robins AFB Air Show WRB, Warner Robins, GA
Gary Ward Airshows
US Navy Blue Angels, Ace Maker Airshows
Joint Base McGuire-Dix-Lakehurst Open House WRI, JB McGuire-Dix-Lakehurst, NJ
Ft Lauderdale Air Show OPF, Ft Lauderdale, FL Black Diamond Jet Team, Rob Holland Ultimate Airshows, LLC, Geico Skytypers
May 12-13
Geico Skytypers
May 18-20
April 28
March ARB Airfest 2012 RIV, March ARB, CA
Dyess Big Country Airfest DYS, Abilene, TX
USAF Thunderbirds, Ace Maker Airshows, USMC AV-8B Harrier, John Collver Warbird Airshows
US Army Parachute Team Golden Knights
May 4-6 MCAS Cherry Point Air Show NKT, MCAS Cherry Point, NC US Navy Blue Angels, AeroShell Aerobatic Team, North East Raiders, Shockwave Jet Trucks, USMC Public Affairs, USASOC Parachute Team Black Daggers, USMC MV-22 Osprey, Trojan Horsemen, OTTO: Prop & Rotor Aviation, Inc., Bill Leff Airshows, Air Boss Inc: George Cline, Larry Rutt Airshow Announcing, LLC, Mike Goulian Airshows, Dan Buchanan Airshows
May 4-6 Central Texas Airshow TPL, Temple, TX Younkin Airshows, Inc., Blastards/CAF, Commemorative Air Force, Explosive Ordnance Detachment/CAF, Buzzin Cuzzin Airshows, Jan Collmer Airshows/ Point Five Video
May 4-6 Shaw Air Expo SSC, Shaw AFB, SC US Army Parachute Team Golden Knights, Gary Ward Airshows, Geico Skytypers, USAF Thunderbirds, AirPros, Quick Silver P-51 Airshows, Bearfeat Aerobatics, Greg Connell Airshows
May 18-20 Warbirds Over the Beach 42VA, Virginia Beach, VA Theresa Eaman, Vocalist/WWII Re-Enactor, Fighter Factory - Warbirds, The Ultimate Abbott and Costello Tribute Show
May 19-20 Joint Service Open House and Air Show ADW, Joint Base Andrews, MD US Navy Blue Angels, US Army Parachute Team Golden Knights, USMC AV-8B Harrier, USMC MV-22 Osprey, Geico Skytypers
May 19-20 May Fly Air Show & Festival FLO, Florence, SC Black Diamond Jet Team, Gary Ward Airshows
May 21-23 Hudson River Airshow Hudson River, NY
May 21-22 Gathering of Warbirds-Madera Air Show Madera, CA
May 22-23 Dryden Airshow
Continued on Page 37
Celebrating Twenty-Eight Years of In Flight USA
38
SUMMER AIRSHOWS 2012 Airshows
GOULIAN ANNOUNCES GOODYEAR WILL COSPONSOR 2012 AIRSHOW SEASON
Continued from Page 37 Dryden, ON
May 24-28 Salute to Veterans 24th Annual Celebration COU, Columbia, MO Valiant Echoes, 101st Airborne Division (Screaming Eagles), Lima Lima Flight Team, Navy Aerobatics Airshows, Commemorative Air Force, Midwest Wild Relics Refuge, Inc., F/A-18 Super Hornet W Demo Team, Hawker Beechcraft Texan II Demo
Goulian Aerosports has announced that Goodyear Aviation will join Whelen Engineering as co-title sponsor of Goulian’s 2012 airshow season. “We’re honored and thrilled to have Goodyear Aviation join our family of
sponsor partners,” said Mike Goulian, who also serves as Goulian Aerosports’ president. He went on to say, “I have relied on Goodyear tires on both my airshow planes and the planes we have operated in our flight school for the last
May 25-27 AeroExpo UK Sywell Aerodrome, UK
ONE
MAN HAS THE POWER
...
May 25-26 Transportation Expo 4A7, Hampton, GA AeroShell Aerobatic Team, Manfred Radius Airshows, Sky Soldiers Demo Team
May 26-27 Hawaii Airshow Invitational Kona KOA, Kailua-Kona, HI
May 26-27 Hollister Airshow CVH, Hollister, CA Dr D's Old-Time Aerobatics, Carl Liepold Airshows, Vicky Benzing Aerosports
May 26-27 Warriors Over the Wasatch Open House HIF, Hill AFB, UT USAF Thunderbirds, USAF Parachute Team/Wings of Blue, MiG Fury Fighters, David Erickson Air Shows, Red Bull North America, Tim Weber Airshows, Inc., Mustang High Flight, LLC, Red Eagle Air Sports, Dan Buchanan Airshows, Smoke-n-Thunder Jet Shows
May 26-27
April 2012
“Eddie flies the Stearman like no other Stearman pilot out there. He’s Extreme.” Wayne Handley, Pilot, Winner, Art Scholl Award for Showmanship Explosive Maneuvers in the Commanding Yak-9 “Barbarossa”
Look What’s Coming Soon
Jones Beach Air Show FRG, Wantagh, NY Canadian Forces Snowbirds, US Navy Blue Angels, Geico Skytypers, Ed Hamill Airshows, F/A-18C Hornet & F/A-18F Super Hornet E Demo Team, John Klatt Airshows, Inc., Matt Chapman Airshows, Sean D. Tucker - Aviation Specialties, Rob Reider, Air Show Announcer, US Army Parachute Team Golden Knights, Warbirds Over Long Island, Air Boss & Consulting International, Inc.
20 years. Goulian Aerosports is very proud to partner with such a legendary and respected brand like Goodyear.” Goodyear Aviation will become “one of the cornerstones of our airshow program, along with some of the industry’s most prestigious aviation manufacturers, including Whelen Engineering, Champion Aerospace, Lycoming and Hartzell,” according to Goulian. “Mike Goulian’s airshow performance is an impressive display of airmanship that combines the precision flying of his competition experience with modern airshow aerobatics,” said Bert Aertssen, general manager, global aviation, Goodyear. “He is one of the sport’s luminaries and we are proud to sponsor his 2012 airshow season.” Goulian is a past U.S. National Aerobatic Champion, as well as the winner of the 2008 Budapest Red Bull Air Race. Most recently, he became one of only seven aviators in history to be awarded all three of the airshow industry’s top honors: the ICAS Sword of Excellence, the Art Scholl Memorial Showmanship Award, and the Bill Barber Award for Showmanship. Goodyear developed the world’s first aviation tire in 1909. Since then, Goodyear has been at the forefront of the Continued on Page 39
Jacquie B. Warda
May 26-27
Continued from Page 37
Southern Wisconsin AirFEST JVL, Janesville, WI US Army Parachute Team Golden Knights, Black Diamond Jet Team
Falls, ID with The Blue Angels 8/25-26: The Great State of Maine Air Show; NAS New Brunswick, ME with TEAM CHAOS and The Thunderbirds 9/22-23: Calif. International Air Show; Salinas, CA with The Thunderbirds 9/29-30: Blues on the Bay; MCCS Kane’ohe Bay, HI with The Blue Angels 10/6: Livermore Open House and Air Show; Livermore The Abingdon Co. is a company specializing in aviation watches. It began with a young student pilot who decided to make a change for her fellow pilots. The company philosophy is one that aims to benefit those women all over the world who are frequent flyers as well as frequent travelers and to help them realize their dreams.
June 1-3 Wings over Gillespie CJN, El Cajon, CA John Collver Warbird Airshows
June 1-3 22nd Annual World War II Weekend Gathering of Warbirds RDG, Reading, PA Kevin Russo Airshows, Rag Wings & Radials Vintage Aircraft, Yankee Air Force, Inc., Quick Silver P-51 Airshows, The Ultimate Abbott and Costello Tribute Show, Theresa Eaman, Vocalist/WWII Re-Enactor, Larry Rutt Airshow Announcing, LLC, American Airpower Museum, CAF/Yellow Rose Squadron, Warrior Flight Team, Mid-Atlantic Air Museum, Classic Fighters of America
Eddie Andreini Airshows 650-726-2065
April 2012
www.inflightusa.com
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SUMMER AIRSHOWS 2012
HALF MOON BAY’S AWE-INSPIRING FESTIVAL OF MAGNIFICENT MACHINES Pacific Coast Dream Machines Show Expands to Two Days, April 28-29, 2012 at Half Moon Bay Airport
There's nothing quite like the Pacific Coast Dream Machines Show – Half Moon Bay, Calif.’s massive celebration of mechanical ingenuity, power and style. It's a whimsical, fascinating, amusing, curious and absolutely unique show-andtell spectacle featuring 2,000 magnificent flying, driving and working machines from the 20th and 21st centuries. The spectacular 22nd annual show is expanding to two days in 2012 – April 28-29 – from 10 a.m. to 4 p.m. at Half Moon Bay Airport, located in the picturesque seaside town of Half Moon Bay, Calif. about 20 miles south of San Francisco. One of the west coast's biggest shows, hundreds of aircraft are expected to be on display – stylish homebuilts, classics from the 40s and 50s, exceptional vintage warbirds, and sport and ultralight aircraft. Highlights include Strega, a highly modified P-51 and dominant 8-time class champion at the Reno Air Races; “Mustang Madness,” a spectacular display of America’s Premier World War II Fighter; the Estrella Warbird Museum’s historic Douglas C-47 (regarded as the world’s greatest aircraft of its time); YAK Russian fighters; and an impressive array of T-6 and T-28 military fighters and trainers, many doing fly-overs during the show. Thrilling rides will be offered in helicop-
The highly-modified P-51 Strega. ters, vintage bi-planes, Beech 18 and T-6 military trainers and the P-51 Mustang. In addition to the aviation wonders, the world’s coolest cars of every era and style, Model-T fire engines, vintage busses, custom motorcycles, tricked-out trucks, sleek streamliners, and antique engines and tractors will be among the mesmerizing displays. Spectator admission is $20 ($30 for 2-day pass) for adults, $10 ($15 for 2-day pass) for ages 11-17 and 65-plus, and free for kids age 10 and under. Tickets are available at the gate only. Half Moon Bay Airport, at 9850 N. Cabrillo Highway, is located on Highway 1, about 20 miles south of San Francisco and five miles north of Highway 92. The show benefits the Coastside Adult Day Health Center. For more information, call 650/7262328 or visit www.miramarevents.com/ dreammachines.
Goulian Continued from Page 39 development of safe, reliable tires used in every segment of the aviation industry. Goodyear Aviation’s tires appear on much of today’s global airline, military and general aviation aircraft fleets. The sponsorship between Goodyear Aviation and Goulian Aerosports will be highlighted by the Goodyear Advantage Tour, which will stop at several top airshows throughout North America in 2012. Aviall Services, Inc., a leading distributor for a wide range of aviation products, and one of the largest
Goodyear Aviation Tire Distributors in the world will also sponsor the tour. “The Goodyear Advantage Tour will give flight schools, MROs, corporate flight departments and pilots the opportunity to enjoy an ‘all access’ VIP experience at some of our nation’s top airshows while learning about Goodyear Aviation tires,” noted Goulian. “For our guests, a day spent with the Goulian Team at the Advantage Tour event will be a memory for a lifetime.” For more information visit mikegoulian.com
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Celebrating Twenty-Eight Years of In Flight USA
40
April 2012
SUMMER AIRSHOWS 2012
VERTICAL CHALLENGE IS BACK! By popular demand, the Vertical Challenge Helicopter Air Show is back on Saturday, June 16 from 10 a.m. – 4 p.m.! The Hiller Aviation Museum in San Carlos has received support from the San Carlos Airport, pilots and businesses, to bring back the west coast’s most exciting demonstration of vertical flight. Vertical Challenge features unique aircraft in flight showcasing the different capabilities of helicopters, from fire fighting to Search and Rescue, and returning this year is kid favorite Otto the Clown Helicopter. Also at the show will be gourmet food trucks, Bay Area microbrews and a Kids Fun Zone. The mission of Vertical Challenge is the same as the past 12 years, to showcase the different functions of the helicopter with various demonstrations including agility, Search and Rescue and many other types of helicopter capabilities. Special guest performance this year by the Go Fast Jet Pack is right out of
something from James Bond. If you have never seen a real Jet Pack fly then this is your chance! Vertical Challenge Twilight will be Friday evening June 15 from 6 -9 p.m. This is a welcome event for our military pilots and crews and is open to the public to come and enjoy a mini air show. For more info and discounted tickets go to www.hiller.org .
Rancho Murieta Airshow DIVORCE – PATERNITY MEN’S RIGHTS 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.
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Continued from Page 4 with one of the founders of the legendary shows of the golden age, John Sullivan, who along with Fred Anderson staged the first Rancho Murieta International Airshow in 1984. There’s the intake of breath and the far away look as he remembers, “Wow… it doesn’t seem like… it has to be… was it, twenty-five years ago?” It started, as John describes, “as an airshow for our friends.” They came out, enjoyed a catered lunch, took their seats, and were treated to non-stop airshow action for more than four hours. The luncheons were catered, first rate, and the aerial demonstrations were unprecedented. John Sullivan knew how to do it right. The accommodations and dinners to which the performers and their crews were provided were of the same right stuff. Everyone was a VIP. Parties with airshow stars, the country’s finest military pilots, pretty girls, the who’s who of the county; everyone young and daring. No wonder those shows are legendary. But it’s all about the airplanes, right? The mastermind of the airshow was Art Negrette who worked with John Sullivan to make it all happen. He choreographed what John calls, the “aerial ballet.” Taking a look at the airshow schedule spells it out. There was always an airplane flying. There was no dead space, no waiting for the Pitts, or the T-6, or the SR-71 to arrive (Yes, an SR-71, which was a big darned deal in the 80s). One
schedule from 1987 lists performers and military flights from 12:50, then every five to 15 minutes depending on the performance, right up until the Thunderbirds 45-minute show at 4:07. That’s four hours and two minutes of non-stop action – quite a value considering the $10 admission. Every year the Rancho Murieta International Airshow hosted a major military team: The Thunderbirds, The Snowbirds, The Blue Angels. Art was choreographing more than an air ballet. He was able to bounce airplanes, pilots and performers off other airshows in Northern California, so that between appearances and home bases, airshow performers and military teams could add another few days of work to their schedule. If a military team flies out to California for one show and then sits for a week or more until the next gig, someone needs to feed and house them. In this case, there were plenty of Air Force Bases around to do that, and Art was able to offer rooms and food literally across the street from the airport in Rancho Murieta, which at the time were there for the taking. One year they even tried to hire the U.S.S.R. Jet Demonstration Team. It took a letter from then California State Governor, Pete Wilson to get the process under way, but unfortunately the Soviets never made it to Rancho Murieta. The Continued on Page 41
April 2012
www.inflightusa.com
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SUMMER AIRSHOWS 2012
Rancho Murieta Airshow Continued from Page 40 seemingly ancient rosters include the U.S.A.F. U-2, the B-1, F-117, AV-8 Harrier, and the SR-71 Blackbird. There were also appearances by B-52s, B-25s, B-17s, as well as the cool aircraft flown by the likes of Bob Hoover, Team America, Jimmy Franklin, Julie Clark, and Craig Hosking, to name a few. Recalling one of the most spectacular flights, that of the SR-71, John tells a story I’ve heard from more than a few veteran spectators. The crowd looks out to the east. Something is coming but no one can quite make it out. Apparently the SR-71 can look quite different from various angles so no one recognizes, nor even considers it might be the SR. The aircraft is heading right at the grandstands from the east, reaches the runway, turns hard to the north, and the collective gasp is audible. From this angle, there’s no mistaking the SR-71. In the mid 80s, appearances by the SR-71 were rare. While every airshow I’ve been part of includes a weekend, the Rancho Murieta International Airshow was a Thursday, Friday show – an unconventional twist that opened a window of opportunity. The SR-71 was a working aircraft, and very expensive to fly. It was basically a Monday through Friday, nine to five aircraft. Fortunately for Rancho Murieta, it often happened to be on its way back to
its home base at Beale AFB, passing right over KRIU, which made a pass over the airshow possible. Rancho Murieta Airport was in the right place at the right time in the 80s, with Mather AFB, McClellan AFB, and Beale AFB in the neighborhood. Another story is about the B-52, screaming by at treetop height making simulated bombing runs, throwing up a cloud of dust and smoke. Oh, what I wouldn’t give to be part of those airshows in the good old days! While much has changed in 2012, noise, smoke, and excitement will still be the order of the day. Providing a fun and affordable day for the family is just one element of the airshow organizers (kid’s general admission and parking is free). The date is significant. May 19th was chosen precisely because it’s Armed Forces Day. There is an All American theme woven throughout, from Julie Clark’s American Aerobatics performance in her T-34, to the FA-18 demonstrations. This show will honor our veterans and our troops with the top talent in the industry. Rancho Murieta’s EAA Chapter 1476 came up with the idea for a community event on Armed Forces Day in 2008, and succeeded in staging successful Annual Airport Days for several years. This year’s airshow is different. The
2012 show maintains the integrity of honoring our troops, but goes further. A portion of the proceeds will directly benefit the U.S.O., supporting our soldiers and their families, giving the show direction, and a worthy goal. In contrast to some of the other shows in the Sacramento area, the Rancho Murieta show will be intimate. It’s a smallish airport, more in proportion with the aircraft that will be flown, just the right size so that the sound of the FA18s will rock the world of every spectator present. I’ve had a preview. I was lucky enough to be with the crew at the photo shoot (some of the photos are featured in this issue) and I have to say, this is not just individual pilots and crew coming together to do a job. This is a team, on a mission to have fun and celebrate the freedom of flying. From the star performers to each and every ramp volunteer, Brad’s vision to recreate the magic of yesteryear is shared. The talent is sublime: Julie Clark (T34 Mentor), Bill Stein (Zivko, Edge 540), Eddie Andreini (Stearman, PR13D with a 540hp Pratt Whitney), Vicky Benzing (Extra 300/S), Dan Buchanan (Buchanan Airwave Pulse), Dan Vance (P-51 Mustang), and the Sanders’ (Hawker Sea Fury). Additionally, airshow announcer great, Sandy Sanders will be the Master
of Ceremonies and airshow veteran Wayne Handley will be on hand to give play-by-play commentary on the aerobatics. That’s a lot of star power. Combined with a terrific warbird and military lineup, it looks like the Rancho Murieta Airshow 2012 may just be the biggest little airshow around. Gates open at 8:30 a.m., Saturday, May 19. Fly-ins are welcome, but check NOTAM’s. The airport will be closed between 10 a.m. and 4 p.m. Hampton Inn and Suites in Folsom is offering discounted rooms and is running a shuttle between the hotel and the airshow. Parking (autos and aircraft) is free. General admission $12 in advance, $15 at the gate, and kids (under 12) general admission is free. Bring a chair and plenty of sunscreen, no ice chests. Also available, V.I.P. seating in the Performer’s Tent. These tickets include show center seating, catered lunch, hosted bar, and shade all day. Tickets are offered in advance at $100. A portion of all proceeds will benefit the U.S.O. and other organizations that support our military. You can purchase tickets in advance, by calling 916/354-9889, or for more information, visit www.RanchoMurieta Airport.com and check events.
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Celebrating Twenty-Eight Years of In Flight USA
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April 2012
It has been said that the only voluntary act in aviation is the decision to take-off. Every action after take-off involves the skillful management of risk, the enjoyment of flight and a continuous stream of decisions that result in a safe landing. In 1974, NASA created the Aviation Safety Reporting System (ASRS) to allow aviation professionals to share experiences in a frank, non-punitive manner. The ASRS structure allows pilots and other aviation professionals to file an anonymous report of an incident, error or occurrence that the contributor feels might be of value to others. These reports are gathered, analyzed and data based by NASA experts and made available to all interested parties as a tool for creating pro-active aviation safety programs. Additionally, NASA distributes an electronic publication, CALLBACK, which contains selected, de-identified, reports on a free subscription basis. In Flight USA is proud to reprint selected reports, exerted from CALLBACK, for our readers to read, study, occasionally laugh at, and always learn from. Visit http://asrs.arc.nasa.gov/ to learn how you can participate in the ASRS program.
UNUSUAL ATTITUDES Everyone who obtains a pilot’s license receives training in how to recover from unusual attitudes – potential lossof-control situations in which there is an excessive aircraft bank or pitch angle. But reporters to ASRS sometimes note that “unusual attitude” can convey another meaning that occasionally surfaces in ASRS reports–a state of mind that can lead to safety consequences for others. This month we offer a cross-section of incident reports that illustrate reporters’ concerns for communication, professionalism, and courtesy. These narratives are a reminder that positive attitudes and
CHINO AIRCRAFT SALES
thoughtful actions can go a long way toward making flying safer for everyone.
Gobbledygook Brevity and clarity are the heart of effective radio communications. In the words of the AIM, “Jargon, chatter, and ‘CB’ slang have no place in ATC communications.” (AIM 4-2-1-c) A report from a C172 flight instructor expressed annoyance with nonsense talk on a frequency. • Air-to-air frequency 122.750 is widely used in [this] area for position
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
Out of Sight. Out of Mind? The pilot of a C-172 dropped Foreign Object Debris (FOD) on a runContinued on Page 43
1979 WARRIOR, 161, 800 SMOH, new paint. $39,500.
1978 SENECA II 1700 SMOH, full de-ice, Garmin 420, 4400 TT. $79,500.
1961 F33 DEBONAIR, 260 HP, 104 gal., D’Shannon mods. Slope W/S, new paint, $52,500.
PIPER ARROW, 1720 SMOH, NDH, IFR, all records, new strip/paint, 3 blade prop, $42,500.
1978 SENECA II, Narco, Cent. III AP, 12 SMOH L/R, new glass new P&I & annual. $139,500 OBO.
1973 ARROW, 200HP, IFR, loaded, A/C, $54,500.
1961 Nice AZTEC, here and ready to go.Good trainer/time builder. $39,500.
1969 C150, square tail, 358 SMOH, $16,950. 1981 152, 1150 SMOH, new paitn & interior. New annual. $29,500. 1977 C172, 1450 SMOH, late paint, IFR. $37,500. 1977 172N, 676 SMOH, new P&I, IFR. $47,500 will finance.
1961 COMANCHE 250/260, fueld injected, 1310 SMOH, 4400 TT, no AD on propeller, tail SB complied with, NDH. $49,500 must sell! 1962 FORTUNE 500 G-18 hi-cabin tail dragger, 350/350 SMOH, new int., Custom paint. King IFR, AP, 2 blade Ham Std. Trade. $125,000 OBO.
1973 TURBO AZTEC, 1150 SMOH, fresh annual, MX20, Garmin 430 SL3, STEC 55, AP, $84,500 1967 680V TURBINE COMMANCDER $149,500. Will finance. 1977 LEAR 24, 2500 hrs to TBO, all records RVSM, LR fuel, Part 135 air ambulance.
1977 C172, 180HP , IFR, 700 SMOH, $57,500.
1976 BEECH DUKE, low time, new P&I, Garmin 530/430, STEC AP, loaded. $189,500.
1978 C172N, 5320 TT, 3 SMOH, IFR, P-mod engine, will finance, trades OK. $49,500
1968 CESSNA 310N, 100 hrs. Colemill conversion. Best offer/trade.
FOUGA MAGISTER, nice, custom Blue Angels paint job, mid time engine. Show ready $39,500 OBO. Will trade.
1979 C172N, 8270 TT, 0 SMOH, $56,000. New Paint. New annual, low down, will finance.
1973 C340, 950 SMOH recent P&I, Air/boots. 800 SMOH, RAM II engines, Low down, $149,500.
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1981 C172P, 1000 SMOH, new paint, IFR. $52,500
1969 C401, STEC55 AP, new leather, call for details. Low engines. $129,500.
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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.
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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
annoying and contributes nothing to safety. It is frustrating, too, when you try to instruct on top of this garble. Today I tried to step in one of these ‘conversations’ with a position report. This was immediately followed by ‘You were mashed out, can you say again’ from one of the pilots making this nonsense conversation.
1980 BE77 Beech Skipper, 1130 SMOH, excellent radios. $28,500.
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reports (or other flight safety related calls) by aircraft doing airwork and/or transiting the area. The frequency is at times very busy and you need to pay close attention to all aircraft calls, especially when flight instructing at the same time. Unfortunately, the frequency has become more and more misused for general small talk and plain nonsense by certain pilots. The topics can be anything from ‘Hey Jim, what are you going to do this weekend?’ to ‘I am doing 146 knots up here, what’s your speed down there?’…usually followed by lengthy private conversations. This is extremely
1975 WARRIOR,680 SMOH, IFR, $37,500. 1967 TWIN COMANCHE, 300 SMOH, 69,500.
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User Fee Prospects Continued from Page 32 turbine aircraft that use air traffic services. A similar fee plan failed in 2011 during deficit-reduction negotiations. AOPA opposes user fees because they would dismantle the successful payat-the-pump method of funding the air traffic system through fuel taxes. User fees would also require creation of a taxcollection bureaucracy–and once established, the fees tend to increase. Petri, in a statement announcing his
letter, emphasized that opposition to user fees is firm and growing. “Almost half of the House members signed, and we would have no trouble getting a majority if this proposal were ever to be advanced to the full House–which it won’t,” he said. He called on the president to instead work with Congress to support policies that encourage job growth and strengthen the economy.
Safe Landings Continued from Page 42 way but neglected to inform the Tower in a timely way, subsequently endangering other aircraft. • Upon initial climb for takeoff from runway 16L, I saw the cowl plugs eject from the cowling, [and] I realized that I had forgotten to remove the cowl plugs. One plug was stuck in the cowling, while the rope connecting the two plugs dangled the other half on top of the cowling. I informed Tower of my situation and asked to return to the airport. They cleared me to remain in the pattern. As I was turning base, the rope holding the two cowl plugs together broke and the remainder of the cowling flew and got lodged in the right wing. I proceeded for a normal landing, and as I was in the flare, the lack of airspeed let the cowl plugs drop onto the runway from the wing. Tower cleared me from the runway. I contacted Ground and was given instructions to taxi to the ramp. I shut down the engine and did a thorough inspection of the cowling. I only found little pieces of foam from the cowling but the majority of it seemed to be lost. I spent about 20 to 30 minutes to make sure there wasn’t any debris in the engine. I contacted Ground for my squawk and taxi clearance. I was concerned about the remainder of my cowling and kept a visual lookout for it. After not seeing it on the taxiway, I contacted Tower for takeoff clearance. Tower cleared me for takeoff on Runway 16L. As I was doing my takeoff roll, I saw the cowl plugs sitting on the right side of the centerline close to the 500-foot marker. I informed Tower that the cowl plugs were sitting on the runway. I was told they were aware of the situation and other airplanes had already reported it
Runway Roulette This report of a Beech 35 pilot describes an all-too-common event at a non-Towered field. • I was departing a non-Towered airport. Having announced my intent on the CTAF to enter Runway 31 for departure, I taxied into position and did a short final check and began the takeoff roll. While accelerating at full power, I heard a transmission that an airplane intended to enter Runway 13 for departure. I could see a yellow airplane in the run-up area for 13, and immediately radioed that I was on takeoff on 31. The yellow airplane taxied onto the runway and I radioed again, but he kept coming, so I immediately aborted the takeoff. I estimate that I was at around 50 knots at the time. I managed to slow the aircraft enough to get off the runway at the mid-field taxiway. The yellow aircraft continued the takeoff roll and made a steep climbing turn to the left, which appeared to be an evasive maneuver. A C172 on base to Runway 31 transmitted concern that there was someone taking off opposite direction. A radio transmission, which I believe came from the yellow airplane, was something like “traffic not a factor.” The cause of the incident was the yellow airplane choosing to depart in the opposite direction of traffic using the single runway, in failing to monitor or hear or heed my transmissions, and in taxiing onto and departing on a runway in use despite repeated warnings on the radio. Had the incursion happened only a few seconds later, the outcome might have been very different.
Check the NEW Events Calendar! www.inflightusa.com Submit your events online.
Stanford Researchers are looking for Pilots with IFR Experience for Two New Studies! ILS fMRI Study: • IFR rated pilots who have at least 500 hours logged time and no more than 2500 hours total time. You will be "flying" using a small projection screen while simultaneously having your brain scanned! • This study applies state-of-the-art functional Magnetic Resonance Imaging (fMRI) to measure memory and decision-related activity while you perform ILS approaches. • Approximately three hours of your time (single session only). • $100 for your participation.
ILS Eye-tracking Decision Height Study: • While you are performing the task on the computer we will watch with an eye tracker how you are moving your eye to look at different visual objects on the screen. • No more than two hours of your time (single session only). • $60.00 for your participation.
For more information, please contact: The Stanford/VA Aviation Lab Phone: (650)852-3457 Email: kcastile@stanford.edu or heraldez@stanford.edu
Celebrating Twenty-Eight Years of In Flight USA
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April 2012
FATA PARTNERS WITH AOPA AND FAC TO GET PASSAGE SIGNIFICANT LEGISLATION FOR AVIATION IN FLORIDA The Florida Aviation Trades Association (FATA) has announced the passage of legislation that benefits aviation businesses in Florida and also the aircraft owner. The changes in language to the current state statute clearly defines the exemption of FBOs from the state intangible tax. Working to reduce the weight of aircraft now eligible for the
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sales tax exemption on parts and maintenance to 2,000 pounds not only benefits the aircraft owner but provides new opportunities for repair and maintenance facilities in the State. FATA worked closely with the Florida Airports Council (FAC) to change the language of the statute to clarify that FBOs are exempt from the intan-
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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gible tax. Mr. Sandy Showalter, FATA President stated, “The passage of HB7087 marks a huge victory for both FATA and the aviation industry that is so vital to Florida’s economy. I can speak firsthand to the effect that the FBO intangible tax exemption will have; the state had already given my family’s FBO our tax bill and paying it would have wiped out some hardscrabble savings cobbled together during these last few very lean years. This exemption gives us the confidence to fill two open positions that we have been doing without for several months, and that is no hyperbole.”
OF
A joint effort between FATA and the Aircraft Owners and Pilots Association, (AOPA) has resulted in decreasing the weight of aircraft eligible for tax exemption on parts and labor from 15,000 pounds to 2,000 pounds. Sandy continued, “The sales tax exemption for maintenance on aircraft over 2,000 lbs puts Florida on equal footing with nearby states thus making our shops more competitive. Today is truly a great day and I couldn’t be more thankful for the help of Eric Prutsman, FATA’s very able lobbyist, and for the assistance of the Aircraft Owners and Pilots Association.”
FAA FORECAST FOR GENERAL AVIATION, FISCAL YEARS 2012-32 On March 8, 2012 the FAA released the following forecast for General Aviation for fiscal years 2012 through 2032:
Aviation Activity The general aviation fleet increases from 222,520 aircraft in 2011 to 253,205 in 2032, growing an average of 0.6 per-
cent per year. Fixed-wing turbine aircraft grow at a rate of 2.9 percent per year, fixed-wing piston aircraft decline at a rate of 0.1 percent per year, and rotorcraft grow at a rate of 2.7 percent per year. General aviation hours flown are forecast to increase from 24.4 million in 2011 to 34.8 million in 2032, an average annual growth rate of 1.7 percent per year. Fixed-wing turbine aircraft hours flown grow at a rate of 4.0 percent per year, fixed-wing piston aircraft hours flown decline at a rate of 0.1 percent per year, and rotorcraft hours flown grow at a rate of 2.6 percent per year.
FAA Workload Forecasts Operations at Airports with FAA Traffic Control and Contract Tower Service: General aviation operations decrease 2.0% in 2012, and grow at a rate of 0.4% thereafter, totaling 30.4 million in 2032. Terminal Radar Approach Control (TRACON) Operations: General Aviation TRACON operations are forecast to decrease 2.8% in 2012, and grow at a rate of 0.4% thereafter, totaling 14.2M in 2032. Aircraft Handled at Air Route Traffic Control Centers: General Aviation IFR aircraft handled decrease 1.4 percent during 2012. Thereafter, general aviation IFR aircraft handled grow at an average annual rate of 0.9 percent, reaching 7.7 million in 2032. All specified years are fiscal years (October 1 through September 30).
April 2012
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The Pylon Place
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SECRET PETE LAW
L
ast month, the attendees of the National Air Racing Group’s annual meeting had a real treat in the form of guest speaker, Secret Pete Law. The aviation engineer has helped nearly every winning unlimited racer and even some sport racers along his amazing career path. Starting in 1959 at Lockheed when Law worked on the F104 program he was immediately identified as someone worth knowing, and quickly recruited by Ben Rich to join Lockheed Skunk Works. To be brief, Pete is a specialist in heat transfer and systems. Commonly referred to as “ADI” in the air racing community, it is much more than that. ADI stands for Anti Detonation Injection. Detonation occurs when a fuel/air charge within a cylinder ignites by something other than the sparkplug. The flame front in the burning charge collides with the flame front initiated by the sparkplug. Where this collision occurs, the pressure rises much higher than would normally occur when the cylinder is firing properly. The added pressure has a runaway effect, causing the fuel/air in that zone to burn so rapidly as to appear to detonate. The pressure spike caused by this can damage pistons, valves, connecting rods, etc. Detonation happens when excessive cylinder compression ratio, and advanced spark timing occurs. Hot intake air and heavy acceleration/engine load can also trigger it. Detonation in an automobile engine is sometimes known as “knocking” or “pinging” because of the audible sound when it occurs. All engine designs are a compromise. Engineers know that the more compression and spark advance they can run, the more energy they can extract from the fuel burned. The problem is that if they take it too far, the engine will start detonating and if it is severe, engine damage can occur. To combat this detonation, the addition of a mixture of water and methanol allows an engine to increase the horsepower without fear of detonation.
Above: Shockwave, the R4360 Racer Project
(Rudy Siegel)
Left: Pete Law tells his tales for the NAG membership.
Racing Darryl Greenamyer recruited Pete to assist him in his first racer, a Bearcat called Conquest One. Taking the knowledge from Skunk Works and applying them now to piston powered racers - Pete quickly became indispensable. He soon joined forces with aerodynamicist and structural engineer, Bruce Boland. Boland would mould the exterior of an aircraft and Pete would change the systems to get the most power. Pete is the original “been there – done that” guy. He was there when Darryl Greenamyer flew the F-104, Red Baron at Mud Lake, and was there when Steven Hinton flew the Griffon powered, P-51 Red Baron to set his records. He has been a key figure at every National Championship Air Race and is a lifetime member of the unlimited division. Darryl again recruited Pete Law and Bruce Boland for Shockwave, the R4360 Racer Project, with a streamlined body and an F86 tail. Darryl is in the market for a deep-pocketed sponsor to help finish that project but the initial estimates were 555 mph in a straight line – 520 on the course. That would be something to see. While most of his experience has been in the unlimited division, Pete has said several times that the future of air
racing is in the super sport: the slick experimental aircraft with 1,000 hp
engines, which look very much like a weekend flyer, until you see what is under the hood. Again, Darryl recruited Pete to work on his Legacy in the sport/super sport class - which led to Darryl winning four titles in this division to add to his five unlimited titles. I should say that Pete assisted Team Ruby last year when we were having high oil temps and helped us develop a rudimentary spray bar system to keep the temps down. He is also there to answer questions, and I appreciate that. The best part about Pete Law is he is the friendliest and happiest person on the ramp and the most helpful. He never plays favorites, just gives the facts and shares his knowledge everywhere. I could listen to him for hours telling his stories, peppered with comments like, “I can’t tell you about that one, and it’s still classified.”
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Celebrating Twenty-Eight Years of In Flight USA
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April 2012
TO HOMEBUILDERS HIGH-LEVEL VIEW
The annual EAA Report to Homebuilders is now available, giving the GA community a broad overview of the amateur-built aircraft fleet, updates on safety, and the resources available through EAA to those who are building their own aircraft. It is the only annual report dedicated to homebuilt aircraft that looks at that category outside of the entire general aviation fleet. The eight-page report also serves as a basic education piece for other groups not as familiar with amateur-built aircraft, such as government officials, media, and the public. It includes comprehensive facts, charts, and other data
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that clarifies the homebuilt movement and the true safety record of these aircraft. The report also serves as a base of knowledge to explore even more details about individual facets within the homebuilt community. "The EAA Report to Homebuilders highlights the achievements of the past year, as well as the opportunities and challenges ahead of us," EAA President/CEO Rod Hightower said in the introductory note to this year’s edition. To view the entire Report to Homebuilders, visit eaa.org/news/ 2012/ 2012-03-15_report.asp
BIG WIN FOR EXPERIMENTAL AIRCRAFT ON AD APPLICABILITY By EAA online EAA and experimental category aircraft owners waited a long time for this piece of good news, but it finally arrived on March 12, when the FAA published an updated Advisory Circular (AC 397D) on Airworthiness Directives (ADs). The circular formally set FAA policy that ADs are not applicable on non-type certificated aircraft, except when specifically noted. This is an issue that has been on EAA’s “Top 10” list of advocacy issues and has been part of the agenda at the last three EAA/FAA Recreational Aviation Summits. The absence of FAA headquarters guidance had created a patchwork of regional policies that varied and at times
conflicted with each other. “This is an outcome that is the result of many hours of hard work on EAA’s insistence that ADs do not apply to experimental aircraft,” said Sean Elliott, EAA vice president of safety and advocacy. “It clears up a great deal of confusion by setting a consistent FAA policy.” The circular also maintained FAA’s option to include experimental category aircraft in an AD but must state that inclusion. Examples may include an Emergency AD involving an immediate safety of flight issue or products that may be installed on type certificated and nontype certificated aircraft, such as aircraft engines, propellers, and similar products.
AIRCRAFT SPRUCE EAST ANNUAL SUPER SALE AND FLY-IN Aircraft Spruce & Specialty East will host its annual Super Sale and Fly-In on Saturday, May 5 from 8 a.m. to 4 p.m. The distribution center is located at 452 Dividend Drive in Peachtree City, Ga. beside Falcon Field (KFFC). As in the past, Aircraft Spruce will provide free hot dogs and beverages throughout the day to the attendees. Representatives from a number of leading aviation products, including a range of avionics items, will be on hand to demonstrate and discuss the benefits of their products. These representatives will include Tempest, Concorde Battery, GoodYear, Product Techniques Inc., Hartzell, Rapco, Teledyne Battery, Flightcom, Champion
Aerospace, and more. During this one-day sale, an assortment of popular aviation products will be specially priced to provide additional savings to those who visit the facility. There will also be a number of raffle prizes given out during the day. For detailed information including promotions and activities/seminars scheduled for this day, visit www.aircraftspruce.com View Aircraft Spruce’s complete product line at www.aircraftspruce.com. Request your complimentary copy of the company’s free 800 page catalog (in print or on CD) and their full color Pilot Shop catalog. For more information, please call Aircraft Spruce at 877/477-7823.
April 2012
www.inflightusa.com
From Skies to Stars
47
By Ed Downs
LUCKY STAR From Skies to Stars taps into the natural connection between flying enthusiasts and the space sciences. We have joined up with the Astronomy Club of Tulsa (ACT), a dedicated group of amateur astronomers, science enthusiasts and professional educators who have generously offered to share their ongoing outreach program with our readers. Learn more at www.astrotulsa.com. Our thanks to John Land, ACT member and officer who contributed to this month’s offering. Resource credit is given to the wonderfully informative book, NightWatch authored by Terence Dickinson.
D
o you have a “lucky star?” At 17 years of age, this writer had partnered up to purchase a Piper TriPacer, to be used for advanced flight training (1958 style). I liked the high-altitude performance of this plane and explored the western mountains at altitudes of up to 17,000 feet, arrogantly proud that I did not use supplemental oxygen. Upon bragging about this to an older and wiser pilot, I was soundly lectured. “On your next night flight,” the old sage counseled, “climb to something above 7,000 feet, and fly for about an hour. Then, find a star constellation you
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recognize and hook up to an oxygen bottle. Let me know if you find any surprises.” I accepted that challenge, climbed into a beautifully dark sky and maneuvered to locate my favorite constellation, Orion. The dark sky view was magnificent. I donned the oxygen mask and, almost instantly, it appeared as though God had turned up the rheostat to the stars. Suddenly, stars of various colors and brightness were visible that I had never seen before. For the first time, I saw what appeared to be a “star” in the sword of Orion that looked more like a cotton ball than a star. The lesson was learned about the benefits of supplemental oxygen. Let’s travel forward some 50 years in time. I am flying a new experimental airplane across the country to a major airshow. With altitude capabilities reaching 30,000 feet, I plan to make the 2,400 mile trip in only 14 hours flying time. I am using an advanced Mountain High oxygen system with a cannula delivery tube that mixes cabin air with oxygen. I am carrying a full face mask for flight above 25,000 ft. The exhausting trip goes well, except for the last few hours. While cruising at 23,000 ft., I begin to feel ill, have a severe headache, and note that my vision is blurring. My mind drifts back 50 years
and I remember that surprising “cotton ball” star. I put on the full face mask (no cabin air) and select 100 percent flow. Two hours later, I arrive at the airshow site, sick and weak, but with clear vision and able to negotiate what turns out to be a challenging arrival. An inspection of the plane, the following day, disclosed what had happened. A temperature probe had dislodged from an exhaust manifold, with the hot gases burning a hole in a cabin heater duct. The heater was on full blast at high altitude. I was suffering from severe carbon monoxide poisoning. That momentary recollection of my “lucky star” probably saved my life. My “lucky star” was the Orion nebula (a vast cosmic gas cloud, and birthplace of stars), known to astronomers as M 42. The varying brightness of the stars I observed more than 50 years earlier were not just incidental, but of major importance when describing the characteristics of a star. Star brightness, or magnitude, is a concept first formalized around 200 BC, by the Greek astronomer, Hipparchus. This ancient observer defined the brightest star as a magnitude one with the faintest as a magnitude six. There are about 20 first magnitude stars. Although
there are more than 1,000 sixth magnitude stars, very few people get to see them with unaided vision due to light pollution filling our night skies. This basic system is still in place, but telescopes have greatly expanded what can be seen, meaning a magnitude of six is not the faintest. Faint stars now go all the way to a magnitude 30, but it takes something like the Hubble telescope to capture these guys. My lucky “star,” the Orion nebula, comes in at a magnitude four and is the only nebula that can be seen with unaided vision. Our Greek friend had no way of knowing about these dim stars, but he also missed the mark a bit on the bright stars. There are brighter stars out there, and the only way left open to the old magnitude system is to move into the minus column. Yup, very bright stars are listed with a minus sign in front of the magnitude number, with a -27 being our very own Sun and -13 being our Moon. The brightest planet, Venus, comes in at 4. And you thought meteorologists had weird coding systems! Oh, just in case you think you understand this, remember that the difference in brightness between magnitudes is not linear, but changes by a Continued on Page 52
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Celebrating Twenty-Eight Years of In Flight USA
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April 2012
Green News
LAWSUIT AGAINST EPA ON AIRCRAFT LEAD EMISSIONS FAILS TO CONSIDER ACTIONS ALREADY UNDERWAY Members of the General Aviation (GA) Avgas Coalition say that a lawsuit filed against the Environmental Protection Agency (EPA) by the environmental group Friends of the Earth (FOE) over piston-engine aircraft’s use of leaded aviation gasoline (avgas) is not taking into consideration the work already completed toward the development and deployment of an unleaded solution. The FOE lawsuit alleges that the EPA has unreasonably delayed its response to a 2006 petition asking the agency to make an endangerment finding and propose standards for lead emissions of aircraft. If successful, the lawsuit will force EPA’s process for a potential endangerment finding onto a courtordered timeline. GA groups deeply involved in mapping out the transition to an unleaded fuel pointed to multiple actions EPA has
already taken, in conjunction with industry, to assess and minimize the impact of leaded avgas as it moves to an unleaded alternative. Since the FOE’s 2006 petition was filed, the EPA has issued new rules that increase the stringency of the national ambient air quality standards for lead by tenfold. The new EPA rules also mandate monitoring of lead measurements near selected sources, even though the vast majority of areas with general aviation airports do not exceed the new stringent air quality standards for lead. Additionally, at the urging of the GA Avgas Coalition, the EPA has been an active participant in the Federal Aviation Administration (FAA) Unleaded Avgas Transition Aviation Rulemaking Committee. That committee is charged with producing recommendations to further the development and deployment of
unleaded avgas. In 2010, the EPA also issued an advance notice of proposed rulemaking (ANPR), acknowledging the need to collect more information about the issue and asking for input from the public and industry. The GA Avgas Coalition also points out that ultimately the FAA, not the EPA, has final regulatory authority over all changes in aviation fuel due to critical safety of flight considerations. Although EPA is charged with establishing aircraft emissions standards, it must consult with the FAA and cannot establish standards that would adversely affect safety. If the EPA does set new lead emissions standards for aircraft, the FAA would have responsibility for implementation and would have to explore the establishment of new fuel specifications. The coalition maintains that the EPA’s efforts represent a reasonable
LINDBERGH FOUNDATION The Charles A. and Anne Morrow Lindbergh Foundation announced last month that the LEAP Electric Flight Program, which includes the Lindbergh Electric Aircraft Prize, became a program of the Lindbergh Foundation on March 27, 2012. The Boards of Directors of the Lindbergh Foundation and Creative Solutions Alliance (the nonprofit organization that runs LEAP) felt that since the missions of both organizations are so closely aligned, it made sense to combine efforts to create a joint program that will make a lasting impact on the future of aviation. “We are very excited about this development,” said Lindbergh Foundation Chairman and CEO Larry Williams. “ The LEAP program is an ideal addition to the Lindbergh Foundation’s programming, particularly for our Aviation Green Alliance program. The addition of the
LEAP program will allow us to expand our efforts in green aviation initiatives, and offers a new audience for the Foundation.” Inspired by the legacy and determination of Charles A. Lindbergh, the XPRIZE Foundation and pioneers throughout history, the LEAP Electric Flight Program was founded to accelerate a new era in aviation and stimulate meaningful advances in the emerging electric aircraft industry through a range of activities, from prizes to advocacy. In addition to the Lindbergh Prizes, LEAP is also the home of the Electric Aircraft Development Alliance (EADA), an electric aircraft industry group. LEAP’s high school education program supports the LEAP Electric Flight Program by connecting students with innovators. The students then showcase the industry through video storytelling. “ This is an electrifying time for gen-
AND
approach to a multi-faceted problem. The agency’s actions thus far have already led to significant decreases in lead emissions – as much as 93 percent since 1980, according to EPA’s data. Despite the lawsuit, the near-term availability of leaded aviation fuel is not threatened in any way. Members of industry, along with the FAA and EPA, will continue their diligent efforts toward a highoctane unleaded alternative, with safety of flight as the foremost consideration. The aviation associations of the GA Avgas Coalition include the Aircraft Owners and Pilots Association (AOPA), Experimental Aircraft Association (EAA), General Aviation Manufacturers Association (GAMA), National Air Transportation Association (NATA), and the National Business Aviation Association (NBAA).
LEAP MERGE
eral aviation,” said Erik Lindbergh, founder of LEAP. “ Visionary thinkers are taking risks. The field is alive with novel approaches and is rich in activity and experimentation. I am excited about the great potential for advancement in electric aircraft, which I believe will change the way we move about the planet. Combining the energies of LEAP and the Lindbergh Foundation will help to accelerate the development of a green aviation industry.” Erik Lindbergh will continue to support and promote the LEAP program on behalf of the Lindbergh Foundation. Yolanka Wulff, LEAP CEO, will become the Executive Director of the Lindbergh Foundation. “We have long desired to reach out to the high school audience with our balance message,” said Reeve Lindbergh, Honorary Chairman of the Lindbergh
Foundation. “ Through this merger of two very fine organizations, LEAP and the Lindbergh Foundation, we have the opportunity to reach young people and inspire in them a love of aviation and the environment. We hope that their relationship with the Lindbergh Foundation will be a lasting one, and that some of these bright young people may even apply for a Lindbergh Grant one day.” “It’s thrilling that this announcement comes during the Lindbergh Foundation’s 35th anniversary year,” said Williams. “ The LEAP program gives the Lindbergh Foundation a fresh initiative for the 21st century and holds tremendous promise for a successful future for the Foundation as young people build an appreciation for aviation and the environment just as Charles Lindbergh did in the 1960s.”
SONOMA JET CENTER IS THE FIRST FULL SERVICE JET CENTER IN CALIFORNIA TO SELL ETHANOL-FREE UNLEADED GASOLINE FOR AVIATION Sonoma Jet Center now sells ethanol-free 91 octane unleaded gasoline for use in aircraft at the Charles M. Schulz – Sonoma County Airport in Santa Rosa, Calif. The availability of unleaded gasoline for aircraft in
California represents a significant milestone for California aviation and the environment. To date, ethanol-free unleaded gasoline has not been readily available in California. Most piston engine aircraft require
100LL aviation fuel. 100LL contains small amounts of lead that help the fuel achieve the octane ratings required by many aircraft and engine manufacturers. However, there is a small but growing number of aircraft engines that run as
well, or better, on unleaded gasoline so long as it is ethanol-free. “We are excited to be the first fullservice jet center in California to sell ethanol-free unleaded gasoline for airContinued on Page 53
April 2012
www.inflightusa.com
49
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:
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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
Celebrating Twenty-Eight Years of In Flight USA
50
April 2012
Business Aviation News
U.S. BUSINESS JETS
TO MEET INTERNATIONAL EMERGENCY LOCATOR TRANSMITTER STANDARDS
FAA Takes Major Step Toward Requiring the Replacement of 121.5 MHz ELTs with Higher Frequency Units in U.S Aircraft With most countries in the world mandating 406 MHz as the international standard for emergency locator transmitters (ELTs), the U.S. is not far behind. The Federal Aviation Administration’s (FAA) announcement in January 2012 that it will cancel the Technical Standard Order (TSO) governing the manufacturing of ELT equipment – most likely by the end of this year – will halt the production of units that broadcast on 121.5 MHz. For business jet owners who wish to fly international, upgrading from an existing 121.MHz to a 406 MHz ELT is mandatory. As the market continues to grow, the best option available for highspeed aircraft is Sensor Systems, Inc.’s S65-1231-1 ELT antenna. “The phase-out of 121.5 MHz frequency monitoring by satellites in 2009
rendered older ELTs ineffective outside the range of ground stations,” said Sensor Systems, Inc. Vice President and CEO Si Robin. “The European Union requires 406 MHz ELTs for commercial operations and any countries, such as Russia and Japan, mandate installation in general aviation aircraft. Corporate and commercial aircraft in the U.S. must meet these requirements to fly across our borders. Plus, air crew and passengers benefit from dramatically improved search and rescue services provided by the new distress frequency.” The S65-1231-1 ELT antenna is Cospas-Sarsat approved and meets all EUROCAE ED-62 requirements. Installed on the aft fuselage, it is capable of transmitting on the emergency frequency of 406 MHz. It is also the first all-
aluminum, DC-grounded antenna available for aircraft with speeds up to Mach 1.5. The antenna is ruggedly constructed, consisting of a one-piece casting designed to DO-160C specifications for lightning protection. It features a hermetically sealed aerodynamic blade, ideal for fast aircraft, with a form-fit-function replacement for all ELT antennas. The unit is certified and available for installation on corporate, military and commercial fixed-wing aircraft and is reasonably priced. It is field-serviceable by local avionics and maintenance facilities. In September 2009, the International Cospas-Sarsat System – the international authority responsible for monitoring emergency distress signals – ceased monitoring 121.5 MHz signals due to the superior capability of the 406 MHz alert-
ing system. The digital 406 MHz frequency offers many advantages over the older analog frequency, allowing the position of distress to be relayed more quickly, reliably and accurately. The transition has also substantially reduced the number of false alerts and increased the amount of owner contact information available through an international database. The cancellation of the 121.5 MHz ELT TSO is an indication that the FAA may commit to the new international standard of 406 MHz in the near future. While all existing 121.5 MHz units can legally be used in the U.S., they provide extremely limited assistance if an aircraft crashes, especially in a remote location.
CESSNA'S NEW CITATION M2 MAKES FIRST FLIGHT Cessna's new Citation M2, announced less than six months ago, made its first prototype flight on March 9, 2012. The flight lasted a little more than an hour and a half and included tests of the avionics system, autopilot, engine system, aircraft systems and instrument approaches. The prototype took off and landed at Wichita, Kan., Mid-Continent Airport (ICT) where Cessna's main manufacturing facility is located. “I am excited to say the aircraft performance, handling characteristics and Garmin G3000 avionics were exceptional, just as we had anticipated,” said Peter Fisher, Cessna's engineering test pilot who flew the Citation M2. “With this essential program milestone complete, we are looking forward to a successful flight test program and FAA certification so our customers can soon enjoy this great aircraft.” The Citation M2 is a new light business jet that fills the gap between the Citation Mustang and the Citation CJ family and gives customers another entry point into the Citation product line. Federal Aviation Administration certification (Part 23) is expected in the first half of 2013, followed by deliveries beginning in the second half of 2013. “The Citation M2 development team is focused on bringing this program to maturity, and their dedication is reflected in the speed in which the program is
Above: Scott Ernest, Cessna president and CEO, congratulating Cessna pilot Pete Fisher after a successful first flight of the Citation M2 prototype. Right: The new prototype Cessna Citation M2. (Cessna Aircraft) moving forward,” said Brian Rohloff, Cessna's Citation Mustang and M2 business leader. “Bringing this sleek airplane to market, so quickly, strongly positions Cessna in the marketplace and allows our customers to take advantage of its capabilities sooner.” The Citation M2’s clean cockpit
design is anchored by the fully integrated Garmin G3000 avionics suite and the aircraft is powered by a pair of FADECcontrolled Williams International FJ441AP-21 turbofan engines. It has an allnew cabin design, including the optional
Cessna proprietary cabin management system that includes the latest interface options for greater in-flight productivity and connectivity. With room for two crew and up to six passengers, the $4.195 million 2012 USD Citation M2 has a maximum cruise speed of 400 knots true airspeed and a range of 1,300 nautical miles. The aircraft can operate at airports with runways as short as 3,250 feet and will climb to 41,000 feet in 24 minutes. From the cockpit divider aft through the rear lavatory, the main passenger cabin of the Citation M2 is 58 inches wide and 11 feet long with a 5inch dropped aisle providing a cabin height of 57 inches. Eight large windows, roomy pedestal seats and intuitive cabin appointments highlight the allnew interior. A video highlighting the Citation M2’s features can be viewed on Cessna’s YouTube channel. Visit Cessna.com to view a gallery of Citation M2 images.
S UN ‘ N F UN 2012
March 27 - April 1 • Lakeland, FL
SUN ‘N FUN OPENS AIR SHOW SEASON WITH SUCCESS Sun ‘n Fun kicked off airshow season late last month in grand and sunny style. The 38th annual event took place at it’s usual Lakeland Linder Regional Airport site but with some moderate changes, none the least of which included strong steel ties holding down planes and trailers just in case mother nature thought of repeating last year’s frightful and expensive wind and rain show. (While In Flight met a press deadline before the show ended on April 1, the weather forecast looked ideal for flying and enjoying the show.) Final tallies of attendance are being calculated this month, however, officials at the show expected 160,000 people to attend and according to prior surveys, they estimate 60 percent come with some expressed interest in aviation while the
rest are mostly from the region and curious or looking for a family event. With that in mind, show organizers promoted Sun ‘n Fun more heavily in Florida and the southeast this year. They also tried to include more family friendly events and activities, including a new “Kid Zone” play area. To manage the anticipated crowds, 3,000 volunteers were on hand to guide and direct guests throughout the week. Highlights from this year’s Sun ‘n Fun included performances by the USAF Thunderbirds, Team RV and Otto, the helicopter act. Team RV was slated to debut at the show last year but was “stormed” out. So they debuted this year, “for the second time,” as they say. Last year, the team lost two aircraft and six others were damaged. They were able to
quickly recover and save the rest of their season. With 12 pilots, Team RV is the world’s largest airshow team. It presented an action-packed display of close formation, opposing passes, difficult rejoins, and graceful aerobatics early in the Sun ‘n Fun week, March 27-28. The ever-popular Fifi was on the ground for everyone to enjoy up close and personal. Her story as one of the most rare American bombers of World War II drew both young and old. Some lucky guests (who signed up far in advance) were able to enjoy a ride on Fifi over the Sun ‘n Fun grounds. The Black Diamond Jet Team, a seven-ship aerobatic civilian-owned team, was on hand with their five L-39s and two Mig-17s all in their signature Arctic camouflage paint scheme. The
A SUN ’N FUN FLY-BY Sun ‘n Fun featured a precision formation fly-by to kick off the day’s activities on Thursday, March 29, 2012. The overflight recognized the contributions to aviation made by philanthropist James C. Ray. As a B-17 pilot who flew 30 missions over Europe in WWII, and an active general aviator, Ray knows the power and the potential of aviation first hand. It is through his deeply felt personal commitment to support aviation, and encourage young people to actively participate in aviation, that Mr. Ray has truly distinguished himself. James C. Ray has provided critical
financial support to important youth-oriented aviation endeavors, including the construction of the Central Florida Aerospace Academy (CFAA), which is located on the grounds at Sun ‘n Fun. He also established the James C. Ray Scholarship Fund to support flight training for Polk County students, and he has contributed financial support to EAA (the Experimental Aircraft Association) and that organization’s “Young Eagles” program. In addition, he has backed aerospace programs at the University of North Dakota, the Museum of Flight in Seattle, Wash. and the Future of Flight
TO
AND
51
SUN!
team is fully-sponsored by Harbortouch and drew crowds to the airshows throughout the week. Another popular attraction was the one-of-a-kind “Rise Above” Traveling Exhibit. It is housed in a 53-foot long customized trailer with sides that slide out to create a 30-seat climate-controlled movie theater with a 180-degree screen. The exciting original movie, “Rise Above” highlights who the Tuskegee Airmen are and how they overcame so many obstacles to be allowed to train and fight as the first black U.S. Army Air Corps pilots. The film also features the story of the more than 14,000 other black men and women who trained hard to support the pilots. The movie and minimobile theater proved to be a big-time Continued on Page 57
REMEMBER
Aviation Center in Everett, Wash.. In 2009, Mr. Ray received an honorary Doctor of Letters from the University of North Dakota. That memento of gratitude is a significant and tangible reminder of the impact Mr. Ray has had on aviation. Yet it may be the fly-by at Sun ‘n Fun that provided the real emotional impact to Mr. Ray’s philanthropic efforts because the pilots of the two aircraft participating in that flight were 17-year-old students who attend the CFAA. Angel Castellanos and Phillip Herrington have a great deal in common. Both are Air Force JROTC members at
CFAA and currently hold the rank of Captain. They are both FAA certificated sport pilots and each discovered his attraction to aviation at a very young age. For the fly-by, the two young people flew “Breezers,” which are all metal, side by side, Light Sport Aircraft (LSA). Although they are still teenagers, Castellanos and Herrington were not merely riding along with an adult for this flight. They were both filling the role of Pilot in Command, flying separate airplanes. Castellanos flew as the “lead pilot.” He holds the distinction of being Continued on Page 57
Sun ‘n Fun stories continue on Page 57
NEVER
A DULL MOMENT AT
Nestled comfortably below the snow and above the fog at 1,500 feet, Auburn is considered one of the best places to live in Northern California. Bordered by the beautiful American River Canyon and the western foothills of the Sierra Nevada Mountains, you will find the perfect destination for a $100 hamburger and so much more. Flying into Auburn is like going back in time – on any Saturday morning you can find bi-planes, warbirds, multicolored tail-draggers, prop jets, helicopters, and budding pilots galore… not to mention 3,700 feet of endless hangar tales and a wonderful place to just sit, enjoy a snack, and watch the parade go by. However, the Auburn Airport is
AUBURN, CALIFORNIA’S MACH 5 AVIATION
home to another treasure and it is no secret for northern California flyers. Mach 5 Aviation opened in 2008 and founded the business on the message posted at its entrance “Safety, Integrity, Service before self, and excellence in all we do.” This group is committed to quality flight training and maintenance excellence; in addition, the coffee is ready and waiting seven days a week in a Clubhouse-type environment. The team prides itself on a staff roster of retired Air Force and FAA pros. These highly-experienced men and women take their training very seriously while making the process exciting, fun, and unforgettable. The percentage of Mach 5 students and pilots that take their training to the next level and go on to buy their own
planes is outstanding – making this a place where a student not only learns, but respects the knowledge they gain enough to be the best type of pilot -- an eternal student. The Mach 5 team is busy year round with ground schools, fly-outs, safety seminars, organized airport, tower and Tracon tours, Airshow participation, scholarship referrals, youth programs, and aircraft display days. Don’t miss Thunder in the Sky -- the Auburn Air Fair takes off July 7. Aircraft and flying is their passion and there is no better way to celebrate these magnificent machines, both vintage and new -- then to share them with the community. Stop by for Mach 5’s Spring Open House on Saturday, April 14 from noon
to 4 p.m. The FREE events will include: The 2012 National Safety Stand Down (see http://www.faasafety.gov) - Wings Credit available; Knowledgeable maintenance pros will share tips you can safely perform on your own aircraft - Wings Credit available; Instrument Currency Refresher using an FAA approved Simulator - Wings Credit available; Meet the fun, dedicated, experienced CFI team – providing primary and advanced training for both fixed wing and rotor aircraft; Enjoy a free BBQ where you will meet many, awesome local and visiting pilots. For more information or to join the evite list for events, news and updates call Mach 5 Aviation at 530/889-2000 or visit their website at Mach5Aviation.com.
Celebrating Twenty-Eight Years of In Flight USA
52
April 2012
THE NEW PILOTSHOP.COM CATALOG IS AVAILABLE
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FEATURES TO COMPARE: s Electronic individual auto-profiling patented Pulse DemandTM system s Surpasses the duration of all continuous flow systems s Automatic altitude compensation, no knobs to turn and fumble s Audible No Flow alarm for added safety See me at EEA Air Venture s Audible apnea detection to Booth #3073 Bldg. C ensure continuous breathing s Audible Go/No-Go alarm for pinched tubes, empty cylinders or accidental disconnects s Digital Micro-Computer electronics for absolute accuracy s Does not require dual lumen or bifurcated cannulas s Portable easy-toTM carry systems s Two Place EDS O2D2 Starting at $800.
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Pilotshop.com has published a new, all-color, 34-page catalog which is available free of charge. Products in the new catalog include established products like handheld GPS, headsets, radios, flight bags, plotters, computers, laminated check lists, folding bikes, oxygen systems, survival gear, flight jackets, sunglasses, watches, pilot shirts, apparel, kneeboards, flashlights, Jeppesen and ASA flight training products, aviation software and simulators, charts, videos,
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books, and much more. Although it does not contain the entire Pilotshop.com offering, it is convenient to browse their selection in the full color printed catalog. Add it to your cart and they’ll send it free of charge either with a current order or all by itself. View Pilotshop.com’s complete product line at www.pilotshop.com For more information, call pilotshop.com at 877/288-8077.
From Skies to Stars Continued from Page 47 factor of two and a half per magnitude. For example, a sixth magnitude star is 100 times dimmer than a first magnitude star. For you math geeks, each magnitude step is the fifth root of 100 or 10 to 0.4 power. Got that! Strangely enough, once one starts observing the heavens, this begins to make sense. Star charts list celestial objects by magnitude, giving one a good idea as to what to look for. Telescope specifications frequently list the faintest magnitude that can be observed, remembering that this relates to the telescope’s light gathering capabilities, not magnification. For example this writer’s 12-inch Orion reflector can see an incredibly dim 15th magnitude under ideal conditions, an important factor for viewing deep space objects. This sort of gives new meaning to the old nursery rhyme: Star light, star bright, The first star I see tonight; I wish I may, I wish I might, Have the wish I wish tonight. Here’s hoping you’ll find your lucky
April 2012
www.inflightusa.com
AVIAT HUSKY FITTED WITH SHOCK-ABSORBING GEAR
Aviat Aircraft has received FAA approval for a new, shock-absorbing landing gear for their popular A-1C Husky. The gear will be standard equipment on all three versions of the Husky: those equipped with the 160, 180 and 200 hp engines. The 180 and 200 hp models have also been granted a 50-pound gross weight increase. The new landing gear virtually eliminates landing bounce, thus causing beginning pilots to look like advanced pilots. Dampeners inside the fuselage, attached to a reconfigured truss, prevent the bungee cords that are attached to the gear from snapping back after hard landings. The positive effects are experienced in three-point and wheel landings. Since the entire mechanism is inside the fuselage, there is no drag penalty. Where a hard landing in the past used to result in up to four bounces on a paved runway or off-airport landing, today the aircraft will touch down and stay on the landing surface. The effects of ruts or bumps in unimproved runways will be significantly diminished or eliminated entirely. The factory has likened the effect to trying to dribble with a deflated basketball. It just hits the ground and stays there. This means Husky landings will be
Due to a new dampening system, Huskys no longer experience snapback in the bungee cords, eliminating bounce. Bungee cord cover has been removed for clarification. shorter and ground handling will be easier. The 50-pound weight increase for the 180 and 200 hp Huskys gives the aircraft a 900-pound useful load factor. Aviat Aircraft manufactures the Husky, Pitts Special and complete kits for the Eagle biplane. The Husky A-1C has become the most versatile taildragger in its class. It is designed for off-airport landings, for recreational flying as well as observation and cargo hauling operations. It can be flown at any time of the year and needs little more than a clearing to be able to land. To learn more about the aircraft visit www.AviatAircraft.com or call the factory at 307/885-3151.
53
American Aircraft Sales Co. HAYWARD AIRPORT 50 YEARS SAME LOCATION
1979 Beechcraft F33A
1999 Cessna T206H Stationair
287 SMOH, 3200 TTSN, Garmin 430 GPS, S-Tec 55 A/P, fresh annual NDH ..$119,950
890 TTSN, King IFR, KAP 140 A/P, GPS, Flint AUX L/R Fuel, Like New California Airplane, NDH, ............................$249,950
D
L SO 1968 Piper Arrow 180
1997 Mooney MSE (M20J)
Garmin 430 IFR, Garmin 696 linked to Zaon Traffic Alert, Stec 50 A/P, Speed Mods, 1599 SMOH, 4085 TTSN, NDH... $44,950
1406 TTSN, King Avionics, GPS, KAP 150 A/P, One Owner, Hangared Since New, NDH, Like New ................................SOLD Two Available
File Photo 1992 Grumman Tiger 450 SFOH, 2715 TTSN, Digital IFR, A/P, fresh annual, ................................$69,950
Two Piper Warrior IIs
1979 Piper Warrior II 161 1500 SFOH, 6200 TTSN, Digital IFR, Century 1 A/P, Nice Paint and Interior, NDH...................$39,950 1976 Piper Warrior II 151 1100 SMOH, 0 STOH, 3260 TTSN, King IFR, Fresh Annual, NDH..................................$36,950
mitment to providing exceptional service to all segments of the aviation community. The ethanol-free unleaded gasoline is supplied to Sonoma Jet Center by a northern California-based independent marketer of petroleum products. The new ethanol-free gasoline will be sold along-side Sonoma Jet Center’s Avfuel branded fuel products including Jet-A and 100LL fuels from Sonoma Jet Center’s first-class facility at the Charles M. Schulz - Sonoma County Airport. For more information visit sonomajetcenter.com or call 707/523-2800.
Visit In Flight USA’s website for the latest aviation news and events...
www.inflightusa.com
1976 Piper Archer II 181 King Digital IFR, Garmin 150 GPS, 2000 SFRMAN, 7400 TTSN, NDH ........$34,950
D
Sonoma Jet Center Continued from Page 48 craft. We are pleased to offer our customers this environmentally friendly and high quality fuel,” said Josh Hochberg, President of the Sonoma Jet Center. Sonoma Jet Center will continue to maintain its high level of safety and professionalism and only dispense ethanolfree unleaded gasoline into aircraft approved for its use. The fuel will be sold on an assisted-serve basis using Sonoma Jet Center’s NATA Safety 1st trained line service staff. The launch of this new product type demonstrates Sonoma Jet Center’s com-
1980 Cessna 172N 300 SFRMAN, 6,000 TTSN, King Digital IFR, GPS, Nice P/I....$44,950 1974 Cessna 172 160 HP Ram, 1000 SMOH, 3000 TTSN, Digital IFR, Nice P/ I,...........$36,960
L SO 1967 Cessna 150 Texas Tail Dragger
1947 Piper J3 Cub
1500 SMOH, 4500 TTSN, King Digital Avionics, GPS, Hangared since 1980 by same owner, NDH, Very Nice,...... $19,950
585 SMOH, 6404 TTSN, Restored to Original Condition, ........................$29,950
Two Cessna 152s
1978 C152 0 SMOH, 10,050 TTSN, Digital VFR, NDH, ....................................$24,950 1980 C152 6700 TTSN, 1242 SMOH, New King/Garmin IFR, New Paint, NDH ..$29,950
1969 Piper Cherokee 140 / 160 hp 115 SFRMAN, 5000 TTSN, New Paint/ Interior, Speed Mods, Like New......$29,950
1972 Grumman AAIA Lynx
1981 Cessna 172RG Cutlass
2752 TTSN, 903 SMOH, 0 STOH, Very Nice Paint/Interior, Fresh Annual,..$22,950
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-Eight Years of In Flight USA
54
April 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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)VUHUaH 5 ;; :46/ .(40 ZWLLK ZSVWL THU` TVKZ -YLZO HUU\HS NLHY 6/ .VVK WHPU[ OHUNHYLK :[L]L >LH ]LY (PY JYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! )LLJOJYHM[ - ( )VUHUaH ;; :46/ .HYTPU /:0 0-9 PU[LYPVY OHUNHYLK 5+/ ,_JLS SLU[ THPU[LUHUJL OPZ[VY` L_JLSSLU[ JVU KP[PVU .VYNLV\Z ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! = ) :-94 :;6/ :76/ . 7YPTHY` -+ .,4 .5: > .5: > >((: .7: UH] JVT ISHKL TVYL ]PZ[H']PZ[HH]PH[PVU JVT VY !
),,*/*9(-; ;>05: -VY[\UL . OP JHIPU [HPS KYHNNLY :46/ ISHKL /HTPS[VU :[HUKHYK 2PUN 0-9 H W 5LLKZ UV[OPUN 6)6 [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV
)LSSHUJH :\WLY =PRPUN ( ;; :46/ K\HS .HYTPU Z VY ]PZ[H']PZ[HH ]PH[PVU JVT !
*,::5( :05.3,: -VY :HSL 7PWLY *OLYVRLL ;;(- :46/ 0-9 .5: > 2? UH] JVT 170 LUNPUL TVUP[VY ZWLLK MHPYPUNZ =LY` JSLHU /HUNHYLK :HU[H 4HYPH *( ! *LZZUH ;;:5 :46/ KPNP[HS =-9 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH 5 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5PJL 7 0 (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! *LZZUH ;L_HZ ;HPSKYHNNLY ;;:5 :46/ 2PUN KPNP[HS H]PVUPJZ .7: :HTL V^ULY OHUNHYLK
,YJV\WL -)6Z -SPNO[ 0UZ[Y\J[PVU -\LS .YVI .Y\TTHU /HUNHYZ ;PLKV^UZ /LSPJVW[LYZ /LSPJVW[LY ;YHPUPUN /LSW >HU[LK /VTLI\PS[Z /VTLZ (PYWHYRZ 1L[Z 3HUK 3VJROLLK
3\ZJVTIL 4PZJLSSHULV\Z (PYJYHM[ 4P[Z\IPZOP 4VVUL` 4\ZL\TZ 5H]PVU 6MMPJL :WHJL 6_`NLU :\WWSPLZ 7HY[ULYZOPWZ 7PSH[\Z 7PSV[ :\WWSPLZ 7PWLY :PUNSLZ 7PWLY ;^PUZ 7P[[Z 7VZP[PVU >HU[LK
ZPUJL 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
*LZZUH :HSLZ :LY]PJL *LU[LY =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[HH]PH[PVU JVT !
* ;;:5 :46/ UL^ 2PUN .HYTPU 0-9 5L^ WHPU[ 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
*LZZUH 4 2PUN 0-9 ]PZ[H']PZ[HH]PH[PVU JVT VY !
*LZZUH 9. *\[SHZZ ;;:5 :46/ 5L^ PU[LYPVY MYLZO HU U\HS VUL V^ULY 5+/ (TLYP JHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
*LZZUH ; / :[H[PVUHPY ;;:5 2PUN 0-9 2(7 H W .7: -SPU[ (<? 3 9 M\LS 3PRL UL^ *HSPMVYUPH HPYWSHUL 5+/ (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ !
5L^ *LZZUH (PYJYHM[ *LZZUH +LHSLY ZPUJL )YPKNLMVYK -S`PUN :LY]PJLZ 5HWH *( ^^^ IMZUHWH JVT ! * 5 ;; :46/ 5L^ WHPU[ 3V^ KV^U MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 7 :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH 5 :46/ 0-9 ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! *LZZUH OW TVK :46/ 0-9 )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! * ZX\HYL [HPS :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * 5 ;; :46/ 0-9 MPUHUJL [YHKL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! * :46/ 5L^ 7 0 HUU\HS )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! *LZZUH 7PSV[ *LU[LY -SPNO[ ZJOVVS ZHSLZ THPU[LUHUJL ;YHKL >PUKZ (]P H[PVU 9LPK /PSS]PL^ (PYWVY[ :HU 1VZL *( ;YHKL>PUKZ(]PH[PVU JVT
*,::5(
*LZZUH ; / :[H[PVUHPY ;; OV[ WYVW MSVH[ RP[ 3PRL UL^" T\Z[ ZLL ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
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
*644(5+,9 96*2>,33 = ;\YIPUL *VTTHUKLY ^PSS MPUHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
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 =PKLVZ 7OV[VNYHWO` >HYIPYKZ >VYRZOVWZ
.9<44(5 .Y\TTHU ;PNLY ;;:5 :-6/ KPNP[HS 0-9 H W -YLZO HUU\HS (TLYPJHU (PYJYHM[ :HSLZ /H` ^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! .Y\TTHU (( ( 3`U_ ;;:5 :46/ :;6/ =LY` UPJL 7 0 MYLZO HUU\HS (TLYPJHU (PY JYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! .Y\TTHU (( ) )LH\[PM\S YLZ [VYH[PVU I` /(: ;; :46/ 5L^ 7 0 NSHZZ OHUNHYLK :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT ! .Y\TTHU (( ;; :46/ 0-9 .VVK 7 0 SVNZ 5+/ :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
4665,@ 4VVUL` 4:, 4 1 ;;:5 2PUN H]PVUPJZ .7: 2(7 H W 6UL V^ULY OHUNHYLK :5 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PY WVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 4VVUL` 4 , ;; ;; OW ;; WYVW 24( H\KPV WHULS 2? UH] JVT ^ .: TVYL (U L_JLW[PVUHSS` MHZ[ 4VVUL` :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
707,9 :05.3,: 7PWLY (YJOLY 00 ;;:5 :-94 2PUN KPNP[HS 0-9 .7: 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPY JYHM[ UL[ ! (YYV^ ;;:5 :46/ .HYTPU 0-9 .HYTPU SPURLK [V AHVU ;YHMMPJ (SLY[ : ;,* ZWLLK TVKZ 5+/ (TLYPJHU (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYPJHUHPYJYHM[ UL[ ! 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 (PYJYHM[ :HSLZ /H`^HYK (PYWVY[ *( ^^^ HTLYP JHUHPYJYHM[ UL[ ! (YYV^ :46/ ISHKL 0-9
April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` H[ ^^^ +HU1H`(PY JVT +HU1H` (PYJYHM[ :HSLZ *OPJV 4\UPJPWHS (PYWVY[ *( ! 7PWLY *VTHUJOL ;; :46/ M\LS PUQLJ[LK ;:06 :76/ 24( K\HS 2? UH] JVTZ ^ .: \WKH[LK N`YVZ TVYL 3VNZ HUU\HS K\L :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 2? ) ^ .: 5HYJV 2PUN LX\PWWLK 4,;*6 HPY [PWZ TVYL 3VNZ :[LYSPUN (PY *HY ZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT ! 7PWLY *VTHUJOL ;; :46/ :6/ 24( ;:6 H\KPV WHULS 3VHKLK 5+/ SVNZ :[LYSPUN (PY *HYZVU *P[`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`LHYZ >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! .YLH[ ;HRLVMM 0UJYLHZLK *Y\PZL MVY 7PWLY 7( Z (49 + >VVKZ[VJR 03 ^^^ WPWLYTVKZ JVT
707,9 ;>05: ;^PU *VTHUJOL :46/ )VI *\SSLU *OPUV (PYJYHM[
www.inflightusa.com :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
1,;:
(a[LJ .VVK [YHPULY [PTL I\PSKLY )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
-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 !
;\YIV (a[LJ :46/ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 :46/ 5HYJV *LU[\Y` 000 5L^ 7 0 NSHZZ HUU\HS 6)6 )VI *\SSLU *OPUV (PY JYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT ! :LULJH 00 ;; :46/ .HYTPU -\SS KL PJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PY WVY[ *( ^^^ JVYV UHHPYJYHM[ JVT ! 7PWLY (a[LJ - ;; :46/ )LUKP_ 9+9 YHKHY /:0 (S [PTH[PJ ? H W [YHKL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJPWHS (PYWVY[ >0 >PZJVUZPU(]PH[PVU JVT ! 7PWLY (a[LJ - ;; :46/ UPJL WHULS K\HS .HYTPU Z 9+9 2*: ( /:0 (S[PTH[PJ 000* JV\WSLK H W 2; ( +4, *VSSPZPVU (]VPKHUJL :`Z[LT UPJL >PZJVUZPU (]PH[PVU >H[LY[V^U 4\UPJP WHS (PYWVY[ >0 >PZ JVUZPU(]PH[PVU JVT !
:;05:65 :[PUZVU )LH\[PM\S YLZ[VYH[PVU -YHURSPU LUNPUL .( ) ^ :;* MVY OW M\SS N`YV WHULS 4J*H\SL` WYVW )LJRLY [_W (; * M\SS N`YV WHULS ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
3LHY ;)6 HSS YLJVYKZ 9=:4 3 9 M\LS 7HY[ HPY HTI\ SHUJL )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
:(0373(5,: :6(905. -HZ[ [YHJR ZVHYPUN [YHPUPUN (YPaVUH :VHYPUN ,Z[YLSSH :HPSWVY[ 4HYPJVWH (A .SPKLY 0UZ[Y\J[PVU ;V^PUN 3LZZ [OHU HU OV\Y Z KYP]L MYVT :HU 1VZL 4VU [LYL` HUK :HU[H *Y\a /VSSPZ[LY :VHYPUN *LU[LY /VSSPZ[LY 4\UPJPWHS (PYWVY[ ^^^ :VHY/VSSPZ[LY JVT
40:*,33(5,6<: (09*9(-; ¸ +VPUN P[ YPNO[ [OL MPYZ[ [PTL ¹ /VTL VM 7LUPUZ\SH H]PVUPJZ ZHSLZ ZLY]PJL 1VYNLUZVU 3H^YLUJL (PYJYHM[ :HSLZ 4HUHNLTLU[ 7HSV (S[V *( (PYWVY[ 3HYY` :OHWPYV ! .YLH[ 3HRLZ ; ( (JYVIH[PJ ;; 3VNZ ILH\[PM\S ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT ! >PUN +LYYPUNLY + ;; 3PNO[ [^PU LUNPUL 3HZ[ VUL I\PS[ 7LY ZVUHS WSHUL VM +Y >PUN ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
(09*9(-; >(5;,+
55 (PYSPUL *HYLLY ;YHPUPUN (*; ^^^ HPYSPULJHYLLY[YHPUPUN JVT .YLH[ 7PSV[Z ;YHPU /LYL (SSPHUJL 0U[LYUH[PVUHS (]PH[PVU -SPNO[ *LU[LY ;YHPUPUN 6WLU KH`Z H T [V W T ;^V SVJH[PVUZ PU *HSPMVYUPH! *OPUV " 9P]LZPKL " ^^^ HPHMSPNO[JVT -SPNO[ 3LZZVUZ :WLJPHS WHJRHNL VM MLYLK MVY `V\Y MPYZ[ JVTWSL[L SLZZVU :HU -YHUJPZJV )H` (YLH ^^^ THJO H]PH[PVU JVT
;@7, 9(;05.: (YPaVUH ;`WL 9H[PUNZ *, *, [`WL YH[PUNZ VY YLJ\YYLU[ 0UZ\YHUJL HW WYV]LK Z[HMM L_HTPULY ^^^ HYPaVUH[`WLYH[PUNZ JVT !
(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 (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 0UZ\YPUN (]PH[PVU 5LLKZ MVY WS\Z `LHYZ /LZ[LY 9VILY[ ZVU 0UZ\YHUJL :LY]PJLZ :HU 1VZL 0U[» S (PYWVY[ *( *( 6Y
*099<: *PYY\Z :9 :5,> SVHKLK )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ 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 !
.L[ [VW YL[HPS MVY `V\Y HPYJYHM[ (PYJYHM[ ZHSLZ QL[ ZHSLZ THUHNLTLU[ MPUHUJPUN <:( (PYJYHM[ )YVRLYZ !;-5
>L 5LLK 0U]LU[VY` =PZ[H (]PH[PVU >OP[LTHU (PYWVY[ 7HJVPTH *( ^^^ ]PZ[H HPY JVT !;-5
:WLJPHS MPUHUJPUN H]HPSHISL VU SLHYU [V MS` HPYJYHM[ )VI *\SSLU *OPUV (PYJYHM[ :HSLZ *OPUV (PYWVY[ *( ^^^ JVYVUHHPYJYHM[ JVT !
(=0(; /<:2@ /\ZR` ( ) -S` ^P[O [OL SLHKLY VM [OL 7HJR (]PH[ (PYJYHM[ (M[VU >@ !;-5
/64,)<03;: ;OL :\WLY :[HSSPVU :P_ 7SHJL -S` MHZ[LY MHY[OLY JHYY` TVYL MVY SLZZ JVZ[ (PYJYHM[ +LZPNUZ MH_ !;-5 .SHZZHPY ;; :46/ :76/ ,_JLSSLU[ JVUKP[PVU MYLZO HUU\HS :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L]L^LH]LY JVT !
:769; <3;9(30./;: 9LTVZ .? 7YLJPZLS` LUNPULLYLK MVY -<5 .LYTHU LUNPULLYPUN X\HSP[` HUK WLYMVYTHUJL 9LTVZ (PYJYHM[ 9,46: ^^^ YLTVZ JVT ! 5L^ AVKPHJ */ ?3 :3:( ;; .HYTPU .4( ^ 4) :3 +PNP-SPNO[ 00 ,-0: + ^ IH[[ IHJR\W TVYL :[LYSPUN (PY *HYZVU *P[` 5= ^^^ Z[LYSPUN HPY JVT !
>(9)09+: -HPYJOPSK 7; 9HYL IHYU MPUK 0U KY` Z[VYHNL ZPUJL 3LM[ PU [OL LZ[H[L VM [OL SH[L V^ULY :[L]L >LH ]LY (PYJYHM[ :HSLZ 7OPSPWWP >= Z[L ]L^LH]LY 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
(09*9(-; -69 9,5;
(=0650*: .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,-
7HY[ULYZOPW 4VVUL` 4 - ;; :46/ :76/ 7 0 6\[MP[[LK MVY [OL ZLYPV\Z 0-9 WPSV[ ; 1 (PYJYHM[ :HSLZ 5V]H[V *( ^^^ [QHPY JVT !
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7(9;5,9:/07:
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Celebrating Twenty-Eight Years of In Flight USA
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044,+0(;, 7,94(5,5; 67,505. ++++
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:WLJPHSPaPUN PU .( JVYWVYH[L HPY JYHM[ .PV[[V Z (PYJYHM[ 0U[LYPVYZ :HU 1VZL 1L[ *LU[LY *( ^^^ NPV[[VHPYJYHM[PU[LYPVY JVT 8\HSP[` *\Z[VT 0U[LYPVY 9LM\YIPZO TLU[Z KLZPNULK HUK JYLH[LK Q\Z[ MVY `V\ -(( HWWYV]LK YLWHPY Z[H[PVU ,SP[L (PY 0U[LYPVYZ 4H[OLY *( ^^^ LSP[LHPYPULYPVYZ 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
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(]PH[PVU )\PSKPUN :`Z[LTZ J\Z[VT KLZPNULK OHUNHYZ ;LLZ ZOHKL WVY[Z 9 4 :[LLS *V *HSK^LSS 0+ !;-5 *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 /HUNHYZ MVY 9LU[ H[ >OP[LTHU (PY WVY[ 7HJVPTH *( 5L^ =PZ[H (]PH[PVU *VTWSL_ *HSS 7LUU` VY WLUU`']PZ[HH]H[PVU JVT 6UL 7PLJL /`KYH\SPJ +VVYZ 5L^ KL ZPNU NYLH[ WYPJLZ :JO^LPZZ ;OL +VVY 3LHKLY ]PZP[ IPMVSK JVT 7HYR @V\Y (PYWSHUL H[ H 3V^ 9H[L /HUNHY HUK [PLKV^U ZWHJL H]HPSHISL MVY PTTLKPH[L TV]L PU 9PV =PZ[H 4\UPJPWHS (PYWVY[ *( ^^^ MS`YPV]PZ[H VYN
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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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:WHJLZ (]HPSHISL ;OL (PYWVY[Z +P]PZPVU VM :HU 4H[LV *V\U[` PZ ZLLRPUN H]PH[PVU YLSH[LK I\ZPULZZLZ MVY [OL :HU *HYSVZ (PYWVY[ -VY TVYL PUMVYTH[PVU LTHPS HPYWVY[Z' JV ZHUTH[LV JH \Z VY ]PZP[ ^^^ ZHU TH[LVJV\U[`HPYWVY[Z VYN :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
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 0UZWPYPUN Z[VYPLZ VM VM [OL UH[PVU» Z [VW ^VTLU H]PH[VYZ +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 LHJO 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 6US` ^^^ [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 9LJP WLZ MVY /LHS[O` 3P]PUN I` 2H` /HUZLU 6YKLY H[ LTLYHSK^LSSULZZ JVT
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,(( (PY=LU[\YL 4\ZL\T >P[[THU -PLSK 6ZORVZO >0 -SVYPKH (PY 4\ZL\T 3HRLSHUK -3 ^^^ Z\U U M\U VYN *(- (YPaVUH >PUN (]PH[PVU 4\ZL\T -HSJVU -PLSK 4LZH (A ^^^ HaJHM VYN 2PZZPTTLL (PY 4\ZL\T 2PZZPTTLL .H[L^H` (PYWVY[ -3 /PSSLY (]PH[PVU 4\ZL\T :HU *HYSVZ (PYWVY[ *( 3VUL :[HY -SPNO[ 4\ZL\T .HS]LZ[VU ;?
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S UN ‘ N F UN 2012
March 27 - April 1 • Lakeland, FL
CESSNA EMPLOYEES RAISE FUNDS Cessna Aircraft Company donated $25,000 on behalf of Cessna employees to benefit the Veterans Airlift Command at the Sun ‘n Fun International Fly-In & Expo in Lakeland, Fla. The Veterans Airlift Command (VAC) is a nonprofit organization that provides free transportation for injured veterans. Cessna has designated a Citation Mustang, named “American Patriot,” to fly VAC missions. The donated funds were raised through Cessna employee purchases of 2,152 commemorative Citation Mustang, American Patriot limited edition t-shirts. ? The VAC provides free medical or compassionate transportation for wounded veterans and their families through a national network of aircraft owners and pilots. The organization’s priority is to assist veterans of Iraqi Freedom or Enduring Freedom (Afghanistan). “Many of our veterans return from combat facing
LIGHTSPEED ANNOUNCES FINALISTS
The Lightspeed Aviation Foundation has announced the names of 20 charities, selected from hundreds of nominees, which will benefit from grants to be awarded this year. The Foundation is launching its third year of partnering with the pilot community to identify worthy causes and to give pilots a voice in who they will support to make a lasting difference. Nearly $250,000 has been awarded in the first two years reaching well over 100,000 lives with services, training, and inspiration. The announcement was made from the Nikon Media Center at the Sun ‘n Fun
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devastating injuries and long-term rehabilitation. Many times, they are recuperating hundreds of miles away from family. Our goal at VAC is to be that bridge that brings families together to help our veterans heal,” said Walt Fricke, VAC founder and air boss. “We are fortunate to have Cessna join us in providing our wounded warriors with this crucial service.” The fundraising campaign was conceived and executed by Cessna employees. “We wanted to demonstrate the pride we felt in the Citation Mustang product, and also wanted to figure out a way to show support for the VAC and their mission,” said Ashley Parks, Cessna employee and project coordinator for the American Patriot t-shirt fundraising campaign. Cessna employees ran the project and raised $25,000 for the VAC. The VAC mission on March 31 transported Sgt. Adam Kisielewski of Frederick,
WOUNDED VETERANS MISSION
Maryland to the Sun ‘n Fun airshow in Lakeland, Fla. Sgt. Kisielewski joined the Marine Delayed Entry program during his junior year in high school, when he was only 17. He served at Camp Pendleton and was selected for the prestigious “Yankee White” squad, part of the U.S. Marine Corps Security Forces hand selected to serve the President directly at Camp David. Kisielewski rejoined the Infantry after his tour at Camp David, and was deployed to Iraq. During his time there, Kisielewski was severely injured by an IED explosion while on foot patrol. His wounds required a complete amputation of his left arm, and the amputation of his right leg just below the knee. His numerous wounds required extensive treatment at the National Naval Medical Center as well as at Walter Reed Army Medical Center, and resulted in 14 months of recovery. Sgt. Kisielewski was medically
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International Fly-In and Expo in Lakeland, Fla. Charities selected are: Air Charity Network, Angel Flight East, Angel Flight Soars, AOPA Foundation, Aviation Career Enrichment, Bahamas Habitat, Build A Plane, Civil Air Patrol, EAA Chapter 44, EAA Chapter 106, Hope Air, JAARS, Liga International-The Flying Doctors of Mercy, Mission Aviation Fellowship, The Ninety-Nines, Planes of Fame Air Museum, Recreational Aviation Foundation, Tomorrow’s Aeronautical Museum, Wings of Hope and Youth Aviation Adventure.
57
retired from the USMC and has since worked as a project officer for the U.S. Army’s Telemedicine and Advanced Technology Research Center at Fort Deterick, Md. Kisielewski’s role was to enable government funded projects to develop relevant cutting edge technologies that would aid US service men and women injured in conflict areas. In 2006 Kisielewski began volunteering much of his free time to Operation Second Chance, a 501c3 nonprofit that assists wounded injured and ill service members and their families. In March of 2010 Kisielewski left his job with the Army and began working for Operation Second Chance full time as Vice President. He is pursuing his private pilot’s license, and has already performed his first solo flight. Cessna was proud to host Sgt. Kisielewski and his family at the Sun ‘n Fun airshow.
2012 PILOT’S CHOICE AWARDS
All aviation enthusiasts will be invited to vote in the Pilot’s Choice Awards online at LightspeedAviationFoundation.org. The top five charities, as chosen by the aviation community, will each receive a check for no less than $10,000. Lightspeed Aviation customers will also have a special opportunity to participate when they register their Lightspeed headsets and vote in the Customer Choice Awards. The top five customer choice vote recipients will each receive award gifts of $5,000 each and every finalist will receive a grant of no less than $1,000.
Allan Schrader, Lightspeed Aviation president, says, “ We’re more excited than ever about the impact we can make together to grow the aviation community. Organizations like AOPA and EAA have allowed us to join with them in reaching out to bless other organizations that are doing “ Good” in the aviation community. It’s certainly our sincere hope that pilots, aviation enthusiasts, for-profit and non-profit organizations will join in the efforts to grow aviation and make a positive impact on our world.”
Sun ‘n Fun Opens Air Show Season With Success and Sun Continued from Page 51 attraction at Sun ‘n Fun. On the business side, there were more than 500 exhibitors. Making an especially strong showing this year, Piper jazzed up the grounds with its bright yellow Cub parked in front of its chalet in celebration of 75 years in the airplane business. While drawing crowds to see all that Piper has to offer, clearly the company is excited about their 75th Anniversary and the potential “sea of yellow” planned for EAA
AirVenture later this year. Also making an impressive showing on the business side was Redbird Simulators. The company is promoting its recently completed construction of a multi-faceted aviation research and development laboratory, located in San Marcos, Tex. The new facility, named Redbird Skyport opened last November with a designated plan to develop solutions to the challenges of a shrinking pilot population, staggering student drop-out
rate and the ever increasing cost of flight training. The innovative aviation laboratory includes a full service FBO, flight school, and aviation experience center. All aspects of the project provide a test bed for innovative hardware, software, business processes and ideas with the goal of revitalizing general aviation. From all preliminary counts, The Sun ‘n Fun campus was a bustling showcase of world-class vintage, warbird, homebuilt, factory built, rotorcraft, ultra-
light, light sport, hot air balloon, aerobatic and current military aircraft, all of which add to memorable experiences for Sun ? Fun guests throughout the week. A partnership with nearby Fantasy of Flight provided a home for Sun ? Fun’s seaplane Annual Splash-In on Lake Agnes. For more information about this year’s show, visit Sun ‘n Fun’s website at www.sun-n-fun.org.
A Sun ’n Fun Fly-By to Remember
Continued from Page 51 the first student at CFAA to earn his pilot certificate (in December 2011). Herrington flew the “wingman” position. Ironically, while Herrington was perfectly legal to pilot an airplane at Sun ‘n Fun – which during the week of the Fly-In is
considered the busiest airport in the world – he is not yet licensed to drive a car. Lead pilot Castellanos aspires to attend the United States Air Force Academy in Colorado Springs, Colo. His goal is to fly military fighter jets. His wingman, Herrington, hopes to attend
Embry-Riddle Aeronautical University where he intends to join the NROTC and ultimately enlist in the Navy as a pilot. Both can trace their place in the cockpit directly back to their early interest in aviation and the critical support provided by Mr. James C. Ray. The Thursday morn-
ing fly-by allowed Castellanos and Herrington to make a statement on behalf of their fellow students, aviation enthusiasts still to come and the educational opportunities that will be available to them. Their message is simple: “Thank you, Mr. Ray.”
Celebrating Twenty-Eight Years of In Flight USA
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April 2012
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